Hi All,

Hope you are having a good weekend.
Could you assist me with a quick answer to an issue I am having?

Symptom of Problem,
The car will cut out at random.
The symptoms are almost identical to when the CKP (Crankshaft Position Sensor) was failing. I replaced the sensor in December and had no issues up to a few weeks ago.
The car will either cut out (jerk) or stall at random. It has done so when cold, it has done so when hot, sometimes it will run perfectly with no issue at all for hundreds of kilometers.

I suspected it was the magnetic ring behind the Crank pulley.

This morning I pulled the pulley off to replace the ring and found the Crankshaft Drive Gear has an enormous amount of play, see picture.
To me there should not be so much play?

Your feedback would be appreciated.

Regards
 Thanks

SMG

A gear like that should be an interference fit against that woodruff key. New gear and key for starters and cam belt may be damaged. FL2 MY10 TD4 GS traded in at 2 years
FL2 MY13 TD4 GS Current

That is completely normal

That is completely normal

Well if it is thats a first for me. My eyes are old but there looks to be a a gaping hole down the side of that key. FL2 MY10 TD4 GS traded in at 2 years
FL2 MY13 TD4 GS Current

Thanks Guys.
Appreciate the feedback  Thanks

SMG

Yorky Bob wrote:

That is completely normal

Well if it is thats a first for me. My eyes are old but there looks to be a a gaping hole down the side of that key.

Correct.

The cam pulley is normally a floating gear on a hub. On the 2.2 here, the crank gear floats, and the cam pulley is solid

When the camshaft and the crankshaft are perfectly set in their "zero" positions and the cambelt tensioner is properly set, you will find that that gap on the gear/sprocket is perfectly symmetrical centered versus that key.
That key is there only for holding in proper position the magnetic ring, not to drive the pinion/gear.

The gap is so wide, in order to allow the pinion/gear to be moved left/right versus the key/crankshaft, with a certain amount of degrees, in order to adjust the static timing advance.

Back to your problem, you changed the sensor, but in the same way, the ring may be at fault, the magnetic stripe on it may be failing / demagnetized.
The new sensor may be a little more sensitive - therefore the temporary functioning - but not enough for a progressively failing ring.
Not saying you should spend money on a new ring, but worth checking with an oscilloscope the signal from the CKP sensor in order to see if there are any gaps in the signal.

I think I will go out and buy a Morris 1,000.

Floating gears and the Diesel is still doomed in UK.  FL2 MY10 TD4 GS traded in at 2 years
FL2 MY13 TD4 GS Current

Thank you Alex, your insight is always appreciated.
I never knew there was such a thing as a floating crank gear. Never too late to learn.

Regards
Shelby Thanks

SMG

Confirm what everyone else is saying, mine is like that too.. you should set the key in the centre of the slot when all the timing marks line up, it stays put because of the enormous torque on the crank bolt, so be sure you get it up correctly tight.. Martin, (G0JCN)