Would any member who has a labscope capable scanner run a lab trace on a 6.0 Cam sensor and maybe post even just a picture or screen shot of the signal.
Maybe Bullit or Yahiko they have IDS and I think it has a labscope function.

I would greatly appreciate it.

 

That requires an adaptor which I do not have.

Josh

 

Sorry I forgot you would need a interface adapter/labscope module. Thanks anyway.

 

I've got a scope but haven't really used it much...

 

I think the cam sensor may be the same as the fan in theory.
I think in addition to the VMM you need a breakout box.
But anyway here is the one for the fan. I hope you only need
a shape.





Home-brew breakout box.



Sean

 

Not too shure I will be able to use that, it looks too much like a crank signal trace. Not shure the guy will buy it. LOL I kinda got myself in a debate with a guy on another forum. He says that the ford manual says the cam uses a different signal because it only uses 2 wires.

The 6.0 bible says the pcm reconditions the signal. I have done a lot of labscope traces and it has always shown a square wave form. He says no but since I no longer own my scanner wth labscope or my ociloscope I can't prove it. He is a vendor there and a supporter so I don't want to get too radical.
I really appreciate you doing this.

 

Let me do a little digging and see how much of a PITA
it will be without the breakout box.


EDIT : See page 10 of 12 for the sensor.
I need to look at the fan sensor also but I think they are the same.
As you *** speed to it you might see more ramp shape to it
with a sharp transition but I don't think you will see a saw tooth.

Sean

 

The only easy way I found without crawling under the truck was the engine harness 32 pin connector.
I do not remember the color code of the wires and pin location, but I used to clip my leads up there. Relatlyely easier to get too. Relatively LOL

 

Its been awhile...
But both are ac wave, cam should pass 11 cycles back of crank window. Let me know if this is not clear.

 

Ther is or was a help section in the scope section that has various wave patterns in it. Iirc the correct wave pattern is showen in it.

 

I will try and get you a waveform pic tomorrow by this time if time permits, if no one else posts one before.
Have a no start on an 06 in my garage and I am into it already.
Bill

 

That PDF I posted will show the color codes.

DAMM I was so wrong on this.

This is from the black Powertrain Control/Emissions Diagnosis book for 2006

"The CMP sensor is a variable reluctance sensor, which responds to a rotating
trigger protruding from the camshaft. The trigger is a single 9.0525 mm (0.375")
diameter peg approximately 18 degrees wide, projecting 3-5 mm (0.12-0.20") from
the camshaft. The sensor produces a sign wave in response to the peg as it passes
the sensor. The sensor output is required to determine the camshaft position."


Sean

 

Looks like my iirc may still function

 

Thanks for the wiring diagrams it will definitely make it easier.

 

Supposedly the pcm then condition/recondition the signal so the wave form is a square wave.


While I will not argue with the point of what the Ford service manual since I had to sell all my Ford manuals and my ocilloscope and lab scope after my heart attack.


I do still have copies of the 6.0 Ford Bibles, while not a true service manual they do show that yes the sensors are 2 wire they explain that the PCM itself reconditions the signal and produces a sguare wave labscope trace.


CKP (Crankshaft Position)
[***************]ELECTRICAL COMPONENTS[/COLOR]
• The crankshaft position signal
source is a magnetic pickup sensor
mounted in the right front side of
the engine block.
• The sensor reacts to a target wheel
positioned on the crankshaft. The
target wheel is a 60 minus 2 tooth
steel disk with 58 evenly spaced
teeth and a slot that’s width is
equivalent to removing 2 teeth
(minus 2 slot) that is the SYNC
gap.
• The sensor will produce pulses for
each tooth edge that breaks the
magnetic field created by the
permanent magnet that is in the
106
creates a signal the relates to
crankshaft speed and position
relative to TDC (Top Dead Center).
The CMP creates a signal relative
to which stroke the piston is
currently on (compression or
exhaust).
end of the sensor.
• Crankshaft speed is derived from
the frequency of the CKP sensor
signal.
• Crankshaft position can be
determined by the sycronization of
the CMP peg signal to the CKP
minus 2 slot signal.
• Diagnostic information on the CKP
input signal is obtained by
performing accuracy checks on frequency,
and/or duty cycle with software
strategies.
• The PCM needs both the CKP and
CMP signal to calculate engine
speed and position. The CKP
52


CMP (Camshaft Position)
[***************]ELECTRICAL COMPONENTS[/COLOR]
107
53
• The camshaft position signal source
is a magnetic pickup sensor
mounted on the left front side of the
engine block.
• The sensor reacts to a peg, pressed
into the camshaft at the front of the
engine.
• The peg will pass the sensor once
per camshaft revolution, the sensor
will produce a single pulse
correspondingly.
• Camshaft speed is derived from the
frequency of the CMP sensor
signal.
PCM to the FICM so that the FICM
can perform fueling calculations.
• The PCM conditions the signal and
sends it out as TACH signal for
body builder use.
• Diagnostic information on the CMP
input signal is obtained by
performing accuracy checks on
signal levels, frequency, and/or duty
cycle with software strategies.
• The ECM needs both the CKP and
CMP signal to calculate engine
speed and position. The CMP
creates a signal that the PCM uses
to indicate a particular bank.
• The CMP contains a permanent
magnet which creates a magnetic
field, when the magnetic field is
broken by the peg on the camshaft
a signal is created.
• A conditioned CMPO (Camshaft
Position Output) is sent from


CMP (Camshaft Position)
[***************]ELECTRICAL COMPONENTS[/COLOR]
107
53
• The camshaft position signal source
is a magnetic pickup sensor
mounted on the left front side of the
engine block.
• The sensor reacts to a peg, pressed
into the camshaft at the front of the
engine.
• The peg will pass the sensor once
per camshaft revolution, the sensor
will produce a single pulse
correspondingly.
• Camshaft speed is derived from the
frequency of the CMP sensor
signal.
PCM to the FICM so that the FICM
can perform fueling calculations.
• The PCM conditions the signal and
sends it out as TACH signal for
body builder use.
• Diagnostic information on the CMP
input signal is obtained by
performing accuracy checks on
signal levels, frequency, and/or duty
cycle with software strategies.
• The ECM needs both the CKP and
CMP signal to calculate engine
speed and position. The CMP
creates a signal that the PCM uses
to indicate a particular bank.
• The CMP contains a permanent
magnet which creates a magnetic
field, when the magnetic field is
broken by the peg on the camshaft
a signal is created.
• A conditioned CMPO (Camshaft
Position Output) is sent from



While I will not argue with the point of what the Ford service manual since I had to sell all my Ford manuals and my ocilloscope and lab scope after my heart attack.


I do still have copies of the 6.0 Ford Bibles, while not a true service manual they do show that yes the sensors are 2 wire they explain that the PCM itself reconditions the signal and produces a sguare wave labscope trace.


CKP (Crankshaft Position)
[***************]ELECTRICAL COMPONENTS[/COLOR]
• The crankshaft position signal
source is a magnetic pickup sensor
mounted in the right front side of
the engine block.
• The sensor reacts to a target wheel
positioned on the crankshaft. The
target wheel is a 60 minus 2 tooth
steel disk with 58 evenly spaced
teeth and a slot that’s width is
equivalent to removing 2 teeth
(minus 2 slot) that is the SYNC
gap.
• The sensor will produce pulses for
each tooth edge that breaks the
magnetic field created by the
permanent magnet that is in the
106
creates a signal the relates to
crankshaft speed and position
relative to TDC (Top Dead Center).
The CMP creates a signal relative
to which stroke the piston is
currently on (compression or
exhaust).
end of the sensor.
• Crankshaft speed is derived from
the frequency of the CKP sensor
signal.
• Crankshaft position can be
determined by the sycronization of
the CMP peg signal to the CKP
minus 2 slot signal.
• Diagnostic information on the CKP
input signal is obtained by
performing accuracy checks on frequency,
and/or duty cycle with software
strategies.
• The PCM needs both the CKP and
CMP signal to calculate engine
speed and position. The CKP
52


CMP (Camshaft Position)
[***************]ELECTRICAL COMPONENTS[/COLOR]
107
53
• The camshaft position signal source
is a magnetic pickup sensor
mounted on the left front side of the
engine block.
• The sensor reacts to a peg, pressed
into the camshaft at the front of the
engine.
• The peg will pass the sensor once
per camshaft revolution, the sensor
will produce a single pulse
correspondingly.
• Camshaft speed is derived from the
frequency of the CMP sensor
signal.
PCM to the FICM so that the FICM
can perform fueling calculations.
• The PCM conditions the signal and
sends it out as TACH signal for
body builder use.
• Diagnostic information on the CMP
input signal is obtained by
performing accuracy checks on
signal levels, frequency, and/or duty
cycle with software strategies.
• The ECM needs both the CKP and
CMP signal to calculate engine
speed and position. The CMP
creates a signal that the PCM uses
to indicate a particular bank.
• The CMP contains a permanent
magnet which creates a magnetic
field, when the magnetic field is
broken by the peg on the camshaft
a signal is created.
• A conditioned CMPO (Camshaft
Position Output) is sent from


CMP (Camshaft Position)
[***************]ELECTRICAL COMPONENTS[/COLOR]
107
53
• The camshaft position signal source
is a magnetic pickup sensor
mounted on the left front side of the
engine block.
• The sensor reacts to a peg, pressed
into the camshaft at the front of the
engine.
• The peg will pass the sensor once
per camshaft revolution, the sensor
will produce a single pulse
correspondingly.
• Camshaft speed is derived from the
frequency of the CMP sensor
signal.
PCM to the FICM so that the FICM
can perform fueling calculations.
• The PCM conditions the signal and
sends it out as TACH signal for
body builder use.
• Diagnostic information on the CMP
input signal is obtained by
performing accuracy checks on
signal levels, frequency, and/or duty
cycle with software strategies.
• The ECM needs both the CKP and
CMP signal to calculate engine
speed and position. The CMP
creates a signal that the PCM uses
to indicate a particular bank.
• The CMP contains a permanent
magnet which creates a magnetic
field, when the magnetic field is
broken by the peg on the camshaft
a signal is created.
• A conditioned CMPO (Camshaft
Position Output) is sent from
nuts it wont copy the whole thing in one piece.