I believe the original issue that tripped code p1336 is the fact that the hold down bolt on the camshaft synchronizer had worked itself loose. The synchronizer shaft itself is about 3 years old. I replaced the crankshaft and camshaft position sensor but cannot rid myself of the code. I've disconnected the batter for some time and erased the code several times but it continues to trip. The truck runs great!
I've messed with rotating the sensor to multiple positions but cannot find a spot that does not trip the code. Am I barking up the wrong tree? What is accomplished through a clockwise and counter-clockwise twist of the sensor? I've acquired the tool, but it is unclear how to use. The tool is also claiming to be good through the 2001 3.0 litre. Mine is a 2003.

Please advise.

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2003 xlt extended cab/2wd/3.0 liter/7.5" 3.73 rear/140,000 miles

Sensor or synchronizer ? When you move the synchronizer one way or the other, it is akin to moving a distributor. It increases or decreases the timing. You should use the correct tool or insert the sync when the #1 piston is at TDC.

The sensor can't spin, so I guess I'm referring to the synchronizer housing. Like I said, the bolt had worked its way loose, and I'm trying to determine the correct position. I haven't been able to nail down the exact location (or degree) the top should be pointing to on my 2003.

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2003 xlt extended cab/2wd/3.0 liter/7.5" 3.73 rear/140,000 miles

Thanks. I think I've gotten everything reoriented properly.

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2003 xlt extended cab/2wd/3.0 liter/7.5" 3.73 rear/140,000 miles

I have the exact same problem, what is the fix or link to the post? Except mine is an 05. I had 2x p1336, changed the kps, and when I whent to swap the cam sensor and synchronizer ,the sensor was loose and the hold down bolt for the synchro was loose. I put the new one in lined up the best I could with no real reference point, but it runs smooth but sends the code after about 60 to 80 miles. How do I find out the exact position to set it in.?

You need a factory service manual that will provide information on how to align the synchronizer.

Once you get it aligned properly if you still get the code, you will need to diagnose the problem with the pin point test for the code you are getting.

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2002 Ford Ranger 2 Dr Standard cab 2.3 5 SPD 7.5 373 gears

I'll check my manual for you this afternoon and upload the procedure.


Sent from my iPhone using Tapatalk

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99 XLT Super Cab 4.0 OHV - Manual - 4wd - Live Axle Conversion - Interior & Exterior LEDs - Mustang Dome
97 XLT Regular Cab 2.3 - Auto - 2wd (R.I.P)

Some information that may be useful for this code, at least it is worth reading. Sorry I cannot post the diagrams

This is just a sample of what is available from Alldata


Article No.
02-22-1
11/11/02
^ DRIVEABILITY - SURGE/ROLLING IDLE - GEARDRIVEN SYNCHRONIZERS - INCORRECT
INSTALLATION - CAMSHAFT POSITION
SYNCHRONIZER (CMP) INSTALLATION TOOL
CORRECT APPLICATION
^ ENGINE - GEAR DRIVEN SYNCHRONIZERS - INCORRECT INSTALLATION - CAMSHAFT POSITION
SYNCHRONIZER (CMP) INSTALLATION TOOL
CORRECT APPLICATION
FORD:
1994-1997 THUNDERBIRD
1995-2003 TAURUS
1996-2003 MUSTANG
1995-1997 AEROSTAR
1995-2003 RANGER, WINDSTAR
1996-2000 EXPLORER
1997-2003 E SERIES, F-150
MERCURY:
1994-1997 COUGAR
1995-2003 SABLE
1997-2000 MOUNTAINEER
ISSUE
Incorrectly installed gear driven camshaft position (CMP) sensor synchronizer assemblies may be hard to diagnose. Vehicle may exhibit poor fuel economy, driveability Diagnostic Trouble Codes (DTCs) P1336, P1309, P0340 with MIL light on. Loss of power, surge, hesitation and runs rough on acceleration may also be present.
ACTION
New diagnostics have been developed for WDS to diagnose incorrectly installed gear driven camshaft position (CMP) synchronizer assemblies. Refer to the following Service Procedure to diagnose a possible mis-installed synchronizer assembly and proper installation procedure.
SERVICE INFORMATION
Items Covered In This Article
^ "Hall" vs. "VRS" sensor function
^ Vehicle history scrutiny for past service of the synchronizer assembly
^ WDS - Power balance test
^ WDS - CMP and CKP wave signal comparison
^ Wave Comparison chart - CMP vs. CKP
^ Correct (CMP) synchronizer installation tool application & installation procedure
^ "Top Dead Center" (TDC) alignment
^ Synchronizer installation tool application chart
Hall - Effect (Hall) and Variable Reluctance (VRS) CMP Sensors
CMP sensors are used on all current model year engines, regardless of fuel system or ignition system type. The CMP sensor provides the Powertrain Control Module (PCM) with cam position information to indicate # 1 cylinder, on the compression stroke
There are two different types of CMP sensors:


^ The three-pin, Hall-effect sensor (Figure 1)
^ The two-pin Variable Reluctance sensor (Figure 1)
Although the Hall-effect (three-pin) and the Variable Reluctance (two-pin) CMP sensors perform the same function, their signal appearance is quite different and they are not interchangeable.


^ The three-pin Hall-effect sensor uses a Hall effect device and a magnet to generate a digital square wave signal (Figure 2)
^ The two-pin Variable Reluctance sensor is a magnetic transducer, which uses differential voltage across windings to generate a voltage waveform that is similar to a sine wave (Figure 2)
Both sensors provide a switching voltage as the engine rotates.

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2002 Ford Ranger 2 Dr Standard cab 2.3 5 SPD 7.5 373 gears