P0335 Code in 2026: The Crank Sensor, the Wheel It Reads, and a Warranty Few Owners Found

P0335 is the code most likely to arrive with an engine that has already stopped, and that changes how carefully it has to be diagnosed.

The crankshaft position sensor sits beside a toothed wheel on the crankshaft — at the front pulley, in the middle of the block, or at the back behind the transmission — and sends a pulse each time a tooth passes. From those pulses the engine computer knows how fast the engine is turning and where every piston is. P0335 — "Crankshaft Position Sensor 'A' Circuit" — means the computer expected that signal and did not get a usable one. Without it, most engines cannot time a single injector or spark. That is why the owners who report this code to the federal government describe stalls and no-starts, not a warning light.

We searched NHTSA's complaint file — 780,071 complaints received from 2015 to September 2026 — for the crankshaft sensor and its codes and found 1,203 complaints. Then we read a random 50 in full. Forty-eight were about the sensor or its signal; 29 of those 48 described the engine stopping while the car was moving; and in 16, a new crankshaft sensor was fitted and the trouble continued. Three groups dominate. 117 are 3.0L diesel Ram 1500s and Grand Cherokees, whose failing part is the magnetic tone wheel the sensor reads — covered by a software recall and by a separate warranty extension only 7 of those owners mention. 208 are Patriots, Compasses and Journeys, 126 of them 2016 models. And 123 are Altimas and Sentras, most from the years a 2007 recall reprogrammed the computer rather than replacing the sensor.

By the end you will know which of five routes your P0335 is on, what each costs in 2026, which recall, extension or bulletin applies, and the cheap cause that gets skipped when a sensor is quoted first.

Claims marked 🟢 rest on a recall, extension, bulletin or investigation listed in the Sources section; 40 of those documents were downloaded and read in full. Claims marked ⚪ are shop-price estimates carried from our repair guides. Owner-reported figures are what people told NHTSA, published with ODI numbers. The complaint set is a searched set: counts are pattern flags checked against the matched text, and the complaints quoted or counted by hand were read in full.

I built PulsCar after a $380 "full diagnostic" in Phuket in 2025 led to roughly $6,000 over six months across several shops (the story is on the About page). On this code the wrong part can leave you stopped in a traffic lane, so every claim below that rests on a document names it.

The one signal most engines cannot run without

Every modern engine reads two position signals. The camshaft sensor says which of two revolutions a cylinder is on; the crankshaft sensor says how fast the engine turns and where the pistons are, dozens of times per revolution. Lose the camshaft signal and many engines limp on, after a long crank. Lose the crankshaft signal and most engines stop — or never start — because the computer no longer knows when to fire anything. That asymmetry is the whole story of this code, and our P0340 guide covers the camshaft side.

There are three honest exceptions, and each matters to someone. 🟢 Chrysler's diesel recall 20V-475, later extended by 23V-411, reprogrammed the 3.0L diesel Ram 1500 and Grand Cherokee "to maintain vehicle propulsion by reading the camshaft position signal in the event that the crankshaft position signal is lost" — the engine keeps running, in reduced power, when the tone wheel fails. 🟢 GM's PIP5613 tells technicians on some 2.0L Buick Regals and Veranos with an extended crank to "disconnect the Crankshaft Position Sensor electrical connector and verify the engine will start normally" — on that engine, a garbled crank signal is worse than none. And 🟢 the 2017 Chrysler Pacifica shows the opposite problem: its recall, 18V-049, fixed software that could lose sync with the crankshaft sensor and stall the engine "without illuminating a Malfunction Indicator Lamp, and without setting any Diagnostic Trouble Code," in the words of NHTSA's petition file. A crankshaft signal problem does not always leave P0335 behind.

The free test everyone can do. The tachometer is driven from the crankshaft signal on most cars. If the engine cranks and the needle stays at zero, the computer is not seeing crankshaft pulses. If the needle falls to zero while you are driving and the engine dies, same thing. Nineteen complaints in the file describe exactly that, and 🟢 GM's PIP5613 lists "Tachometer inoperative/erratic" among the signs of a damaged reluctor wheel. A $20-$40 code reader showing 0 RPM during cranking says the same thing in numbers.

Heat is the other signature. Sensors, solder joints and their wiring expand with temperature. 🟢 Nissan told NHTSA in 2007 that on 2.5L Altimas and Sentras, "variations in temperature can be large enough to cause a brief interruption in the signal output from the sensor." Forty-four complaints in the file describe an engine that restarted after it sat and cooled.

First: is this really P0335? The crankshaft codes side by side

What matters most here: P0335 alone points at the crankshaft sensor's own circuit or at the wheel it reads. P0335 with P0340 points at shared power, ground or wiring, and on some 2016 Jeeps and Dodges at a recall. P0336 on a 3.0L diesel Ram or Grand Cherokee points at the tone wheel. And P0335 with a misfire code on a Chrysler 2.4L is a case 🟢 Chrysler's 18-080-17 addressed in software: its update for the 2016 Journey lists "Cylinder X Misfire Improvements when P0335 (Crankshaft Position Sensor Circuit) is present."

The 10-minute P0335 check

1. Read every code, and write down whether P0336, P0339, P0340, P0016-P0019 or misfire codes are also stored. Note the freeze-frame engine temperature and speed.
2. Crank it and watch the tachometer, or a scan tool's RPM. Zero while cranking means no crankshaft signal.
3. Test the battery, or have it tested free at a parts store. Slow cranking matters: 🟢 GM and Toyota both tie low voltage to this code.
4. Find the sensor in a service manual or parts diagram. Front, side or back of the engine changes the labor bill more than the part does.
5. Look at its connector and harness if you can see them: oil, green crust, a wire pulled tight against a bracket, a rodent nest.
6. Think about recent work. A timing belt, a clutch, a transmission, a crankshaft pulley or a coolant hose job near the sensor is a lead, not a coincidence.
7. Note when it happens — cold, only once hot, after rain, over bumps, after a jump start.
8. Run the VIN at nhtsa.gov/recalls and on the manufacturer's owner site, and on a 3.0L diesel Ram or Grand Cherokee, ask a dealer about X94 or X95 by name.
9. If the engine stalled on the road, do not take it on a highway until someone has looked.

Eight P0335 situations, and which is yours

"A 3.0L diesel Ram 1500 or Grand Cherokee in limp mode, P0335 or P0336." The tone wheel. Route 4, and the EcoDiesel section.

"A 2005 or 2006 Altima or Sentra 2.5L that dies at low speed and restarts." Nissan's 2007 recall and what it did not replace. Route 2, and the Nissan section.

"A 2012-2016 Patriot, Compass or Journey that stalls." A connector recall for ten weeks of 2016 production, and engine computer updates for the rest. Routes 2 and 5.

"It cranks, the tachometer does not move, it will not start." The signal. Route 1, then Route 3.

"A 2015-2016 CR-V or 2013-2016 Accord 2.4L with P0335 or P0339." Honda's corroded connector. Route 1.

"P0335 right after a timing belt, clutch, transmission or pulley job." The sensor, its gap or the wheel was disturbed. Route 4.

"A new sensor, and the code is back." Route 1, then Route 4, and the section on why.

"Stalls with no code at all on a 2017 Pacifica." Recall 18V-049. Route 2.

The P0335 price ladder, from the bottom up

Read it from the bottom up: the two most expensive rows are not sensor failures, and the diesel row is covered, for trucks in its build window, by a warranty extension. What moves a car between rows is a battery test, a look at the connector, a VIN lookup, and the question of where the sensor sits.

How much does it cost to fix a P0335 code? Usually a few hundred dollars, and sometimes nothing. Our repair guides carry $150 to $400 for a crankshaft sensor installed where it is easy to reach, and in PulsCar's reading of the federal complaint file, 22 owners who reported sensor-only repairs name $80 to $711. The bill jumps when the sensor hides: a 2015 CR-V owner paid $1,002 because the intake manifold comes off to reach a corroded connector, and a 2004 Sedona owner was quoted $1,400 for a $159 sensor because the timing belt comes off too. The 3.0L diesel Ram 1500 and Grand Cherokee sit highest, at $1,250 to $3,471 in owner reports, because the failed tone wheel is behind the transmission — and Chrysler extended that wheel's warranty to eight years with unlimited miles for trucks in its build window.

The P0335 number, by what you drive

Full tables: 1,203 complaints, flags · by model · recalls, extensions and bulletins.

The five P0335 routes, cheapest first

Route 1 · Battery, connector and wiring — before any sensor — $0 to $1,100

A crankshaft sensor needs a reference voltage, a ground and an unbroken signal wire, and the computer needs the engine to crank at an even speed to read it. Break any of those and the sensor is blamed for a signal it never had a chance to send.

What the documents show. 🟢 GM's PIP5482A, for 2017-2018 Encore and Trax 1.4L, says the problem it describes appears on "vehicles that have very low miles or that were parked for an extended period of time," and that when P0335, P0340 and P0365 set together, the cause may be "a low state of charge in the battery during two consecutive engine starts" — test the battery, clear the codes, start twice, and "do not attempt further repairs" if they stay away. 🟢 Honda's 16-011 is the most expensive connector in the file: on 2013-2016 Accord 2.4L and 2015-2016 CR-V, "corrosion between the engine wire harness and the CKP sensor connector" sets P0335 or P0339, and the fix is the engine wire harness and the sensor — 2.1 hours on an Accord, 3.2 on a CR-V, under "the normal warranty" only. Honda's engineers later asked dealers for untouched 2014-2015 Accords with the same codes, "No previous repairs," to study the cause. 🟢 GM's 17-NA-175 found slack in the 2016-2017 Cruze harness "contacting the front wheel passenger side drive shaft." 🟢 Ford's SSM 46456 sends technicians on early 2017 Super Duty 6.7L diesels to the crankshaft sensor wiring about 15 inches from its connector, "for damage or evidence of being pinched," and 🟢 SSM 54548 and SSM 54792, from February and May 2026, trace P0335 on 2025-2026 Explorers with the 2.3L EcoBoost built between 16 August 2025 and 5 March 2026 to "a pin fit concern at PCM connector C1381E pin 7" — a new terminal, not a new sensor. And 🟢 Mitsubishi's TSB-19-11-002 warns technicians that coolant spilled during unrelated repairs can run into the crank angle sensor connector: "Engine was unable to start due to current leak between sensor terminals."

What the owners report. A 2015 CR-V owner at 47,000 miles paid $1,002 for exactly Honda's repair — connector, O-ring and intake manifold gasket — because the manifold has to come off. A 2014 CR-V at 3,000 miles had its crankshaft sensor harness chewed by rodents. A 2012 Versa owner's shop found the sensor pigtail "only taped," not connected to the main harness; $1,100. And a 2014 Tucson went from a crankshaft sensor to a software update to "the knock sensor and engine wiring harness" before the owner stopped counting.

The cheap cause that gets skipped. The battery, on a car that sits. GM's own document says two weak starts in a row can set the crankshaft code on a healthy car. A free load test comes before any part, and if the car lives outdoors or is driven twice a month, before any argument with the shop.

Fix it yourself — the honest split. A battery test, a look at the connector where it is reachable, a reseat and a check for rodent damage are driveway jobs. Measuring reference voltage, ground and signal — or watching the signal on a scope while wiggling the harness — is a shop job, and worth paying for before a second sensor.

At the shop — say this: "Before you replace the crankshaft sensor, can you load-test the battery and check reference voltage, ground and signal at the sensor connector, with a wiggle test on the harness? And can you check for a bulletin on my VIN about that connector?"

Route 2 · Your VIN is on a recall, extension or campaign — $0

Six car and truck recalls filed since 2010 name the crankshaft sensor or its signal in their defect text, and older recalls, extensions and emissions campaigns sit alongside them. Three things decide whether one helps you: your exact VIN, whether the remedy has already been done, and whether the remedy touched the part that failed.

What the documents show. Three are big enough to have their own sections below: 🟢 the diesel Ram and Grand Cherokee recalls 20V-475 and 23V-411 and their separate tone-wheel extensions X94 and X95; 🟢 Nissan's 07V-527, which reprogrammed 653,910 Altimas and Sentras; and 🟢 16V-907, a new sensor connector on 42,231 2016 Journeys, Compasses and Patriots. The rest are narrower. 🟢 17V-356 replaced "the crank position sensor with an improved design" on 31,824 2016-2017 Tacomas with the V6, built between 17 September 2015 and 28 October 2016. 🟢 18V-049 updated software on 153,859 2017 Pacificas. 🟢 18V-465 replaced crankshaft sensors with "incorrect firmware" on 5,309 2018-2019 BMW and MINI models. And 🟢 Honda's 23-048 and 23-049 are emissions recalls, not in NHTSA's safety-recall file, so a safety-recall search will not show them. They cover 2023 Accord Hybrids and CR-V Hybrids whose engine blocks "may have had the mounting surface of the crankshaft position sensor improperly machined," and Honda's letter says the dealer will "inspect your vehicle's lower engine block and if necessary, replace the lower engine block and catalytic converter for FREE," a job of "approximately 13 hours."

What the owners report. The file is full of VINs that missed. Thirty-six of the 117 diesel Ram and Grand Cherokee complaints use words saying the owner was told the VIN was not included or not covered; 30 of the 86 Altima and Sentra complaints from the recall's model years say the same. Some of those are genuine misses. Some are cars whose recall was already done — and on a software recall, a completed remedy does not mean a new sensor.

The cheap cause that gets skipped. A second lookup. On the diesel trucks, the recall and the extension are different documents with different lookups, and only 7 of the 117 owners mention the extension at all. On the Altima, the question is not only "is my VIN listed" but "was the reprogramming done, and when."

At the shop — say this: "Please run my VIN for open recalls, emissions recalls, warranty extensions and service campaigns that mention the crankshaft sensor or tone wheel — including X94 or X95 if it is a 3.0L diesel — and print the result for me."

Route 3 · The sensor itself — and whose sensor — $80 to $1,400

Sometimes it really is the sensor. In our random 50, 10 of the 48 relevant reports end with the sensor as the diagnosis: a Saab that died at 55 mph, a Compass that "did not throw any codes for approx 4 months," a Patriot whose dealer first replaced the battery and then found the sensor.

What the documents show. 🟢 Toyota's 17V-356 is a recall for the sensor as a part: an improved design for the Tacoma V6. 🟢 Toyota's tech tip T-TT-0465-17 asked technicians to call Toyota before repairing a 2017 Highlander whose crank position sensor caused "limp mode, a start and stop system failure to restart or stalling after starting." 🟢 Ford's SSM 48046 made a "revised crankshaft position sensor (CKP) JX6Z-6C315-B" available for 2018-2019 Escapes and 2019 MKCs with the 2.0L that would not restart after an auto stop. Replacement parts can be the problem too: 🟢 Mopar asked dealers in April 2016 to "return suspect stock" of crankshaft sensor 68140678AB, and 🟢 BMW's parts bulletin TEC158 in January 2019 ordered that crankshaft sensor 13 62 7 806 782 with index AI-06 "should not be sold or installed on any vehicle." 🟢 Chrysler's parts system went further: before a dealer replaced crankshaft sensor 68079375A "due to a P0335 fault code," it asked for a call to engineering and the freeze-frame and cam-crank sync data, and to "continue with repair" only if no one answered within 15 minutes.

What the owners report. Twenty-two sensor-only bills and quotes run from $80 for the part to $711.40 at a Hyundai dealer. A 2016 Tacoma owner fitted one for $110 after two stalls. But a 2015 Patriot owner was on "the 3rd brand sensor" and the car still would not start, and a 2007 Durango owner has "replaced 6 in the last 5 years." Where the sensor sits decides the bill: a 2004 Sedona owner was quoted $1,400 for a $159 part "because of where it is; making a timing belt replacement necessary."

The cheap cause that gets skipped. The part number. A sensor from the manufacturer or a known supplier costs more than the cheapest on the shelf; a failed second repair costs the labor again.

Fix it yourself — the honest split. On engines where the sensor is at the front or side of the block with one bolt, it is a driveway job with basic tools — note the connector's orientation, clean the bore, and fit the new O-ring. Where it sits behind a manifold, a belt or a transmission, pay the shop and ask for OE or equivalent in writing.

At the shop — say this: "If the circuit tests good and you replace the sensor, please use an OE or equivalent part, write the brand and part number on the invoice, and do any relearn my engine needs before I pick it up."

Route 4 · The wheel it reads — tone rings, reluctors, flexplates and pulleys — $0 to an engine

The crankshaft sensor is only as good as the ring of teeth, magnets or slots it faces. If that ring is dented, cracked, missing segments, out of position or too far away, the signal is wrong, and replacing the sensor changes nothing.

What the documents show. 🟢 On the 3.0L diesel, X94's bulletin puts it plainly: "This symptom/condition is caused from missing magnetic material on the crankshaft tone wheel" — and the repair starts with "Remove the transmission assembly." 🟢 GM's PIP5613 points at a possibly damaged crankshaft reluctor on 2011-2013 Regal and 2013-2016 Verano 2.0L engines, warns that "It only takes a small amount of damage to the crankshaft reluctor such as a ding or small dent to cause this issue," and names a source: "pieces from a broken timing chain guide." 🟢 GM's PIP5761 describes the most expensive version: on 2020-2021 Encore GX and Trailblazer 1.2L engines, crankcase pressure can "causing the rear main seal housing cover to balloon making direct contact with the reluctor" — and if the reluctor "has cut through the rear main seal housing, engine replacement will be required due to metal contamination in the engine oil." 🟢 GM's PI1456 found 2015 Spark sensors "not being fully seated in the bore of the transmission case," usually "before 1609 km (1,000 miles)," with a correct gap under 0.35 mm. 🟢 Ford's SSM 49596 traces a rolling idle on 2017-2019 Escape and Fusion 1.5L engines after "an engine repair that required the crankshaft pulley removal" to a pulley "slightly out of alignment" with top dead center. And 🟢 a Chrysler technical case for P0339 on the Dart and Fiat 500 family says to "Inspect the target wheel as needed for damage" and pictures tone wheel 4893235AB with "cracks."

What the owners report. Seven of the 48 relevant reports in our random 50 end at a diesel tone wheel, and 12 owner-reported bills and quotes for it run from $1,250 to $3,470.98, with one more quote, for "all the parts," at $8,745.75. A 2019 Ranger owner describes three stalls, the first at 65 mph, traced to oil from a leaking front timing cover on the sensor — $1,500 the first time, $2,200 quoted the second.

The cheap cause that gets skipped. Recent work. A sensor refitted without being fully seated, a pulley bolted on a tooth off, or a flexplate swapped during a transmission job are all free to check before anything is ordered. Ask what was last done near the sensor.

At the shop — say this: "The code is P0336 (or P0335 after a new sensor). Before another sensor, can you remove the old one, inspect the wheel it reads through the bore or on a scope pattern, and confirm the sensor seats fully at the right gap?"

Route 5 · Software, relearns and timing — $0 to $4,000

Not every P0335 is hardware. NHTSA holds 205 Chrysler, Dodge, Jeep, Ram and Fiat document records from June 2016 to February 2026 that are engine computer updates listing P0335 among the codes they address, and GM, Toyota and Honda documents show software, calibration and learned values in the same role.

What the documents show. 🟢 Chrysler's 18-048-16, revised in November 2016, reprograms 2016 Compasses and Patriots with the 2.0L or 2.4L "built on or before March 22, 2016" for P0335, in 0.2 hours, "Reimbursable within the provisions of the warranty." 🟢 18-044-16 and 18-064-16 do the same for 2015 and for 2012-2014 Compasses and Patriots, and 🟢 18-080-17 for the 2016 Journey. NHTSA's recall query RQ22002 later recorded that Chrysler's last production fix for these cars was "a software update that occurred in February 2016." 🟢 GM's 17-NA-156 says P0336 on 2017 LaCrosse and XT5 3.6L engines can come from "noise on the crank sensor line which results in too many pulses," fixed by "a revised calibration." 🟢 GM's PIP4880F tells Volt technicians who find P0335 or P0336 only in the power inverter module's history to update software or check two ground bolts, and otherwise to "clear the DTCs and do not attempt any repairs." 🟢 Toyota's T-SB-0192-12 is the strangest: an intermittent P0335 on 2006-2012 2AZ engines, set warm at idle, fixed by replacing the intake camshaft timing gear under the 5-year, 60,000-mile powertrain warranty.

What the owners report. Timing is where a crankshaft code gets expensive without being about the sensor. A 2011 Tiguan owner's shop found the timing chain tensioner and the crankshaft sensor bad; the engine failed, about $10,000. A 2007 Touareg got a new sensor, the light returned 400 miles later, and the shop found a stretched chain at $2,500. A 2007 C230 owner was told the crankshaft code "was not for the sensors it was for the timing chain."

The cheap cause that gets skipped. The flash. On 2012-2016 Chrysler 2.0L and 2.4L engines, the first repair for P0335 in the manufacturer's own documents is a 0.2-hour software update, and a dealer can tell from the VIN whether it was done.

At the shop — say this: "Is there a software update or bulletin for P0335 on my VIN, and has it been done? If P0016 or P0017 is also stored, please check cam-crank correlation before quoting a sensor or a timing job."

The EcoDiesel file: a recall that kept the engine running, and an extension that paid for the wheel

One hundred and seventeen of the 1,203 complaints are 3.0L diesel Ram 1500s and Jeep Grand Cherokees — the Ram 1500 is the most-named model in the file — and this is the group where the difference between two documents costs owners the most.

The part. The crankshaft sensor on this engine reads a tone wheel bolted with the flexplate at the back of the crankshaft, between the engine and the transmission. The wheel carries magnetic material. When that material comes off, the signal goes, the computer loses injector timing, and the truck stalls or drops into limp mode. 🟢 Chrysler's own bulletin describes the owner's side: "The vehicle will not accelerate quickly over 80 kph (50 mph) (vehicle is in limp mode)" and "Vehicle periodically stalls," with P0335 or P0336 stored.

Document one: the recall. 🟢 20V-475, filed in August 2020, covered 58,016 2014-2018 Ram 1500s and 2014-2016 Grand Cherokees; 🟢 23V-411, in June 2023, extended it to 80,629 2014-2019 Ram 1500s and 2014-2020 Grand Cherokees. 20V-475's remedy was software: "update the powertrain control module software to maintain vehicle propulsion by reading the camshaft position signal." It does not replace the wheel. It makes the loss of the wheel survivable. 🟢 A February 2021 dealer note on W58 adds a condition many owners never heard: on trucks also in the diesel emissions recall, "W58 CANNOT be performed if V08/V11/V16 is not completed first," because the emissions software is inside the safety flash.

Document two: the extension. 🟢 In August 2021, Chrysler issued 14-007-21 (X94) for the Ram 1500 and 14-008-21 (X95) for the Grand Cherokee. These replace the tone wheel itself — the Ram bulletin's first step is "Remove the transmission assembly," at 3.9 hours plus 1.1 for four-wheel drive; the Grand Cherokee's is 5.1 plus 1.3. The owner letter says the tone wheel's warranty "has been extended from 5 years or 100,000 miles to 8 years / Unlimited miles," and that "If you have already paid to have the Crankshaft Tone Wheel on your vehicle replaced, you may be eligible to receive a reimbursement." The Ram window is trucks "built on or after June 13, 2014... and on or before March 26, 2018"; the Grand Cherokee's is 14 May 2014 to 26 April 2018. The letter says "certain" vehicles, so the VIN decides.

What the complaints show. Thirty-three of the 117 mention a flash, software or update. Thirty-six use words saying the VIN was not included or not covered. Only seven mention X94, X95, a warranty extension or an extended warranty — and one of those, a 2018 Ram built in April 2018, correctly notes that "the X94 warranty extension cut off date is March 26, 2018." Owners paid $1,760.65 (a 2016), $2,635.18 (a 2014, invoice: "Found missing segment from tone wheel"), $2,969.33 (a 2015), $3,200 (a 2014, after the W58 flash, reimbursement denied) and $3,470.98 (a 2018) in reports filed from 2024 to 2026. A complaint cannot show whether a given truck was in the extension's window or inside its eight years. The pattern — dozens told "not in the recall," a handful who mention the extension — is the finding.

What to do with that. If you own one of these trucks, ask a dealer two separate questions: is W58 or 66A open on my VIN, and is my VIN covered by X94 (Ram) or X95 (Grand Cherokee)? If you paid for a tone wheel inside the eight years, the letter points to fcarecallreimbursement.com. The clock matters in 2026: eight years from the in-service date has run out on most of these trucks, and the last ones in the build window are reaching it now. If a wheel fails after the flash, file with NHTSA; the recall promised propulsion, not a new wheel. Our Ram 1500 and Grand Cherokee guides carry these trucks' other records, and our warranty-extension guide explains how extensions differ from recalls.

The Nissan file: a 2007 recall that reprogrammed the computer, not the sensor

One hundred and twenty-three complaints are Altimas and Sentras, and 86 of them are 2002, 2005 or 2006 models — exactly the model years of a 2007 recall many of their owners cite.

🟢 What 07V-527 says. Nissan's defect report, received by NHTSA on 14 November 2007, covered "All 2002 and 2005-2006 model year Nissan Altima and Sentra vehicles equipped with a 2.5L engine," about 653,910 of them. It is unusually candid about the mechanism: the crank angle sensor "can be affected by variations in temperature that occur due to the unique location of the sensor," which "can be large enough to cause a brief interruption in the signal output," and "The program in the Electronic Control Module for diagnosing the sensor may improperly diagnose this condition and shut off the engine without warning when the vehicle is being driven at low speed." The remedy was to "reprogram the ECM free of charge" — and some 2006 Altimas were left out because an earlier campaign, 06V-223, had already included the same reprogramming.

Why that matters now. The recall changed how the computer reacts to a brief signal loss. It did not replace the sensor, and it did not cover 2003-2004 cars. So three different owners can hear "no recall" for three different reasons: the VIN was never in it, the reprogramming was already done, or the car is a 2003 or 2004. Twenty-nine of the 123 complaints cite 07V-527, and 30 of the 86 from its model years use words saying the VIN was not included, not covered or had no recall. A 2006 Altima owner paid $250.09 for a sensor at an independent shop; a 2005 Altima owner who had the "recall-related service" still reports a stall in traffic in 2026.

What to do with that. On a 2002 or 2005-2006 Altima or Sentra 2.5L that dies at low speed and restarts, ask a Nissan dealer whether 07V-527 or 06V-223 was completed, get it done if not, and if it was, treat the sensor as an ordinary part: a heat-related failure that a scan tool can catch warm. Earlier cars and other Nissan and Infiniti models sit under a different 2003 recall, 03V-455, which replaced sensors; our P0340 guide covers it, and our Altima guide carries the model's wider record.

The 2016 Jeep and Dodge file, from the crankshaft side

Two hundred and eight complaints are Jeep Patriots, Jeep Compasses and Dodge Journeys, and 126 of them are 2016 models. Forty-seven cite recall 16V-907 or Chrysler's number for it, S89; 36 say a crankshaft sensor was replaced.

🟢 The recall replaced a sensor connector on cars built in ten weeks of 2016, and 🟢 NHTSA's recall query RQ22002 found that failures outside that window mostly caused "a MIL or no start condition" rather than a stall. Our P0340 guide tells that story in full.

The crankshaft side adds something the recall summary does not: a software fix with a date. 🟢 Chrysler's 18-048-16, revised in November 2016, reprograms 2016 Compasses and Patriots "built on or before March 22, 2016" for P0335. 🟢 18-044-16 covers 2015 Compasses and Patriots, 🟢 18-064-16 covers 2012-2014, and 🟢 18-080-17 covers the 2016 Journey. If your 2012-2016 Patriot or Compass, or 2016 Journey, sets P0335 and was never updated, the manufacturer's first answer is a 0.2-hour flash, not a sensor.

What 1,203 complaints naming the crankshaft sensor show

Our sample: every vehicle complaint in NHTSA's public files received 1 January 2015 to 21 September 2026, de-duplicated by report number — 780,071 unique owner reports. Narratives are ALL CAPITALS through 2020 and mixed case after, so every query is case-insensitive.

The set. A search for the crankshaft sensor by its common names — "crankshaft position sensor," "crank sensor," "crank position sensor," "CKP" and others — and for codes P0335 to P0339 returns 1,203 complaints. Only 56 name P0335 itself; 27 name P0336 and 14 name P0339. Owners describe the part far more often than they quote the code.

It is a stall code more than a crash code. 519 (43.1 percent) use the word "stall," and 795 (66.1 percent) use stall, died, shut off, cut off or lost power. The NHTSA towed flag is set on 6.2 percent, above the all-complaint baseline of 5.1. The crash flag is set on 0.58 percent against 4.37 across all complaints, fire on 0.67 against 1.82, with two injuries and no deaths. Owners got off the road; the danger in these reports is where the car stopped, not what it hit.

Where it lands on the clock. 760 reports state a usable odometer: median 98,211 miles, quartiles 62,000 and 136,000. Reports per year run from 78 to 161, with no sign of fading: 108 in 2023, 104 in 2024, 84 in 2025, and 81 in 2026 through 21 September.

Who is in it. Jeep 217, Nissan 179, Ram 123, Dodge 119, Kia 91, Chevrolet 85, Hyundai 82. By model: Ram 1500 120, Altima 92, Patriot 89, Journey 64, Compass 55, Grand Cherokee 49, Sentra and Sorento 31 each.

What owners name. 482 mention a recall (40 percent); 174 describe a crankshaft sensor replaced; 161 mention wiring, a harness, a connector or a plug; 114 a battery; 85 a tone wheel or reluctor; 54 a timing chain or belt; 44 an engine that restarted after sitting or cooling; 19 an RPM or tachometer reading of zero.

50 of the 1,203, read in full

Keyword counts tell you how often a word appears, not what happened to the car. So we drew 50 of the 1,203 at random (Python's random.sample, seed 20260925), read every narrative to its end, and coded each one.

Is the set about the right thing? 48 of 50 are about the crankshaft sensor or its signal. The two misses are a Versa whose owner called a different code a crankshaft code, and an Optima with a cam-crank correlation code whose cause was an oil control valve.

What happened to the car. Of the 48, 29 describe the engine stopping while the car was moving, and 16 a no-start or a failed restart. Eleven of the 48 are 3.0L diesel Rams or Grand Cherokees.

The line that matters. 21 of the 48 describe a crankshaft repair — a sensor, a recall flash or a dealer fix — after which the trouble continued, and in 16 of those it was a new crankshaft sensor. Some owners went through two, three or six. That is the gap between "the code names the sensor" and "the sensor was the fault."

The honest limits. One reader, one pass, no second coder; at 48 reports, a share near one half carries a margin of about 14 points either way. Complaints over-represent bad outcomes — an owner whose $190 sensor fixed the car rarely writes to a federal agency. The per-report coding is in the published file.

Kia and Hyundai: when the crankshaft code comes with engine noise

One hundred and seventy-three complaints are Kias and Hyundais — Sorento 31, Soul 29, Elantra 27, Santa Fe 18 — and they read differently from the rest. Thirty-five mention an engine failure, a replacement, a seizure, a knock or a rod bearing, and eight mention a fire. In our random 50, a 2014 Veloster set P0302 and P0335 before an engine fire, and a 2018 Santa Fe Sport's new crankshaft sensor changed nothing, and the engine turned out to be out of oil. A 2020 Soul owner paid $1,218 for a sensor, plugs and a fuel pump before a dealer found "Cylinder 1 scoring."

On these engines, a crankshaft code with a knock, oil consumption or a flashing light is an engine question first. Our Hyundai and Kia knocking guide carries the extended engine warranties and the knock-sensor software update, and our P0340 guide has the camshaft side of the same pattern.

After a new crankshaft sensor: the relearn nobody mentions

Many engines learn the tiny variations in their own tone wheel so they can detect misfires from changes in crankshaft speed. Replace the sensor, the wheel, the flexplate or the crankshaft and the learned values no longer fit.

🟢 Kia's PS417 describes "DTC P0315 - Crankshaft Position (CKP) Sensor Variation Not Learned" with misfire on the 3.3L GDI: relearn if the scoped signal is clean, "replace the flex plate" if it shows a dip. 🟢 Nissan's NTB17-123 tells technicians on 2018 Altimas and Sentras: "If DTC P0315 is stored on an Applied Vehicle, do not erase it" — "It will clear itself after a few trips." 🟢 BMW's SI B11 02 15 says its crankshaft wheel adaptation "must be cleared" after replacing the sensor, the wheel, the crankshaft, the block or the engine, because "slight tolerance differences" cause "cylinder balance calculation errors" and false misfire faults. 🟢 BMW's SI B12 23 19 adds a warning worth knowing on any car: "The loss of an accurate crankshaft angle value while driving may subsequently damage the catalytic converter," and it tells technicians when to replace the converter after a crankshaft signal fault.

The practical rule. After a crankshaft sensor or anything it reads is replaced, ask for any relearn your engine needs before you drive away; a misfire code a week later is often a relearn, not a new fault. And if the engine ran rough for miles on a failing crankshaft signal, a later catalyst efficiency code is not a coincidence — our catalytic converter guide covers what that costs.

What owners say they paid, by lane

We pulled every dollar figure in the 1,203 complaints and read each in context. Fifty-one belong to this code's repairs; the rest were engines, transmissions, tows, rentals, loans, diagnostics and unrelated work.

These are owners' reports, not invoices, and complaints over-represent bad outcomes. All 51, with ODI numbers.

Why P0335 comes back after a new sensor

A sensor replaced and the code back is the most common disappointment in this file. There are five usual reasons.

The signal was lost before the sensor. A corroded connector, a chafed or chewed harness, a loose pin at the computer, or a battery that sags on the second start.

The wheel is the problem. A tone wheel shedding magnets, a dented reluctor, a flexplate with a flaw, a pulley a tooth off. The sensor reports it faithfully.

The sensor is not seated or not good. A sensor not fully in its bore, a cheap replacement, or a batch the manufacturer recalled from its own parts shelves.

The computer was never updated. On several Chrysler engines, the first documented repair is a 0.2-hour flash.

Nobody did the relearn. The code or a misfire comes back because the engine is still using values learned for the old part.

Why does P0335 come back after replacing the crankshaft sensor? Usually because the sensor was not the part that failed, or the new one was never given a fair chance. In PulsCar's hand reading of a random 50 of the 1,203 federal complaints naming the crankshaft sensor or its codes, 16 of the 48 about the sensor describe a new crankshaft sensor after which the trouble continued, and some owners went through three or six. The manufacturers' documents explain why: Honda traced P0335 to a corroded connector, GM to a harness rubbing a drive shaft and to dented reluctors, Ford to a loose pin at the computer, and Chrysler to a tone wheel shedding magnets and to software. Chrysler even asked dealers to call engineering before replacing its sensor for this code. Before a second sensor, ask for a circuit test, an inspection of the wheel and any relearn your engine needs.

Can you drive with P0335?

Less safely than with most codes, because this is the signal the engine runs on.

P0335 stored, engine running normally. An intermittent fault has been caught once. Drive only as needed, avoid highways, and get it checked within days.

P0335 with hesitation, limp mode or a tachometer that drops out. The signal is failing now. Park it, or drive only to a shop on quiet roads.

P0335 after a stall, or a no-start. Do not drive on a highway until the cause is found. An engine that has stopped once on a lost crankshaft signal will usually stop again.

A 3.0L diesel Ram or Grand Cherokee in limp mode. The recall software is doing its job; the wheel still needs attention, and the truck should not tow.

Can you drive with a P0335 code, and how far? Only carefully, and not on a highway if the engine has stalled. Most engines cannot time fuel or spark without the crankshaft signal, so the fault that set the code can stop the engine in traffic or leave it unable to restart. In PulsCar's reading of a random 50 of the 1,203 federal complaints that name the crankshaft sensor or its codes, 29 of the 48 about the sensor describe the engine stopping while the car was moving and 16 a no-start or failed restart, and recalls 16V-907, 17V-356, 18V-049, 20V-475 and 23V-411 all describe an engine that can stall. If the tachometer drops to zero, the car stalls or it goes into limp mode, keep it off highways, test the battery, check the sensor connector, and run the VIN for recalls and extensions before buying parts.

Should you buy a used car with a P0335 history?

Usually yes, if the cause was found. Ask for the repair order: a connector, a harness, a recall or extension with a completion record, or a flash with a bulletin number is a closed case; three sensors in a year is an open one. On a 3.0L diesel Ram 1500 or Grand Cherokee, ask whether the tone wheel was replaced and when, and check W58, 66A and the extension on the VIN. On a 2002 or 2005-2006 Altima or Sentra, confirm 07V-527. On a 2023 Accord Hybrid or CR-V Hybrid, confirm the emissions recall. On any car, crank it cold while watching the tachometer, and drive it long enough to get fully hot.

Clearing P0335 before an inspection

Clearing the code resets the readiness monitors, and an inspection station will see an incomplete system or, if the fault is real, the code again. On an intermittent crankshaft fault the code can take days to return, which is why clearing it is not a repair. It can also hide something: 🟢 Chrysler's 18-020-23 for the 2017 Pacifica plug-in hybrid notes that "Major monitor (misfire) and other diagnostics are disabled on a pending DTCs P0335 and P0339," and that some cars "will not pass a state smog check due to permanent fault codes which will not clear." 🟢 Honda's letter warns that California will not renew registration until its 2023 hybrid emissions recall is done. Fix the circuit, wheel or part, drive until the monitors report ready, and keep the repair order.

What a shop actually does with a P0335, checkpoint by checkpoint

1. Reads every code and the freeze frame, noting P0336, P0339, P0340, P0315, correlation and misfire codes, and the engine temperature when it set.
2. Checks recalls, extensions, emissions recalls and bulletins on the VIN.
3. Tests the battery and starting system, and watches RPM while cranking.
4. Inspects the sensor connector and harness, with a wiggle test.
5. Measures reference voltage, ground and signal at the connector, and looks at the signal on a scope where it can.
6. Inspects the wheel, through the sensor bore or by the scope pattern, and checks that the sensor seats fully.
7. Replaces the sensor with an OE or equivalent part only after the circuit and wheel check out, and records the part number.
8. Runs any relearn the engine needs, and road-tests hot.

Three P0335 traps that cost owners the most

Trap 1: the third sensor. A code that returns after a new sensor is pointing at the circuit, the wheel or the software. Lesson: after one sensor, test the wiring and inspect the wheel before buying another.

Trap 2: one lookup instead of two. On the diesel Ram and Grand Cherokee, the recall and the tone wheel extension are different documents; on the 2.5L Altima, a completed software recall still leaves the original sensor. Lesson: ask for recalls, extensions and campaigns by name, and ask what each remedy actually replaced.

Trap 3: the fuel pump for a signal fault. A car that dies and cranks without starting looks like a fuel problem, and owners in this file were sold pumps, relays and throttle bodies first. Lesson: watch the tachometer while cranking; zero RPM is a crankshaft signal problem, not a fuel one.

Three P0335 quotes, decoded

These are composite scenarios, not individual customers: each combines details that come up repeatedly in owner reports and shop quotes.

Scenario 1: 2018 Ram 1500 3.0L diesel, 96,000 miles, limp mode with P0336, quote $2,700 for a tone wheel. The dealer says the recall flash is complete and nothing else is open. The owner asks separately about X94: the truck was built in February 2018, inside the window, and first sold late that year, so its eight years have not run out. The tone wheel is replaced under the extension. Lesson: a recall and an extension are two lookups.

Scenario 2: 2015 Honda CR-V, 58,000 miles, P0339 on wet mornings, second sensor quoted at $380. A different shop unplugs the sensor connector and finds green corrosion. Honda's bulletin applies; the harness and sensor are replaced for about $1,000. Lesson: a connector that corrodes inside makes every new sensor fail the same way.

Scenario 3: 2006 Nissan Altima 2.5L, 141,000 miles, dies at stop lights when hot, restarts after 20 minutes, fuel pump quoted at $650. The shop confirms the 07V-527 reprogramming was done years ago, watches the crankshaft signal drop out on a hot idle, and fits a genuine sensor for about $300. Lesson: a hot-restart stall is a signal problem until the scan tool says otherwise.

The P0335 plan: 10 minutes, today, this week

In the next 10 minutes: read every code; crank the engine and watch the tachometer; look at the sensor connector if you can see it; and do not drive on a highway if the car has stalled.

Today: test the battery; run the VIN at nhtsa.gov/recalls and on the manufacturer's site; on a 3.0L diesel Ram or Grand Cherokee, ask a dealer about W58, 66A and X94 or X95 by name; on a 2002 or 2005-2006 Altima or Sentra, about 07V-527.

This week: have the circuit tested at the connector and the wheel inspected before any sensor is replaced; ask for OE or equivalent and a relearn; and if your VIN is outside a recall that matches your symptoms, keep receipts, write to the manufacturer and file your own NHTSA complaint.

If you are not sure whether a rattle, knock or tick you hear with the code is related, PulsCar's free sound check screens a 30-second recording of your engine. It does not read codes; it is a second opinion on what the engine sounds like.

Sources and documents

Primary documents only. Where a claim in this guide is marked 🟢, it rests on one of the items below, and the reference is given so you can pull the document yourself. Claims marked ⚪ are shop-price estimates carried from PulsCar's repair guides — estimates, not measurements from a dataset we own.

1. NHTSA recalls 20V-475 and 23V-411 (FCA W58 and 66A): 3.0L diesel Ram 1500 and Jeep Grand Cherokee; tone wheel; software to run on the camshaft signal. W58 overlap note (NHTSA 10220578).
2. FCA warranty extensions X94 and X95: bulletins 14-007-21 and 14-008-21 (NHTSA 10218582, 10218581) and warranty bulletins D-21-10 and D-21-11; the owner letter, which covers both models, is NHTSA 10218530.
3. NHTSA recall 07V-527 (Nissan): Part 573 defect information report, received 14 November 2007; 653,910 Altima and Sentra 2.5L. Earlier campaign 06V-223; recall 03V-455.
4. NHTSA recall 16V-907 (FCA S89) and recall query RQ22002; FCA bulletins 18-048-16 Rev. A, 18-044-16, 18-064-16 Rev. A, 18-080-17, 18-051-16, 18-052-16, 18-061-16 Rev. A.
5. NHTSA recall 17V-356 (Toyota H0H), recall 18V-049 (FCA U01) and defect petition DP17-003, recall 18V-465 (BMW and MINI).
6. Honda 16-011, engineering request AER15040A, emissions recalls 23-048 and 23-049 with owner letters (NHTSA 10087906, 10204272, 10107307, 10239703, 10244195, 11029234, 11009107, 11009108).
7. GM PIP5482A, PIP5761, PIP5613, PI1456, 17-NA-175, 17-NA-156, PIP4880F.
8. Ford SSM 54548, 54792, 46456, 48046, 49596. Toyota T-SB-0192-12 and T-TT-0465-17. Kia PS417. Nissan NTB17-123. BMW SI B11 02 15, SI B12 23 19, parts bulletin TEC158. Mitsubishi TSB-19-11-002.
9. Chrysler parts and technical notes: tech tips on crankshaft sensor 68079375A (NHTSA 10058735, 10149010), Mopar return of 68140678AB (10139951), STAR case S2108000027 (10215907), 18-020-23, 18-050-22 Rev. A, 18-020-26.
10. PulsCar analysis of NHTSA public data, September 2026: 1,203 complaints naming the crankshaft sensor or its codes, a random 50 read in full, 51 owner-reported amounts, 50 documents. Data and method.

For the neighboring codes and symptoms: P0340 camshaft sensor, P0016 cam-crank correlation, P0300 misfires, car cranks but won't start, car starts then dies, car stalls while driving, timing belt and timing chain replacement costs, and the code index. For the cars: Ram 1500, Grand Cherokee, Altima, Tacoma, Pacifica, CR-V and Accord.

Methodology. The complaint set is a case-insensitive search of NHTSA's complaint file for the crankshaft sensor by its common names and codes P0335 to P0339; flags are computed by pattern and checked against the matched text. A random 50, drawn with a fixed seed, was read in full and its coding published; every complaint quoted or counted by hand, and every dollar figure, was read in full. Recall searches cover NHTSA's file from 2010; 07V-527 comes from its Part 573 report. Owner figures are not invoices. Nothing here is a failure rate.

Prices verified July to September 2026 in the repair guides they are carried from, and reviewed quarterly; the genuine Toyota sensor price was re-checked on 18 September 2026. Technical documents verified September 2026: the 40 documents marked as read in our published list — among them X94 and X95, the X94 owner letter, Nissan's 07V-527 defect report, Honda 16-011, 23-048 and 23-049, GM PIP5761 and PIP5613, and Ford SSM 54792 — were downloaded from static.nhtsa.gov and read in full on 25 September 2026; recall and investigation records were read in NHTSA's published text the same day, when the complaint, recall and bulletin files behind our analysis were also queried.

Had a P0335 fixed by a connector, a flash, an extension or a recall — or refused one? Email [email protected] with the vehicle, mileage and outcome.