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What the 73502752 Fits

If your Astra, Corsa, or Nemo cranks but will not fire, test the crankshaft position sensor (CKP) early in the diagnosis. The 73502752 Crankshaft Position Sensor is a back-biased Hall Effect angular velocity transducer built for Stellantis B-segment platforms: Vauxhall Astra H/J, Opel Corsa C/D, and Citroën Nemo, plus the Peugeot Bipper and Fiat Fiorino.

OEM cross-references include 9664004380 (PSA/Stellantis), 1920.GT, 55555805, and 6238200. Engine coverage spans the Z13DTH, Z13DTJ, Z17DTH, and Z17DTJ diesel families, plus the DV4TD, DV6TED4, and TU3JP variants. Platform fitment runs from 2006 through 2029.

The sensor reads the 58X (60-2) trigger wheel pattern and holds crankshaft angular position within ±0.1° CA tolerance. Output is a clean 0–5V digital square wave. For 2026 it is certified to ISO 26262 ASIL-B and compliant with the SAE J2716 SENT protocol, so it is CAN FD gateway-ready at 8 Mbps with 64-byte payload frames per ISO 11898-1:2024.

Specification Table

Why the Hall Effect Design Matters

The 73502752 pairs a back-biased Hall Effect IC with an integrated rare-earth neodymium (NdFeB) magnet and custom ASIC signal conditioning. Legacy inductive (VR) sensors show amplitude decay at low RPM, which is what causes misdiagnosis during cranking.

This unit holds a consistent 50% duty-cycle square wave from 20 RPM to 7,500 RPM, so the ECU stays synchronised through cold-starts and through the start-stop cycles common on Stellantis micro-hybrid applications (e-CMP and EMP2 platforms).

• Constant amplitude down to 0 RPM.
• True zero-speed detection for start-stop systems.
• No susceptibility to electromagnetic interference from adjacent high-current EV/HEV cabling (ISO 11452-4 BCI testing up to 200 mA).
• Built-in diagnostic (BID) fault flagging.

Built-in Diagnostic (BID) Circuitry

The ASIC asserts a fault flag to the ECU when the air gap exceeds 2.0 mm, when supply voltage drops below 4.5V, or when internal temperature exceeds 170°C. Those conditions feed the P0335, P0336, and P0339 codes in the DTC map below. The 3-wire layout (VCC, GND, Signal) runs on a regulated 5V supply your ECU provides natively.

The 2026 Material Change: PPS GF40

The 2026 production revision overmoulds the body in PPS GF40, a 40% glass-fibre reinforced polyphenylene sulphide, replacing the previous-generation PA66-GF30 nylon. PPS shows zero hydrolytic degradation at a sustained 140°C in the presence of diesel blow-by contaminants, which removes the swelling-induced micro-crack failure mode documented in 2019–2024 field returns.

Fleet data put PA66-GF30 failure rates at 12–18% across 2018–2024 (Stellantis TSB 07-003-24). The PPS GF40 compound is validated for 3,000 thermal shock cycles between -40°C and +160°C per AEC-Q100 Grade 0 without micro-crack propagation, and it meets UL94 V-0 flammability, SAE J369 combustion resistance, and ISO 16750-4 chemical resistance against diesel, oil, AdBlue splash, and road salt.

The 3-pin sealed connector is TE AMP Superseal 1.5 series-compatible, with gold-plated terminals on 0.64 mm² wire, rated for 100 mating cycles per USCAR-2 Class 3.

2026 Network and Regulatory Readiness

The SENT frame carries a 4-bit CRC checksum for single-fault detection, satisfying ISO 26262 ASIL-B diagnostic coverage at ≥ 90% SPFM. That output meets Euro 7 and China 7 OBD requirements for the 2026–2028 model years, and on platforms moving to zonal E/E architectures (Tesla Cybertruck architecture, GM Ultifi, STLA Brain) the digital signal can route through a 10BASE-T1S edge node without analogue signal degradation.

Installation Notes

• Torque: M6 x 1.0 bolt at 8–10 Nm. Keep impact tools away from the mounting bolt; over-torquing fractures the PPS boss.
• Air gap: 0.5–1.5 mm between sensor tip and reluctor wheel tooth, nominal 1.0 mm. Above 1.8 mm the ECU logs P0336 (Range/Performance).
• Prep: verify the reluctor wheel is free of metallic debris before fitting.

DTC Map

• P0335 (Circuit Malfunction): open circuit, short to GND, short to VCC, or supply voltage below 4.5V or above 5.5V.
• P0336 (Range/Performance): air gap above 1.8 mm, contaminated reluctor, or a missing tooth not detected within the 720° CA window.
• P0337 (Circuit Low Input): signal line shorted to GND continuously.
• P0338 (Circuit High Input): signal line shorted to VCC continuously.
• P0339 (Circuit Intermittent): transient signal loss above 200 ms, connector fretting, or vibration-induced open circuit.
• P0016 / P0017 (Correlation, Bank 1 Sensor A / B): crank-to-cam deviation above ±6° CA.

Correlation codes can point at timing chain elongation rather than a failed sensor, so verify with an oscilloscope before replacing the CKP. On Z13DTH and Z17DTH engines, a correlation error above 8° CA requires timing chain inspection per TSB 1568.

Field Failures and How to Confirm Them

Engine cranks, no start, no DTC stored

This is the classic silent Hall Effect failure. An inductive sensor produces a measurable AC voltage while cranking; a failed Hall unit can hold correct supply voltage at Pin 1 and never pull the signal line (Pin 2) low. Scope the signal wire: a healthy sensor shows a 0–5V square wave at roughly 4–7 Hz during cranking (200 RPM / 60 × 58 teeth). A flatline at 5V or 0V confirms sensor failure.

One 2026 wrinkle: on CAN FD vehicles the ECU may suppress a P0335 MIL request if the failure happens only during the first 2 crankshaft revolutions. Check Mode $06 data for TID $53 CID $01 before you condemn the fuel system.

P0336 on a Citroën Nemo 1.3 HDi

On DV4TD and DV6 engines, P0336 is caused overwhelmingly by contaminated reluctor teeth or an excessive air gap, and the Nemo sits low enough for road salt to reach the sensor. Pull the sensor and inspect the wheel through the bore, with a borescope if you have one, and look for metallic sludge bridging the 60-2 gap.

Measure the gap with a brass gauge. Above 1.8 mm, inspect the sensor boss for PPS creep deformation, which shows up on 2012–2018 builds. Then check the CKP-to-CMP correlation (Mode $06 TID $56): a deviation above 3° CA means timing chain stretch rather than a sensor fault, so rule that out first.

Relearn and Electrified Variants

Most installs need no relearn, because the 60-2 trigger pattern is mechanically determined and the sensor sits in a fixed position. On 2024+ Stellantis vehicles with crankshaft signal plausibility learning (Bosch EDC17C59, Delphi DCM7.1A), run a CKP adaptation reset with a tool such as Autel MS909, Launch X431, or GDS2 to clear the learned tooth-acceleration map and prevent ghost P0016/P0017 correlation faults.

The reset takes under 30 seconds and needs no road test. Adaptation completes on the first successful start.

Corsa-e and Hybrid Cars

The Corsa-e has no conventional CKP: its battery-electric drivetrain reads rotor position from a resolver inside the permanent-magnet synchronous motor (PMSM) housing, so the 73502752 does not apply there. On 2026 PHEV variants such as the Astra Hybrid, the CKP stays on the combustion side and this sensor is compatible.

Related Parts on Koeep

Do you service Japanese imports as well? We stock a 2-pack of 23731-6N21A camshaft and crankshaft position sensors for the 2002-2006 Nissan Altima 2.5L, and a crank angle position sensor for the Nissan Z31 300ZX 3.0L VG30E, built 1985–1989.

If the CKP tests fine and you suspect the starter, alternator, or ECU side instead, the Starters, Alternators & ECUs collection gathers those categories in one place. For a look at where sensing hardware is heading next, read our 2026 autonomous vehicle sensor forecast.

Frequently Asked Questions