Catalog

HYUNDAI/KIA 3935023910 SENSOR CRANK

HYUNDAI/KIA 3935023910 SENSOR CRANK

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
Wholesale price USD $3.36
Wholesale price CNY ¥22.8
bolt MOQ (Minimal order)
1 pcs
local_shipping Production time
15-55 days
package_2 Shipping Weight: —
add_shopping_cart BUY NOW
HYUNDAI/KIA 3935023910
HYUNDAI/KIA 3935023700
HYUNDAI/KIA 3925023700
Overview & Operating Principle
▲

The SENSOR CRANK is a Hall-effect or variable reluctance (VR) sensor mounted at the engine block or bellhousing that reads the tooth pattern of a reluctor wheel pressed onto or machined into the crankshaft, generating a digital or analogue pulse signal that the ECU uses to determine crankshaft position and rotational speed with precision better than one degree of crank angle. This signal is the most critical input to the engine management system — it is used to calculate ignition timing, fuel injection timing and duration, and cylinder identification in conjunction with the camshaft position sensor. Without a valid crankshaft position signal the ECU cannot fire the injectors or ignition coils and the engine will not start.

This unit — HYUNDAI/KIA 3935023910 — is manufactured to OEM-equivalent specifications: sensor type (Hall-effect or VR), output signal waveform, air gap tolerance, operating temperature range (−40°C to +150°C), and connector pinout are matched to the original part. Supplied as a direct plug-and-play replacement requiring no ECU recalibration for standard fitment. Available wholesale from 3.36 USD, MOQ 1 pcs, production lead time 15-55 days.

Crankshaft position sensors fail through heat cycling of the internal coil or Hall-effect element, wiring harness chafing against the block, and oil contamination of the connector. Failure is frequently intermittent before becoming permanent — the sensor may function normally when cold but drop signal when the engine reaches operating temperature. Always check for oil leaks at the crankshaft front seal before fitting a new sensor, as oil contamination will shorten the life of the replacement.

Symptoms & Diagnostics
▲
Complete no-start with normal cranking speed and fuel pressure — the ECU has no crankshaft position reference and will not activate injectors or ignition coils; fault codes P0335 or P0336 (crankshaft position sensor circuit) are typically stored.
Intermittent stalling at operating temperature with immediate restart when cold — the sensor element breaks down thermally and recovers when cooled; the fault may not be present during a cold workshop diagnosis.
Random misfires across multiple cylinders (P0300) with no single-cylinder pattern — an intermittent crank signal causes the ECU to lose synchronisation momentarily, cutting injection and ignition across all cylinders simultaneously.
Hard start requiring extended cranking before the engine fires — the sensor signal is weak or intermittent, delaying ECU synchronisation at startup before injection timing is established.
Rough idle and hesitation that worsens as the engine warms — a degrading sensor produces a noisy or distorted signal that causes timing scatter, reducing combustion efficiency and smoothness.
Tachometer dropping to zero or fluctuating erratically while the engine is running — on vehicles where the instrument cluster derives engine speed from the crankshaft position sensor signal rather than a dedicated tachometer input.
Logistics & Customs
▲
International HS Code
8543.70
EAEU Customs Code (TN VED)
8543 70 900 9
Typical Net Weight
Country of Manufacture
China
Standard MOQ
1 pcs
Production Lead Time
15-55 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
▲
  1. Disconnect the negative battery terminal before beginning work. Locate the sensor — typically at the front or rear of the engine block adjacent to the crankshaft pulley or flywheel — and photograph the harness routing and clip positions before removal.
  2. Disconnect the sensor connector by pressing the release tab and pulling straight back. Inspect the connector for oil contamination or corrosion — clean with electrical contact cleaner if required. A contaminated connector is a frequent cause of signal faults on an otherwise functional sensor.
  3. Remove the sensor retaining bolt (typically M6, 8–10 Nm) and extract the sensor with a straight pull. If oil has caused the sensor to seize in the bore, apply penetrating oil and rock the sensor gently — never lever against the reluctor wheel.
  4. Check the reluctor wheel for damaged, missing, or heavily corroded teeth before fitting the new sensor. A damaged reluctor wheel will cause erratic signal output from a new sensor — reluctor wheel condition must be confirmed before condemning the sensor.
  5. Verify the air gap on variable reluctance sensors if the application specifies one — typically 0.5–1.5 mm between the sensor tip and the reluctor tooth peak. Hall-effect sensors are generally self-positioning when the mounting boss contacts the block. Do not use RTV sealant on the sensor body — it can close the air gap and block the signal.
  6. Install the new SENSOR CRANK (HYUNDAI/KIA 3935023910), torque the retaining bolt to specification, route and clip the harness away from hot exhaust components and moving belts, reconnect the battery, and use an OBD-II scanner to clear stored fault codes. Confirm no new codes after a warm-up drive cycle.
Tools: OBD-II scanner, 8–10 mm socket, torque wrench, electrical contact cleaner, feeler gauge (for VR sensors), penetrating oil, flashlight.
Frequently Asked Questions
▲
Can the crankshaft position sensor be diagnosed without an oscilloscope?
Basic diagnosis is possible with an OBD-II scanner — codes P0335 and P0336 point directly to the sensor circuit. However, an intermittent fault that only occurs at operating temperature may not store a code during a cold workshop test. An oscilloscope or graphing scanner that captures live waveform data from the sensor output is the definitive diagnostic tool — a healthy sensor produces a clean, consistent square or sine wave pattern. ok.parts supplies replacement sensors at wholesale MOQ from 3.36 USD per unit for fleet and workshop stocking.
Is ECU coding or crankshaft relearning required after replacing the sensor?
On most vehicles no coding is required — the replacement sensor is read directly by the ECU without adaptation. However, some manufacturers (notably GM, Ford, and certain VAG applications) require a crankshaft position sensor variation relearn procedure performed with a scan tool after replacement to calibrate timing offset between the sensor and the reluctor wheel. Always check the vehicle-specific service procedure before returning the vehicle to the customer.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
PartReason for Combined Replacement
Camshaft Position Sensor
OEM ref. varies by engine		The camshaft position sensor works in conjunction with the crankshaft sensor for cylinder identification and variable valve timing control. Both sensors are the same technology, age at the same rate, and are frequently replaced together during a no-start or timing fault diagnosis to eliminate both variables in one visit.
Crankshaft Front Oil Seal
OEM ref. varies by engine		Oil leakage from the crankshaft front seal is the primary cause of sensor contamination and connector corrosion. If the sensor bore or connector shows oil contamination, address the seal before fitting the new sensor — a new sensor installed behind an active oil leak will fail prematurely.
Engine Wiring Harness Repair Kit
Application-specific connector and pins		Chafing and heat damage to the sensor wiring between the sensor and the ECU connector is a common cause of intermittent crank signal faults. If the harness shows cracking, bare copper, or pin corrosion, repair or replace the affected section alongside the sensor to prevent a repeat fault.