Speed / Reference / Knock Sensors

Adapt Motorsport Sync 2 ignition ref/sync sensor and V-rib conversion kit for Porsche 911 Carrera 3.2 models from 1984–89. It combines engine-position sensing with a multi-rib pulley drive for compatible 3.2 engine cases and consoles.

Fits

• Porsche 911 Carrera 3.2 1984–86
• Porsche 911 Carrera 3.2 G50 1987–89
  
  

Check fitment for your specific vehicle (model, year, engine) before ordering.

What This Product Does

The kit supplies a compatible engine control unit with crank speed, crank angle and engine-cycle reference signals. A Hall-effect sensor reads the crank pulley trigger, including its missing-tooth reference, while the distributor-location sensor identifies the engine cycle. Together, these signals allow the ECU to determine whether the engine is on its compression or exhaust stroke for sequential fuel and ignition control.

Functions

• Measures crankshaft speed and angular position
• Provides a missing-tooth reference from the 36-1 trigger disc
• Produces an engine-cycle signal across each 720-degree cycle
• Enables the ECU to identify the compression stroke
• Supports sequential injection and electronically managed ignition
• Converts the fan drive to a V-rib belt arrangement

Technical Details

• Sync 2 module with two ZF digital Hall-effect sensors
• V-rib crank pulley and trigger disc for parallel-end crankshafts
• V-rib fan pulley, eccentric idler assembly and matching belt
• Recommended sensor voltage: 8V; supported operating range: 5–12V
• Anodised machined-aluminium housing with bronze bush and sealed roller bearing
• Supplied with wiring, terminals and connectors for loom integration

Installation Requirements

The sensor module mounts in the original distributor position and uses the factory distributor gear transferred from the existing unit. Installation involves connecting the sensors to a compatible ECU, setting the crank-sensor air gap and configuring the reference position in the ECU software.

As the module takes the place of the ignition distributor, the engine must use coil-on-plug ignition or an individual coil-and-lead arrangement controlled by the ECU. Professional installation and engine-management configuration are recommended.

Why Replacement Matters

A sequential EFI conversion requires dependable crankshaft and cycle-position data so the ECU can schedule individual ignition and injection events. This combined Adapt Motorsport package provides both signals while adding the crank pulley, fan pulley, idler and V-rib belt components required for the compatible 3.2 installation.

FAQs

• Does the kit include both crank and cycle-reference sensors?
  Yes. The Sync 2 body contains two ZF Hall-effect sensors for crank and engine-cycle information.
• Can the original distributor continue to control the ignition?
  No. The module occupies the distributor mounting position, so ignition must be managed through a suitable ECU and individual coils.
• Is this V-rib version suitable for a 2.7 or 3.0 engine console?
  No. The manufacturer specifies that the V-rib arrangement requires a 3.2 engine casing and console.
• Are electrical connectors supplied?
  Yes. The package contains the wiring, connector housings and terminals needed for integration with the engine loom.

Adapt Motorsport Sync 2 ignition reference and synchronisation sensor kit for Porsche 911 Carrera 3.2 models from 1984–89. This version includes a 127/133mm air-conditioning crankshaft pulley and 36-1 trigger disc for engines using the larger 3.2 AC pulley diameter.

Fits

• Porsche 911 Carrera 3.2 1984–86
• Porsche 911 Carrera 3.2 G50 1987–89

Visually confirm the crankshaft pulley and air-conditioning drive arrangement fitted to the engine. Check fitment for your specific vehicle (model, year, engine) before ordering.

What This Product Does

The kit provides a compatible engine control unit with crankshaft speed, crank position and engine-cycle synchronisation signals. One Hall-effect sensor monitors the teeth and missing-tooth reference of the 36-1 crank trigger, while the second reads a single tooth within the distributor-location module.

Because the module is driven at half engine speed, its reference sensor generates one pulse for every two crankshaft revolutions. The ECU can therefore distinguish between the compression and exhaust strokes, providing the position information required for sequential fuel injection and electronically controlled ignition.

Functions

• Measures crankshaft speed and angular position
• Supplies a missing-tooth crank reference from the 36-1 trigger disc
• Generates one engine-cycle synchronisation pulse every 720 degrees
• Allows a compatible ECU to identify the compression stroke
• Supports sequential fuel-injection and ignition strategies
• Fits in the original distributor mounting location

Technical Details

• Sync 2 body assembly with two ZF digital Hall-effect sensors
• 127/133mm AC crankshaft pulley and 36-1 trigger disc
• Pulley designed for parallel-end crankshafts
• Recommended sensor supply: 8V; supported range: 5–12V
• Machined aluminium housing with anodised finish, maintenance-free bronze bush and sealed roller bearing
• Wiring, terminals and connectors for integration with the engine wiring loom

Installation Requirements

The sensor body replaces the original distributor and reuses the factory distributor gear removed from the existing unit. Installation requires connection to a compatible ECU, adjustment of the sensor air gap at the crank trigger and configuration of the reference position within the ECU software.

As the distributor no longer routes the ignition spark, the engine must use coil-on-plug ignition or another individual coil-and-lead arrangement controlled by the ECU. The manufacturer states that this kit is not compatible with Porsche 964 or 993 3.6 engine cases, which require a separate sensor solution.

Why Replacement Matters

A sequential engine-management conversion requires reliable crankshaft and cycle-position information before the ECU can correctly schedule individual injection and ignition events. This kit combines both signals in one distributor-location assembly and includes the larger AC pulley required by 1984-onwards Carrera 3.2 installations.

FAQs

• Does the kit provide crank and synchronisation signals?
  Yes. One sensor reads the 36-1 crank trigger, while the second generates an engine-cycle reference once every two crankshaft revolutions.
• Can the original distributor ignition remain fitted?
  No. The module occupies the distributor location, so ignition events must be controlled by a compatible ECU using coil-on-plug or another per-cylinder coil arrangement.
• Is this the correct AC pulley for an early 2.7 or 3.0 engine?
  No. This 127/133mm version is intended for 1984-onwards 3.2 engines with the larger air-conditioning pulley diameter.
• Does the kit include wiring connectors?
  Yes. Wiring, terminals and connectors for connection to the engine wiring loom are included.

Ignition ref/sync sensor kit by Adapt Motorsport for classic Porsche engines. This Sync 2 version combines two Hall effect sensors with a 127mm crank pulley and 36-1 trigger disc for sequential fuel injection and ignition control.

Fits:

• Porsche 911 1974-1977 2.7L / 1976-77 3.0 Carrera
• Porsche 911 1978-1983 3.0L / SC
• Porsche 911 1984-1986 3.2L
• Porsche 911 1987-1989 3.2L G50

Check fitment for your specific vehicle, engine casing, distributor gear and engine-management system before ordering.

What This Product Does

The crank-mounted sensor reads the teeth and missing-tooth reference on the 36-1 trigger disc, allowing the ECU to calculate crankshaft position and engine speed. A second sensor within the distributor-location module generates one reference pulse every 720 degrees, identifying the engine cycle so the ECU can distinguish between the compression and exhaust strokes.

Together, these signals provide the engine-position information required by a suitable aftermarket ECU to operate sequential fuel injection and ECU-controlled ignition.

Functions

• Measures crankshaft position and rotational speed.
• Provides a once-per-engine-cycle synchronisation signal.
• Supports sequential injection and ignition strategies.
• Replaces the original distributor body at its mounting location.
• Supplies digital Hall effect signals to a compatible ECU.

Technical Details

• Sync 2 dual-sensor body assembly.
• Two ZF digital Hall effect sensors.
• 127mm crank pulley for parallel-end crankshafts.
• 36-1 crank trigger disc.
• Recommended sensor supply: 8V; operating range stated by the manufacturer as 5–12V.
• Machined aluminium housing with anodised finish, maintenance-free bronze bush and sealed roller bearing.

Kit Contents

• Main two-sensor body assembly.
• Two ZF Hall effect sensors.
• 127mm crank pulley and 36-1 trigger disc.
• Wiring, terminals and connectors for integration with the vehicle wiring loom.

Installation Requirements

The module mounts in the original distributor location and reuses the factory distributor gear. Installation requires wiring to a compatible ECU, adjustment of the sensor air gap and configuration of the reference position within the ECU software.

Because this kit replaces the distributor, the engine must use coil-on-plug ignition or another arrangement with an individually controlled ignition lead for each cylinder. The ECU must control the ignition events.

Why Replacement Matters

A modern sequential engine-management system requires accurate crankshaft speed, crank position and engine-cycle information. This combined trigger and synchronisation arrangement supplies both signals without relying on the original distributor to distribute the ignition spark.

Important Notes

• This kit is not compatible with Porsche 964 or 993 3.6L engine cases; Adapt Motorsport offers a separate sensor solution for those engines.
• On 2.7L magnesium engine cases, a small boss near the crank pulley must be trimmed or die-ground to provide trigger-disc clearance.
• Confirm ECU compatibility, sensor supply voltage, distributor gear suitability and pulley clearance before installation.

FAQs

• Does the kit provide both crank and engine-cycle signals?
  Yes. One sensor reads the 36-1 crank trigger while the internal reference sensor produces one pulse every two crankshaft revolutions.
• Can the original distributor ignition arrangement be retained?
  No. The module occupies the distributor location, so ECU-controlled coil-on-plug or an individual ignition lead and coil arrangement is required.
• Does it fit Porsche 964 or 993 3.6L cases?
  No. Those engine cases require the separate 964/993 sensor product.
• Is modification required on a 2.7L engine?
  The manufacturer states that magnesium 2.7L cases require a small crankcase boss to be trimmed for trigger-disc clearance.

also known are Engine Crankshaft Position Sensor

The engine crankshaft position sensor (CPS) is a critical component that monitors the crankshaft’s position and rotational speed. It sends this data to the engine control unit (ECU), allowing precise control of fuel injection, ignition timing, and other key engine functions. Without accurate input from the CPS, the ECU cannot properly synchronize spark or fuel delivery—leading to poor performance or even a no-start condition.

Crankshaft sensors typically use magnetic or Hall-effect technology:

Magnetic sensors generate a signal with a coil and magnet as the crankshaft rotates.

Hall-effect sensors detect changes in the magnetic field using a semiconductor for highly accurate readings.

Depending on the engine design, the CPS is usually located near the crankshaft pulley, harmonic balancer, flywheel, or transmission. It reads notches or teeth on a tone wheel to create a signal the ECU can interpret.

Over time, heat, vibration, and contaminants (oil, dirt, or metal shavings) can cause the sensor to fail. When this happens, common symptoms include engine stalling, rough idling, misfires, or a no-start condition.

• Porsche 911 1984-1986 3.2L
• Porsche 911 1987-1989 3.2L G50
• Porsche 911 1978-1989 3.3L Turbo (930)

Common Symptoms of a Failing Crankshaft Position Sensor

·         No Start Condition – If the ECU doesn’t receive a proper signal, the engine won’t start.

·         Stalling When Warm – The sensor may fail when the engine reaches operating temperature, causing unexpected stalling.

·         Erratic or Dead Tachometer – In some vehicles, a faulty CPS can cause the tachometer to behave irregularly.

·         Check Engine Code P0335 – A failed internal circuit may trigger this code, though not always.

·         Poor Performance at Certain RPMs – Timing issues can cause hesitation, especially at idle or higher RPMs.

·         Multiple Cylinder Misfires – Unlike a single bad coil or injector, CPS failure can cause misfires across all cylinders.

Identified by the Bosch number ending in 005, this sensor was installed in pairs within the vehicle. A reliable and precise pulse generator is crucial for optimal engine electronics performance.