Parts for your 2014 Toyota Mark x-Crank angle sensor

2014 Toyota Mark X crank angle sensor (crankshaft position sensor)

Based on Toyota technical literature, the 2014 Toyota Mark X (GRX130 series, 4GR‑FSE 2.5L and 2GR‑FSE 3.5L V6) is built with a crankshaft position sensor—commonly called a crank angle sensor. This is documented in Toyota’s Repair Manual (TIS) under the SFI/Engine Control sections for the GR engines and shown in the Toyota Electronic Parts Catalog (EPC) for GRX130 as the crankshaft position sensor component. DENSO engine control documentation for GR-series management also describes the sensor’s role in synchronising ignition and fuel events.

This sensor is the ECM’s timekeeper, reading a toothed wheel on the crank to know exactly where each piston is and how fast it’s spinning. With that info, the ECM times spark and fuel precisely, keeps idle smooth, and coordinates variable valve timing. If the signal goes missing or messy, the engine won’t know when to fire—hello hard starts, rough running, misfires, and the odd stall at the lights.

While it’s not a routine “replace at X kilometres” item, it does deserve a look during servicing. Oil leaks or coolant weeps can contaminate connectors, and heat/age can make wiring brittle. A quick visual of the loom and plug, plus scanning for pending codes, helps catch dramas early. Common DTCs: P0335/P0339 (crankshaft position sensor circuit), sometimes seen with cam correlation codes if timing data goes out of whack.

• Typical symptoms: long crank/no start, intermittent stalling, uneven idle, sudden loss of power, poor fuel economy, and a lit MIL.
• Basic checks: battery health, clean/tight sensor connector, intact wiring along the front/side of the block, and metal debris on the sensor tip.
• Replacement tips: use quality OE-equivalent (DENSO/Toyota), keep the mounting face clean and dry, route the loom exactly as clipped, and clear stored codes afterwards.

On the GR engines, replacement is straightforward for a competent tech. The sensor is mounted to the engine block where it reads the crank trigger wheel, access varies slightly by engine bay layout and shields. No special coding is usually required—once installed, the ECM uses the fresh signal immediately. After fitting, clearing DTCs and performing a brief idle relearn (warm idle with loads off) helps stabilise trims. If a code persists, double-check connector pin tension, earth points, and any oil ingress from nearby seals.

Owners who keep the sensor clean, wiring protected, and leaks fixed early rarely see crank angle sensor issues—handy peace of mind for daily commuting and long Kiwi or Aussie road trips alike.

FAQs

Where is the crank angle sensor on a 2014 Mark X?
It’s bolted to the engine block so it can read a toothed wheel on the crankshaft. On the GR V6 it’s positioned for a clear view of the crank trigger, access can involve removing an undertray or small covers, depending on engine bay layout.

Look for a small two- or three‑wire sensor with a single retaining bolt and a sealed connector, routed neatly along the factory loom clips.

What fault codes point to a failing sensor?
The big ones are P0335 (crankshaft position sensor “A” circuit) and P0339 (circuit intermittent). You might also see cam/crank correlation codes if timing data can’t be matched cleanly.

Pair those with symptoms like long cranking, stalling, or misfires, and it’s time to test the sensor, its wiring, and related grounds.

Does it need programming after replacement?
For the GRX130 Mark X, no special programming is typically required. Fit the new sensor, ensure the connector is clean and locked, then clear any DTCs.

An idle relearn by letting the car idle up to temperature with accessories off can help stabilise trims. If issues remain, recheck harness routing and connector pin fit.