P0322

P0322 means the ECM is seeing no signal at all from the ignition or distributor engine speed input — the crank position sensor circuit has gone dark. This pairs almost universally with a crank-no-start condition because without crank position the ECM cannot fire injectors or coils in synchronization. Diagnostic ladder is short and tactical: at the CKP connector with key on, verify 12V reference (or 5V for Hall-effect sensors) on the power pin and clean ground on the ground pin. If both are present, swap the sensor — most magnetic-pickup CKPs are $40-80, Hall-effect are $60-120. If power or ground is missing at the connector, work backward through the harness with a wiring diagram to find the open or short. Common failure points: rodent damage on the harness near the sensor, connector pin push-back from a previous repair, and chafed wires where the harness crosses sharp engine bracketry. Caveat: on cars with anti-theft immobilizers, a failing key transponder or PATS module can present as P0322 plus crank-no-start because the immobilizer suppresses injector signal and the ECM logs a phantom sensor fault; scan for theft-system codes before condemning the CKP sensor.

Vehicle-specific patterns: Subaru EJ25 (Forester, Outback, Impreza, 2005-2014) — CKP connector corrosion at the front of the engine breaks signal entirely. Chrysler 2.7L/3.5L V6 (Sebring, 300M, Pacifica, 1998-2008) — heat-soak total failure of the CKP sensor on the bellhousing; classic crank-no-start when hot, restarts after 30 minutes cool down. Ford 4.6L/5.4L modular V8 (Crown Vic, F-150, Expedition, 1996-2010) — wiring harness chafe at the bellhousing-to-block transition. GM 3.6L High Feature V6 (CTS, Acadia, SRX, 2007-2012) — CKP sensor failure paired with timing chain stretch. Estimated repair: $80 to $480.