What the kit is
Platinum Racing Products' Pro Series crank trigger replaces the Nissan RB crank timing belt gear with one that carries a 36-2 trigger wheel, read by a reluctor (VR) sensor. Reading position straight off the crank gets rid of the timing wander RB engines show on the factory cam angle sensor (we explain why in Nissan CAS: facts and fiction). A reluctor sensor also raises the theoretical RPM ceiling of the trigger.
- It's a PRP product, not a Haltech one, so Haltech doesn't sell it.
- The Pro kit doesn't include a cam sensor. You'll need the matching cam sensor kit, sold separately, for sync.
- Compatible ECUs: Nexus, Elite series and Platinum Sport. It is not supported on Platinum Pro Plug-in models.
Wiring
| Haltech signal | Sensor pin |
|---|---|
| Trigger + (crank positive) | B |
| Trigger - (crank negative) | A |
Shield it end to end. The sensor sits right next to the alternator, which is a strong source of electrical noise. Run shielded cable all the way from the ECU to the sensor connector, and route it away from the alternator and its wiring. Don't use signal ground for pin A. Wire the sensor's negative to the ECU's dedicated trigger negative. Using the ECU's signal ground as the negative reference can cause trigger errors.
Setting the air gap
A reluctor sensor makes its own voltage as each tooth passes. Faster teeth and a closer tip both make a bigger signal. That's why air gap matters at both ends of the rev range:
- Too tight: at high RPM the voltage can climb higher than the ECU can reliably read.
- Too wide: at cranking speed the sensor may not produce enough voltage for the ECU to see.
The recommended gap for this sensor is about 0.060 to 0.100 in (1.5 to 2.5 mm). Check it with feeler gauges after the gear is fully torqued.
Configuring the ECU
Haltech provides suggested trigger settings and an arming voltage table for this kit. The arming table is based on a 1.5 mm gap, so if you run a wider gap you may need to lower the thresholds. The TDC offset is not confirmed, so treat the supplied value as a starting point only and verify it with a timing light before any tuning. See how to set your TDC offset angle.
Need these setup screenshots? Ask us and we'll send them over with advice for your build.
Troubleshooting
| Symptom | Usually |
|---|---|
| Won't sync while cranking | Air gap too wide, arming voltage too high, or polarity reversed |
| Trigger errors at higher RPM | Noise from the alternator, broken shielding, or the negative tied to signal ground |
| Timing light disagrees with the ECU | TDC offset not yet verified |
For more background, see engine trigger systems explained.
