Hey folks, it's been a while.
Check engine light just came on and it's a P0014. The engine seems to be running great, no signs of an issue other than the check engine light.
Couple of questions before I take it in to a mechanic:
1) just had a leak in the sunroof and had some water on the driver side floor area. Is there any possibility that this tripped a sensor?
2) just had the water pump replaced a short time ago. Is there any chance that that's related?

Thanks in advance for your help.
LifeIsGood

 

<a id="d40712e3">Circuit DescriptionThe cam phasing system is a hydraulically actuated phase shifting mechanism. The powertrain control module (PCM) supplies the ignition positive driver and ground circuits. A pulse width modulated (PWM) driver controls the amount that the camshaft actuator solenoid assembly advances or retards the exhaust camshaft. The exhaust camshaft is commanded to a maximum retard position of 25 degrees. When the exhaust camshaft is retarded at the maximum rate, the duty cycle of the signal is at 100 percent. The maximum advance rate has a 0 percent duty cycle. Other than when the camshaft is at full advance, a 50 percent duty cycle is used to maintain a steady retard angle.
If the desired and actual cam phase angle error exceeds its tolerance value for a certain amount of time, then DTC P0014 will set.
<a id="d40712e15">DTC DescriptorThis diagnostic procedure supports the following DTC:
DTC P0014 Exhaust Camshaft Position (CMP) System Performance
<a id="d40712e27">Conditions for Running the DTC

• The engine speed is greater than 1,350 RPM.
• The PCM has enabled the cam phaser.
• The system voltage is greater than 11 volts.
• DTC P0014 runs continuously when the above conditions are met.

<a id="d40712e60">Conditions for Setting the DTC

• The vehicle must be driven.
• The difference between the desired CAM phase angle and the actual CAM phase angle is more than 3.75 degrees.
• The CAM phaser is steady for 3 seconds.
• The condition is present for 3 seconds.

<a id="d40712e93">Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

<a id="d40712e115">Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
• Clear the MIL and the DTC with a scan tool.

<a id="d40712e148">Diagnostic Aids

• The scan tool cam phase control function increments the cam phaser in 10 percent increments. Each increment equates to 2.5 degrees of cam phasing. A cam phase angle of 15 degrees is achieved by commanding the phaser with the scan tool to 60 percent.
• Inspect any engine mechanical work that has been performed recently. Verify that the engine timing has not been altered.
• If this DTC is set along with any crankshaft position (CKP) or camshaft position (CMP) sensor DTCs, then both the CKP and CMP sensor DTCs should be diagnosed prior to performing this diagnostic. The PCM uses both inputs to determine the actual camshaft position.
• Inspect the following items:
  • A loose CMP sensor causing a variance in the sensor signal
  • A loose CKP sensor causing a variance in the sensor signal
  • Excessive free play in the timing chain and gear assembly
  • Debris or contamination interfering with the CMP actuator solenoid valve assembly
  • Debris or contamination interfering with the CMP actuator assembly
• Engine oil has a major impact upon the camshaft actuation system's responsiveness. Oil temperature, viscosity, and quality can slow and/or inhibit the phaser's ability to reach a desired phase angle.
• If an intermittent condition exists, refer to Intermittent Conditions.

DTC P0014Step
Action
Values
Yes
No
Schematic Reference: Engine Controls Schematics
Connector End View Reference: Powertrain Control Module Connector End Views or Engine Controls Connector End Views
1
Did you perform the Diagnostic System Check – Vehicle?
—
Go to <a id="s02_rev">Step 2
Go to Diagnostic System Check - Vehicle
2

1. Connect a scan tool.
2. Start and idle the engine for 2 minutes.
3. Increase engine speed to 1,500 RPM.
4. Command the cam phase solenoid from 0 percent to 90 percent, with a scan tool.

Does the Cam Phase Angle Actual remain close to the Cam Phase Angle Desired at all commanded positions?
—
Go to <a id="s03_rev">Step 3
Go to <a id="s04_rev">Step 4
3

1. Observe the Freeze Frame/Failure Records for this DTC.
2. Turn OFF the ignition for 30 seconds.
3. Start the engine.
4. Operate the vehicle within the Conditions for running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records.

Does the DTC fail this ignition?
—
Go to <a id="s04_rev">Step 4
Go to Diagnostic Aids
4
Allow the engine to idle.
Does the engine run rough or stall?
—
Go to <a id="s09_rev">Step 9
Go to <a id="s05_rev">Step 5
5

1. Turn OFF the ignition.
2. Let the vehicle sit for one minute.
3. Observe the engine oil level.

Is the engine oil level within operating range?
—
Go to <a id="s06_rev">Step 6
Go to Fluid and Lubricant Recommendations
6

1. Install an oil pressure gauge. Refer to Oil Pressure Diagnosis and Testing.
2. Start the engine.
3. Increase the engine RPM to 1,400 RPM.
4. Observe the engine oil pressure.

Does the oil pressure gauge indicate engine oil pressure less than the specified value?
193 kPa (28 psi)
Go to Oil Pressure Diagnosis and Testing
Go to <a id="s07_rev">Step 7
7

1. Increase engine RPM to 1,500 RPM.
2. Command the cam phase solenoid from 0 percent to 90 percent with a scan tool.

Does the Cam Phase Angle Actual increment at all?
—
Go to <a id="s08_rev">Step 8
Go to <a id="s10_rev">Step 10
8

1. Turn OFF the ignition.
2. Disconnect the camshaft position (CMP) actuator solenoid connector.
3. Measure the resistance of the CMP actuator solenoid valve assembly with a DMM. Refer to Circuit Testing.

Does the resistance measure within the specified value?
8–12 Ω
Go to <a id="s13_rev">Step 13
Go to <a id="s20_rev">Step 20
9

1. Turn OFF the ignition.
2. Disconnect the CMP actuator solenoid connector.
3. Probe the CMP actuator solenoid high control circuit with a test lamp connected to good ground. Refer to Probing Electrical Connectors.Caution: Avoid contact with moving parts and hot surfaces while working around a running engine in order to prevent physical injury.
   
4. Start the engine.
5. Command the cam phase solenoid between 0 percent and 50 percent with a scan tool.

Does the test lamp turn ON and OFF?
—
Go to <a id="s10_rev">Step 10
Go to <a id="s15_rev">Step 15
10

1. Turn OFF the ignition.
2. Remove the CMP solenoid valve assembly from the engine block. Refer to Camshaft Position Actuator Solenoid Valve Replacement.
3. Inspect the CMP actuator solenoid valve assembly for the following:
   • Torn screens
   • Debris on the screens
   • Debris clogging the oil ports
   • Missing screens
   • Oil seepage at the solenoid connector pins

Did you find a condition?
—
Go to <a id="s20_rev">Step 20
Go to <a id="s11_rev">Step 11
11

1. Connect a jumper wire between the CMP actuator low reference circuit at the solenoid and a good ground.
2. Connect a fused jumper wire between B+ and the CMP actuator high control circuit at the solenoid and battery voltage. Refer to Using Fused Jumper Wires.
3. Momentarily touch the fused jumper to B+.
4. Observe the spool valve inside the CMP actuator.

Does the spool valve move from fully closed to fully opened?
—
Go to <a id="s12_rev">Step 12
Go to <a id="s18_rev">Step 18
12
Inspect for the following conditions:

• Excessive timing chain play—Refer to Camshaft Timing Chain and Sprocket Replacement.
• Excessive camshaft end play
• Excessive crankshaft end play
• Proper installation of the CMP actuator assembly—Refer to Camshaft Timing Chain and Sprocket Replacement.

Did you find and correct the condition?
—
Go to <a id="s22_rev">Step 22
Go to <a id="s13_rev">Step 13
13

1. Disconnect the powertrain control module (PCM). Refer to Control Module References for replacement, setup, and programming.
2. Measure the resistance on the CMP actuator high control circuit with a DMM. Refer to Circuit Testing.

Does the resistance measure more than the specified value?
5 Ω
Go to <a id="s16_rev">Step 16
Go to <a id="s14_rev">Step 14
14
Measure the resistance on the low reference circuit with a DMM. Refer to Circuit Testing.
Does the resistance measure more than the specified value?
5 Ω
Go to <a id="s17_rev">Step 17
Go to Camshaft Position Actuator Diagnosis
15
Test the CMP actuator high control circuit for a short to voltage. Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition?
—
Go to <a id="s22_rev">Step 22
Go to <a id="s19_rev">Step 19
16
Repair the high resistance on the CMP actuator high control circuit. Refer to Wiring Repairs.
Did you complete the repair?
—
Go to <a id="s22_rev">Step 22
—
17
Repair the high resistance on the CMP actuator low reference circuit. Refer to Wiring Repairs.
Did you complete the repair?
—
Go to <a id="s22_rev">Step 22
—
18
Test for an intermittent and for a poor connection at the CMP actuator solenoid valve assembly. Refer to Testing for Intermittent Conditions and Poor Connections and Connector Repairs.
Did you find and correct the condition?
—
Go to <a id="s22_rev">Step 22
Go to <a id="s20_rev">Step 20
19
Test for an intermittent and for a poor connection at the PCM. Refer to Testing for Intermittent Conditions and Poor Connections and Connector Repairs.
Did you find and correct the condition?
—
Go to <a id="s22_rev">Step 22
Go to <a id="s21_rev">Step 21
20
Replace the CMP actuator solenoid. Refer to Camshaft Position Actuator Solenoid Valve Replacement.
Did you complete the replacement?
—
Go to <a id="s22_rev">Step 22
—
21
Replace the PCM. Refer to Control Module References for replacement, setup and programming.
Did you complete the replacement?
—
Go to <a id="s22_rev">Step 22
—
22

1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
3. Start the engine.
4. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records.

Did the DTC fail this ignition?
—
Go to <a id="s02_rev">Step 2
Go to <a id="s23_rev">Step 23
23
Observe the Capture Info with a scan tool.
Are there any DTCs that have not been diagnosed?
—
Go to Diagnostic Trouble Code (DTC) List - Vehicle
System OK

 

#PIP3694F: Belt Noise Rough Idle and/or SES Light with DTC P0014 and/or P0017 - Inspect CMP Actuator Solenoid And Crankshaft End Play - (Mar 11, 2015)

Subject: Belt Noise Rough Idle and/or SES Light with DTC P0014 and/or P0017 - Inspect CMP Actuator Solenoid And Crankshaft End Play
Models: 2004-2009 Chevrolet TrailBlazer2004-2012 Chevrolet Colorado2004-2011 GMC Envoy2004-2012 GMC Canyon2004-2009 Hummer H3with an Inline 4, 5, or 6 Cylinder Engine(RPO Codes L52, LK5 LL8 LLR LLV)

This PI was superseded to update Models. Please discard PIP3694E.
The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI.
<a id="d2306e41">Condition/ConcernSome customers may complain of an engine belt noise, rough idle, and/or SES light with DTC P0014 and/or P0017. If a rough idle is experienced, a P0106 may also be stored.
<a id="d2306e51">Recommendation/InstructionsIf the SI diagnosis does not isolate the cause of this concern, perform the steps below:

1. Inspect the camshaft actuator solenoid screens below:
   
2. (1) Screen for Advance Pressure to Camshaft Actuator
4. (2) Screen for Pressurized Oil from Oil Pump
6. (3) Screen for Retard Pressure to Camshaft Actuator
8. If any of these screens are missing, replace the camshaft actuator solenoid, change the engine oil and filter, and re-evaluate the concern. If none of the screens are missing, proceed to step 2 below.

1. Measure the crankshaft end play to determine if it is within the specification of 0.0044in - 0.0153in (0.112 - 0.388 mm). If the crankshaft end play is only .001in or so above specification, it is probably not causing this concern. Typically, if excessive crankshaft end play is causing this concern, it will be obviously out of specification by as much as .050in or more when a pry bar is used to move the crankshaft back and forth. Normally it is so obvious that you can see the excessive movement without using a dial indicator.

• 2.1) If crankshaft end play is acceptable, replace the camshaft actuator solenoid and re-evaluate the concern.
• 2.2) If the crankshaft end play is obviously out of specification, engine replacement is suggested to prevent DTCs P0014 and/or P0017 from returning again due to trace amounts of thrust bearing debris that may remain inside of the engine during alternate repairs, such as crankshaft and bearing replacement. If the vehicle is under warranty contact the PQC (Product Quality Center) with the engine unit numbers and an engine replacement estimate at 1-866-654-7654 before replacing the engine.
• 2.3) If you prefer to repair the engine instead of replace it due to special circumstances, such as an engine backorder situation, no warranty coverage left, or the customer would prefer to have their original engine repaired, you may replace the crankshaft and bearings if the engine block is repairable and it is more cost-effective to repair the engine.

Note: Due to the sensitivity of the CMP actuator system and the tight clearances in the Cam Actuator, the vehicle may return with DTCs P0014 and/or P0017 if you do not get 100% of the old thrust bearing debris out of the engine when the repairs are made.

If you decide to replace the crankshaft and bearings for this concern, first remove the oil pan to inspect the engine block and determine if it has been damaged by the crankshaft.

If engine block damage is present, replace the engine.

If no engine block damage is present, completely is assemble the engine and inspect everything that could have been damaged by the thrust bearing debris, such as the cam bearing journals, cam lobes, cam followers, lash adjusters, timing chain and guides, oil pump, etc...

The CMP actuator solenoid and sprocket assembly should be replaced due to thrust bearing material that may be trapped inside of either component.

Before replacing the damaged/contaminated components and reassembling the engine, thoroughly clean all of the cylinder head and engine block oil galleys with oil galley brushes and soapy water. Also, thoroughly clean all other areas of the engine that would have contacted the old oil and thrust bearing debris, such as the inside of the cam cover, front cover, rear cover, timing chain guides, oil pan, oil galleys in the nose of the exhaust camshaft, etc..

Please follow this diagnostic or repair process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed.

 

What ALL that stuff above is really saying is you need to replace the cam position sensor.
GMs great design had screens that came off the sensor and allow it to get "gunked up". Easy replacement with some hand tools.

 

Appreciate the replies. I figured it was a long shot but thought it was worth asking if the recent work on the water pump could have prompted this somehow as it is in the vicinity of the timing chain. I overpaid to have the water pump done (did not have the time to do it myself) and would like nothing more than to take it back to the mechanic and convince him to fix this.

Given that the engine is running smoothly (no sign of a problem other than the check engine light), is it safe to drive for a bit until I can get car #2 fixed (replacing front wheel bearing)?

I should add that there was a belt noise and leak of coolant when I took it in recently. I assumed it was the known radiator issue but diagnosis and repair was water pump. This seemed to resolve those symptoms but getting this code roughly 2 weeks later.

 

Another oddity. The check engine light has come on two days in a row on my way home from work (~20 minutes of driving). The light is off on my commute to work in the morning. Only two days so far so not a lot of data to go on but it seems the problem is intermittent.

 

Check oil level and condition first, if you haven't done an oil change in the last 5000km do one now and see what happens. Then if light still trips check the cam actuator solenoid for missing screens or debris on the screens, also note if electrical connector at solenoid has oil intrusion which would be a sign of internal actuator solenoid leaking into connector body. If that's the case, replace the solenoid and clean all oil from connector body.

 

I recently changed my Camshaft position actuator solenoid after reading how the screens fall off. Purchased a GM part on Ebay for $48 shipped. It is located on the front, right side of the block. There is an electrical connector that you need to take off and I believe that there is a 10mm bolt holding a clamp that keeps the solenoid in place. The solenoid has an O ring so you will need to give it a tug. Easy job. I did not have a CEL but decided to change it anyway. All my screens were missing. Go on you tube and you will find several videos of this.

 

Thanks again for the replies. I tend to ask tooany questions in a single post. Does anyone have advice on driving it in this condition? As noted earlier, it is running great - no rough idle.

 

There is a chance that when you had the water pump done, the sensor(s) may have been moved. Check your electrical connections on both your cam sensors near the water pump and the solenoid sensor on the side of the block. If you have a scan tool, reset the CEL and see what happens. If the truck is running fine, it might be something as minor as a loose connection. If the CEL does not reset, don't play with fire and change the $50 sensor. Good luck.