Question about 2006 Pontiac G6
I think I know why you are having trouble understanding this. Diagnostic Trouble Code (DTC) P0014 is NOT a "cam position sensor" code. It is an "Exhaust Camshaft Actuator" code...BIG DIFFERENCE! When the exhaust cam actuator is malfunctioning, it causes your exhaust cam to be out of time. This can cause ALL KINDS of drive-ability problems!
The Camshaft Position (CMP) Actuator is attached to the camshaft and is hydraulically operated in order to change the camshaft position relative to the position of the Crankshaft Position (CKP). The Powertrain Control Module (PCM) controls the camshaft timing by sending a pulse to the Camshaft Actuator Solenoid. The soleniod controls the flow of engine oil pressure to the camshaft actuator. By this method the PCM can change the camshaft timing by up to 25 degrees.
DTC P0014 sets when:
(A) The PCM has enabled the CMP actuator.
(B) The difference between the desired CMP angle and the actual CMP angle is greater than 6 degrees
(C) The CMP actuator is steady for 3 seconds
(D) The condition is present for 13.5 seconds
This code can be caused by several diferent things including the wrong viscosity engine oil, PCM failure, Cam Actuator Solenoid failure, faulty Cam Actuator circuits, and a few others.
The transmission hard-shift can be caused by this or it may be a completely separate problem. There are several Technical Service Bulletins (TSBs) for your transmission having a hard shift problem. One of them (TSB 04-07-30-013B) even states that a hard shift can be caused by contamination of the Mass Airflow Sensor (MAF)
I would recommend scanning ALL of your modules (PCM, ABS, BCM, IPC, AIR BAG, etc.) to see if there are any communications faults recorded or any other faults that may have any relation to your problem such as power loss, or ground faults in one or more of the circuits so a COMPLETE diagnosis can be achieved.
Posted on May 24, 2011
This fault code is for the exhaust camshaft position sensor. That is likely a wiring issue then between the sensor and the PCM.
Most of the time it is not the sensor that is at fault. It is normally in the camshaft actuator. If so, this requires removal of the valve cover and timing chain sprocket to replace. It would be better to have a mechanic check it with the appropriate scan tool to determine where the problem lies. With a scan tool like a shop has, the camshaft actuator can be commanded into different positions and the sensor checked for the proper feedback. Before going out and buying parts and doing an extensive teardown to replace the actuator, I do strongly recommend having the cam sensor and actuator for the exhaust cam tested so that you are replacing the faulty part the first time and not replacing a perfectly good part and wasting your money and time in doing so.
That code is set because of a signal performance ont eh Exhaust cam position sensor. There is some testing that you can do to find the issue, but start buy checking the wiring and connectors.
- Ignition OFF, disconnect the harness connector at the appropriate camshaft position actuator solenoid valve.
- Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for less than 5 ? between the low reference circuit terminal B and ground.
* If greater than the specified value, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the ECM.
Note: A test lamp must be used for this test. The control circuit is pulled-up to a low current voltage, a voltage on the control circuit is normal.
- Ignition ON, verify that a test lamp does not illuminate between the control circuit terminal A and ground.
* If the test lamp illuminates, test the control circuit for a short to voltage. If the circuit tests normal, replace the ECM.
Connect the DMM black lead to the control circuit terminal A. Connect the DMM red lead to B+. Set the DMM on the diode setting. Command the CMP actuator solenoid ON and OFF with a scan tool. The DMM should transition from 1-4 V when commanded OFF to less than 1 V when commanded ON.
* If the circuit voltage does not correspond to the specified values, test the control circuit for an open/high resistance or a short to ground. If the circuit tests normal, replace the ECM.
Remove the camshaft position actuator solenoid valve. Verify the following conditions do not exist with the camshaft position actuator solenoid valve:
- Torn, restricted, mis-positioned, or missing screens at the CMP actuator solenoid
- Engine oil leak between the oil sealing lands of the CMP actuator solenoid. Inspect the lands of the CMP actuator solenoid for nicks.
- Oil seepage at the CMP actuator solenoid connector
* If a condition is found, replace camshaft position actuator solenoid valve.
- Ignition OFF, swap the appropriate camshaft position actuator solenoid valve with a camshaft position actuator solenoid valve that is operating correctly.
Engine idling. Command the appropriate Camshaft Position Actuator from 0 degrees to 20 degrees and back to zero while observing the appropriate scan tool Camshaft Position Variance parameters. The Camshaft Position Variance should be less than 2 degrees in each of the commanded states.
* If greater than the specified value, replace the mechanical camshaft position actuator.
If all circuits/connections test normal, test or replace the camshaft position actuator solenoid valve.
Posted on May 23, 2011
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Posted on Jan 02, 2017
Tips for a great answer:
The MIL turns OFF after the engine is started if a diagnostic fault is not present.
The MIL remains illuminated after the engine is started if the control module detects a fault. A diagnostic trouble code (DTC) is stored any time the control module illuminates the MIL due to an emissions related fault. The MIL turns OFF after three consecutive ignition cycles in which a Test Passed has been reported for the diagnostic test that originally caused the MIL to illuminate.
The MIL flashes if the control module detects a misfire condition which could damage the catalytic converter.
When the MIL is illuminated and the engine stalls, the MIL will remain illuminated as long as the ignition is ON.
When the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition is cycled OFF and then ON.
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