Trouble Code: P0014 (4.2L L6 VIN S Auto)Camshaft Phasing System Malfunction
/ Print this code data

Number of Trips to Set Code: 2

OBD II Monitor Type:CCM Details
Indicators:MIL Details

  • CCM Details
  • MIL Details

Trouble Code Conditions:

Engine started, vehicle driven with the Cam Phaser active, and the PCM detected the difference between the Actual and Desired Cam Phase angle was over 1.5 degrees with the Cam Phaser steady for 20 seconds (50% duty cycle signal Achievas a steady retard angle).

Possible Causes:

  • CKP or CMP sensor loose/damaged (causes signal variation)
  • Contamination or debris interfering with the actuator operation
  • Timing chain and gear assembly has excessive free-play
  • TSB 01-06-04-052 contains a repair procedure for this code

2005 GMC Envoy - Powertrain - Engine Controls - 4.2L - DTC P0014

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PATH:DiagnosticsDiagnostic RoutinesPowertrainEngine Controls - 4.2LDTC P0014

DTC P0014
NOTE
Applicable vehicles:
  • 9-7x (VIN S/T)
  • Envoy, Rainier, TrailBlazer, Ascender (VIN S/T)

DTC P0014

Circuit Description

The 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.

DTC Descriptor

This diagnostic procedure supports the following DTC:

DTC P0014 Exhaust Camshaft Position (CMP) System Performance

Conditions for Running the DTC

  • The engine is running.
  • The PCM has enabled the cam phaser.
  • DTC P0014 runs continuously when the above conditions are met.

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 3.5 degrees.
  • The CAM phaser is steady for 12.25 seconds.
  • The condition is present for 12.25 seconds.

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.

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.

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.
  • Check 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 camshaft position actuator solenoid valve assembly
  • Debris or contamination interfering with the camshaft position actuator assembly
  • Engine oil has a major impact upon the camshaft actuation systems 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.

Step / 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 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 RPM to 1,500.
  4. With a scan tool, command the cam phase solenoid from 0-100 percent.
Does the Cam Phase Angle Actual remain close to the Cam Phase Angle Desired at all commanded positions? / -- / Go to Step 3 / Go to Step 4
3 /
  1. Observe the Freeze Frame/Failure Records data 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 Step 4 / Go to Diagnostic Aids
4 / Let the engine idle.
Does the engine run rough or stall? / -- / Go to Step 9 / Go to Step 5
5 /
  1. Turn OFF the ignition.
  2. Let the vehicle sit for 1 minute.
  3. Check the engine oil level.
Is the engine oil level within operating range? / -- / Go to Step 6 / Go to Fluid and Lubricant Recommendations
6 /
  1. Install an oil pressure gage. 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 gage indicate engine oil pressure less than the specified value? / 193 kPa (28 psi) / Go to Oil Pressure Diagnosis and Testing / Go to Step 7
7 /
  1. Increase engine RPM to 1,500 RPM.
  2. With a scan tool, command the cam phase solenoid from 0-100 percent.
Does the Cam Phase Angle Actual increment at all? / -- / Go to Step 8 / Go to 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 ? / Go to Step 13 / Go to 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
Caution: Avoid contact with moving parts and hot surfaces while working around a running engine in order to prevent physical injury.
  1. Start the engine.
  2. With a scan tool, command the cam phase solenoid between 0-50 percent.
Does the test lamp turn ON and OFF? / -- / Go to Step 10 / Go to 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 camshaft position actuator solenoid valve assembly for the following:
  4. Torn screens
  5. Debris on the screens
  6. Debris clogging the oil ports
  7. Missing screens
  8. Oil seepage at the solenoid connector pins
Did you find a problem? / -- / Go to Step 20 / Go to Step 11
11 /
  1. Connect a jumper wire between the CMP actuator low reference circuit at the solenoid and to a good ground.
  2. Connect a fused jumper wire between B+ and the CMP actuator high control circuit at the solenoid and to 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 Step 12 / Go to Step 18
12 / Inspect for the following conditions:
  • Excessive timing chain play--Refer to Camshaft Timing Chain, Sprocket, and Tensioner Replacement.
  • Excessive camshaft end play
  • Excessive crankshaft end play
  • Proper installation of the CMP actuator assembly--Refer to Camshaft Timing Chain, Sprocket, and Tensioner Replacement.
Did you find and correct the condition? / -- / Go to Step 22 / Go to 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 ? / Go to Step 16 / Go to 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 ? / Go to 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 Step 22 / Go to 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 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 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 Step 22 / Go to 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 Step 22 / Go to Step 21
20 / Replace the CMP actuator solenoid. Refer to Camshaft Position Actuator Solenoid Valve Replacement.
Did you complete the replacement? / -- / Go to Step 22 / --
21 / Replace the PCM. Refer to Control Module References for replacement, setup, and programming.
Did you complete the replacement? / -- / Go to 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 Step 2 / Go to 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

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Trouble Code: P0410 (4.2L L6 VIN S Auto)Secondary Air Injection (AIR) System
/ Print this code data

Number of Trips to Set Code: 1

OBD II Monitor Type:CCM Details
Indicators:MIL Details

  • CCM Details

Trouble Code Conditions:

  • DTCs P0106, P0107, P0108, P0112, P0113, P0117, P0118, P0120, P0122, P0123, P0125, P0128, P0130, P0131, P0132, P0133, P0134, P0135, P0171, P0172, P0205-P0206, P0300-P0304, P0335, P0336, P0340, P0341, P0442, P0446, P0496, P0506, P0507, P0601, P0602, P0604, P0606, P1133, P1621 are not set.
  • The AIR system is commanded ON for more than 20 seconds.
  • The IAT is between 1-151°C (32-302°F).
  • The engine coolant temperature (ECT) is between 5-114°C (41-230°F).
  • The start up ECT is between 3-50°C (37-122°F).
  • The battery voltage is more than 11 volts.
  • The engine run time is more than 200 seconds.
  • The vehicle is operating in fuel trim cells 16 or 17.
  • The throttle position (TP) change is less than 5 percent.
  • The manifold absolute pressure (MAP) is less than 30 kPa.
  • The engine speed is more than 1,150 RPM.
  • DTC P0410 runs once per drive cycle when the above conditions are met and are stable for 0.5 seconds.

Possible Causes:

  • An intermittent may be caused by any of the following conditions:
  • Low system airflow
  • Excessive exhaust system back-pressure
  • Pinched, restricted, split, or damaged pipes/hoses
  • Restrictions in the AIR pump inlet hose
  • Pitted contacts in the AIR pump relay, AIR solenoid relay--Tap on the AIR pump relay or AIR solenoid relay to attempt to duplicate an intermittent condition.
  • Heat damage to the AIR outlet hose may indicate a shut-off valve failure
  • Water or debris ingested into the AIR pump
  • Yellow tinted water in the AIR pump or hoses may indicate a shut-off valve failure
  • Frozen water in the AIR hoses that thaws during testing
  • Observe the Freeze Frame/Failure Records to aid in conditions of setting DTC P0410.

2005 GMC Envoy - Powertrain - Engine Controls - 4.2L - DTC P0410

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PATH:DiagnosticsDiagnostic RoutinesPowertrainEngine Controls - 4.2LDTC P0410

DTC P0410
NOTE
Applicable vehicles:
  • 9-7x (VIN S/T)
  • Envoy, Rainier, TrailBlazer, Ascender (VIN S/T)

DTC P0410

Circuit Description

The Secondary Air Injection (AIR) System is designed to reduce exhaust emissions after initial engine start-up. This occurs when coolant start up temperature and intake air temperature (IAT) are at the conditions listed below. The AIR pump will operate for less than 25 seconds. The powertrain control module (PCM) commands the AIR system ON by simultaneously supplying a ground to the AIR pump relay and the AIR solenoid relay. When commanded ON the AIR pump forces fresh air through the electronic shut-off valve and into the exhaust manifold, accelerating catalyst operation. When the AIR system is inactive, the electronic shut-off valve prevents airflow in both directions. The PCM will run the AIR diagnostic passive test only on ignition cycles when the pump is commanded ON. If this test passes, then no active test will run. If the passive test fails, or is inconclusive, the active test will run later in the ignition cycle. At that time the PCM runs a maximum of two 3 second active tests, monitoring the heated oxygen sensor (HO2S) 1 voltage, expecting a drop below 150 mV. When the PCM detects an insufficient HO2S 1 response, DTC P0410 will set.

DTC Descriptor

This diagnostic procedure supports the following DTC:

DTC P0410 Secondary Air Injection (AIR) System

Conditions for Running the DTC

  • DTCs P0106, P0107, P0108, P0112, P0113, P0117, P0118, P0120, P0122, P0123, P0125, P0128, P0130, P0131, P0132, P0133, P0134, P0135, P0171, P0172, P0205-P0206, P0300-P0304, P0335, P0336, P0340, P0341, P0442, P0446, P0496, P0506, P0507, P0601, P0602, P0604, P0606, P1133, P1621 are not set.
  • The AIR system is commanded ON for more than 20 seconds.
  • The IAT is between 1-151°C (32-302°F).
  • The engine coolant temperature (ECT) is between 5-114°C (41-230°F).
  • The start up ECT is between 3-50°C (37-122°F).
  • The battery voltage is more than 11 volts.
  • The engine run time is more than 200 seconds.
  • The vehicle is operating in fuel trim cells 16 or 17.
  • The throttle position (TP) change is less than 5 percent.
  • The manifold absolute pressure (MAP) is less than 30 kPa.
  • The engine speed is more than 1,150 RPM.
  • DTC P0410 runs once per drive cycle when the above conditions are met and are stable for 0.5 seconds.

Conditions for Setting the DTC

  • The HO2S Voltage parameter does not decrease to less than 150 mV for 1 second during a 3 second active test, for 2 consecutive active tests.
  • DTC P0410 sets within 60 seconds when the above conditions are met.

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.

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.

Diagnostic Aids

  • An intermittent may be caused by any of the following conditions:
  • Low system airflow
  • Excessive exhaust system back-pressure
  • Pinched, restricted, split, or damaged pipes/hoses
  • Restrictions in the AIR pump inlet hose
  • Pitted contacts in the AIR pump relay, AIR solenoid relay--Tap on the AIR pump relay or AIR solenoid relay to attempt to duplicate an intermittent condition.
  • Heat damage to the AIR outlet hose may indicate a shut-off valve failure
  • Water or debris ingested into the AIR pump
  • Yellow tinted water in the AIR pump or hoses may indicate a shut-off valve failure
  • Frozen water in the AIR hoses that thaws during testing
  • Observe the Freeze Frame/Failure Records to aid in conditions of setting DTC P0410.
  • Thoroughly inspect any circuits that are suspected of causing the intermittent condition. Refer to Testing for Intermittent Conditions and Poor Connections.
  • If a repair is necessary, refer to Wiring Repairs or Connector Repairs.

Test Description

The numbers below refer to the step numbers on the diagnostic table.