P0011 Camshaft problem!
Thread Starter
Joined: 10-19-09
Posts: 7,431
Likes: 1
From: Gering, Nebraska
P0011 Camshaft problem!
So recently blew my motor and was forced to rebuild it (beefier of course). Got it all done, everything back together, started up fine. Shortly after letting it run a little while, it threw a P0011 code.
That code is P0011- "A" Camshaft Position - Timing Over-Advanced or System Performance (Bank 1). That code is specific to the intake side. HP Tuners was showing 0 activity when logging.
Looking it up on here and other parts of the interwebz, they were calling to replace the Intake Camshaft Solenoid (the two sensors to the left of the 1st coilpack).
Well i took my original one out, inspected and cleaned it. Reinstalled and still got the code. I put in fresh oil as well so i know its not dirty oil. Then i bought a new one (which was a hassle in itself). Got home, installed it and the DTC still was there even after clearing it a couple times.
I checked the wiring on the connector. No tears or kinks.
Any suggestions??? Thanks in advance
That code is P0011- "A" Camshaft Position - Timing Over-Advanced or System Performance (Bank 1). That code is specific to the intake side. HP Tuners was showing 0 activity when logging.
Looking it up on here and other parts of the interwebz, they were calling to replace the Intake Camshaft Solenoid (the two sensors to the left of the 1st coilpack).
Well i took my original one out, inspected and cleaned it. Reinstalled and still got the code. I put in fresh oil as well so i know its not dirty oil. Then i bought a new one (which was a hassle in itself). Got home, installed it and the DTC still was there even after clearing it a couple times.
I checked the wiring on the connector. No tears or kinks.
Any suggestions??? Thanks in advance
Thread Starter
Joined: 10-19-09
Posts: 7,431
Likes: 1
From: Gering, Nebraska
This is gonna get bumped wayyyyy too often today. Mods please dont lock me lol I just need to get as many tips as possible before sunday morning. I would like to get this fixed by then so i cant take my car to a car show
Senior Member
Joined: 05-30-11
Posts: 544
Likes: 0
From: Cheyenne, WY
Well, I'm sitting at work being bored. Here's the diagnostic aid for P0011 from SI:
DTC P0011 or P0014
Diagnostic Instructions
Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
Review Strategy Based Diagnosis for an overview of the diagnostic approach.
Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DTC Descriptors
DTC P0011: Intake Camshaft Position (CMP) System Performance
DTC P0014: Exhaust Camshaft Position (CMP) System Performance
Circuit/System Description
The camshaft position (CMP) actuator system enables the engine control module (ECM) to change the timing of the camshafts while the engine is operating. The CMP actuator solenoid signal from the ECM is pulse width modulated (PWM). The ECM controls the CMP actuator solenoid duty cycle by controlling the amount of solenoid ON time. The CMP actuator solenoid controls the advance or the retard of each camshaft. The CMP actuator solenoid controls the oil flow that applies the pressure to advance or retard the camshafts.
Conditions for Running the DTC
The engine speed is greater than 520 RPM.
The engine control module (ECM) has enabled the CMP actuator.
The calculated engine oil temperature is between −48 and +180°C (−54 and +356°F).
The engine coolant temperature is between −48 and +143°C (−54 and +289°F).
The CMP actuator is steady for 2 seconds.
DTCs P0011 and P0014 run continuously when the above conditions are met.
Conditions for Setting the DTC
The ECM detects that the difference between the desired CMP actuator angle and the actual CMP actuator angle is more than 8 degrees for greater than for 20 seconds.
Action Taken When the DTC Sets
DTCs P0011 and P0014 are type B DTCs.
Conditions for Clearing the MIL/DTC
DTCs P0011 and P0014 are type B DTCs.
Diagnostic Aids
The engine oil condition has a major impact on the camshaft actuator system.
A low oil level condition may set this DTC. The engine may require an oil change. Inquire with the customer when the last oil change was performed. You may also monitor the scan tool Engine Oil Life parameter. Advise the customer an oil change may be required.
Inspect the engine for any recent engine mechanical repairs. An incorrectly installed camshaft, camshaft actuator, or timing chain can cause this DTC to set.
A Camshaft Position Actuator Solenoid Valve or an camshaft actuator that is stuck can cause this DTC to set.
Reference Information
Schematic Reference
Engine Controls Schematics
Connector End View Reference
Component Connector End Views
Description and Operation
Camshaft Actuator System Description
Electrical Information Reference
Circuit Testing
Connector Repairs
Testing for Intermittent Conditions and Poor Connections
Wiring Repairs
DTC Type Reference
Powertrain Diagnostic Trouble Code (DTC) Type Definitions
Scan Tool Reference
Control Module References for scan tool information
Circuit/System Verification
Note: The engine oil level and the oil pressure are critical to the correct operation of the camshaft position actuator system. Verify that the engine has the correct oil level and the correct oil pressure before continuing with this diagnostic. Refer to Oil Pressure Diagnosis and Testing .
1. Ignition ON, observe the scan tool DTC information. Verify that none of the following DTCs are set. DTC P0016, P0017, P0335, P0336, P0338, P0341, P0342, P0343, P0366, P0367, P0368, P0638, P2100, P2101, or P2119.
⇒ If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further diagnosis.
2. 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.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data.
Circuit/System Testing
1. Ignition OFF, disconnect the harness connector at the appropriate Camshaft Position Actuator Solenoid Valve.
2. Ignition ON, verify that a test lamp illuminates between the ignition circuit terminal A and ground.
⇒ If the test lamp does not illuminate, test the circuit for a short to ground or an open/high resistance. If the circuit tests normal and the ignition circuit fuse is open, test all the components connected to the ignition circuit and replace as necessary.
3. Connect a DMM, set on the diode setting, between the control circuit terminal B and ground. The voltage should be greater than 2 V.
⇒ If the DMM displays OL, test the control circuit for a short to voltage or an open/high resistance. If the circuit/connections test normal, replace the Engine Control Module.
⇒ If less than the specified value, test the control circuit for a short to ground. If the circuit tests normal, replace the Engine Control Module.
4. Command the Camshaft Position Actuator Solenoid Valve ON and OFF with a scan tool. The DMM should transition from greater than 2 V when commanded OFF to less than 1 V, when commanded ON.
⇒ If the circuit voltage does not correspond to the specified values, replace the Engine Control Module.
5. Remove the Camshaft Position Actuator Solenoid Valve. Inspect the Camshaft Position Actuator Solenoid Valve and mounting area for the following conditions:
For a torn, restricted, mis-positioned, or missing screens at the Camshaft Position Actuator Solenoid Valve
For engine oil leaks between the oil sealing lands of the Camshaft Position Actuator Solenoid Valve. Inspect the lands of the Camshaft Position Actuator Solenoid Valve for nicks
For oil seepage at the Camshaft Position Actuator Solenoid Valve connector
⇒ If a condition is found, replace Camshaft Position Actuator Solenoid Valve.
6. Ignition OFF, swap the appropriate Camshaft Position Actuator Solenoid Valve with a Camshaft Position Actuator Solenoid Valve that is operating correctly.
7. 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.
8. If all circuits/connections test normal, test or replace the Camshaft Position Actuator Solenoid Valve.
Component Testing
1. Ignition OFF, disconnect the harness connector at the appropriate Camshaft Position Actuator Solenoid Valve.
2. Test for 712 Ω between the control terminal B and the ignition terminal A of the Camshaft Position Actuator Solenoid Valve.
⇒ If not within the specified range, replace the Camshaft Position Actuator Solenoid Valve.
3. Test for infinite resistance between each terminal and the Camshaft Position Actuator Solenoid Valve housing.
⇒ If not the specified value, replace the Camshaft Position Actuator Solenoid Valve.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
Camshaft Position Actuator Solenoid Valve Replacement
Camshaft Position Exhaust Actuator Replacement
Camshaft Position Intake Actuator Replacement
Diagnostic Instructions
Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
Review Strategy Based Diagnosis for an overview of the diagnostic approach.
Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DTC Descriptors
DTC P0011: Intake Camshaft Position (CMP) System Performance
DTC P0014: Exhaust Camshaft Position (CMP) System Performance
Circuit/System Description
The camshaft position (CMP) actuator system enables the engine control module (ECM) to change the timing of the camshafts while the engine is operating. The CMP actuator solenoid signal from the ECM is pulse width modulated (PWM). The ECM controls the CMP actuator solenoid duty cycle by controlling the amount of solenoid ON time. The CMP actuator solenoid controls the advance or the retard of each camshaft. The CMP actuator solenoid controls the oil flow that applies the pressure to advance or retard the camshafts.
Conditions for Running the DTC
The engine speed is greater than 520 RPM.
The engine control module (ECM) has enabled the CMP actuator.
The calculated engine oil temperature is between −48 and +180°C (−54 and +356°F).
The engine coolant temperature is between −48 and +143°C (−54 and +289°F).
The CMP actuator is steady for 2 seconds.
DTCs P0011 and P0014 run continuously when the above conditions are met.
Conditions for Setting the DTC
The ECM detects that the difference between the desired CMP actuator angle and the actual CMP actuator angle is more than 8 degrees for greater than for 20 seconds.
Action Taken When the DTC Sets
DTCs P0011 and P0014 are type B DTCs.
Conditions for Clearing the MIL/DTC
DTCs P0011 and P0014 are type B DTCs.
Diagnostic Aids
The engine oil condition has a major impact on the camshaft actuator system.
A low oil level condition may set this DTC. The engine may require an oil change. Inquire with the customer when the last oil change was performed. You may also monitor the scan tool Engine Oil Life parameter. Advise the customer an oil change may be required.
Inspect the engine for any recent engine mechanical repairs. An incorrectly installed camshaft, camshaft actuator, or timing chain can cause this DTC to set.
A Camshaft Position Actuator Solenoid Valve or an camshaft actuator that is stuck can cause this DTC to set.
Reference Information
Schematic Reference
Engine Controls Schematics
Connector End View Reference
Component Connector End Views
Description and Operation
Camshaft Actuator System Description
Electrical Information Reference
Circuit Testing
Connector Repairs
Testing for Intermittent Conditions and Poor Connections
Wiring Repairs
DTC Type Reference
Powertrain Diagnostic Trouble Code (DTC) Type Definitions
Scan Tool Reference
Control Module References for scan tool information
Circuit/System Verification
Note: The engine oil level and the oil pressure are critical to the correct operation of the camshaft position actuator system. Verify that the engine has the correct oil level and the correct oil pressure before continuing with this diagnostic. Refer to Oil Pressure Diagnosis and Testing .
1. Ignition ON, observe the scan tool DTC information. Verify that none of the following DTCs are set. DTC P0016, P0017, P0335, P0336, P0338, P0341, P0342, P0343, P0366, P0367, P0368, P0638, P2100, P2101, or P2119.
⇒ If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further diagnosis.
2. 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.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data.
Circuit/System Testing
1. Ignition OFF, disconnect the harness connector at the appropriate Camshaft Position Actuator Solenoid Valve.
2. Ignition ON, verify that a test lamp illuminates between the ignition circuit terminal A and ground.
⇒ If the test lamp does not illuminate, test the circuit for a short to ground or an open/high resistance. If the circuit tests normal and the ignition circuit fuse is open, test all the components connected to the ignition circuit and replace as necessary.
3. Connect a DMM, set on the diode setting, between the control circuit terminal B and ground. The voltage should be greater than 2 V.
⇒ If the DMM displays OL, test the control circuit for a short to voltage or an open/high resistance. If the circuit/connections test normal, replace the Engine Control Module.
⇒ If less than the specified value, test the control circuit for a short to ground. If the circuit tests normal, replace the Engine Control Module.
4. Command the Camshaft Position Actuator Solenoid Valve ON and OFF with a scan tool. The DMM should transition from greater than 2 V when commanded OFF to less than 1 V, when commanded ON.
⇒ If the circuit voltage does not correspond to the specified values, replace the Engine Control Module.
5. Remove the Camshaft Position Actuator Solenoid Valve. Inspect the Camshaft Position Actuator Solenoid Valve and mounting area for the following conditions:
For a torn, restricted, mis-positioned, or missing screens at the Camshaft Position Actuator Solenoid Valve
For engine oil leaks between the oil sealing lands of the Camshaft Position Actuator Solenoid Valve. Inspect the lands of the Camshaft Position Actuator Solenoid Valve for nicks
For oil seepage at the Camshaft Position Actuator Solenoid Valve connector
⇒ If a condition is found, replace Camshaft Position Actuator Solenoid Valve.
6. Ignition OFF, swap the appropriate Camshaft Position Actuator Solenoid Valve with a Camshaft Position Actuator Solenoid Valve that is operating correctly.
7. 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.
8. If all circuits/connections test normal, test or replace the Camshaft Position Actuator Solenoid Valve.
Component Testing
1. Ignition OFF, disconnect the harness connector at the appropriate Camshaft Position Actuator Solenoid Valve.
2. Test for 712 Ω between the control terminal B and the ignition terminal A of the Camshaft Position Actuator Solenoid Valve.
⇒ If not within the specified range, replace the Camshaft Position Actuator Solenoid Valve.
3. Test for infinite resistance between each terminal and the Camshaft Position Actuator Solenoid Valve housing.
⇒ If not the specified value, replace the Camshaft Position Actuator Solenoid Valve.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
Camshaft Position Actuator Solenoid Valve Replacement
Camshaft Position Exhaust Actuator Replacement
Camshaft Position Intake Actuator Replacement
Senior Member
Joined: 05-30-11
Posts: 544
Likes: 0
From: Cheyenne, WY
Here's my take - if you already replaced the solenoids with a known good part, then really the only thing it can be is the intake cam actuator itself or there's a restriction not allowing oil pressure to operate the actuator. You said if you log, the intake cam stays at 0 degrees, so obviously the code is setting because the ECM can't make it match desired angle.
Senior Member
Joined: 05-30-11
Posts: 544
Likes: 0
From: Cheyenne, WY
Here's the GM procedure for intake actuator replacement, maybe you didn't install something correctly:
Camshaft Position Intake Actuator Replacement
Special Tools
EN-48749 Timing Chain Retention Tool Kit
EN-48953 Camshaft Actuator Locking Tool
J 45059 Angle Meter
Removal Procedure
1. Remove the camshaft cover. Refer to Camshaft Cover Replacement .
2. Remove the spark plugs. Refer to Spark Plug Replacement
3. Rotate the crankshaft clockwise and install the camshaft actuator retainer EN-48953 (1).
Caution: Refer to Fastener Caution .
4. Install the camshaft actuator retainer bolts and tighten to 10 Nˇm (89 lb in).
5. Loosen, but DO NOT remove the intake camshaft actuator bolt.
6. Remove the camshaft actuator locking tool, EN-48953 (1).
7. Clean the timing chain and gears with solvent.
Note: Ensure the timing chain and the camshaft position actuators are marked for proper assembly.
8. Mark the intake and exhaust camshaft actuators and the respective locations on the timing chain.
9. Remove the upper timing chain guide bolts and guide.
10. Remove the timing chain tensioner.
Note:
The intake camshaft actuator should not rotate during the removal or installation.
Ensure the tips of the are fully engaged into the timing chain. The retention tool rod can be used on the back side of the chain to ensure the teeth from the retention tool are engaged.
11. Install the timing chain retention tool EN-48749 (1) to the intake side of the timing chain.
12. Install the timing chain retention tool EN-48749 (1) to the exhaust side of the timing chain.
13. Remove and discard the intake camshaft actuator bolt (2).
14. Rotate the exhaust camshaft clockwise slightly to take the tension off of the timing chain on the intake actuator.
15. Remove the intake camshaft actuator (3) from the camshaft while also removing the actuator from the timing chain.
Installation Procedure
Note: Ensure that the alignment mark made previously on the intake camshaft actuator is still aligned properly with the mark on the timing chain.
1. Install the timing chain onto the intake camshaft actuator.
2. Align the intake camshaft actuator alignment mark made previously with the timing chain mark and install the actuator onto the camshaft rotating the exhaust camshaft clockwise, if required.
3. Install a NEW intake camshaft actuator bolt (2) until snug.
4. Remove the timing chain retention tool (1) from the intake side of the timing chain.
Note: Ensure that the alignment mark previously on the intake camshaft actuator is still aligned properly with the timing chain. If the mark made previously on the intake camshaft actuator is not aligned properly, refer to Camshaft Timing Chain, Sprocket, and Tensioner Replacement .
5. Remove the timing chain retention tool (1) from the exhaust side of the timing chain.
6. Reset and install the timing chain tensioner. Refer to Timing Chain Tensioner Replacement .
7. Install the camshaft actuator retainer (1) EN-48953 Camshaft Actuator Locking Tool .
8. Install the camshaft actuator retainer bolts and tighten to 10 Nˇm (89 lb in).
9. Tighten the NEW camshaft actuator bolt to 30 Nˇm (22 lb ft) plus an additional 100 degreesusing the J 45059 .
Note: You must have the EN-48953 installed to perform this procedure.
10. To release the tensioner apply a counterclockwise rotational torque to the crankshaft balancer bolt of 45 Nˇm (33 lb ft)..
11. Remove the camshaft actuator retainer EN-48953 (1).
12. Install the upper timing chain guide and bolts and tighten to 10 Nˇm (89 lb in).
13. Install the spark plugs. Refer to Spark Plug Replacement
14. Install the camshaft cover. Refer to Camshaft Cover Replacement
Special Tools
EN-48749 Timing Chain Retention Tool Kit
EN-48953 Camshaft Actuator Locking Tool
J 45059 Angle Meter
Removal Procedure
1. Remove the camshaft cover. Refer to Camshaft Cover Replacement .
2. Remove the spark plugs. Refer to Spark Plug Replacement
3. Rotate the crankshaft clockwise and install the camshaft actuator retainer EN-48953 (1).
Caution: Refer to Fastener Caution .
4. Install the camshaft actuator retainer bolts and tighten to 10 Nˇm (89 lb in).
5. Loosen, but DO NOT remove the intake camshaft actuator bolt.
6. Remove the camshaft actuator locking tool, EN-48953 (1).
7. Clean the timing chain and gears with solvent.
Note: Ensure the timing chain and the camshaft position actuators are marked for proper assembly.
8. Mark the intake and exhaust camshaft actuators and the respective locations on the timing chain.
9. Remove the upper timing chain guide bolts and guide.
10. Remove the timing chain tensioner.
Note:
The intake camshaft actuator should not rotate during the removal or installation.
Ensure the tips of the are fully engaged into the timing chain. The retention tool rod can be used on the back side of the chain to ensure the teeth from the retention tool are engaged.
11. Install the timing chain retention tool EN-48749 (1) to the intake side of the timing chain.
12. Install the timing chain retention tool EN-48749 (1) to the exhaust side of the timing chain.
13. Remove and discard the intake camshaft actuator bolt (2).
14. Rotate the exhaust camshaft clockwise slightly to take the tension off of the timing chain on the intake actuator.
15. Remove the intake camshaft actuator (3) from the camshaft while also removing the actuator from the timing chain.
Installation Procedure
Note: Ensure that the alignment mark made previously on the intake camshaft actuator is still aligned properly with the mark on the timing chain.
1. Install the timing chain onto the intake camshaft actuator.
2. Align the intake camshaft actuator alignment mark made previously with the timing chain mark and install the actuator onto the camshaft rotating the exhaust camshaft clockwise, if required.
3. Install a NEW intake camshaft actuator bolt (2) until snug.
4. Remove the timing chain retention tool (1) from the intake side of the timing chain.
Note: Ensure that the alignment mark previously on the intake camshaft actuator is still aligned properly with the timing chain. If the mark made previously on the intake camshaft actuator is not aligned properly, refer to Camshaft Timing Chain, Sprocket, and Tensioner Replacement .
5. Remove the timing chain retention tool (1) from the exhaust side of the timing chain.
6. Reset and install the timing chain tensioner. Refer to Timing Chain Tensioner Replacement .
7. Install the camshaft actuator retainer (1) EN-48953 Camshaft Actuator Locking Tool .
8. Install the camshaft actuator retainer bolts and tighten to 10 Nˇm (89 lb in).
9. Tighten the NEW camshaft actuator bolt to 30 Nˇm (22 lb ft) plus an additional 100 degreesusing the J 45059 .
Note: You must have the EN-48953 installed to perform this procedure.
10. To release the tensioner apply a counterclockwise rotational torque to the crankshaft balancer bolt of 45 Nˇm (33 lb ft)..
11. Remove the camshaft actuator retainer EN-48953 (1).
12. Install the upper timing chain guide and bolts and tighten to 10 Nˇm (89 lb in).
13. Install the spark plugs. Refer to Spark Plug Replacement
14. Install the camshaft cover. Refer to Camshaft Cover Replacement
Senior Member
Joined: 05-15-10
Posts: 3,994
Likes: 2
From: South Charleston, WV
Me and a few others believe his actuator may need replaced unfortunately but he may find something clogging it or one of his seals on the camshaft at the cap nearest to the camshaft gear could be bad.
gm part numbers for the solenoid actuators the things near the coil packs (which was my problem) gm part # 12646784 and #12646783. Now the cam actuator its self is big o'l mechanism that attaches to the cam ( basically a fancy cam gear) this part part number is gm# 12578515
GM#PIP4469F: Intermittent DTC P0011 And P0014 P0016 P0017
Service Information
Home Publications Number Search New Bulletins Bulletin Search Feedback Help
Document ID: 2354598
#PIP4469F: Intermittent DTC P0011 And P0014 P0016 P0017 Or Hesitation / Stall - (Sep 29, 2009)
Subject: Intermittent DTC P0011 and P0014, P0016, P0017 or Hesitation/Stall RPO- LAF LAP
Models: 2009 Chevrolet Cobalt
With RPO LAP 2.2L, LNF 2.0L
AND
2009 Chevrolet HHR
With RPO LNF 2.0L, LE8 2.2L, LE9 2.4L
AND
2009 Pontiac G5
With RPO LAP 2.2L
AND
2009 Chevrolet Malibu
2009 Pontiac G6
2009 Pontiac Solstice
2009 Saturn Sky
2009 Saturn Aura
2009 Saturn Vue
With RPO LE5 2.4L
AND
2009 Saturn AURA Hybrid
2009 Saturn VUE Hybrid
2009-2010 Chevrolet Malibu Hybrid
With RPO LAT 2.4L
AND
2010 Chevrolet Equinox
2010 GMC Terrain
With RPO LAF 2.4L SIDI
For engines built prior to the following breakpoints: Block Machining debris breakpoint is August 20th for all engines built in Springhill Tn. (Plant code T)
Head Casting sand breakpoint is September 2nd for all Ecotec Plants. ADD APPROXIMATLEY 2 WEEKS FOR VEHICLE MANUFACTURING
This PI was superseded to add the breakpoint for debris, keywords and to define the debris found on the Repair Order. The BLOCK machining chips breakpoint is for engines built in Springhill before August 20th 2009 and the HEAD casting sand breakpoint is for all Ecotecs regardless of build location built before Sept. 2nd 2009. Please discard PIP4469E.
The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI.
Condition/Concern:
In rare instances a technician may comment that they find DTC's for cam phaser operation and/or have noticed a hesitation/stumble (typically on a PDI or with very low mileage). They may have followed eSI diagnostics and the dtc/condition has returned. They may have replaced the ECM with no change and/or they may find one or more of the dtc's listed below.
P0011-Intake Camshaft Position (CMP) System Performance
P0014-Exhaust Camshaft Position (CMP) System Performance
P0016-Crankshaft Position - Intake Camshaft Position Not Plausible
P0017-Crankshaft Position - Exhaust Camshaft Position Not Plausible
Recommendation/Instructions:
Note: Please document on the repair order the type of debris found (i.e. sand or aluminum). When debris is found change the oil and filter before returning to service, in some instances it may be necessary to change the oil and filter multiple times. The filter can be inspected afterwards to ensure no additional debris is present.
Engineering has determined that casting sand and or non-ferrous (aluminum) machining debris in the camshaft phasers/solenoid valves can cause a hesitation/stumble and or these dtc's to set intermittently. This concern typically will occur very early in the vehicle's life or at PDI. When the technician has followed the eSI diagnostic chart for these codes they may be led to ECM replacement; however additional diagnostics should be made before replacement of any parts. When the inspection of the CMP solenoids/actuators and wiring confirms correct electrical operation, check for debris. The recommendations listed below should help.
The technician should inspect each CMP solenoid valve and cam phaser actuator for debris. If debris is found on the solenoid valve screens inspect for torn screens then clean or replace as necessary.
When debris is found on the solenoid valve screens, thoroughly inspect the cam phaser actuators for debris and clean/replace as necessary. If the dtc continues to reset after thorough inspection and cleaning of the cam phaser actuators, replace the affected camshaft actuator(s) depending upon the dtc(s) that set.
Note: When debris is found change the oil and filter before returning to service, in some instances it may be necessary to change the oil/filter multiple times. The filter can be inspected afterwards to ensure no additional debris is present.
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.
GM bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer". They are written to inform these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job properly and safely. If a condition is described, DO NOT assume that the bulletin applies to your vehicle, or that your vehicle will have that condition. See your GM dealer for information on whether your vehicle may benefit from the information.
Service Information
Home Publications Number Search New Bulletins Bulletin Search Feedback Help
Document ID: 2354598
#PIP4469F: Intermittent DTC P0011 And P0014 P0016 P0017 Or Hesitation / Stall - (Sep 29, 2009)
Subject: Intermittent DTC P0011 and P0014, P0016, P0017 or Hesitation/Stall RPO- LAF LAP
Models: 2009 Chevrolet Cobalt
With RPO LAP 2.2L, LNF 2.0L
AND
2009 Chevrolet HHR
With RPO LNF 2.0L, LE8 2.2L, LE9 2.4L
AND
2009 Pontiac G5
With RPO LAP 2.2L
AND
2009 Chevrolet Malibu
2009 Pontiac G6
2009 Pontiac Solstice
2009 Saturn Sky
2009 Saturn Aura
2009 Saturn Vue
With RPO LE5 2.4L
AND
2009 Saturn AURA Hybrid
2009 Saturn VUE Hybrid
2009-2010 Chevrolet Malibu Hybrid
With RPO LAT 2.4L
AND
2010 Chevrolet Equinox
2010 GMC Terrain
With RPO LAF 2.4L SIDI
For engines built prior to the following breakpoints: Block Machining debris breakpoint is August 20th for all engines built in Springhill Tn. (Plant code T)
Head Casting sand breakpoint is September 2nd for all Ecotec Plants. ADD APPROXIMATLEY 2 WEEKS FOR VEHICLE MANUFACTURING
This PI was superseded to add the breakpoint for debris, keywords and to define the debris found on the Repair Order. The BLOCK machining chips breakpoint is for engines built in Springhill before August 20th 2009 and the HEAD casting sand breakpoint is for all Ecotecs regardless of build location built before Sept. 2nd 2009. Please discard PIP4469E.
The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI.
Condition/Concern:
In rare instances a technician may comment that they find DTC's for cam phaser operation and/or have noticed a hesitation/stumble (typically on a PDI or with very low mileage). They may have followed eSI diagnostics and the dtc/condition has returned. They may have replaced the ECM with no change and/or they may find one or more of the dtc's listed below.
P0011-Intake Camshaft Position (CMP) System Performance
P0014-Exhaust Camshaft Position (CMP) System Performance
P0016-Crankshaft Position - Intake Camshaft Position Not Plausible
P0017-Crankshaft Position - Exhaust Camshaft Position Not Plausible
Recommendation/Instructions:
Note: Please document on the repair order the type of debris found (i.e. sand or aluminum). When debris is found change the oil and filter before returning to service, in some instances it may be necessary to change the oil and filter multiple times. The filter can be inspected afterwards to ensure no additional debris is present.
Engineering has determined that casting sand and or non-ferrous (aluminum) machining debris in the camshaft phasers/solenoid valves can cause a hesitation/stumble and or these dtc's to set intermittently. This concern typically will occur very early in the vehicle's life or at PDI. When the technician has followed the eSI diagnostic chart for these codes they may be led to ECM replacement; however additional diagnostics should be made before replacement of any parts. When the inspection of the CMP solenoids/actuators and wiring confirms correct electrical operation, check for debris. The recommendations listed below should help.
The technician should inspect each CMP solenoid valve and cam phaser actuator for debris. If debris is found on the solenoid valve screens inspect for torn screens then clean or replace as necessary.
When debris is found on the solenoid valve screens, thoroughly inspect the cam phaser actuators for debris and clean/replace as necessary. If the dtc continues to reset after thorough inspection and cleaning of the cam phaser actuators, replace the affected camshaft actuator(s) depending upon the dtc(s) that set.
Note: When debris is found change the oil and filter before returning to service, in some instances it may be necessary to change the oil/filter multiple times. The filter can be inspected afterwards to ensure no additional debris is present.
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.
GM bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer". They are written to inform these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job properly and safely. If a condition is described, DO NOT assume that the bulletin applies to your vehicle, or that your vehicle will have that condition. See your GM dealer for information on whether your vehicle may benefit from the information.
Thread Starter
Joined: 10-19-09
Posts: 7,431
Likes: 1
From: Gering, Nebraska
Yea I replaced the intake solenoid already and still throwing the code. So I guess I replace the cam gear actuator part of it now?
Thanks for the info sir
Thanks for the info sir
Senior Member
Joined: 08-05-08
Posts: 1,460
Likes: 1
From: Iowa
I replaced both solenoids when I had that pop up and it fixed it. Which was after two pistons went bye-bye also and had it rebuilt.
I DO remember reading SOMEWHERE and I can't recall the exact specifics, BUT...
I've read somewhere while doing my research something to the effect of there's a bolt (maybe ON the actuator??) that at least one person has had come loose, or fall out that makes the ECU unable to detect the camshafts position. I don't think it took very much for it to screw it up either.
Damn I wish I could remember where I saw that.
I DO remember reading SOMEWHERE and I can't recall the exact specifics, BUT...
I've read somewhere while doing my research something to the effect of there's a bolt (maybe ON the actuator??) that at least one person has had come loose, or fall out that makes the ECU unable to detect the camshafts position. I don't think it took very much for it to screw it up either.
Damn I wish I could remember where I saw that.
Thread Starter
Joined: 10-19-09
Posts: 7,431
Likes: 1
From: Gering, Nebraska
Thread Starter
Joined: 10-19-09
Posts: 7,431
Likes: 1
From: Gering, Nebraska
As an update for me, last Friday I reset the code and it came back on the second startup after. I was going to change the oil on Saturday anyways, so I did that and I took the intake solenoid out, cleaned off the screens (although they looked plenty clean already), and shook the solenoid to see if it still moved. It did, so I put it back in. The CEL stayed off until last night. I just tried measuring the resistance. I got 14.4ohm for the exhaust, but I couldn't get a reading on the intake. I'll take it out tomorrow and try again, but I think it's just bad. I searched online and got quite a few part numbers (in addition to the ones mentioned above). I called the stealership to see if they have any in stock, he said they do, I asked a p/n, and he gave me 12578517 for the intake. Does anyone recognize this one? Nearest I can tell, it seems to have been superceded twice...is that true? Is this part still good? I could head down tomorrow and check it out...but I don't want to buy an old part that's known to fail. Thought I'd ask y'all on here first. Thanks!!!
Thread Starter
Joined: 10-19-09
Posts: 7,431
Likes: 1
From: Gering, Nebraska
As an update for me, last Friday I reset the code and it came back on the second startup after. I was going to change the oil on Saturday anyways, so I did that and I took the intake solenoid out, cleaned off the screens (although they looked plenty clean already), and shook the solenoid to see if it still moved. It did, so I put it back in. The CEL stayed off until last night. I just tried measuring the resistance. I got 14.4ohm for the exhaust, but I couldn't get a reading on the intake. I'll take it out tomorrow and try again, but I think it's just bad. I searched online and got quite a few part numbers (in addition to the ones mentioned above). I called the stealership to see if they have any in stock, he said they do, I asked a p/n, and he gave me 12578517 for the intake. Does anyone recognize this one? Nearest I can tell, it seems to have been superceded twice...is that true? Is this part still good? I could head down tomorrow and check it out...but I don't want to buy an old part that's known to fail. Thought I'd ask y'all on here first. Thanks!!!
My intake cam actuator died at around 50k miles on the LNF. Common issue. Would work ok until I drove it ~30 miles. Once it got pretty warm it would get flaky while logging then the ECU would disable it.