The camshaft position (CMP) sensor is mounted through the top of the engine block at the rear of the valley cover. The CMP sensor works in conjunction with a 1X reluctor wheel on the camshaft. The reluctor wheel is inside the engine immediately in front of the rear cam bearing. The powertrain control module (PCM) provides a 12 volt power supply to the CMP sensor as well as a ground and a signal circuit.

The CMP sensor determines whether a cylinder is on a firing stroke or on an exhaust stroke. As the camshaft rotates, the reluctor wheel interrupts a magnetic field produced by a magnet within the sensor. The sensors internal circuitry detects this and produces a signal which the PCM reads. The PCM uses this 1X signal in combination with the crankshaft position (CKP) sensor 24X signal in order to determine crankshaft position and stroke. This diagnostic for the CMP sensor checks for a loss of CMP sensor signal.

Observe that as long as the PCM receives the CKP sensor 24X signal, the engine will start. The PCM can determine top dead center for all cylinders by using the CKP sensor 24X signal alone. The CMP sensor 1X signal is used by the PCM to determine if the cylinder at top dead center is on the firing stroke or the exhaust stroke. The system attempts synchronization and looks for an increase in engine speed indicating the engine started. If the PCM does not detect an increase in engine speed, the PCM assumes it incorrectly synchronized to the exhaust stroke and re-syncs to the opposite cam position. A slightly longer cranking time may be a symptom of this condition.

The engine speed is less than 4,000  RPM.

The PCM detects that a CMP to CKP mis-match has occurred.

Important: Remove any debris from the PCM connector surfaces before servicing the PCM. Inspect the PCM connector gaskets when diagnosing or replacing the PCM. Ensure that the gaskets are installed correctly. The gaskets prevent water intrusion into the PCM.

The following conditions may cause this DTC to set:

Using Freeze Frame and Failure Records data may aid in locating an intermittent condition. If you cannot duplicate the DTC, the information included in the Freeze Frame and Failure Records data can aid in determining how many miles since the DTC set. The Fail Counter and Pass Counter can also aid determining how many ignition cycles the diagnostic reported a pass or a fail. Operate the vehicle within the same Freeze Frame conditions such as RPM, load, vehicle speed, temperature, etc. that you observed. This will isolate when the DTC failed.

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

2. This step verifies that the malfunction is present. A hard start is observed when a malfunction is present.

3. This step inspects for electro magnetic interference (EMI) on the CMP sensor circuits.

6. Damage to the face of the sensor could indicate foreign material passing between the CMP sensor and the reluctor wheel. This condition would cause this DTC to set. Damage to the reluctor wheel would affect the CMP sensor output.