The camshaft position (CMP) actuator system is used for a variety of engine performance enhancements. These enhancements include lower emission output through exhaust gas recirculation (EGR) control, a wider engine torque range, improved gas millage, and improved engine idle stability. The CMP actuator system accomplishes this by controlling the amount of intake and exhaust valve overlap.

The camshaft position (CMP) actuator system is controlled by the powertrain control module (PCM). The PCM sends a pulse width modulated 12-volt signal to a CMP actuator solenoid in order to control the amount of engine oil flow to a Cam Phaser passage. There are 2 different passages for oil to flow through, a passage for cam advance and a passage for cam retard. The Cam Phaser is attached to a camshaft and is hydraulically operated in order to change the angle of the camshaft relative to crankshaft position (CKP). Engine oil pressure (EOP), viscosity, temperature and engine oil level can have an adverse affect on Cam Phaser performance. The PCM calculates the optimum cam position through the following inputs:

The Cam Phaser default position is 0 degrees. The PCM uses the following inputs before assuming control of the Cam Phaser:

The powertrain control module (PCM) monitors the control circuits of the camshaft position (CMP) actuator solenoid for electrical faults. The PCM has the ability to determine if a control circuit is open, shorted high, and shorted low. If the PCM detects a fault with a CMP actuator solenoid circuit, a DTC will set.

The powertrain control module (PCM) monitors the performance of the camshaft position (CMP) actuator system by monitoring the actual and desired positions of a Cam Phaser. If the difference between the actual and desired position is more than a calibrated angle for more than a calibrated amount of time, a DTC will set.