I have a 2002 trailblazer LT. I had the codes p0014 and p1345 come up and had replaced the parts to go with those codes. I replaced the camshaft position sensor and the camshaft actuator, the crankshaft position sensor as well as the fuel filter and spark plugs. The code actually says crankshaft position sensor/camshaft position sensor correlation. What is the correlation part. I took it to the dealer to get a diagnostic run which they told me it was the actuator. The service engine light keeps coming on still and I am at my wits end. I have been on a few sites that I read the problem just won't go away but there must be something I can do to fix this. Has anyone come across the same issue or have any ideas on how to fix it. Please and thank you for any help.

 

Does it run fine with the new parts installed??? Does the I6 have coils packs ???

 

I have the asme problem. I get the code, P 1345, I have replaced cam sensor, Cam Actuator, and Crank Sensor and still get the code.......can anyone help?? Car runs fine no rough idle.

 

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.
This diagnostic trouble code (DTC) sets when the Desired and Actual Cam Phase angle error exceeds its tolerance value for a time period.
CONDITIONS FOR RUNNING THE DTC


The engine is running.
The PCM has enabled the cam phaser.
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 1.5 degrees .
The CAM phaser is steady for 20 seconds .
The condition is present for 20 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.
The PCM disables the Cam phaser for the ignition cycle.

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 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 system's responsiveness. Oil temperature, viscosity, and quality can slow and/or inhibit the phaser's ability to reach a desired phase angle.
An intermittent may be caused by any of the following conditions:
A poor connection
Rubbed through wire insulation
A broken wire inside the insulation
Thoroughly check any circuitry that is suspected of causing the intermittent complaint. Repair the circuits as necessary.
TEST

DTC P0014 - Steps 1-8





DTC P0014 - Steps 9-13





DTC P0014 - Steps 14-22

















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DTC P1345

Circuit Description

The powertrain control module (PCM) uses the crankshaft position (CKP) sensor and the camshaft position (CMP) sensor information to monitor the correlation between the crankshaft and camshaft positions. If the deviation between the crankshaft and camshaft position exceeds a calibrated amount DTC P1345 will set.

Conditions for Running the DTC



The engine is running.
The engine has been running for more than 16 seconds.
The minimum voltage is 11 volts.
The variable camphaser is commanded to zero.
Conditions for Setting the DTC

The deviation between the crankshaft and the camshaft positions exceeds a calibrated amount.

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

Important: Scan tool control of the CMP actuator solenoid is inhibited when DTC P1345 sets.

The following conditions may cause this DTC to set:



An improperly torqued harmonic balancer A misbuilt or mis-timed engine
A loose or missing crank damper bolt
The camphaser solenoid stuck open
The camphaser stuck in a position other than 0 degrees
The camphaser does not return to 0 degrees within 16 seconds
Test Description

The number below refers to the step number on the diagnostic table.



If this DTC sets, there is a problem with the camshaft position actuator solenoid high control circuit shorted to voltage or the solenoid stuck open.

 

thats what alldata says about them codes.p1345 sets when engine is out of time and p0014 is cam phaser code.sounds like to me you need cam phaser