Why Your Car Sets a P0014 Code and How to Fix It Fast

DIY Steps to Diagnose a P0014 Before Paying a Mechanic

Quick Summary

A P0014 code is defined as “B camshaft position timing over-advanced.” That means the engine’s variable valve timing system isn’t responding the way the ECM expects. A P0014 usually comes from dirty oil, a sticking camshaft phaser, a clogged VVT solenoid, low oil pressure, or a stretched timing chain. In this guide, I’ll walk you through exactly what a P0014 means, what causes it, how I diagnose it in the shop, and what steps you can take as a DIYer to fix it before it leads to serious engine damage.

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When a vehicle comes into my shop with a P0014 stored in the ECM, I take it very seriously. A P0014 trouble code points explicitly to a B camshaft timing issue on Bank 1—meaning the exhaust camshaft is over-advanced compared to where the ECM commands it to be. If you continue driving with a mistimed B camshaft, you risk rough running, poor fuel economy, engine misfires, and even catastrophic engine damage.

Let me walk you through what the P0014 code means and how I attack the diagnostic process.

What a P0014 Trouble Code Really Means

The ECM continuously monitors the crankshaft and B camshaft positions using the CKP (crankshaft position sensor) and CMP (camshaft position sensor). When I see a P0014, here’s what the ECM has determined:

• It knows the exact crankshaft position from the CKP.
• It knows the exact B camshaft position from the CMP.
• It commands a specific amount of cam advance or retard using the VVT oil control solenoid.
• It compares the expected B camshaft location to the actual location.
• If the B camshaft is more advanced than commanded, the ECM sets a P0014 code.

In short, the B camshaft is out of sync with the crankshaft—and the ECM can’t correct it.

The Most Common Causes of a P0014 Trouble Code

1. Oil Problems (Most Common) — In 90% of the P0014 problems I see, the root cause is oil-related. The VVT system depends on proper viscosity and clean油 oil to control the B camshaft. Low oil, wrong viscosity, or sludge restricts oil flow to the cam phaser.
2. Clogged or Failing VVT Solenoid — The solenoid’s screen catches debris. When it plugs up, the oil pressure needed to move the B camshaft phaser disappears. Electrical failures or worn spool valves can also trigger a P0014.
3. Worn or Sticking Camshaft Phaser — The B camshaft phaser uses oil pressure—not electronics—to change timing. If it sticks, wears out, or starves for oil, the camshaft will over-advance and set a P0014.
4. Stretched Timing Chain — Neglected oil changes accelerate timing chain stretch. Once the timing drifts far enough, the ECM detects the mismatch and sets a P0014.
5. Incorrect Timing Chain Installation — If someone recently replaced the timing chain and didn’t align the timing marks perfectly, a P0014 is almost guaranteed.
6. Faulty CKP/CMP Sensors (Least Likely) — These sensors can fail, but it’s rare. I only suspect them after ruling out oil, VVT, and mechanical timing issues.
7. Wiring or ECM Issues — Again—rare, but a damaged harness or corroded connector can send incorrect B camshaft position data, triggering a P0014.

How to Diagnose and Fix P0014 as a DIYer

If you’re comfortable working on your car, you can diagnose and fix the P0014 trouble code with some basic tools and mechanical knowledge. Follow these steps to troubleshoot the problem.

Step 1: Check for Other Codes— Use an OBD-II scanner to check for additional trouble codes. If you also see P0017, P0011, or P0014, you might have a bigger issue with the timing system.
Step 2: Inspect the Engine Oil— Check the oil level and condition.
• If your oil level is low, top it off, erase the codes, and see if they come back.
• If you’ve gone too long between oil changes, get an oil change. Then, clear the codes and see if they come back. Remember, clean oil and oil at the correct level are critical for the VVT system to work properly.
• If you’ve used the wrong viscosity oil, change it to the recommended viscosity, clear the codes, and see if the code comes back.
Step 3: Check the oil control valve and VVT solenoids for leaks— Some carmakers use an oil pressure sensor near the VVT solenoid. The sensor contains a rubber diaphragm and a sensing element. If the diaphragm leaks, the pressure loss prevents the VVT system from operating properly. The same applies to the VVT solenoid; check first for leaks.

Step 3: Test the Electrical Connections at the VVT Solenoid and Oil Pressure Switch (if equipped)— 
• Remove the electrical connector to the solenoid/switch and check for corrosion.
• Using a wiring diagram, shop manual, and a multimeter, check for good power and ground.
• Using a multimeter, check for proper resistance, short to power, and short to ground in the VVT solenoid
Step 4: Remove the VVT solenoid and check for debris—A clogged filter screen in the VVT solenoid is a common cause of a P0014 trouble code. If you find debris or sludge, it’s a sign you’ve been driving too long on your oil. Clean the screen and change your oil and filter before starting the engine. Clear the codes and see if they return. If they do, check the screen again. If you find more debris, clean it and drive more to filter your oil longer.
NOTE: If you have access to a professional scan tool, you can also test the VVT operation using the actuator test in the scan tool. Activate the VVT solenoid while the engine is running. If the engine hesitates, it means the solenoid is functioning. If the screen isn’t clogged, replace the solenoid.
Step 5: Check the Camshaft Phaser— A failing phaser will often cause a metallic rattling sound, frequently heard at startup or during acceleration. Use a mechanic’s stethoscope to listen for a rattling sound from each phaser during startup.
Step 6: Check the timing chain/belt for wear— Locate the camshaft position sensor (CMP) and crankshaft position sensor (CKP) on your engine.
Unplug and inspect the wiring harness for loose connections or corrosion.

How to Test the VVT Solenoid Harness For Power and Ground

Tools Needed:

Multimeter
Computer-safe test light
Jumper leads

Before condemning the VVT solenoid, check the electrical connector for signs of corrosion. If the connector looks good, test the connector for battery voltage and a good ground. You can use a multimeter or computer-safe test light for this.

1) Turn the key to the ON/Run position, but don’t start the engine.
2) Set your multimeter to DC volts.
3) Connect the negative lead of the meter or test light to ground.
4) Touch the red lead to either pin in the connector. One should read the battery voltage if it doesn’t, get a wiring diagram and find the power source to track down the problem.
5) Check the other terminal for good ground.
If you see power and ground, the wiring harness and connector are good. Move on to a coil resistance test.

Check solenoid coil resistance

1) Set your multimeter to the 200 Ω setting.
2) Touch both leads to the two terminals on the solenoid.
3) Compare the reading to the specification in the shop manual.
4) A reading of ∞ means the solenoid coil has an open condition. Replace the solenoid
5) Next, check for a short to ground condition. Touch one lead to a terminal on the solenoid and the other lead to the engine. Do the same with the other terminal. Both terminals should read ∞. If you get a reading other than that, there’s an internal short to ground, and you must replace the solenoid.

Check the VVT Solenoid Operation

1) Remove the solenoid from the engine.
2) Connect a jumper lead from the battery to one terminal in the solenoid and the ground jumper to the other terminal. The solenoid should click, and you should see the movement of the spool valve. Then reverse the leads and see if the valve moves in the opposite direction.
3) If the valve doesn’t move smoothly, replace the solenoid.

NOTE: There’s no practical way to check for valve spool wear or internal fluid leakage. If you suspect the solenoid valve is worn internally, replace it.

When to Seek Professional Help

If you’ve checked the oil, sensors, and solenoids but still have a P0014 code, the issue may be more complex—such as a failing timing chain, bent camshaft, or internal engine failure. In these cases, it’s best to consult a professional mechanic to avoid costly mistakes.

©, 2025 Rick Muscoplat