VVT issue

[TravisLaut]

I have a 2015 GMC 2500HD Denali. My wife bought last year. From the 2 day I’ve had nothing but problems even tried unsuccessfully to return it to the dealer. As of now I’m at my wits end. DTC light came on p0010, was told by the dealer try using “sea foam”. Didn’t work. To make a long story a little shorter, have replaced ; exhaust, 02 sensors, cam shaft & crank shaft sensors, wiring harness, vvt magnet, vvt Solenoid and actuator. To top it off the oil pressure fluctuates from 10 to 50lbs with the right amount of oil. Have been unable to register because of not being able to pass inspection. PLEASE HELP the gmc dealer I just took it to said “just replace the motor”! Like I have $14,000 in my pocket!!!

[newdude]

So you fired up the parts cannon?  

 

Gotta diagnose it.  

 

      

DTC P0010, P2088, or P2089

 

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 Descriptor

DTC P0010

Camshaft Position Actuator Solenoid Control Circuit

 

DTC P2088

Camshaft Position Actuator Solenoid Control Circuit Low Voltage

 

DTC P2089

Camshaft Position Actuator Solenoid Control Circuit High Voltage

 

Circuit/System Description

The camshaft position actuator system enables the engine control module (ECM) to change the timing of the camshaft while the engine is operating. The ECM controls the camshaft position actuator magnet duty cycle by controlling the amount of On time. The magnet controls the amount of engine oil flow to the camshaft position actuator by extending a pintle within the solenoid. The pintle acts against a spool valve in the camshaft position actuator mechanism which is attached to the front of the camshaft. As the spool valve is moved, oil is directed to the camshaft position actuator, which rotates the camshaft. The ECM can only command the camshaft position actuator to ****** the valve timing from the camshaft park position, or advance the valve timing back to the park position. The total range of valve timing command is 26 degree as measured at the camshaft or 52 degree as measured at the crankshaft.

The ECM controls the camshaft position actuator magnet by supplying a 12 V pulse width modulated (PWM) signal. The ECM supplies a ground to the low reference circuit.

 

Conditions for Running the DTC

The ignition switch is in the crank or run position.

The system voltage is between 11–18 V.

The camshaft position actuator is command On.

The DTCs run continuously when the above conditions are met.

Conditions for Setting the DTC

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match for greater than 5 s.

 

Action Taken When the DTC Sets

DTC P0010, P2088 and P2089 are Type B DTCs.

The camshaft position actuator is commanded to the park position.

 

Note: If a crankshaft or camshaft position sensor DTC is set, the Camshaft Position Actuator output control will not function.

 

Ignition On, observe the DTC information with a scan tool. Verify DTC P0335, P0336, P0340, or P0341 is not set.

If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle

Verify the Camshaft Position Sol Ckt Test Status parameters listed below display OK or Not Run:

Camshaft Position Actuator Solenoid Valve Control Circuit Low Voltage Test Status

Camshaft Position Actuator Solenoid Valve Control Circuit Open Test Status

Camshaft Position Actuator Solenoid Valve Control Circuit High Voltage Test Status

Engine idling, verify the Camshaft Position Sol Ckt Test Status parameters listed below display OK or Not Run:

Camshaft Position Actuator Solenoid Valve Control Circuit Low Voltage Test Status

Camshaft Position Actuator Solenoid Valve Control Circuit Open Test Status

Camshaft Position Actuator Solenoid Valve Control Circuit High Voltage Test Status

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

Note: A test lamp must be used for this test. The control circuit is pulled-up to a low current voltage. A voltage on the control circuit is normal.

Note: Testing for steps 2–4 is performed on the ECM side of the engine harness to camshaft position sensor jumper harness connector.

Note: Testing for steps 5 and 6 is performed on the engine side of the engine harness to camshaft position sensor jumper harness connector.

Ignition Off, disconnect the engine harness to camshaft position sensor jumper harness connector. Refer to Inline Harness Connector End Views for connector identification.

Ignition On, engine Off, verify that a test lamp does not illuminate between the control circuit terminal D and ground.

If the test lamp illuminates, test the control circuit for a short to voltage. If the circuit tests normal, replace the ECM.

Ignition Off and all vehicle systems Off. It may take up to 2 minutes for all vehicle systems to power down. Test for less than 5 Ω between the low reference circuit terminal E and ground.

If greater than the specified value, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the ECM.

Connect the DMM negative lead to the control circuit terminal D. Connect the DMM positive lead to B+. Set the DMM on the diode setting. Command the Camshaft Position Actuator Solenoid On and Off with a scan tool. The DMM should transition from OL when commanded Off to less than 1 V when commanded On.

If the circuit voltage does not correspond to the specified values, test the control circuit for an open/high resistance or a short to ground. If the circuit tests normal, replace the ECM.

Ignition Off, test for infinite resistance between the control circuit terminal D and ground.

If not the specified value, repair the control circuit for a short to ground.

Test for 5.0–9.0 Ω between the control circuit terminal D and the low reference circuit terminal E.

If less than the specified range, test for a short between the control circuit and the low reference circuit. If the circuits/connections test normal, test or replace the Camshaft Position Actuator Magnet.

If greater than the specified range, test the control circuit and the low reference for an open/high resistance. If the circuits/connections test normal, test or replace the Camshaft Position Actuator Magnet.

If all circuits test normal, repair the poor connection at the camshaft position sensor jumper wire harness.

 

Component Testing

Static Test

Ignition Off, remove the Camshaft Position Actuator Magnet.

Test for 5.0–9.0 Ω between the solenoid control terminal 2 and the low reference terminal 1 at the Camshaft Position Actuator Magnet.

If not within the specified range, replace the Camshaft Position Actuator Magnet.

Test for infinite resistance between each terminal of the magnet and the magnet housing.

If not the specified value, replace the Camshaft Position Actuator Magnet.

Dynamic Test

Note:

The camshaft position actuator magnet pintle should be facing downward for this test.

Do not allow electrical current to flow through the Camshaft Position Actuator Magnet for greater than 1–2 s.

Remove the Camshaft Position Actuator Magnet.

Install a 20 A fused jumper wire between the control circuit terminal 2 and B+. Momentarily install a jumper wire between the low reference terminal 1 and ground. The pintle should extend.

If the function does not perform as specified, replace the Camshaft Position Actuator Magnet.

Repair Instructions

Perform the Diagnostic Repair Verification after completing the repair.

Camshaft Position Actuator Magnet Replacement

Control Module References for Engine Control Module replacement, programming, and setup

 

[TravisLaut]

Okay I started out with p0010 code replaced 02 sensors, exhaust, then code p0011 came up have spent over $4,000 getting all VVT components replaced including wire harness. Still the p0011 code(camshaft over advanced bank 1) and now the dealership is trying to tell me to just replace the whole motor why didn’t they just say that in the first place. Apparently when it comes to diagnostic testing they are not any better than average Joe. 
 I’ve read that sometimes the oil sending unit could be the problem or the filter below it. If there is one. I just don’t know why if the parts have been replaced and they say that everything is within specs the dtc is still on what else could possibly affect oil pressure.

[newdude]

17 minutes ago, TravisLaut said:

Okay I started out with p0010 code replaced 02 sensors, exhaust, then code p0011 came up have spent over $4,000 getting all VVT components replaced including wire harness. Still the p0011 code(camshaft over advanced bank 1) and now the dealership is trying to tell me to just replace the whole motor why didn’t they just say that in the first place. Apparently when it comes to diagnostic testing they are not any better than average Joe. 
 I’ve read that sometimes the oil sending unit could be the problem or the filter below it. If there is one. I just don’t know why if the parts have been replaced and they say that everything is within specs the dtc is still on what else could possibly affect oil pressure.

 

 

But you parts cannon'd stuff it didn't need for the code to begin with.  Why would you have changed O2 sensors for a VVT code?  

 

Have you actually tested the oil pressure with a mechanical gauge?  How many miles are on the engine?  

 

Also, you now have P0011?

 

I'd bet the camshaft is trashed.  Read this TSB for further diag ideas - temp.xml PIP5258A

Edited February 24 by newdude

[asilverblazer]

Who is diagnosing and who is replacing parts?

 

Start with a subscription to Alldatadiy, and follow the diagnostic for the P0010 and P0011. (Any parts replaced that are not part of that diagnostic tree were done for no reason. Get mad at whomever was the answer to the above.)

 

This may lead you to where newdude is with the cam shaft.

 

You have had the truck 1 year, so historical maintenance is unknown. Generally, the 6.0 is a reliable engine but in your case, it is 10 years old with unknown miles. Further assumptions might be that a Denali is/was not a cheap truck and previous owners would have been inclined to maintain it properly.

 

I tend to think that a significant mechanical issue would manifest itself in other ways beyond a check engine light. Based on all the above factors, my first inclination is not major mechanical problem that warrants a new engine or tear down.

 

Carefully follow the bold portion above.