P0014 on 2018-2019 Chevrolet Traverse: ECM Reprogram, Solenoid Fixes, and Causes

What's Unique About the 2018-2019 Chevrolet Traverse

For this specific generation of the Chevrolet Traverse and its platform mates (like the Buick Enclave and Cadillac XT5), a P0014 code is frequently not a sign of mechanical failure. General Motors issued multiple Technical Service Bulletins (TSBs) indicating that a software calibration problem in the Engine Control Module (ECM) can incorrectly trigger this code, often along with P0011, P0021, and P0024, especially after an engine auto-stop/restart event. The prescribed fix is often a simple ECM reprogram at a dealership, making it a crucial first diagnostic step before replacing any parts.

Diagnostic Flowchart

Tap your situation to follow the diagnostic path that matches what you're seeing on this vehicle.

Symptoms You May Notice

• Check Engine Light (MIL) illuminated
• Engine running rough, especially at idle or after an auto-start
• Reduced engine power message on DIC
• Engine stalling, especially when stopped or during an auto-restart
• Transmission shudder
• Low or unstable idle
• Hard starting
• Rattling noise from the engine

Most Likely Causes

1. Engine Control Module (ECM) Software Glitch 🔴 High Probability Multiple manufacturer TSBs (#N192266190, #17-NA-317) confirm a known software issue that causes this code and related drivability problems, often after an auto stop/start event.
   How to confirm: Contact a Chevrolet dealership with your vehicle's VIN. They can verify if TSB #N192266190 or other related software updates are open and applicable to your vehicle in the GM Global Warranty Management system.
   Typical fix: The dealer will reprogram the Engine Control Module (ECM) with updated software. This is typically a 1-hour labor charge.
   Est. part cost: $0
2. Faulty Camshaft Position Actuator Solenoid (Exhaust, Bank 1) 🟡 Medium Probability These solenoids control oil flow to the cam phasers. They can get clogged with debris from engine oil or fail electrically, which is a common issue in many modern VVT systems, including the LGX engine.
   How to confirm: Swap the Bank 1 exhaust solenoid with the Bank 1 intake solenoid. Clear the codes and drive the vehicle. If the code changes to P0011 (Intake Camshaft Position Timing), the solenoid is faulty. You can also test the solenoid's resistance with a multimeter; it should be within manufacturer specs (typically 8-14 ohms).
   Typical fix: Replace the faulty camshaft position actuator solenoid. This is located on the firewall side of the engine. 🎬 Watch: Step-by-step VVT solenoid replacement for the LGX engine.
   Est. part cost: $40-$90
3. Low or Dirty Engine Oil 🟡 Medium Probability The Variable Valve Timing (VVT) system is hydraulic and relies on clean engine oil at the correct pressure to function. Low levels or contaminated oil can impede the movement of the cam phasers and clog the fine mesh screens on the solenoids, causing them to stick.
   How to confirm: Check the engine oil level on the dipstick and inspect its color and consistency. A Reddit user with a similar GM engine noted their P0014 was triggered when the oil was so low it didn't register on the dipstick. If the oil is low, black, or sludgy, it needs to be changed.
   Typical fix: Perform an oil and filter change using the manufacturer-specified oil (full synthetic 5W-30 is recommended).
   Est. part cost: $40-$80

Rare But Worth Checking

• Failing Camshaft Phaser: The phaser is the mechanical gear on the end of the camshaft that actually adjusts the timing. It can fail internally, getting stuck in one position, but this is less common than a solenoid failure. This is a more involved and expensive repair.
• Stretched Timing Chain: While more common on the previous generation's 3.6L LLT engine, a stretched timing chain can cause camshaft/crankshaft correlation errors. This is a major mechanical repair and should be considered after all other possibilities are exhausted.
• Wiring or Connector Issue: Damage to the wiring harness or a poor connection at the camshaft actuator solenoid can mimic a failed solenoid. A visual inspection for frayed wires or loose pins is a good idea.

Diagnosis Steps

1. Check the engine oil level and condition. Top off or change the oil and filter if necessary, using full synthetic 5W-30 oil. This is the simplest and cheapest first step.
2. Contact a Chevrolet dealer with your VIN to check for open TSBs, specifically #N192266190. If an ECM reprogram is recommended and hasn't been done, this should be your next step.
3. If the code persists after the oil change and ECM update, locate the Bank 1 exhaust camshaft actuator solenoid on the firewall side of the engine. Inspect its wiring and connector for damage.
4. Test the solenoid. The easiest way for a DIYer is to swap the exhaust solenoid with the intake solenoid on the same bank. Clear the codes and see if the fault code changes to P0011. 🎬 See how to test and fix the exhaust camshaft timing. If it does, the solenoid you moved is bad.
5. If swapping the solenoid does not change the code, consider cleaning the original solenoid with brake cleaner before purchasing a new one, as debris can cause it to stick.
6. If the solenoid and wiring are good, the problem may be more severe, such as a faulty camshaft phaser or a timing chain issue. At this point, professional diagnosis is recommended.

Parts You'll Likely Need

• Camshaft Position Actuator Solenoid (OEM #12636175 / 12687041 / 12662737 / 12701385 (Note: Part numbers supersede and may differ for intake/exhaust. Verify with VIN)) — This solenoid is the most common mechanical part to fail, either by getting clogged with dirty oil or through electrical failure. It directly controls the oil flow that adjusts cam timing.
  Trusted brands: ACDelco, Dorman, Gates
  OEM price range: $60-$90
  Aftermarket price range: $40-$70

Related Codes That Often Appear With This One

• P0011 — Intake camshaft timing code for Bank 1. Often appears with P0014 due to the ECM software issue or widespread oiling problems affecting both camshafts on the same bank.
• P0021 — Intake camshaft timing code for Bank 2. Its appearance with P0014 is explicitly mentioned in TSBs #N192266190 and #PIP5568E as a strong indicator of the software glitch.
• P0024 — Exhaust camshaft timing code for Bank 2. Its appearance with P0014 is explicitly mentioned in TSBs and owner complaints (ODI #11221193), often pointing to the systemic ECM software issue affecting all four VVT solenoids.

Technical Service Bulletins (TSBs) & Recalls

• N192266190 02: Notes that while stopped, the condition can cause rough running, reduced power, or stalling, and sets P0014/P0011/P0021/P0024. Recommends ECM reprogram.
• N192266190: Mentions drivability concerns like rough running and potential stalling with P0014 and related codes. Recommends ECM reprogram.
• PIP5568E: States an investigation into this group of DTCs setting together (P0011, P0014, P0021, P0024) and causing drivability concerns, which ultimately led to the software update.
• 17-NA-317: Links P0014 and other codes to conditions like Reduced Engine Power, MIL illumination, transmission shudder, low idle, and stalling after an Auto Start event.

Platform-Specific Known Issues

• ECM Software Defect: As per TSBs #N192266190, #N192266190 02, and #17-NA-317, the factory ECM software can cause the engine to run rough, stall, or enter reduced power mode, setting codes P0014, P0011, P0021, and P0024. This is especially common after an auto stop-start event. The official GM fix is to reprogram the ECM.

Mechanic-Grade Diagnostic Values

• Camshaft Position Actuator Solenoid Resistance — expected: 8 to 14 Ohms at 68°F (20°C). Some sources cite a tighter range of 6.9-7.9 Ohms.. Failure: A reading of 0 Ohms (short), infinite/OL (open), or a value significantly outside the expected range indicates a failed solenoid coil.
• Scan Tool: Desired vs. Actual Camshaft Position Angle — expected: The 'Actual' position PID should track the 'Desired' position PID within a few degrees at idle and under load.. Failure: A large, persistent variance between the desired and actual cam position, or a delayed response from the 'Actual' PID when commanding changes, points to a stuck solenoid, clogged oil passage, or failing phaser.

Scan Tool Commands That Help

• GDS2 (GM Techline) or equivalent professional scanner: Camshaft Position Actuator Control — This bidirectional test is crucial for isolating the fault. It allows a technician to manually command the solenoid to advance or retard the camshaft timing while observing the 'Desired' vs. 'Actual' cam angle PIDs. If the phaser doesn't respond to the command, it confirms a fault in the solenoid, wiring, or hydraulic circuit, helping to rule out the ECM itself.
• GDS2 (GM Techline) or equivalent professional scanner: Camshaft Position Variation Learn — This function should be performed after replacing a camshaft, phaser, or timing chain. It allows the ECM to relearn the new baseline positions of the valvetrain components, preventing false codes after a major repair.

Wiring & Ground Locations

• G103 — On the left rear of the engine compartment, often on the cowl above the brake booster.. This is a major ground point for the Body Control Module (BCM) and other critical components that communicate with the ECM. A poor connection here can cause a wide range of erratic electrical issues and communication faults on the CAN bus, potentially leading to incorrect codes being set.
• Bank 1 Exhaust Camshaft Actuator Solenoid Connector — On the rear cylinder head (firewall side). It is the lower of the two VVT solenoid connectors on that head.. This is the direct electrical connection for the component in question. The two pins are for the 12V ignition supply and the control signal from the ECM. Checking for voltage and a good connection here is a primary diagnostic step.
• G101 — Located at the lower front of the engine block.. This is a primary ground for the Engine Control Module (ECM) itself. A loose or corroded ground here can cause the ECM to behave erratically, leading to misdiagnosis and incorrect trouble codes.

Real Owner Repair Stories

• CorvetteForum user with 2018 Colorado (3.6L LGX engine) (2018 Chevrolet Colorado, 3.6L LGX V6, 40,000 miles) — Check Engine Light came on while cruising at 60 MPH.
  ❌ Tried (didn't work) Initial searching yielded confusing results from oil issues to major mechanical failure.
  ✅ What actually fixed it The dealership scanned the truck, found the exhaust solenoid was bad, and replaced it under warranty. The repair took 1.5 hours and resolved the code.
• CAMARO6 Forum user (2017 Chevrolet Camaro 1LT, 3.6L LGX V6, ~64,000 miles) — Intermittent Check Engine Light for P0014, no noticeable loss of power.
  ❌ Tried (didn't work) Ignoring the code, as it would turn off and on intermittently.
  ✅ What actually fixed it The user replaced the Bank 1 exhaust VVT solenoid (GM Part #12687167). They confirmed Bank 1 was the passenger side by disconnecting the driver's side (Bank 2) sensor and getting an open circuit code for Bank 2. Access to the Bank 1 solenoid required cutting a slit in the foam insulation on the passenger side of the engine.

OEM Part Supersession History

• 12636175 → 12687041, 12662737, 12701385 (latest known) — Standard part revision and design improvement by the manufacturer. Newer parts are generally considered more robust against failure from oil contamination.
  Heads up: While intake and exhaust solenoids may have different part numbers, some sources indicate all four solenoids on the LGX engine are physically identical. However, it is critical to verify the correct part number for the specific position (Bank 1 Exhaust) using the vehicle's VIN.