Problem on 2006 Chevy Trailblazer ext
Engine size = 4.2 inline 6
Check Engine Light
GM trouble codes P0014
Replaced idler pulley and oil change by pep boys
Pennzoil 5w30 at 57222 miles. No prior work done since car was bought in
3/07. Prior to our ownership it served as a rental car,but not to us.e
tech = mw
question = I'm a soldier deployed in Iraq right now. My wife told me
today that yesterday the truck cut off 4 times. Each time it cut off she
was at a standstill(traffic light, parked, making a u turn, etc.) and
she went to take off. When she would start it she had to hold the key
until it started (apparently on these new Chevy's all u have 2 do is
flick the key and they start now). Then it happened twice today, again
she had to hold the key to start it. Second time she said the engine
"putted" a little then started and it threw a code, so she went to
Autozone and had the code read. They said the code was p0014. Said it
started to do it a 3rd time so she floored the gas and it did not cut
out. She's not mechanically inclined. So shes taking it to pep boys today.
She doesn't quite trust anyone because my last deployment she was taken
advantage of by mechanics. For hers and my piece of mind what are your
thoughts, ideas, suggestions, about this? Possible causes, what !
Parts should be checked, possible troubleshooting? I am mechanically
inclined but i am not familiar with these newer chevy engines,and I'm
in Iraq so i can only tell her if the shop is in the right ballpark or
not. Done some info digging and Ive seen fixes as small as a
solenoid replaced to as large as a engine replaced. Please help. Thank you
very much.
Gm Tech MW:
First of all, thank you for your service to our country.
Engine size = 4.2 inline 6
Check Engine Light
GM trouble codes P0014
Replaced idler pulley and oil change by pep boys
Pennzoil 5w30 at 57222 miles. No prior work done since car was bought in
3/07. Prior to our ownership it served as a rental car,but not to us.e
tech = mw
question = I'm a soldier deployed in Iraq right now. My wife told me
today that yesterday the truck cut off 4 times. Each time it cut off she
was at a standstill(traffic light, parked, making a u turn, etc.) and
she went to take off. When she would start it she had to hold the key
until it started (apparently on these new Chevy's all u have 2 do is
flick the key and they start now). Then it happened twice today, again
she had to hold the key to start it. Second time she said the engine
"putted" a little then started and it threw a code, so she went to
Autozone and had the code read. They said the code was p0014. Said it
started to do it a 3rd time so she floored the gas and it did not cut
out. She's not mechanically inclined. So shes taking it to pep boys today.
She doesn't quite trust anyone because my last deployment she was taken
advantage of by mechanics. For hers and my piece of mind what are your
thoughts, ideas, suggestions, about this? Possible causes, what !
Parts should be checked, possible troubleshooting? I am mechanically
inclined but i am not familiar with these newer chevy engines,and I'm
in Iraq so i can only tell her if the shop is in the right ballpark or
not. Done some info digging and Ive seen fixes as small as a
solenoid replaced to as large as a engine replaced. Please help. Thank you
very much.
Gm Tech MW:
First of all, thank you for your service to our country.
Secondary AIR Injection System
--------------------------------------------
The Secondary Air Injection (AIR) System reduces exhaust emissions following initial engine start up. This occurs when
the engine Start-up coolant temperature is between 3-50°C (37-122°F) and the intake air temperature (IAT) is more
than 1°C (32°F). The AIR pump will operate until Closed Loop operation is achieved.
The powertrain control module (PCM) activates the AIR system by suppling a ground to the AIR pump relay and AIR
solenoid relay simultaneously. This action closes the internal contacts of the AIR pump relay, energizing the AIR pump
and also closes the internal contacts of the AIR solenoid relay, energizing the AIR solenoid, opening the shut-off valve.
The AIR pump forces pressurized fresh air into the pipes/hoses and past the check valve into the exhaust manifold,
accelerating catalyst operation. When the AIR system is inactive, the AIR shut-off valve prevents airflow in either
direction.
Once opened, pressurized air from the AIR pump flows past the check valve and is directed into the exhaust manifold
through an outlet pipe. The shut-off valve prevents fresh air from being drawn into the exhaust manifold by providing a
positive seal when the AIR system is inactive.
--------------------------------------------
The Secondary Air Injection (AIR) System reduces exhaust emissions following initial engine start up. This occurs when
the engine Start-up coolant temperature is between 3-50°C (37-122°F) and the intake air temperature (IAT) is more
than 1°C (32°F). The AIR pump will operate until Closed Loop operation is achieved.
The powertrain control module (PCM) activates the AIR system by suppling a ground to the AIR pump relay and AIR
solenoid relay simultaneously. This action closes the internal contacts of the AIR pump relay, energizing the AIR pump
and also closes the internal contacts of the AIR solenoid relay, energizing the AIR solenoid, opening the shut-off valve.
The AIR pump forces pressurized fresh air into the pipes/hoses and past the check valve into the exhaust manifold,
accelerating catalyst operation. When the AIR system is inactive, the AIR shut-off valve prevents airflow in either
direction.
Once opened, pressurized air from the AIR pump flows past the check valve and is directed into the exhaust manifold
through an outlet pipe. The shut-off valve prevents fresh air from being drawn into the exhaust manifold by providing a
positive seal when the AIR system is inactive.
A common cause for stalling at idle is the throttle body and plate has carbon
buildup. Cleaning that out should take care of that.
The P0014 is a different matter, but may also contribute to the stalling.
Some common cause for code P0014 or P0016 on Trailblazers and GMC Envoy is
the 'Exhaust Cam Actuator Control Solenoid'. They fail internally, or they leak oil
into the connector cavity. It is mounted to the front pass. side of the cylinder head
near the power steering pump. When it fails, it can also give 'Crank sensor
correlation codes'. After replacement, a 'Crank sensor variation re-learn'
procedure must be performed.
Have also had a FEW of the Cam Actuators fail, but not many. The actuator is
part of the exhaust cam timing gear and the front timing upper cover will have to
come off. This ia a very involved repair and would highly suggest an experienced
technician for this.
The problem is that if these things are not the problem, and there is a lot of metal
debre on the screens of the actuator, this can be a sign of excessive end play on
the crankshaft. This would mean engine overhaul, or replacement if the end play
is severe enough to cause damage to the engine block. This is worst case
scenario. Most of the time it is just the solenoid, and cam / crank position variance
re-learn procedure will take care of it. If by chance the replacement of the
tensioner and belt was for belt noise, this could be an indication of excessive
crankshaft end play, as the belt would not be aligned with the other pulleys since
the crankshaft has walked forward.
buildup. Cleaning that out should take care of that.
The P0014 is a different matter, but may also contribute to the stalling.
Some common cause for code P0014 or P0016 on Trailblazers and GMC Envoy is
the 'Exhaust Cam Actuator Control Solenoid'. They fail internally, or they leak oil
into the connector cavity. It is mounted to the front pass. side of the cylinder head
near the power steering pump. When it fails, it can also give 'Crank sensor
correlation codes'. After replacement, a 'Crank sensor variation re-learn'
procedure must be performed.
Have also had a FEW of the Cam Actuators fail, but not many. The actuator is
part of the exhaust cam timing gear and the front timing upper cover will have to
come off. This ia a very involved repair and would highly suggest an experienced
technician for this.
The problem is that if these things are not the problem, and there is a lot of metal
debre on the screens of the actuator, this can be a sign of excessive end play on
the crankshaft. This would mean engine overhaul, or replacement if the end play
is severe enough to cause damage to the engine block. This is worst case
scenario. Most of the time it is just the solenoid, and cam / crank position variance
re-learn procedure will take care of it. If by chance the replacement of the
tensioner and belt was for belt noise, this could be an indication of excessive
crankshaft end play, as the belt would not be aligned with the other pulleys since
the crankshaft has walked forward.
Trailblazer and Envoy Code P0014 and P0016 Stalling
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