P0014: Exhaust camshaft timing ahead of target or slow to respond (bank 1)

Exhaust camshaft timing over-advanced or system performance (bank 1)

Severity: Inspect soon

P0014 means the bank 1 exhaust camshaft is not where the engine computer wants it. The engine usually keeps running with reduced performance or rough running; OBD rules treat it as an emissions fault and Ford's owner guidance for a steady light is to have it serviced, so get it inspected soon.

It gets more serious if:

Stop: The check engine light starts flashing (misfire heavy enough to damage the catalytic converter). Avoid further driving and get it checked.

Source: how we rate severity

P0014 in short

P0014 means the bank 1 exhaust camshaft is more advanced than the engine computer commanded, or is slow to reach its target. Check the oil level, condition and grade first, then the exhaust cam oil control solenoid. It is usually drivable short-term, but get it inspected soon.

On engines with variable exhaust valve timing, an oil-driven phaser on the exhaust camshaft shifts valve timing under command of a solenoid. The engine computer compares the angle it asked for with the angle the camshaft sensor reports.

P0014 sets when the bank 1 exhaust cam is past its target or responds too slowly. Oil supply problems, a sticking solenoid or a sticking phaser are the usual reasons. Lexus has linked these codes on some V6 models to a ticking engine noise.

Most likely causes

These are general causes for this code across vehicles. None is specific to one make or model.

Cause 1: Low oil level, old or sludged oil, or the wrong viscosity
Common general cause
Why it ranks here
Cam phasers are moved by engine oil pressure, so low level, sludge or the wrong grade is the first thing to rule out and costs nothing to check.
What would change this
Rises if the dipstick is low, the oil is overdue or dark and thick, or the grade differs from the owner's manual; falls if the oil is full, fresh and correct.
Cause 2: Oil control (VVT) solenoid stuck by debris or a blocked screen
Common general cause
Why it ranks here
Debris and sludge can block the solenoid's inlet screen or stick its valve. Ford issued a service message for P0011, P0014, P0016, P0017 and related codes on many 2017 models from exactly this.
What would change this
Rises if the cam angle does not follow commands but recovers after the solenoid is cycled or the screen is cleaned; falls if it responds normally.
How to test the variable valve timing (vvt) oil control solenoid
Cause 3: Failed VVT solenoid or its wiring
Common general cause
Why it ranks here
A solenoid with a failed winding or wiring cannot steer oil to the phaser. An electrical fault usually sets its own circuit code too.
What would change this
Rises if a solenoid circuit code is stored, the resistance is out of spec or it does not click when commanded.
How to test the variable valve timing (vvt) oil control solenoid
Cause 4: Sticking cam phaser (worn lock pin or broken spring)
Possible — needs testing
Why it ranks here
OBD rules name stuck phasers and broken return springs as failure modes the monitor must catch, but a phaser is usually only blamed after oil and the solenoid check out.
What would change this
Rises if the solenoid works but the cam angle still lags or does not move, especially with a brief rattle at cold start.
Cause 5: Camshaft position sensor or wiring fault
Possible — needs testing
Why it ranks here
The computer judges cam position from this sensor, so a bad signal can look like a timing error, though a failed sensor usually sets its own code.
What would change this
Rises if a cam sensor circuit code is also stored or the signal drops out on a scope.
How to test the camshaft position sensor
Cause 6: Stretched timing chain or jumped belt
Possible — needs testing
Why it ranks here
Base cam timing only moves if a chain stretches or a belt skips. It is not the usual cause of this code, so treat it as something to test for, not assume.
What would change this
Rises with crank/cam correlation codes (P0016/P0017), a timing-area rattle or high mileage; a scope check of crank and cam signals confirms it.

What to test first

Start at step 1. Each result tells you what it means and where to go next.

Step 1: With the engine off on level ground, check the oil level and condition, and confirm the oil grade matches the owner's manual.
Low riskTool: dipstick, owner's manual
- IfOil is low, overdue, sludgy or the wrong viscosity
  It meansCorrect the oil first, clear the code and drive; many VVT codes return no further.
  Points to: Low oil level, old or sludged oil, or the wrong viscosity
- IfOil is full, fresh and the right grade
  It meansLook at what the cam is actually doing.
  Go to step 2
Step 2: With the engine warm, watch desired versus actual exhaust cam angle on a scan tool while varying engine speed.
Low riskTool: scan tool with live data
- IfActual angle follows desired closely
  It meansThe fault is intermittent; check for other codes and recheck after the next drive.
  Go to step 3
- IfActual angle lags, overshoots or does not move
  It meansOil control or the phaser is not responding.
  Go to step 3
Step 3: Command the exhaust oil control solenoid on and off with a bidirectional scan tool and watch the cam angle; if the manufacturer allows, cycle it several times to try to clear debris.
Use cautionTool: bidirectional scan tool
Warning:The engine runs during this test. Keep hands, hair and clothing away from belts and the cooling fan, and do it in a ventilated space.
- IfCam angle responds and the fault clears after cycling
  It meansDebris was sticking the valve.
  Points to: Oil control (VVT) solenoid stuck by debris or a blocked screen
- IfNo click and no change in cam angle
  It meansSolenoid or wiring fault.
  Points to: Failed VVT solenoid or its wiring
- IfSolenoid clicks but cam angle barely changes
  It meansOil is not reaching the phaser or the phaser is stuck.
  Go to step 4
Step 4: Remove the oil control solenoid and inspect it and any inlet screen for sludge or debris.
Use cautionTool: basic hand tools
Warning:Let the engine cool first; oil and engine parts stay hot enough to burn for a long time after shutdown.
- IfScreen or valve is blocked with debris
  It meansClean or replace as the service information says, and change the oil.
  Points to: Oil control (VVT) solenoid stuck by debris or a blocked screen
- IfClean
  It meansPhaser or timing drive is suspect.
  Go to step 5
Step 5: Have a shop compare crank and cam sensor signals on a scope (or the manufacturer's correlation data) and check base timing.
Best left to a shopTool: lab scope, service information
Warning:Timing checks may need covers removed and special tools; incorrect work can wreck the engine. Leave this to a shop.
- IfCam signal is offset from crank at rest
  It meansThe timing drive has stretched or jumped. Timing drive wear is a known cause of crank/cam correlation codes on some engines.
  Points to: Stretched timing chain or jumped belt
- IfBase timing is correct but the cam will not move
  It meansThe phaser is sticking.
  Points to: Sticking cam phaser (worn lock pin or broken spring)

Symptoms

Rough idle
Reduced power or poor fuel economy
Hard starting or stalling Gets more serious: stop and have it checked.
Rattle from the timing area, especially at cold start Gets more serious: stop and have it checked.
Check engine light flashing Gets more serious: stop and have it checked.

Compare with: Rough idle with the check engine light on, Check engine light with loss of power

How to fix

Step 1: Check the oil level and top it up to the full mark with the grade listed in your owner's manual.
Warning:Engine off and on level ground; wait a few minutes for oil to drain back.
Step 2: If the oil is overdue or the wrong grade, change the oil and filter with the specified oil, clear the code and drive normally to see whether it returns.
Warning:Let the engine cool before draining; hot oil burns. Support the car on ramps or stands, never just a jack.
Step 3: Record codes and freeze-frame data before clearing, so a returning code can be compared.

On your vehicle

Ford

2017
Supported by vehicle data
For P0014 on 2017 Ford and Lincoln models, Ford's special service message says to cycle the VCT solenoid ten times with a scan tool to clear debris before replacing it.
NHTSA owner complaints mentioning P0014: 12. That shows what owners reported, not how often a cause sets the code.

SSM 46450Status unverified
Ford SSM 46450: MIL with VCT codes from debris sticking the VCT solenoid
2017edge, escape, explorer, f-150, fusion, mustang, transit · issued March 14, 2017 · NHTSA 10099458
Before diagnosing or replacing a VCT solenoid for P0011, P0012, P0014-P0019, P0021, P0022, P0024 or P0025, cycle the solenoid 10 times with pinpoint test HK11 to clear debris. NHTSA lists most 2017 Ford and Lincoln models; only a selection of models is listed here.
We couldn't confirm whether this bulletin is still current, so it doesn't count as confirmation.

Lexus

2007–2009 · ES
Supported by vehicle data
Lexus issued a bulletin for P0014 with or without a ticking engine noise on the ES 350. Ask a Lexus dealer to check bulletin LSB-0028-09 before replacing parts.
2007–2010 · RX
Supported by vehicle data
Lexus issued a bulletin for P0014 with or without a ticking engine noise on the RX 350. Ask a Lexus dealer to check bulletin LSB-0028-09 before replacing parts.

LSB-0028-09Status unverified
Lexus LSB-0028-09: engine ticking noise and/or MIL with P0014, P0015, P0024, P0025, P0017 or P0018
2007–2010es, rx · issued March 19, 2009 · NHTSA 10032528
Covers a ticking noise and/or check engine light with these exhaust cam codes on 2007-2009 ES350 and 2007-2010 RX350 (engine mechanical). NHTSA's summary does not give the cause or repair; the full bulletin was not retrieved.
We couldn't confirm whether this bulletin is still current, so it doesn't count as confirmation.

All Variable valve timing (VVT) codes

P0014 questions

Can bad or low oil cause P0014?

Yes, and it is the first thing to check. The phasers that move the camshafts are driven by engine oil, so low level, sludge or the wrong viscosity can make the cam miss its target. Top up or change to the grade in your owner's manual and see if the code returns.

Is it safe to drive with P0014?

Usually for a short while, with care. Expect reduced power or rough running. Get it inspected soon, and stop driving if the light flashes, the engine starts rattling or knocking, or it stalls.

Sources and review

Cal. Code Regs. tit. 13, § 1968.2 - Malfunction and Diagnostic System Requirements (OBD II) — California Air Resources Board (via Cornell LII)
2001 Lincoln Continental Owner's Guide - Warning lights (Check engine) — Ford Motor Company
Variable Valve Timing — AA1Car.com (Larry Carley, automotive technical writer)
ASE A1 study guide: VVT phaser diagnostics — OpenExamPrep (independent study site, not affiliated with ASE)
Ford Special Service Message 46450: MIL with VCT codes (P0011, P0014, P0016, P0017 and others) from debris sticking the VCT solenoid — Ford Motor Company (via NHTSA) , March 14, 2017
Lexus LSB-0028-09: Engine ticking noise and/or MIL on with P0014, P0015, P0024, P0025, P0017 or P0018 — Lexus / Toyota Motor Sales (via NHTSA) , March 19, 2009
NHTSA ODI consumer complaints flat files — National Highway Traffic Safety Administration (NHTSA), Office of Defects Investigation

Last reviewed: October 15, 2026
Written by: Saurabh K.
Editorial review: Pending
Technician review: Technician review pending

This page explains what a code usually means; it is not a substitute for a professional inspection. How we source and review · Report an error

Severity: Inspect soon

Most likely causes

Cause 1: Low oil level, old or sludged oil, or the wrong viscosity

Cause 2: Oil control (VVT) solenoid stuck by debris or a blocked screen

Cause 3: Failed VVT solenoid or its wiring

Cause 4: Sticking cam phaser (worn lock pin or broken spring)

Cause 5: Camshaft position sensor or wiring fault

Cause 6: Stretched timing chain or jumped belt

What to test first

Step 1: With the engine off on level ground, check the oil level and condition, and confirm the oil grade matches the owner's manual.

Step 2: With the engine warm, watch desired versus actual exhaust cam angle on a scan tool while varying engine speed.

Step 3: Command the exhaust oil control solenoid on and off with a bidirectional scan tool and watch the cam angle; if the manufacturer allows, cycle it several times to try to clear debris.

Step 4: Remove the oil control solenoid and inspect it and any inlet screen for sludge or debris.

Step 5: Have a shop compare crank and cam sensor signals on a scope (or the manufacturer's correlation data) and check base timing.