Code
P1532
BMW
P — Powertrain
B Camshaft Position Actuator Control Open Circuit Bank 2
Views:
UK: 20
EN: 26
RU: 24
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
BUICK
P — Powertrain
A/C Evaporator Temperature Sensor Circuit Low Voltage
Views:
UK: 22
EN: 27
RU: 21
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
CADILLAC
P — Powertrain
A/C Evaporator Temperature Sensor Circuit Low Voltage
Views:
UK: 21
EN: 27
RU: 28
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
CHEVROLET
P — Powertrain
A/C Evaporator Temperature Sensor Circuit Low Voltage
Views:
UK: 24
EN: 38
RU: 32
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
CHRYSLER
P — Powertrain
A/C Evaporator Temperature Sensor Circuit Low Voltage
Views:
UK: 22
EN: 27
RU: 24
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
FORD
P — Powertrain
IMCC Circuit Malfunction Bank B
Views:
UK: 24
EN: 26
RU: 25
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
GM
P — Powertrain
A/C Evaporator Temperature Sensor Circuit Low Voltage
Views:
UK: 20
EN: 36
RU: 25
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
GMC
P — Powertrain
A/C Evaporator Temperature Sensor Circuit Low Voltage
Views:
UK: 26
EN: 27
RU: 27
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
HUMMER
P — Powertrain
A/C Evaporator Temp. Sens. Circuit Low Voltage
Views:
UK: 8
EN: 14
RU: 11
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
LAND ROVER
P — Powertrain
Intake Manifold Runner Control: malfunction circuit operation
Views:
UK: 6
EN: 11
RU: 9
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
Similar codes
HTML Workshop Manuals AI manual library for LAND ROVER Click to show available manuals 1
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3
Land Rover Defender 300Tdi — Workshop Manual (1996 model year)
Workshop Manual199,00 UAH
Land Rover Defender Workshop Manual Supplement & Body Repair Manual (1999 & 2002 MY)
Workshop Manual199,00 UAH
Land Rover Range Rover — Electrical Library (LRL 0453ENG, 2002)
Workshop Manual199,00 UAH
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Code
P1532
LINCOLN
P — Powertrain
IMCC Circuit Malfunction Bank B
Views:
UK: 19
EN: 23
RU: 21
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
MERCURY
P — Powertrain
IMCC Circuit Malfunction Bank B
Views:
UK: 21
EN: 25
RU: 20
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1532
OLDSMOBILE
P — Powertrain
A/C Evaporator Temperature Sensor Circuit Low Voltage
Views:
UK: 26
EN: 25
RU: 24
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
Similar codes
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Code
P1532
Other
P — Powertrain
IMCC Circuit Malfunction, Bank B
Views:
UK: 22
EN: 29
RU: 28
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
Similar codes
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Land Rover Defender 300Tdi — Workshop Manual (1996 model year)
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Code
P1532
SAAB
P — Powertrain
Pedal Position Sensor 1 & 2 Circuit Control Module Inputs Shorted To Each Other
Views:
UK: 3
EN: 6
RU: 7
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
Similar codes
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Code
P1532
SATURN
P — Powertrain
A/C Evaporator Temperature Sensor Circuit Low Voltage
Views:
UK: 23
EN: 30
RU: 26
AI status
Completed
Completed
100%
Causes
- Open or broken wiring between ECM and camshaft actuator solenoid (bank 2)
- Corroded or loose connector at the solenoid or ECM
- Failed camshaft actuator / VANOS solenoid (open coil)
- Blown fuse or faulty power/ground supply to the solenoid circuit
- Internal ECM driver fault
- Contaminated or low engine oil causing solenoid failure (secondary)
Symptoms
- Check Engine MIL illuminated (P1532 stored)
- Rough idle or irregular running at idle
- Reduced engine power or limp-home behavior
- Decreased fuel economy or hesitation on acceleration
- Possible cam timing related misfire or roughness under load
What to check
- Retrieve freeze frame and live data with a BMW-capable scanner; confirm P1532 and check related cam timing codes
- Visually inspect solenoid connector and wiring harness on bank 2 for damage, corrosion, or oil intrusion
- Check fuses and power/ground for the camshaft actuator circuit
- Backprobe the solenoid connector with key ON (engine OFF) and measure battery voltage and ground presence
- Measure solenoid coil resistance and continuity to the ECM
- Use an oscilloscope or scan tool to check for PWM control signal from ECM while cranking/running (if available)
Signal parameters
- Supply voltage to solenoid: approx. battery voltage with ignition ON (8–14 V expected)
- Solenoid coil resistance (typical range): approx. 4–30 ohms (varies by model) — expect continuity, not open
- Control method: ECM uses PWM or switched ground to modulate actuator (duty cycle 0–100%)
- Control frequency: typically low hundreds of Hz for PWM-driven solenoids (varies by model)
- Open-circuit condition: infinite / very high resistance or no voltage change when commanded
Diagnostic algorithm
- Read and record stored codes and freeze-frame data; check for related cam/crank position codes (P00xx/P03xx).
- Visually inspect the bank 2 camshaft actuator solenoid connector and wiring for damage, oil intrusion, or corrosion; repair as needed.
- With ignition ON (engine OFF) backprobe the connector: verify battery voltage on the power feed and a good ground reference.
- Measure solenoid coil resistance at the connector (or removed solenoid). If open/infinite, replace the solenoid.
- If coil resistance is normal, command the solenoid with a scan tool while monitoring voltage or use an oscilloscope to verify control PWM/switching from the ECM.
- Check continuity between the solenoid connector and the ECM pins to rule out wiring open circuits; repair any opens or shorts to ground/battery.
- Inspect/replace related fuse(s) and confirm power/ground circuits are good.
- If wiring and solenoid are good but no control signal from ECM, consider ECM driver fault — verify with manufacturer diagnostic procedures before replacing ECM.
- After repair, clear codes and perform a road test to verify proper operation and that code does not return.
Likely causes
- Damaged/broken wire or poor connector at the solenoid (most common)
- Failed solenoid (coil open)
- Blown fuse or missing power/ground
- ECM output driver fault (less common)
- Oil contamination causing solenoid seizure (less likely but possible)
Fault status
Status
B Camshaft Position Actuator Control - Open Circuit (Bank 2). Check solenoid wiring, connector, power/ground and actuator for open circuit.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
Similar codes
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