P25CC

Code

Generic P — Powertrain

Intake Camshaft Actuator Park Lock Control Circuit High Bank 1

Brand: Generic

Type: P — Powertrain

Views: UK: 21 EN: 57 RU: 20

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Causes

Short or high-voltage condition on the park lock control wiring (short to battery)
Open or damaged wiring that causes abnormal voltage feedback
Faulty intake camshaft actuator (park lock solenoid) on Bank 1
Corroded, loose or damaged connector at actuator or ECM
Blown or incorrect fuse/relay feeding the circuit
Faulty ECM/PCM output transistor or internal driver

Symptoms

Check Engine Light (MIL) illuminated
Possible stored or pending fault codes related to camshaft actuator or timing
Engine may run with rough idle, hesitation or reduced performance if actuator is disabled
Cam timing may be fixed in a default/safe position (reduced power or fuel economy)
Noisy or abnormal cam phaser / actuator operation in some cases

What to check

Retrieve freeze-frame and DTC history with a scan tool; confirm P25CC and any related codes
Inspect battery voltage and ground health before electrical testing
Visually inspect wiring and connectors at the intake camshaft actuator (Bank 1) and along harness for chafing, pin damage, melted insulation, or corrosion
Check fuses and relays related to camshaft actuator circuits
Backprobe actuator connector with ignition ON (engine OFF) and measure voltage on control pin(s) relative to ground
Measure resistance between actuator control pin and battery positive/ground as appropriate (with power removed) to look for shorts or low resistances

Signal parameters

Typical expected: inactive/parked control signal ≈ 0–1 V (or low logic level); active/drive may be switched to battery voltage ≈ 11–14 V or pulsed (PWM) depending on design — consult OEM specs
High condition: control circuit measures near battery voltage (≈11–14 V) when ECM expects low or different waveform
Actuator coil/solenoid resistance: typically low ohms (example range ~10–50 Ω) — manufacturer-specific; a near-short (very low ohms) or open (infinite) indicates internal failure
ECM output should change with commanded actuation; if circuit remains high regardless of command, expect short to battery or ECM fault

Diagnostic algorithm

Read and record all stored/pending codes and freeze-frame data with a scan tool. Note related camshaft/cylinder bank codes.
Visually inspect harness and connectors at the Bank 1 intake camshaft actuator and along nearby routing for damage, chafing, heat melt, or corrosion.
With ignition ON (engine OFF), backprobe the actuator control wire and measure voltage. Compare to expected low vs high states while commanding the actuator with a scan tool. If voltage is high when it should be low, proceed.
Disconnect actuator connector. Measure voltage at the harness side connector with ignition ON. If harness still shows high battery voltage with connector disconnected, suspect short to battery upstream or incorrect wiring/aftermarket tap.
Measure resistance from control wire to battery positive and to ground (power removed). A low resistance to battery positive indicates a short; a low/high unexpected value may indicate internal actuator fault.
Reconnect actuator and command actuator using a diagnostic tool while monitoring voltage or oscilloscope waveform. If waveform is absent or ECM driver is sourcing voltage erroneously, suspect ECM.
If wiring and connector are good and bench tests show actuator out of spec, replace actuator and re-check. If replacement does not clear high-voltage condition at harness connector, suspect ECM or fused power feed issue.
If ECM is suspected, verify all other inputs/grounds to ECM and consult OEM procedures before ECM replacement. After repairs, clear codes and perform functional test and road test to confirm fault does not return.