P0014 on Chevrolet: How to Diagnose & Fix

The 2.4L Ecotec engine is prone to premature timing chain failure due to improperly hardened chains and faulty tensioners. A defective batch of timing chains that were not hardened properly causes the chains to stretch prematurely. When the timing chain fails or jumps teeth on the sprockets, it can cause catastrophic valve damage and complete engine failure.

The 2.4L Ecotec in 2010-2017 Equinox is prone to premature timing-chain and balance-chain stretch, driven primarily by a collapsing chain tensioner and made worse by the engine's known oil-consumption problem (low oil reduces hydraulic pressure to the tensioner). Symptoms are a rattle at cold startup, a check-engine light, and rough running or loss of power. Because the engine is an interference design, a chain that skips timing far enough lets the valves contact the pistons, turning a maintenance item into an engine-destroying failure. GM issued Special Coverage Adjustment 12313 (10 years/120,000 miles) for 2010-2011 2.4L (LAF) engines because the chrome layer on the balance chain pins may wear and let the balance chain stretch; it covers the balance chain and fuel pump, not the timing chain.

On 2017-2021 Colorado trucks with the 3.6L V6, GM bulletins describe a water pump that makes a belt-area squeak or noise from the front of the engine, from a dry or noisy pump shaft seal. The pump noise can be read as engine knock, so the check engine light may come on with DTC P0324. The pump is belt-driven.

Cam-control faults on the LL8 require model-year-specific diagnosis. GM's bulletin includes solenoid-screen and crankshaft-end-play checks; a performance or correlation code does not by itself prove a clogged solenoid or worn chain.

On the Gen V 5.3L L83 (and 6.2L L86) in the Silverado 1500, the timing chain can stretch and the VVT cam phasers/actuators can wear, causing the camshaft to drift out of correlation with the crankshaft beyond what the variable-valve-timing system can correct. This sets crank/cam correlation and VVT codes, a startup rattle (slack chain before oil pressure builds), rough idle, reduced power, and on higher-mileage trucks a risk of the chain jumping. AFM operation and extended oil-change intervals accelerate the wear. It is a more involved repair than a sensor because it requires removing the front timing cover.

Generation IV 5.3L Vortec engines burn an abnormal amount of oil — many owners report a quart or more every 1,000-2,000 miles. The defect is a combination of low-tension piston rings that fail to control oil, oil spray from the Active Fuel Management (AFM) system during cylinder deactivation, and a PCV path that draws oil mist into the intake. The oil fouls and prematurely wears spark plugs, causing rough idle, misfires, and a check-engine light. This was the subject of the Siqueiros v. GM class action (N.D. Cal., No. 3:16-cv-07244), which reached a final settlement in October 2025.

The second-generation 3.6L LFY runs four cam phasers fed by oil-control solenoids. On early C1XX Traverse builds the solenoids stick or screen-clog with casting/machining debris and varnish, and the ECM calibration was itself part of the problem. The result is a set of correlated cam timing codes — commonly P0011 with P0014, P0021 and P0024 appearing together — plus a rough idle, a rattle on start-up as the phasers fail to lock, and reduced power. On 2018 models GM addressed the calibration side with Service Update N192266190, an ECM reprogram for an engine-control software issue during auto stop/start events that could cause rough running, reduced power or a stall with P0011/P0014/P0021/P0024. This is distinct from the LLT/LFX timing chain stretch problem: the chains here are not necessarily worn, the phaser control is.

The GM Ecotec 2.4L engine in the Malibu (LE5 in 2008-2012, LUK in the 2013 Eco) can suffer from timing chain stretch and plastic guide breakage. The plastic guides break causing the chain to sag, and since this is an interference engine, failure can destroy the engine. Low oil level accelerates timing chain wear, and GM bulletins note that a short start-up rattle with P0011/P0014/P0016/P0017 can also come from cam actuators not parking properly, and P0016/P0017 on a properly timed engine from a camshaft reluctor that has moved.

The 5.3L V8 with Active Fuel Management (AFM/cylinder deactivation) is prone to two linked failures: excessive oil consumption from carbon deposits in the piston ring grooves caused by oil pulled through the PCV system and oil spray discharged from the AFM pressure relief valve inside the crankcase, and collapsed/failed AFM lifters that can damage the camshaft. Burning oil fouls spark plugs and can trip low-oil shutdown commands; a failed lifter causes a ticking/knocking misfire. GM settled the Siqueiros class action ($150M) over the LC9 5.3L piston-ring defect for 2011-2014 vehicles bought or leased in California, Idaho, or North Carolina.