P1345 Code — Crankshaft/Camshaft Correlation (CKP/CMP) (Causes & How to Fix) (2026)

Quick 60‑Second Diagnosis

1. Grab an OBD‑II scanner and confirm that the code displayed is P1345.
2. Visually inspect the CKP and CMP sensor plugs for obvious corrosion or loose pins.
3. Turn the key to ON (engine off) and measure the reference voltage on each sensor harness. Both should sit at 4.9–5.1 V.

If any of these three checks fail, you have likely identified the root cause and can move on to the detailed repair steps below.

Symptoms You’ll Notice While Driving

• Rough idle – the engine shudders at idle speeds, often described as “the car is shuddering.”
• Engine misfire – a popping sound or loss of power, especially under load.
• Reduced fuel efficiency – the fuel gauge drops faster than usual.
• Check‑engine light – the MIL (malfunction indicator lamp) stays on, and a scan tool will display P1345.
• Hard start – the starter may crank longer before the engine fires.

These signs appear on Toyota, Honda, Ford, and Chevrolet models that rely on a precise CKP/CMP relationship.

Root Causes Overview

The power‑train control module (PCM) watches the timing relationship between the crankshaft position sensor (CKP) and the camshaft position sensor (CMP). When the timing marks do not line up, the PCM stores P1345. The most common triggers are:

Step‑by‑Step Diagnosis & Repair

The following sequence moves from the simplest, cheapest checks to the most involved mechanical work. Follow each step in order and respect the safety warnings listed.

1. Retrieve Freeze‑Frame Data (Safety: Battery Disconnect)

Safety: Before unplugging the battery, wait 10 minutes after the engine is turned off to allow the PCM to discharge. Use insulated gloves and a 10 mm socket to remove the negative terminal.

• How: Connect your OBD‑II scanner, select Read Freeze Frame, and note the RPM, engine load, and coolant temperature at the moment the code set. Typical “good” values are idle RPM ≈ 750 rpm, coolant ≈ 90 °C.
• Why: Freeze‑frame data tells you whether the engine was under load (e.g., accelerating) when the timing discrepancy occurred, pointing you toward a mechanical timing issue rather than an electrical glitch.

2. Inspect CKP & CMP Connectors

• Tools: 10 mm socket, electrical contact cleaner, flashlight.
• Procedure: With the engine off and the key removed, locate the CKP sensor (near the crank pulley) and the CMP sensor (often on the front of the engine near the timing cover). Disconnect each plug, spray the contacts with cleaner, and reseat firmly.
• Good vs Bad: A clean, snug connector shows no corrosion; a bad connector will have black residue or a loose pin that can cause intermittent signals.

3. Verify Sensor Power Supply (Voltage Test)

• Tools: Digital multimeter, socket set (to access sensor harness).
• Procedure: Turn the ignition to ON (engine not running). Probe the 5 V reference wire on each sensor harness. Both should read 4.9–5.1 V.
• Good vs Bad: A reading within range confirms the PCM is delivering proper voltage. A low or fluctuating voltage points to a wiring short, blown fuse, or a failing PCM regulator.

4. View Live Sensor Waveforms

• Tools: OBD‑II scanner with live data capability (e.g., Autel MaxiCOM, Launch X431).
• Procedure: With the engine running, select CKP Signal and CMP Signal. A healthy CKP appears as a clean square wave; CMP shows a smooth saw‑tooth pattern.
• Good vs Bad: Distorted, jittery, or missing waveforms indicate a sensor problem or timing misalignment.

5. Mechanical Timing Inspection (Safety: Hot Exhaust & Jack Stands)

Safety: The engine must be cool. If you need to lift the vehicle, place it on jack stands before removing any components. Never work on a hot exhaust pipe; allow at least 30 minutes after shutdown.

• Tools: Socket set, torque wrench (≈ 7 Nm for sensor bolts), timing light (optional).
• Procedure:

1. Remove the valve cover to expose the timing chain or belt.
2. Align the timing marks on the crankshaft gear and camshaft gear according to the service manual.
3. Check the chain/belt for wear, slack, or broken teeth.

• Good vs Bad: Marks should line up perfectly. If the chain is loose or the belt shows visible slack, the marks will be off by a tooth or more. A stretched chain or worn belt is a primary cause of P1345.

6. Replace Faulty Sensor(s) (If Needed)

• When to replace: Waveform analysis shows a dead or erratic sensor, or the voltage test fails.
• Procedure:

1. Remove the sensor using the appropriate socket (often 10 mm).
2. Install the new sensor, torque to 7 Nm, and reconnect the harness.
3. Clear the code with the scanner and re‑run the live data test.

7. Reset the PCM and Verify the Repair

• Tools: OBD‑II scanner.
• Procedure: After any repair, clear all codes, then start the engine and let it idle for at least two minutes. Re‑scan to ensure P1345 does not reappear. If it does, revisit the timing chain/belt inspection.

Cost Breakdown

Labor rates vary by region. A failed timing component can cause secondary damage (e.g., bent valves), which will increase repair costs dramatically.

Make‑Specific Fixes for P1345

Toyota (VVT‑i Engines)

Toyota’s 1.8 L and 2.0 L VVT‑i engines often suffer from a camshaft position sensor that fails due to oil contamination. The typical remedy is to replace the CMP sensor ($45‑$70) and clean the sensor housing. Timing chain stretch is less common, so labor usually stays under 2 hours.

Honda (2.0 L & 2.4 L Engines)

Honda’s 2.0 L and 2.4 L engines use a timing chain with a hydraulic tensioner. A worn tensioner can allow the chain to slip, triggering P1345. Replacing the tensioner ($55‑$90) and re‑tensioning the chain usually resolves the issue. Expect about 3 hours of labor.

Ford (EcoBoost V6 & V8)

Ford’s 3.5 L EcoBoost V6 and 5.0 L V8 often report P1345 after a distributor or camshaft sensor replacement because the new part may be installed with the camshaft out of phase. Verify timing marks during installation; if misaligned, a full timing chain adjustment is required, costing $250‑$350 in parts and 4 hours labor.

Chevrolet (5.7 L V8 & 6.2 L V8)

Older Chevrolet V8s use a timing belt that can stretch after 90,000 mi. Replace the belt, tensioner, and idler pulleys together ($180‑$250 parts) and re‑set the camshaft timing. Labor runs about 5 hours at a shop.

Emissions Impact

When the camshaft and crankshaft are out of sync, the engine may fire at the wrong time, creating unburned hydrocarbons (HC) and carbon monoxide (CO) spikes. This can cause a failed emissions inspection in most states. Fixing the timing issue typically brings exhaust gas readings back within legal limits, restoring compliance with the SYMPTOM‑FAILED‑EMISSIONS page.

Preventive Maintenance Tips

• Replace timing belts every 60,000–100,000 mi as recommended by the manufacturer.
• Inspect CKP/CMP sensors during regular service intervals; look for oil leaks that can foul sensor connectors.
• Torque sensor bolts to the specified value (usually 7 Nm). Over‑tightening can crack the sensor housing.
• Keep the engine bay clean; debris and corrosion are common sources of intermittent sensor signals.
• Run a quick live‑data check after any major timing service to verify that the CKP and CMP waveforms are healthy.

Can You Still Drive With This Code?

Yes, you can usually drive with P1345, but expect a rough idle, occasional misfires, and reduced fuel economy. Prolonged operation may damage the camshaft or crankshaft bearings, so schedule a repair promptly. If the engine stalls repeatedly or you notice a strong loss of power, treat the vehicle as non‑drivable until the issue is resolved.

Frequently Asked Questions

Q: How do I fix P1345 on a Chevrolet Silverado? A: Start by checking the timing belt and tensioner. If the belt shows wear, replace the belt, tensioner, and pulleys, then re‑set the camshaft timing. Verify sensor waveforms after the job.

Q: Does P1345 cause a failed emissions test? A: Yes. Misfires increase HC and CO emissions, which can cause an emissions failure. Correcting the timing problem usually clears the emissions issue.

Q: I just replaced the distributor—why is P1345 still present? A: A new distributor can be installed with the camshaft out of phase. Double‑check the timing marks before tightening the distributor bolts, then clear the code.

Q: What is the difference between P1345 and P0016? A: Both involve crank‑to‑cam timing, but P0016 is specific to Bank 1 timing correlation, while P1345 is a generic “correlation” code used by many manufacturers. See the detailed comparison on the P0016 page.

Related DTC Pages

• P0016 – Crankshaft–Camshaft Position Correlation (Bank 1)
• P0017 – Crankshaft–Camshaft Position Correlation (Bank 2)
• P0340 – Camshaft Position Sensor Circuit
• P0341 – Camshaft Position Sensor Circuit Range/Performance

Related Powertrain Ignition codes

• P0300 Code — Random/Multiple Cylinder Misfire Detected (Causes & How to Fix)
• P0301 Code — Cylinder 1 Misfire Detected (Causes & How to Fix)
• P0302 Code — Cylinder 2 Misfire Detected (Is It Serious? How to Fix)
• P0303 Code — Cylinder 3 Misfire Detected (Causes & How to Fix)
• P0304 Code — Cylinder 4 Misfire Detected (Causes & How to Fix)