What does my check engine code mean?

Open or shorted circuit to the Bank 1 intake VVT solenoid.

Intake camshaft timing is ahead of where the ECU expects it on Bank 1.

Bank 1 intake cam is lagging the commanded position.

Exhaust camshaft timing is over-advanced on Bank 1.

Bank 1 exhaust camshaft is lagging behind where the ECU commanded.

The crankshaft and intake camshaft on Bank 1 are out of sync.

Exhaust camshaft and crankshaft positions are out of sync on Bank 1.

Bank 2 intake cam and crank are out of sync.

Bank 2 intake cam is timed ahead of commanded.

The MAF sensor is reading airflow outside the expected range.

MAF signal voltage is below the expected range.

MAF signal voltage is above the expected range.

MAP sensor signal is below the expected range.

MAP sensor signal is above the expected range.

The intake air temperature sensor is reading implausibly high.

ECT sensor is reading impossibly cold.

ECT sensor is reading impossibly hot or open.

The throttle position sensor signal is out of range.

TPS reading is inconsistent with other engine inputs.

TPS signal voltage is stuck low.

TPS signal voltage is stuck high.

Engine takes too long to warm up enough for closed-loop fueling.

The engine never warms up to its target temperature.

Upstream O2 sensor on Bank 1 is reading a stuck-low (lean) voltage.

Upstream O2 sensor on Bank 1 is reading stuck-high (rich).

Upstream O2 sensor on Bank 1 is responding too slowly to fuel mix changes.

The heater inside the upstream O2 sensor on Bank 1 is not working.

Downstream O2 sensor on Bank 1 is stuck low.

Downstream O2 sensor on Bank 1 is stuck high.

Downstream O2 sensor never warms up enough to start switching.

The heater in the downstream (post-catalyst) O2 sensor on Bank 1 is not working.

Upstream O2 sensor on Bank 2 is stuck low (lean).

Upstream O2 sensor on Bank 2 is responding too slowly.

Upstream O2 sensor heater on Bank 2 is not working.

Downstream O2 sensor heater on Bank 2 is not working.

The engine is running with too much air relative to fuel on Bank 1.

The engine is running with too much fuel relative to air on Bank 1.

Bank 2 (the other side of a V-engine) is running too lean.

Bank 2 fuel trim has gone significantly negative — too much fuel.

The fuel injector circuit for cylinder 1 is open or shorted.

Boost pressure is below what the ECM expects.

The engine is misfiring on more than one cylinder or the ECM cannot pin it down.

Cylinder #1 is misfiring.

Cylinder #2 is misfiring.

Cylinder #3 is misfiring.

Cylinder #4 is misfiring.

Cylinder #5 is misfiring (6+ cylinder engines only).

Cylinder #6 is misfiring (V6 or inline-6 engines).

Cylinder #7 is misfiring (V8+ engines).

Cylinder #8 is misfiring (V8 engines).

Misfire detected only during cold-start window.

The knock sensor is not reporting usable data.

The crankshaft position sensor is not reporting correctly.

The camshaft position sensor signal is missing or out of range.

Cam sensor signal is present but inconsistent with crank.

Not enough exhaust gas is flowing through the EGR system.

The secondary air injection system is not pushing the expected air volume.

The catalytic converter on Bank 1 is not cleaning exhaust as efficiently as it should.

The pre-cat (close-coupled) catalyst is under-performing.

The catalytic converter on Bank 2 is under-performing.

Generic EVAP system fault detected.

The EVAP purge flow does not match what was commanded.

A small leak has been detected in the EVAP system.

Electrical fault in the EVAP purge solenoid circuit.

The EVAP vent valve or its circuit is not working correctly.

A large leak has been detected in the EVAP system.

A very small leak has been detected in the EVAP system.

EVAP leak that the ECM has identified as gas-cap-related.

Electrical fault in the primary cooling fan circuit.

The vehicle speed signal is missing or out of range.

VSS reading is implausible.

The ECM can't control idle speed correctly.

Idle is below the commanded RPM.

The engine is idling faster than the ECM commanded.

Oil pressure sensor signal is implausible.

The ECM has detected genuinely low engine oil pressure.

Charging system voltage is below normal.

Charging system voltage is above normal.

Communication between control modules has failed.

ECM has detected memory corruption in itself.

ECM keep-alive memory has failed.

The engine control module itself has reported an internal fault.

Open or shorted circuit to the fuel pump driver.

The transmission control module (TCM) has reported a fault.

The transmission range sensor signal is invalid.

Transmission input speed signal is missing.

The transmission output speed sensor is not reporting correctly.

Generic TCC circuit fault.

The torque converter lockup clutch is not engaging when commanded.

Generic shift solenoid A circuit fault.

Generic shift solenoid B circuit fault.

The downstream O2 sensor on Bank 1 is reading persistently lean.

Downstream fuel trim on Bank 1 is biased rich.

Two pedal-position signals do not agree.

The upstream O2 sensor on Bank 1 is stuck at a lean voltage.

Downstream O2 sensor on Bank 1 stuck at a lean voltage.

Generic high-speed CAN bus fault.

The rest of the car's modules have lost CAN bus contact with the engine ECM.

The ECM cannot reach the transmission control module.

The ECM cannot reach the ABS module over CAN.