P0345

P0345 means the same fault as P0340 (no signal from CMP A circuit) but on Bank 2, which on a transverse V6 is the firewall-side bank and on a longitudinal V8 is the passenger-side bank on most domestic engines and driver-side on most German engines — verify bank convention in service info before condemning parts, because getting bank-1-vs-bank-2 wrong is one of the most expensive misdiagnoses in modern driveability. Cheapest-first ladder: confirm bank convention with the OEM service info (Honda and Toyota number Bank 1 as the bank with cylinder 1; Ford F-150 5.4 3V puts Bank 1 on the passenger side; BMW V8 is opposite — do not guess). Scope the Bank 2 CMP signal during cranking exactly like P0340 diagnosis. Check 5V reference and ground at the Bank 2 sensor specifically — a common shared 5V circuit means a failure there sets codes on both banks, but a dedicated reference means Bank 2 has its own feed that can fail independently. Inspect the Bank 2 harness branch for damage from exhaust heat or recent service work (Bank 2 is often the back bank on transverse engines and gets disturbed during plug changes). Pull the sensor and check the reluctor tooth profile for damage.

Vehicle-specific patterns: Ford 5.4 3V Triton (F-150, Expedition, Navigator 2004-2010) frequently sets P0345 alongside P0340 when both cam phasers fail simultaneously from delayed oil-change intervals — listen for cold-start phaser rattle, and budget for both banks. GM 3.6L LY7/LLT V6 sets P0345 from Bank 2 cam-actuator wear identical to the Bank 1 LY7 pattern, and on these engines both phasers typically wear together so plan a full timing kit. Nissan VQ35DE Bank 2 CMP suffers identical exhaust heat-soak failure as the Bank 1 sensor — when one fails, the other is usually within 20,000 miles. Honda J35 V6 (Pilot, Odyssey, Ridgeline) Bank 2 CMP is the rear-bank sensor buried under the intake manifold, so labor on this side runs 2-3 hours higher than Bank 1 even though the part is identical. Estimated repair: $200 to $2800.