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The code is P0340 for the sensor. See possible causes below. Since it's relatively inexpensive, you might just replace it as checking the circuits becomes cumbersome as one needs to get to the PCM connectors also. Remove the air filter housing (like you are going to change the engine air filter) and you should see the sensor. Lubricate the O-ring when you put the new sensor in. P0340 - Camshaft Position Sensor A Circuit (Bank 1 Or Single Sensor) Description: This DTC sets when the PCM can no longer detect the signal from the camshaft position 11 (CMP11) sensor. Possible Causes: CMP11 circuit open CMP11 circuit short to ground CMP11 circuit short to voltage SIGRTN circuit open VBPWR circuit open Damaged CMP11 sensor shielding Damaged CMP11 sensor Diagnostic Aids: Harness routing, harness alterations, damaged shielding, or electrical interference from other incorrectly functioning systems may have an intermittent impact on the CMP11 signal. Application Key On Engine Off Key On Engine Running Continuous Memory All GO to Pinpoint Test DR .

Also, one must remember that that the rpm of ICE, generator, motor and wheels have a physical relationship: When ICE is spinning, 3.55 = (motor rpm + generator rpm) / ICE rpm When ICE is not spinning, -0.995 = generator rpm / motor rpm For stock wheel / tires and 2.57 final drive ratio, 9 = wheel rpm / motor rpm So, when driving, these physical relationships must hold true with respect to rpm. But, the torque relationship among the physical components may not follow these physical relationships. Torque demand changes based on driver input and road conditions (up / down, surface, and weather). Torque demand is met by ICE and the motor. So, the algorithms determine how best to match demand with supply taking into account physical limitations mentioned above plus the HVB. The easiest way to get a vehicle to operate at a more efficient point on the BSFC is to shift to a higher gear or reduce the final drive ratio on a conventional car. Thus, ICE will spin at a lower rpm and presumably at a more efficient point on the BSFC curve for a given torque demand. However, it's not quite that easy for the C-Max or Prius because of the physical relationships. Could a numerically lower gear ratio improve C-Max fuel economy at higher speeds where one could hold the generator at zero rpm? Probably but what happens at slower speeds with that lower gear ratio. But, the C-Max does have the capability to in essence, shift to a higher gear. For example at about 72 mph (motor rpm about 9000 rpm), the algorithms do via software effectively lower ICE rpm to achieve an effective final drive ratio of 2.0:1 from the fixed final drive ratio of 2.57. ICE would normally spin at around 2500 rpm (gen rpm =0) with the ratio fixed at 2.57. But by spinning the generator around -2000 rpm, ICE rpm drop to around 2000 rpm. From the first equation (relationship above), ICE rpm = (motor + gen)/3.55 = (9000-2000)/3.55 = 1972 rpm This would be akin to an overdrive gear in a conventional vehicle of 0.8:1 or a 20% reduction (1-500/2500) in the final drive gear ratio. Attached is a graph I did several years ago showing the above.

Oh so stylish... Now if its meant to offset the need for wearing a face mask inside the car, its in the wrong place! Or ... maybe ... the car has been sneezing and coughing?