Short trips are usually possible, but expect hard starting, reduced power and higher fuel use because the PCM disables variable cam timing. Diagnose and repair it before relying on the vehicle for longer drives. P0368 means the powertrain control module (PCM) has measured a steady out-of-range-high voltage on the 'B' camshaft position (CMP) sensor circuit for bank 1 — the exhaust-cam sensor on the engine's first bank. Instead of the clean switching signal it expects, the module sees the line sitting high, which usually points to a short to power or an open in that circuit.
What P0368 means
Engines with variable valve timing on both camshafts use two cam position sensors per bank: an 'A' sensor on the intake cam and a 'B' sensor on the exhaust cam. P0368 is set against the bank-1 'B' sensor — the exhaust-cam sensor on the side that contains cylinder 1 (Ford identifies this circuit as CMP12). A modern CMP sensor is a three-wire Hall-effect device: it takes a buffered power feed of roughly 5 V, shares a signal-return (ground), and pulls its signal line low and high once per cam event as a toothed target passes the sensor tip. The PCM watches that square wave and compares it against the crankshaft signal to know exact valve timing and to command the variable-cam-timing oil-control valve. P0368 specifically flags 'circuit high': the signal voltage stays above the normal operating window rather than switching cleanly, so the PCM cannot read valid cam pulses. That failure pattern is typical of the signal wire shorted to a power source, an open in the signal or return path that lets the line float high, or a failed sensor stuck in its high state.
Symptoms
- Check-engine light on, often with the code stored as a hard (not intermittent) fault
- Hard, extended cranking or an intermittent no-start because the PCM lacks a valid cam signal
- Rough or unstable idle and a general lack of power once variable cam timing defaults to its base position
- Hesitation, stumble or surging under acceleration as timing correction is disabled
- Noticeably worse fuel economy and, on some vehicles, a faint fuel smell from over-fueling
- Possible companion cam/crank or VCT codes stored alongside P0368
Common causes
- Bank-1 'B' (exhaust-cam) CMP signal wire shorted to voltage/power, holding the line high
- Open in the CMP signal circuit, or a break in the signal-return (SIGRTN) or buffered-power (VBPWR ~5 V) feed that lets the signal float high
- Failed CMP sensor stuck in its high output state, or an internally damaged Hall element
- Corroded, spread or backed-out terminals in the three-wire sensor connector
- Chafed, pinched or heat-damaged harness where the CMP wiring runs near the engine
- CMP signal shorted to an adjacent CMP circuit on engines with two or more cam sensors
- Damaged sensor shielding or electrical interference from a nearby system corrupting the line
- Sensor incorrectly installed, or an excessive air gap between the tip and the camshaft target wheel
Severity & driving advice
Severity: Moderate — The engine usually still runs on the intake-cam and crank signals, but you may see hard starts, weak power and worse economy until it is fixed.
Can I drive? Short trips are usually possible, but expect hard starting, reduced power and higher fuel use because the PCM disables variable cam timing. Diagnose and repair it before relying on the vehicle for longer drives.
Diagnostic approach
- Confirm the code and read freeze-frame — Scan all modules and note the freeze-frame data (rpm, coolant temp, load) captured when P0368 set. Record any companion codes — the other bank-1 'B' family members (P0365 general circuit, P0366 range/performance, P0367 circuit low, P0369 intermittent) or crank codes point toward a shared harness or timing problem rather than a lone sensor. Because P0368 is a circuit-high fault, expect the signal line to test high or floating, not shorted to ground.
- Inspect the sensor, connector and target — Unplug the bank-1 'B' (Ford CMP12) sensor and check the three cavities for oil intrusion, corroded or spread pins, and a loose connector lock. On Ford's connector C1364 the cavities are signal, signal-return and buffered power. Pull the sensor and inspect its tip and the camshaft target wheel for debris, damage or an out-of-spec air gap, and confirm the sensor is fully seated and correctly installed.
- Verify power and ground with the sensor unplugged — Key on, back-probe or measure at the harness connector: confirm the buffered power feed is present (about 5 V on most Hall designs) and that the signal-return path is a clean ground under about 0.1 V of drop. A missing or high-resistance return, or a bad power feed, can drive the signal line high and set P0368. Correct any open before condemning the sensor.
- Test the signal line for a short to voltage or an open — With the sensor unplugged and the key on, measure the signal wire to a good ground: a healthy circuit reads near the pull-up/reference level, not battery voltage. If it sits at battery voltage the wire is shorted to a power source; if it floats or reads open, check continuity of the signal wire back to the PCM and inspect for a break. Also confirm the CMP signal is not shorted to an adjacent CMP circuit.
- Scope the running (or cranking) signal — Reconnect the sensor, back-probe the signal wire with a graphing meter or scope and crank/run the engine. A good Hall CMP sensor produces a crisp square wave switching between near 0 V and roughly 5 V once per cam event; a signal frozen high with no switching confirms a circuit-high fault. Wiggle the harness and warm the engine while watching the trace to expose a marginal connection, and compare cam timing against the crank signal for correlation.
- Repair and verify — Based on the tests, repair the short-to-power, restore the open signal/return/power wire, re-terminate the connector, or replace a failed sensor, and correct any routing or shielding faults. Clear the code, then road-test through the freeze-frame conditions and several heat cycles to confirm P0368 does not return and the PCM re-enables variable cam timing.
Make & model notes
Ford: On dual-VVT engines such as the 5.0L V8, Ford identifies the bank-1 'B' sensor as CMP12 (the cylinder-1-side exhaust-cam sensor) on a three-wire connector (C1364): CMP12 signal, signal-return (SIGRTN) and buffered power (VBPWR). Ford's own chart lists a signal that can't be detected, with likely causes of the circuit open, shorted to ground or voltage, an open SIGRTN or power return, the circuit shorted to another CMP circuit, damaged shielding, or a damaged/incorrectly installed sensor. Ford points diagnosis to its CMP-sensor pinpoint test and flags harness routing, shielding and electrical interference as key aids.
Toyota: Toyota ties the bank-1 exhaust-cam sensor to the VVT/OCV system feeding cam timing to the ECM. Check the sensor connector and the exhaust-cam oil-control-valve wiring for a short to power or an open, and verify engine oil is clean and at the correct level, since oil-related cam-timing problems can accompany a cam-signal fault.
Jeep / Stellantis: On Chrysler-group engines like the 3.6L Pentastar, cam-sensor circuit faults often trace to connector corrosion or engine oil wicking up the harness into the sensor. Inspect for oil intrusion and damaged pins, and check the signal wire for a short to power before replacing the bank-1 'B' sensor for a circuit-high fault.
FAQ
What is the difference between P0368 and P0367 or P0369?
All three involve the bank-1 'B' (exhaust-cam) camshaft position sensor circuit but describe different failure modes. P0367 is 'circuit low' — the signal is stuck low, typically from a short to ground. P0368 is 'circuit high' — the signal sits above its normal range, usually from a short to power or an open. P0369 is 'intermittent' — the circuit works most of the time but drops out. P0368 is a steady, hard fault, which usually makes it easier to pin down than the intermittent P0369.
Can I keep driving with P0368?
For short distances often yes, but it is not ideal. Without a valid bank-1 'B' cam signal the PCM disables variable cam timing and defaults to a safe base setting, so you may get hard starts, reduced power and worse fuel economy, and on some vehicles an intermittent no-start. Have it diagnosed and repaired before depending on the vehicle for longer trips.
Is P0368 always a bad camshaft sensor?
No. A circuit-high code points to the wiring at least as often as the sensor. Common culprits are the signal wire shorted to a power source, an open in the signal, return or 5 V power circuit, corroded or spread connector pins, damaged shielding, or the signal shorted to another CMP circuit. Test the sensor's power, ground and signal and check for a short to voltage before replacing the sensor.
Which sensor is 'B' on bank 1?
'B' is the second camshaft position sensor on bank 1 — the exhaust-cam sensor on the side of the engine that contains cylinder 1 (the 'A' sensor is the intake-cam sensor on that same bank). Ford labels this circuit CMP12. It reads the exhaust camshaft's position so the PCM can control variable exhaust-cam timing.
How do I tell a short-to-power from an open on this circuit?
Unplug the sensor, turn the key on and measure the signal wire to ground. Battery voltage on the signal wire indicates a short to a power source. If the wire reads open or floats and won't pull to the expected reference level, check continuity of the signal wire (and the return and 5 V power feeds) back to the PCM to find the break. Both faults leave the line 'high' but need different repairs.