P0022 on 2019-2023 Genesis G70 3.3T: Bank 2 Over-Retarded Timing Causes & Fixes

What's Unique About the 2019-2023 Genesis G70

The 3.3L Lambda II T-GDi V6 is a sophisticated engine with direct injection and twin turbochargers. This design makes it particularly sensitive to engine oil quality, level, and even the type of oil filter used. The CVVT system, which triggers this code, relies entirely on clean oil at the correct pressure to function. Any sludge, contamination, use of incorrect oil viscosity, or a restrictive aftermarket oil filter can quickly lead to issues with the Oil Control Valves (OCVs) and cam phasers, making P0022 a relatively common code if maintenance is not followed strictly.

Symptoms You May Notice

• Check Engine Light is on
• Rough or unstable idle
• Reduced engine power and sluggish acceleration
• Poor fuel economy
• Engine hesitation or stalling
• Unusual rattling or clicking sounds from the engine
• Harsh or jerky transmission downshifts

Most Likely Causes

1. Low or Dirty Engine Oil 🔴 High Probability The CVVT system is hydraulic and highly dependent on oil pressure and cleanliness. The GDI engine design can also contribute to faster oil contamination. A known issue with a leaking turbo oil feed pipe (TSB 24-01-032G) can also cause a low oil condition.
   How to confirm: Check the engine oil dipstick for proper level and inspect the oil's color and consistency. If it's low, black, or sludgy, it needs to be changed.
   Typical fix: Perform an oil and filter change using a high-quality full synthetic 5W-30 oil that meets manufacturer specifications, and importantly, use a genuine OEM oil filter.
   Est. part cost: $50-$100
2. Faulty Bank 2 Intake Oil Control Valve (OCV) 🔴 High Probability → Shop Engine Variable Valve Timing (VVT) Solenoid The OCV is an electronic solenoid that can fail electrically or become clogged with oil sludge, causing it to stick. It's the most common mechanical point of failure in the CVVT system for this code.
   How to confirm: Swap the Bank 2 (driver's side) intake OCV with the Bank 1 (passenger's side) intake OCV. They are identical parts. Clear the codes and drive the vehicle. If the code returns as P0012 (the Bank 1 equivalent), the OCV is confirmed to be faulty. Resistance can also be checked with a multimeter and should be between 6.9 and 7.9 ohms.
   Typical fix: Replace the faulty Oil Control Valve. It is located on the front of the driver's-side valve cover and is typically held in by a single 10mm bolt.
   Est. part cost: $60-$120
3. Failed Camshaft Phaser (CVVT Actuator) ⚪ Low Probability → Shop Engine Camshaft While less common than an OCV failure, the mechanical phaser on the end of the camshaft can fail internally, getting stuck in the retarded position.
   How to confirm: This is diagnosed after confirming the oil and OCV are good. It requires advanced diagnostics, often involving monitoring commanded vs. actual cam angle with a high-end scan tool and potentially removing the valve cover for inspection.
   Typical fix: Replace the Bank 2 intake camshaft phaser. This is a labor-intensive job that also requires replacing the timing chain.
   Est. part cost: $200-$400

Rare But Worth Checking

• Stretched Timing Chain or Failed Tensioner: → Shop Engine Timing Chain While not common on a well-maintained, newer vehicle, severe neglect, oil starvation, or high mileage can lead to timing chain stretch, causing a correlation fault between the crank and cam sensors.
• Clogged Oil Passages: In cases of severe oil sludging, the small passages that feed oil to the OCV and cam phaser can become blocked, starving the components of the pressure needed to operate.
• Use of Aftermarket Oil Filter: → Shop Engine Oil Filter Adapter There are documented cases on Hyundai/Kia platforms where using a non-OEM oil filter caused CVVT-related codes. The issue was resolved by switching back to a genuine Hyundai/Kia filter (P/N 26320-3LTA0). Aftermarket filters may have different flow characteristics or bypass valve specs that can negatively affect oil pressure in the CVVT system.

Diagnosis Steps

1. Read the fault codes with an OBD-II scanner to confirm P0022 is present.
2. Check the engine oil level and condition. If low or dirty, perform a full oil and filter change with the correct 5W-30 synthetic oil and an OEM filter, clear the code, and re-test.
3. Locate the intake Oil Control Valves (OCVs) on the front of each valve cover. Bank 2 is on the driver's side.
4. Swap the Bank 2 intake OCV with the Bank 1 (passenger side) intake OCV. They are identical and held by one bolt each.
5. Clear the codes with the scanner and perform a test drive.
6. Re-scan for codes. If P0012 ('A' Camshaft Position - Timing Over-Retarded Bank 1) appears, the OCV you moved is faulty and must be replaced.
7. If P0022 returns, the problem is not the OCV. The next steps involve checking the OCV wiring and connector, and then investigating mechanical issues like the cam phaser or timing chain, which may require professional help.

Parts You'll Likely Need

• Intake Oil Control Valve (OCV) / CVVT Solenoid (OEM #24355-3L100 or 24360-3CAB2 (verify by VIN)) — This solenoid is the most common failure point for timing-related codes, as it can get stuck or clogged, preventing proper oil flow to the cam phaser.
  Trusted brands: Hyundai/Genesis OE
  OEM price range: $60-$120
  Aftermarket price range: $50-$90

Related Codes That Often Appear With This One

• P0012 — This is the 'over-retarded' code for Bank 1. If you swap the OCVs from Bank 1 and Bank 2 for diagnosis and this code appears, it confirms the original Bank 2 OCV was faulty.
• P0300, P0302, P0304, P0306 — These are misfire codes (P0300 for random, P0302/04/06 for cylinders on Bank 2). Incorrect camshaft timing can disrupt the air/fuel mixture and ignition timing enough to cause misfires on the affected bank.

Technical Service Bulletins (TSBs) & Recalls

• TSB 24-01-032G / NHTSA 24V209000: Addresses a potential oil leak from the left turbocharger oil feed pipe, which can cause low oil pressure and trigger CVVT codes.
• NHTSA Recall 23V-652 (Hyundai Recall 246): Addresses a fire risk from the Hydraulic Electronic Control Unit (HECU), advising owners to park outside until repaired.

Platform-Specific Known Issues

• A TSB (24-01-032G / NHTSA 24V209000) was issued for the left turbocharger oil feed pipe on 2019-2022 G70 3.3T models, which could deteriorate and leak oil. A significant oil leak could lead to low oil pressure, which would directly impact the CVVT system and could trigger codes like P0022.
• A major recall (NHTSA 23V-652, Hyundai Recall 246) was issued for a wide range of Hyundai/Kia vehicles, including some Genesis models, for fire risk due to a potential electrical short in the Hydraulic Electronic Control Unit (HECU) for the ABS system. While not directly related to the P0022 code, it is a critical safety issue for owners to be aware of.

Mechanic-Grade Diagnostic Values

• Bank 2 Intake Oil Control Valve (OCV) Resistance — expected: 6.9 - 7.9 Ohms at 68°F (20°C).. Failure: A reading of infinity (open circuit) or near zero (short circuit) indicates a failed solenoid coil.
• Live Data: CVVT Actual vs. Desired Angle (Bank 2 Intake) — expected: Using a scan tool like Hyundai GDS, the 'Actual Position' PID should closely track the 'Desired Position' PID as engine RPM and load change.. Failure: A large, persistent gap between the actual and desired angles, or an actual angle that is stuck, points to a hydraulic issue (oil clog, low pressure) or a mechanical phaser failure.
• Bank 2 Intake Camshaft Position Sensor (CMP) Connector Voltage (KOEO) — expected: With sensor disconnected and Key On, Engine Off: Pin 3 should have ~5V (Reference), Pin 1 should have ~5V (Signal), and Pin 2 (Ground) should show battery voltage when measured to the positive battery terminal.. Failure: Missing voltage on the reference or signal wire, or no voltage on the ground test, points to a wiring harness or ECM problem, not a faulty sensor.

Hidden / Shadow Codes Worth Checking

• Mode 6 Data (e.g., TID $51, $52): Hyundai/Genesis does not use proprietary 'shadow codes' like some German brands. However, advanced scan tools can access OBD-II Mode 6 data, which shows the raw results of the PCM's self-tests for the CVVT system. It displays the current test value against the minimum and maximum passing thresholds, which can reveal if the system is close to a failure point even before a code is set. (see via A professional-grade scan tool with Mode 6 capability is required.)

Scan Tool Commands That Help

• Hyundai GDS (or equivalent advanced scanner): Active Test: CVVT Oil Control Valve — This bidirectional command allows a technician to manually cycle the Bank 2 intake OCV while the engine is idling. A noticeable change in engine idle (stumbling or roughness) confirms the OCV is mechanically moving and oil passages are at least partially clear. If there is no change, it points to a stuck OCV, a wiring issue, or a clogged oil passage.
• Hyundai GDS (or equivalent advanced scanner): Service Function: Reset VVT Adaptations / Learned Values — This function should be performed after replacing any CVVT system components (OCV, phaser, timing chain). It clears the ECM's learned timing adjustments, allowing it to quickly adapt to the new parts and prevent the code from returning due to old data.

Wiring & Ground Locations

• Bank 2 Intake OCV Connector — On the front of the driver's side (Bank 2) valve cover, connected to the intake CVVT solenoid.. This is the direct electrical connection for the most likely failed part. Inspecting for corrosion, pushed-out pins, or wire damage is a critical step if a new OCV doesn't solve the problem or if resistance tests at the OCV are inconclusive.
• Bank 2 Intake CMP Sensor Connector — On the driver's side (Bank 2) valve cover, connected to the intake camshaft position sensor.. This 3-pin connector provides power, ground, and signal for the sensor that reports the camshaft's position. A common pinout is Pin 1: Signal, Pin 2: Ground, Pin 3: 5V Power. Verifying voltage and ground here can rule out a wiring issue before condemning the sensor.
• Main Engine Harness Ground — Typically a heavy gauge wire bolted from the engine block or cylinder head to the chassis, often near the alternator or starter.. A loose or corroded main engine ground can cause erratic voltage and faulty readings in all engine sensors, including the cam and crank sensors that are used to determine timing correlation. While not a direct cause, it can create false timing codes.

OEM Part Supersession History

• 24360-3CAB2 → N/A — Part clarification
  Heads up: This part number (24360-3CAB2) is for the EXHAUST OCV on the Right (Passenger/Bank 1) side. It is often confused but is NOT the correct part for an intake-related code like P0022.
• 24355-3L100 → N/A — Part clarification
  Heads up: This part number (24355-3L100) is listed as the INTAKE OCV for the 3.3T engine. Since P0022 is an intake code, this is the correct part to investigate. The intake and exhaust OCVs are often swappable for diagnosis but have different part numbers for ordering.

Model Year Variations Within This Range

• 2019-2023: The Genesis G70 received a significant facelift for the 2022 model year, which included revised styling and a new infotainment system. However, the 3.3L Lambda II T-GDi V6 powertrain and its CVVT system (OCVs, phasers, sensors) were not changed in a way that affects the diagnosis or repair of code P0022. A new 2.5L turbo-four base engine was introduced in 2024, but this does not apply to the 3.3T V6.

Diagnostic Flowchart

Other Known Issues on This Vehicle

Issues unrelated to this code that are worth knowing about as an owner of this generation:

• Carbon Buildup on Intake Valves 🟠 Medium — A common characteristic of all Gasoline Direct Injection (GDI) engines. Becomes more noticeable after 50,000-60,000 miles. Can cause rough idle and reduced performance if not addressed.
• Turbocharger Wastegate Rattle 🟡 Low — Some owners report a metallic rattle or squeak from the engine bay, particularly at idle or low RPMs. It's often the wastegate actuator arm. While sometimes just an annoyance, in some cases it has preceded turbo failure. (Ref: No specific TSB for the G70, but a known issue across the platform.)
• Premature Brake Rotor Warping 🟠 Medium — A frequent complaint on the sister-platform Kia Stinger involves brake vibration or shuddering due to warped rotors, often requiring replacement with aftermarket parts.
• Harsh Transmission Downshifts 🟡 Low — Some owners of pre-facelift models have noted jerky or harsh downshifts from the 8-speed automatic transmission, especially when coming to a stop in traffic.
• Minor Electronic Glitches 🟡 Low — Infotainment system bugs, random sensor warnings, or issues with Bluetooth connectivity have been reported by some owners, though often fixable with a software update or system reset.

Used vs. New Parts: Buying Guide for This Vehicle

When a used part is the smart pick: For this specific repair, buying a used part is generally not recommended. The cost savings on an electronic and oil-pressure-sensitive part like an OCV are minimal compared to the risk of the used part failing soon after installation.

Donor-vehicle mileage cap: roughly under 40000 miles for the part to have meaningful remaining life.

What to inspect on the donor part:

• Verify the donor vehicle did not have any timing-related trouble codes.
• Inspect the OCV's screen for any metallic debris or heavy sludge, which indicates poor engine health of the donor vehicle.
• If possible, test the resistance of the used OCV before purchase to ensure it is within the 6.9-7.9 ohm specification.

OEM-only on this vehicle (don't cheap out):

• Oil Control Valve (OCV/VVT Solenoid) - Strongly recommended due to tight tolerances and oil pressure sensitivity.
• Camshaft Phasers (CVVT Actuators)
• Timing Chain and related tensioners/guides

Brands owners have reported issues with on this vehicle:

• Unbranded or generic 'white-box' solenoids from online marketplaces are a significant risk due to inconsistent quality control.

Real Owner Stories

Aggregated from forums and TSBs cited above. Mileages and costs reflect what owners reported in those sources.

Related OBD-II Codes

• P0012 — The Bank 1 equivalent of P0022 ('A' Camshaft Position - Timing Over-Retarded Bank 1); often appears if a faulty OCV is swapped from Bank 2 to Bank 1 during diagnosis.
• P0011 — Related to the CVVT system; indicates the intake camshaft timing is over-advanced rather than over-retarded.
• P0021 — The Bank 2 version of over-advanced intake camshaft timing, involving the same OCV and phaser components.
• P0300 — Random or multiple cylinder misfire; can be triggered by the rough idle and engine hesitation caused by incorrect camshaft timing.

Frequently Asked Questions