In simple terms, the engine computer sees that the camshaft position sensor signal is not believable. The signal may be out of range, missing expected pulses, showing the wrong pulse count, out of sync with the crankshaft sensor, or not matching the ECU’s expected camshaft timing. AutoZone describes P0341 as a fault where camshaft position sensor readings do not correspond to PCM specifications, often involving the number of pulses detected during a certain number of engine revolutions.

P0339 is the generic OBD-II code for:

The engine control module has detected that the signal from crankshaft position sensor A temporarily disappeared, dropped out, became erratic or stopped matching the expected crankshaft pulse pattern.

In simple terms, the engine computer sees the crankshaft position sensor signal as too high, stuck high, shorted to voltage, or outside the expected high-side limit. CarParts describes P0338 as a code set when the PCM detects a CKP sensor voltage signal that is too high, and Kovsh describes it as a high signal level or short to +12V in the CKP “A” circuit.

In simple terms, the engine computer sees a low voltage, weak signal, or missing signal from the crankshaft position sensor circuit. Some service information defines P0337 as the crankshaft position sensor output voltage being below a threshold; one Toyota-style diagnostic page lists less than 0.3 V for 4 seconds as the detection condition for P0337 on that application.

In simple terms, the engine computer sees a crankshaft position signal that is not within the expected range, is irregular, or does not match what the ECU expects from engine speed and camshaft timing. Toyota hybrid service information describes P0336 as a crankshaft position sensor “A” circuit range/performance fault, where the control ECU detects a malfunction by comparing communication values or pulse inputs.

In simple terms, the engine computer sees that the airflow or manifold-pressure reading does not match the throttle opening. The ECU expects the MAF sensor, MAP sensor, and throttle position sensor to agree with each other. When their signals contradict each other, it stores P0068. CarParts describes P0068 as a code stored when the PCM senses that MAP/MAF readings contradict the data from other devices, and Ross-Tech lists it for VAG vehicles as 16452/P0068/000104 — MAP/MAF <-> Throttle Position Correlation.

P0100 is the generic OBD-II code for Mass or Volume Air Flow “A” Circuit Malfunction.

P0200–P0208 are OBD-II trouble codes related to the fuel injector electrical circuit.

They do not simply mean “dirty fuel injector.” These codes usually mean the ECU/PCM detected an electrical problem such as abnormal voltage, resistance, open circuit, short circuit, or injector driver control issue. P0200 is the general injector circuit/open code, while P0201–P0208 identify the exact cylinder circuit affected.

P0305, P0306, P0307 and P0308 are cylinder-specific misfire codes. They mean the engine computer has detected a combustion problem in one exact cylinder.

P2873 means Clutch “B” Pressure Engagement Too High. In simple terms, the transmission control module detects that the apply pressure for clutch B is higher than commanded or higher than expected for the current driving condition. Generic DTC references define P2873 as a condition where the TCM detects Clutch B apply pressure higher than commanded, and they point diagnosis toward the clutch B control circuit, solenoid, valve body and hydraulic pressure system.