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Home >> Dodge and Ram >> 2015 >> Durango SXT, RWD >> Repair and Diagnosis >> External Pages >> Different car >> Section 145 (3.6L - DTCS P1810 To P0137) >> DTC Troubleshooting >> P0016-Crankshaft/Camshaft Timing Misalignment - Bank 1 Sensor 1 >> Diagnostic Test

Diagnostic Test

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  1. CHECK FOR AN ACTIVE DTC 
    NOTE:

    Diagnose and repair any VVT Solenoid Circuit Open or Slow Response DTCs before continuing with this test.

    1. Turn the ignition on.
    2. With the scan tool, read DTCs and record on the repair order.
    3. Record the related Freeze Frame data.
    4. With the scan tool, erase DTCs.
    5. Start the engine and allow it to idle. It maybe necessary to tests drive the vehicle and allow cam phasing to occur in order to reset the fault.
      WARNING:

      When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts or fan. Do not wear loose clothing. Failure to follow these instructions may result in possible serious or fatal injury.

    6. With the scan tool, read DTCs.

      Is the DTC active or pending?

      Yes 

      • Go To  2

      No 

  2. ENGINE OIL/ENGINE MECHANICAL 
    NOTE:

    The following items should be checked before continuing with this procedure. Failure to do so may lead to misdiagnosis.

    • ENGINE MECHANICAL TOLERANCES OUT OF SPECIFICATION
    • ENGINE OIL PRESSURE OUT OF SPECIFICATION
    • LOW ENGINE OIL LEVEL
    • INCORRECT ENGINE OIL FILTER (DOES NOT MEET OEM SPECIFICATIONS)
    • DETERIORATED OR DIRTY OIL
    • CONTAMINATED ENGINE OIL
    • INCORRECT ENGINE OIL VISCOSITY
    • AERATED ENGINE OIL

    1. If any of the above conditions are found, repair as necessary.

      Were any of the above conditions present?

      Yes 

      • Repair the engine oiling or mechanical condition (i.e. improper oil drain back, oil sludge, damaged oil pump, pick-up tube or seal, etc.).
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .

      No 

      • Go To  3
  3. CHECK THE ENGINE OIL PRESSURE AND ENGINE MECHANICAL CONDITION 
    1. Install the applicable adaptor to the oil filter cap and install an oil pressure gauge to the adaptor. If the adaptor is not available, monitor the oil pressure reading with the scan tool.
    2. Start the engine and allow it to idle.
    3. Monitor the engine oil pressure reading on the gauge or scan tool.
      NOTE:

      If the oil pressure is below 14 psi or oscillating excessively, it can cause a delay in Cam Phaser movement sufficient enough to set a slow response DTC.

      Is the oil pressure reading stable and above 14.0 psi?

      Yes 

      • Go To  4

      No 

      • Repair the engine oiling or mechanical condition (i.e. improper oil drain back, oil sludge, damaged oil pump, pick-up tube or seal, etc.).
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  4. VERIFY AN ACTIVE CONDITION BY CHECKING THE CAM PHASER POSITION 
    NOTE:

    If a Cam Phaser or Oil Control Valve is stuck, there may also be a Crankshaft/Camshaft Timing Misalignment and/or Multiple Cylinder Misfire DTC present.

    1. With the scan tool, monitor and compare the Exhaust Cam 1 desired  position value with the Exhaust Cam 1 actual  position value with the engine running at idle. After comparing the two values at idle, check and compare the values at several different engine speeds. The best way to do this is to raise the engine speed quickly and hold steady for up to 30 seconds and monitor the actual and desired values. Then lower the engine speed and hold steady at a level above idle (off of lock pin) for up to 30 seconds and monitor the actual and desired values. Repeat this a few times up and down monitoring the values and then allow the engine to come back to idle and monitor the actual position to verify that the phaser is coming back to lock pin.
      NOTE:

      There are a few things to monitor for during testing. One is for the phaser not coming back to lock pin at idle (this could indicate a faulty phaser or oil control valve that is permanently stuck off lock pin or a VVT Solenoid that is electrically stuck on). A second is for the actual position lagging or moving slowly toward the desired position (this could indicate a faulty phaser or tarnished oil control valve that is dragging). The third thing to monitor for would be the actual position lagging and then overshooting the desired position (this could indicate a faulty phaser, oil control valve or VVT Solenoid that is intermittently sticking or binding and then overshoot when the condition goes away).

      Is the difference between the actual value and the desired value readings more than 6.0 degrees at idle or is the actual value lagging behind or overshooting the desired value?

      Yes, the difference is greater than 6.0 degrees at idle: 

      • Go To  5

      Yes, the actual reading is lagging or overshooting when changing the engine speeds indicating a binding or sticking: 

      • Go To  6

      No 

      • Go To  9
  5. DETERMINE IF THE CAM PHASER ISSUE IS ELECTRICAL OR MECHANICAL 
    1. While the engine is at idle, disconnect the VVT Exhaust Solenoid 1/2 harness connector.
    2. The Exhaust Cam 1 actual position value should change to lock pin with the solenoid disconnected. The Intake Cam position should be at approximately 123.0 degrees at lock pin.

      Did the Exhaust Cam 1 actual value change to lock pin position with the solenoid unplugged?

      Yes 

      • Check the (K76) VVT Exhaust Solenoid 1/2 Control circuit for a short to voltage. If the circuit is not shorted to voltage, replace the Powertrain Control Module in accordance with the service information. Refer to MODULE, POWERTRAIN CONTROL, REMOVAL .
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .

      No 

      • Go To  6
  6. CHECK THE CAMSHAFT 1/2 OIL CONTROL VALVE OPERATION 
    1. Turn the ignition off.
    2. Remove the VVT Exhaust Solenoid 1/2. Refer to ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL VALVE, REMOVAL .
    3. Inspect the spring loaded spool valve on the Oil Control Valve.
      NOTE:

      The spring loaded spool valve should be flush with the surface of the Oil Control Valve when at rest.

    4. Push and release the spring loaded spool valve against the return spring with a small punch.
      NOTE:

      The spring loaded spool valve should move freely without binding and return to the flush position if there are no problems with the Oil Control Valve.

      Was the spring loaded spool valve flush and able to move freely without dragging or sticking?

      Yes 

      • Go To  7

      No 

  7. CHECK THE VVT EXHAUST SOLENOID 1/2 OPERATION 
    1. Turn the ignition off.
    2. With the solenoid still removed, reconnect the VVT Exhaust Solenoid 1/2 harness connector.
    3. Turn the ignition on.
    4. With the scan tool, actuate the VVT Exhaust Solenoid 1/2 on and off several times.

      Does the VVT Exhaust Solenoid 1/2 move freely without binding or sticking during actuation?

      Yes 

      • Go To  8

      No 

      • Replace the VVT Exhaust Solenoid 1/2 in accordance with the Service Information.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  8. VERIFY THAT THE VVT EXHAUST SOLENOID 1/2 IS ABLE TO MOVE THE PHASER 
    1. Exchange the VVT Exhaust Solenoid 1/2 with the VVT Exhaust Solenoid 2/2.
      NOTE:

      The Intake and Exhaust Solenoids should not be interchanged.

    2. Reconnect the solenoid harness connectors.
    3. Turn the ignition on.
    4. With the scan tool, erase DTCs in the PCM.
    5. Test drive the vehicle under the conditions in which the fault was set.
    6. With the scan tool, read DTCs.

      Did the DTC move with the solenoid or stay with the original Camshaft?

      Moved with the solenoid 

      • Replace the VVT Exhaust Solenoid 1/2 in accordance with the Service Information.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .

      Stayed with the original camshaft 

      • Go To  9
  9. CHECK THE EXHAUST CAMSHAFT 1/2 TONE WHEEL 
    1. Turn the ignition off.
    2. Check the alignment of the CMP Sensor Tone Wheel in accordance with the service information.

      Is the CMP Sensor Tone Wheel aligned correctly?

      Yes 

      • Go To  10

      No 

      • Replace the Exhaust Camshaft Assembly in accordance with the Service Information. Refer to CAMSHAFT, ENGINE, REMOVAL . The "Cam/Crank Relearn" Procedure  must be performed every time there has been a repair/replacement made to a CMP Sensor and/or CKP Sensor, Flywheel, Valvetrain, Timing Chain or gears. Failure to do so can cause a misfire fault to set. With the scan tool, perform the "Cam/Crank Relearn" Procedure.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  10. CHECK THE CRANKSHAFT, TONE WHEEL/PULSE RING 
    1. Turn the ignition off.
    2. Remove the CKP Sensor. Refer to ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL VALVE, REMOVAL .
    3. Inspect the CKP Sensor, mounting area, and tone wheel/pulse ring for any condition that would result in an incorrect signal, such as damage, evidence of foreign material or excessive movement.

      Were any problems found?

      Yes 

      • Perform the appropriate repair. The "Cam/Crank Relearn" Procedure  must be performed every time there has been a repair/replacement made to a CMP Sensor and/or CKP Sensor, Flywheel, Valvetrain, Timing Chain or gears. Failure to do so can cause a misfire fault to set. With the scan tool, perform the "Cam/Crank Relearn" Procedure.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .

      No 

      • Go To  11
  11. CHECK THE ENGINE TIMING ALIGNMENT 
    1. Verify proper alignment of the Timing Chain and gears in accordance with the Service Information. Refer to GEARS, TIMING CHAIN, INSPECTION .

      Is the timing alignment correct?

      Yes 

      • Replace the Cam Phaser Assembly in accordance with the Service Information. Refer to ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL VALVE, REMOVAL . The "Cam/Crank Relearn" Procedure  must be performed every time there has been a repair/replacement made to a CMP Sensor and/or CKP Sensor, Flywheel, Valvetrain, Timing Chain or gears. Failure to do so can cause a misfire fault to set. With the scan tool, perform the "Cam/Crank Relearn" Procedure.

      No 

      • Correct the valve timing alignment to specification in accordance with the Service Information. The "Cam/Crank Relearn" Procedure  must be performed every time there has been a repair/replacement made to a CMP Sensor and/or CKP Sensor, Flywheel, Valvetrain, Timing Chain or gears. Failure to do so can cause a misfire fault to set. With the scan tool, perform the "Cam/Crank Relearn" Procedure.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
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