Diagnostic Test

WARNING: This page is about a different variant/trim than selected.

CHECK FOR ANY APPLICABLE SERVICE BULLETINS
1. Check for any applicable Service Bulletins or Flash updates related to the DTC.
  Are there any applicable Service Bulletins or Flash updates?
  
  Yes
  - Make the applicable repair.
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  No
  - Go To 2
CHECK FOR OTHER DTCS
1. Turn the ignition on.
2. With the scan tool, read DTCs in all Electronic Control Units (ECUs) and record on the repair order.
3. With the scan tool, run a vehicle Scan Report or record the Environmental Data related to the DTCs.
  Are there any system voltage, Oil Pump or Camshaft Position Actuator DTCs present?
  
  Yes
  - Perform the applicable PCM diagnostic procedure(s). Refer to: DTC INDEX (1 OF 3) and/or DTC INDEX (2 OF 3) and/or DTC INDEX (3 OF 3) .
  No
  - Go To 3
CHECK THE ENGINE OIL/ENGINE MECHANICAL CONDITION
1. Turn the ignition off.
2. The following items should be checked before continuing with this procedure. Failure to do so may lead to misdiagnosis.
  - LOW ENGINE OIL LEVEL
  - AERATED ENGINE OIL
  - INCORRECT ENGINE OIL FILTER (DOES NOT MEET OEM SPECIFICATIONS)
  - DETERIORATED OR DIRTY OIL
  - CONTAMINATED ENGINE OIL
  - INCORRECT ENGINE OIL VISCOSITY
  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.) in accordance with the Service Information.
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  No
  - Go To 4
CHECK THE ENGINE OIL PRESSURE AND ENGINE MECHANICAL CONDITION
1. Remove the Engine Oil Pressure (EOP) Sensor and install an oil pressure gauge on the engine in accordance with the Service Information.
2. Start the engine and allow it to idle.
3. Monitor the engine oil pressure reading on the gauge.
  Is the oil pressure reading steady and above the engine specifications?
  
  Yes
  - Go To 5
  No
  - Repair the engine oiling or mechanical condition (i.e. low engine oil, incorrect engine oil viscosity, contaminated or deteriorating engine oil, improper oil drain back or blocked screen in cylinder head, oil sludge, damaged oil pump, pick-up tube or seal, incorrect engine oil filter (DOES NOT MEET OEM SPECIFICATIONS) etc.) in accordance with the Service Information.
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
VERIFY AN ACTIVE CONDITION BY CHECKING THE CAM PHASER 1/2 OPERATION
NOTE:
The purpose of this test step is to determine that a Cam Phaser may not be responding quick enough if the Cam Phaser or Oil Control Valve is binding or dragging due to a mechanical or oiling system issue. We are checking for the actual position to respond quickly and mirror the desired position, not necessarily for it to achieve the desired position.

NOTE:
If a Cam Phaser or Oil Control Valve is stuck or sticking, there may also be a Crankshaft/Camshaft Timing Misalignment and/or Multiple Cylinder Misfire DTC present.
1. What to monitor for during the test step:
  - The phaser not coming back to lock pin at idle. This his could indicate a faulty phaser or oil control valve that is permanently stuck off lock pin or a Camshaft 1/2 Position Solenoid that is electrically stuck on.
  - 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 actual position lagging and then overshooting the desired position This could indicate a faulty Cam Phaser, Oil Control Valve or Camshaft 1/2 Position Solenoid that is intermittently sticking or binding and then overshoot when the condition goes away.
2. Start the engine and allow the engine to idle.
3. With the scan tool, monitor and compare the CMP Sensor 1/1 actual position value with the CMP Sensor 1/1 desired position value. After comparing the two values at idle, check and compare the values at several different engine speeds during the following steps.
4. While monitoring the Exhaust Cam, CMP Sensor 1/1 actual and desired position values:
  - Raise the engine speed quickly and hold steady for up to 30 seconds.
  - Lower the engine speed and hold steady at a level above idle (off of lock pin) for up to 30 seconds.
5. Repeat the above steps multiple times and allow the engine to come back to idle while monitoring the actual position value to determine if the phaser is returning to lock pin position.
  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 indicating that the camshaft will not return to lock pin:
  - Go To 6
  Yes, the actual reading is lagging or overshooting when changing the engine speeds indicating a binding or sticking:
  - Go To 7
  No
  - This fault is occurring due to an intermittent condition. The problem could be due to an intermittent sticking or dragging condition of one of the timing components listed in the possible causes table. The issue could be temperature related (I.E. Incorrect or broken down oil affecting operation during a cold start, or a tolerance issue in a component that is affected after a cold start/heat soak or after the engine is warmed to operating temperature). The issue could also be occurring during certain specific driving conditions. It may be necessary to test drive the vehicle under different load conditions to duplicate the issue.
DETERMINE IF THE CAM PHASER ISSUE IS ELECTRICAL OR MECHANICAL
1. While the engine is at idle, disconnect the Camshaft 1/2 Position Solenoid harness connector.
  NOTE:
  The Exhaust Cam actual position value should change to lock pin with the solenoid disconnected. The Exhaust Cam position should be at approximately 122.0° at lock pin.
  
  Did the Exhaust Cam actual value change to lock pin position when the solenoid is unplugged?
  
  Yes
  - Check the (K276) VVT Exhaust Control 1/2 circuit for a short to voltage. If the circuit is not shorted to voltage, Go To 10
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  No
  - Go To 7
CHECK THE CAMSHAFT 1/2 OIL CONTROL VALVE OPERATION
1. Turn the ignition off.
2. Remove the Camshaft 1/2 Position Solenoid.
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 8
  No
  - Replace the Camshaft 1/2 Oil Control Valve in accordance with the Service Information. With the scan tool perform the Cam/Crank Relearn procedure. Refer to 2.0L - PHASER, CAMSHAFT, REMOVAL AND INSTALLATION .
  - 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.
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
CHECK THE CAMSHAFT 1/2 POSITION SOLENOID OPERATION
1. Turn the ignition off.
2. With the solenoid still removed, reconnect the Camshaft 1/2 Position Solenoid harness connector.
3. Turn the ignition on.
4. With the scan tool, actuate the Camshaft 1/2 Position Solenoid on and off several times.
  Does the Camshaft 1/2 Position Solenoid move freely without binding or sticking during actuation?
  
  Yes
  - Go To 9
  No
  - Replace the Camshaft 1/2 Oil Control Valve in accordance with the Service Information. With the scan tool perform the Cam/Crank Relearn procedure. Refer to 2.0L - PHASER, CAMSHAFT, REMOVAL AND INSTALLATION .
  - 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.
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
CHECK THE EXHAUST CAMSHAFT 1/2 TONE WHEEL
1. Turn the ignition off.
2. Remove the Cylinder Head Cover in accordance with the Service Information.
3. Check the CMP Sensor Tone Wheel teeth for damage.
  Were any issues found with the CMP Sensor Tone Wheel teeth?
  
  Yes
  - Replace the Exhaust Camshaft Assembly in accordance with the Service Information. With the scan tool perform the Cam/Crank Relearn procedure. Refer to CAMSHAFT, ENGINE, REMOVAL AND INSTALLATION .
  - 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.
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  No
  - Replace the Camshaft 1/2 Oil Control Valve in accordance with the Service Information. With the scan tool perform the Cam/Crank Relearn procedure. Refer to 2.0L - PHASER, CAMSHAFT, REMOVAL AND INSTALLATION .
  - 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.
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
CHECK RELATED PCM AND COMPONENT CONNECTIONS
1. Carry out any Service Bulletins that apply.
2. Disconnect all PCM harness connectors.
3. Disconnect all related in-line harness connections (if equipped).
4. Disconnect the related component harness connectors.
5. Inspect harness connectors, component connectors, and all male and female terminals for the following conditions:
  - Proper connector installation.
  - Damaged connector locks.
  - Corrosion.
  - Other signs of water intrusion.
  - Weather seal damage (if equipped).
  - Bent terminals.
  - Overheating due to a poor connection (terminal may be discolored due to excessive current draw).
  - Terminals that have been pushed back into the connector cavity.
  - Check for spread terminals and verify proper terminal tension.
  Repair any conditions that are found.
6. Reconnect all PCM harness connectors. Be certain that all harness connectors are fully seated and the connector locks are fully engaged.
7. Reconnect all in-line harness connectors (if equipped). Be certain that all connectors are fully seated and the connector locks are fully engaged.
8. Reconnect all related component harness connectors. Be certain that all connectors are fully seated and the connector locks are fully engaged.
9. With the scan tool, erase DTCs.
10. Test drive or operate the vehicle in accordance with the when monitored and set conditions.
11. With the scan tool, read DTCs.
  Did the DTC return?
  
  Yes
  - Replace and program the Powertrain Control Module (PCM) in accordance with the Service Information. Refer to MODULE, POWERTRAIN CONTROL (PCM), REMOVAL AND INSTALLATION .
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  No
  - The wiring or poor connection problem has been repaired.
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .