Diagnostic Test

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

CHECK FOR ANY SERVICE BULLETINS OR PCM SOFTWARE UPDATES
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
READ AND RECORD DTCS AND ENVIRONMENTAL DATA - ERASE DTCS AND CHECK FOR THE DTC TO RETURN
1. With the scan tool, read DTCs in all Electronic Control Units (ECUs) and record on the repair order.
2. For future reference, with the scan tool, run and save a vehicle Scan Report and all related recorded data.
3. With the scan tool, erase all DTCs.
4. Turn the ignition off for a minimum of 10.0 seconds.
5. Turn the ignition on.
6. Using the When Monitored and Set Conditions above and recorded data, operate the vehicle in the conditions that set the DTC.
7. With the scan tool, read DTCs.
Did the DTC return?

Yes
- Go To 3
No
- Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to INTERMITTENT CONDITION .
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
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. Turn the engine off.
2. Remove the Engine Oil Pressure (EOP) Sensor and install an oil pressure gauge on the engine in accordance with the Service Information.
3. Start the engine and allow it to idle.
4. 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.).
  - Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
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.

NOTE:
It may be necessary to drive the vehicle to allow the Cam Phaser to operate normally and then return to lock pin at idle. The purpose is to check for a phaser that may not be responding quick enough and causing this DTC.

NOTE:
The Cam Phaser slow response fault can take approximately 30 seconds to fail, where as the misalignment fault generally fails within 5-10 seconds.
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 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 phaser, oil control valve or Camshaft 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 Exhaust Cam 1 actual position value with the Exhaust Cam 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 1 actual position 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 verify that the phaser is returning to lock pin position.
  Is the difference between the actual value and the desired value readings more than 10.0 degrees at idle or is the actual value lagging behind or overshooting the desired value?
  
  Yes, the difference is greater than 10.0 degrees at idle:
  - Go To 6
  Yes, the actual reading is lagging or overshooting when changing the engine speeds indicating a binding or sticking condition:
  - Go To 7
  No
  - Go To 10
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.
2. The Exhaust Cam 1 actual position value should change to lock pin with the solenoid disconnected. The Exhaust Cam position should be at approximately 122.0 degrees at lock pin.
  Did the Exhaust Cam 1 actual value change to lock pin position with the solenoid unplugged?
  
  Yes
  - Check the Camshaft 1/2 Position Solenoid (K276) Control circuit for a short to voltage. If the circuit is not shorted to voltage, Go To 11
  - 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
  - Go To 10
CHECK THE ENGINE TIMING ALIGNMENT
1. Verify proper alignment of the Timing Chain and gears in accordance with the Service Information. Also check the Timing Chain Tensioner and Guide for faulty or broken components.
  Were any issue found with the timing alignment or components?
  
  Yes
  - Make the appropriate repair in accordance with the Service Information. With the scan tool perform the Cam/Crank Relearn procedure.
  - 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.
  No
  - Replace the Cam Phaser Assembly 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 .