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Home >> Jeep >> 2024 >> Wagoneer L Base, 4WD >> Repair and Diagnosis >> External Pages >> Different car >> Section 11 (3.0L - DTCS P0011-00 To P0035-00) >> DTC Troubleshooting >> P0014-00-Bank 1 Camshaft 2 Position Target Performance >> Diagnostic Test

Diagnostic Test

WARNING: This page is about a different car, the 2024 Jeep Grand Wagoneer L and 2024 Jeep Grand Wagoneer. However, it is still accessible from the selected car via links, so may be relevant.
  1. CHECK FOR ANY APPLICABLE SERVICE BULLETINS 
    1. Check for any Service Bulletins that may apply for this issue.

      Were any Service Bulletins applicable?

      Yes 

      • Perform the applicable Service Bulletin. Erase the DTC and perform the verification test.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .

      No 

      • Go To  2
  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 

      No 

      • Go To  3
  3. CHECK THE CAM PHASER OPERATION 
      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.

    2. 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.
    3. Start the engine and allow the engine to idle.
    4. With the scan tool, monitor and compare the CMP Sensor 1/2 actual  position value with the CMP Sensor 1/2 desired  position value. After comparing the two values at idle, check and compare the values at several different engine speeds during the following steps.
    5. While monitoring the CMP Sensor 1/2 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.
    6. 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.
      NOTE:

      The purpose of this step is to determine if the Cam Phaser or Oil Control Valve is binding or dragging due to a mechanical or oiling system issue. We are looking for the actual position to respond and quickly mirror the desired position, not necessarily for it to achieve the desired position.

      Is the actual Cam Phaser position changing quickly and mirroring the desired Cam Phaser position?

      Yes 

      No 

      • Go To  4
  4. CHECK THE ENGINE OIL LEVEL AND 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.).
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .

      No 

      • Go To  5
  5. CHECK THE ENGINE OIL PRESSURE AND ENGINE MECHANICAL CONDITION 
    1. Turn the engine off.
    2. Install the applicable adaptor and install an oil pressure gauge to the adaptor. If the adaptor is not available, monitor the oil pressure reading with the scan tool.
    3. Start the engine and allow it to idle.
    4. Monitor the engine oil pressure reading.

      Is the oil pressure reading steady and above the engine specifications?

      Yes 

      • Go To  6

      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 .
  6. CHECK THE CAMSHAFT OIL CONTROL VALVE OPERATION 
    1. Turn the ignition off.
    2. Disconnect the Camshaft 1/2 Oil Control Valve harness connector.
    3. Remove the Camshaft 1/2 Oil Control Valve.
    4. Reconnect the Camshaft 1/2 Oil Control Valve harness connector.
    5. Turn the ignition on.
    6. With the scan tool, actuate the Camshaft 1/2 Oil Control Valve on and off several times.

      Does the Camshaft 1/2 Oil Control Valve move freely during actuation?

      Yes 

      • Go To  7

      No 

      • Replace the Camshaft 1/2 Oil Control Valve in accordance with the Service Information. Refer to SOLENOID, VALVE TIMING, REMOVAL AND INSTALLATION . 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.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  7. REPLACE THE CAMSHAFT 1/2 OIL CONTROL VALVE AND CHECK OPERATION 
    1. Turn the ignition off.
    2. Replace the Camshaft 1/2 Oil Control Valve in accordance with the Service Information. Refer to SOLENOID, VALVE TIMING, REMOVAL AND INSTALLATION .
    3. Reconnect the Camshaft 1/2 Oil Control Valve harness connector.
      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.

    4. 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.
    5. Start the engine and allow the engine to idle.
    6. With the scan tool, monitor and compare the CMP Sensor 1/2 actual  position value with the CMP Sensor 1/2 desired  position value. After comparing the two values at idle, check and compare the values at several different engine speeds during the following steps.
    7. While monitoring the CMP Sensor 1/2 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.
    8. 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.
      NOTE:

      The purpose of this step is to determine if the Cam Phaser or Oil Control Valve is binding or dragging due to a mechanical or oiling system issue. We are looking for the actual position to respond and quickly mirror the desired position, not necessarily for it to achieve the desired position.

      Is the actual Cam Phaser position changing quickly and mirroring the desired Cam Phaser position?

      Yes 

      • Replacing the Camshaft 1/2 Oil Control Valve repaired the fault
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .

      No 

      • Go To  8
  8. REPLACE THE CAMSHAFT 1/2 PHASER AND CHECK OPERATION 
    1. Turn the ignition off.
    2. Replace the Camshaft 1/2 Phaser in accordance with the Service Information. Refer to PHASER, CAMSHAFT, REMOVAL AND INSTALLATION .
      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.

    3. 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.
    4. Start the engine and allow the engine to idle.
    5. With the scan tool, monitor and compare the CMP Sensor 1/2 actual  position value with the CMP Sensor 1/2 desired  position value. After comparing the two values at idle, check and compare the values at several different engine speeds during the following steps.
    6. While monitoring the CMP Sensor 1/2 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.
    7. 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 actual Cam Phaser position changing quickly and mirroring the desired Cam Phaser position?

      Yes 

      No 

      • Go To  9
  9. CHECK RELATED PCM AND COMPONENT CONNECTIONS 
    1. Perform 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 

      No 

      • The wiring or poor connection problem has been repaired.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
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