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Home >> Chrysler >> 2021 >> Voyager LX, Gas >> Repair and Diagnosis >> Engine Performance >> Testing & Diagnosis >> 3.6L - DTCS B1810 To P0057 >> Diagnosis And Testing >> P000A-Bank 1 Camshaft 1 Position Slow Response >> Diagnostic Test

Diagnostic Test

  1. 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 

      No 

      • Go To  2
  2. CHECK FOR OTHER DTCS 
    1. Turn the ignition on.
    2. With the scan tool, read DTCs and Freeze Frame Data and record on the repair order.

      Are there any system voltage, Oil Pump or Camshaft Position DTCs present?

      Yes 

      No 

      • Go To  3
  3. VERIFY THE CAM/CRANK LEARNED VALUES ARE WITHIN TOLERANCE 
    1. With the scan tool, read the Cam/Crank Difference Learned values in the Data Display.
      NOTE:

      When the Cam/Crank Learn is performed the Camshaft position is learned in High Lift and Low Lift modes on the Variable Valve Lift (VVL) equipped engines. The difference between the High Lift and Low Lift learned values should be less than 2° for each Camshaft.

      Are the Intake Cam 1 High Lift and Low Lift learned values within 2° of each other?

      Yes 

      • Go To  4

      No 

      • With the scan tool perform the Cam/Crank Relearn  procedure and retest for DTC.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  4. 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
      • CONTAMINATED, DIRTY, AERATED OR DETERIORATED ENGINE OIL
      • INCORRECT ENGINE OIL VISCOSITY
      • ENGINE MECHANICAL TOLERANCES OUT OF SPECIFICATION
      • ENGINE OIL PRESSURE OUT OF SPECIFICATION
      • INCORRECT ENGINE OIL FILTER (DOES NOT MEET OEM SPECIFICATIONS)

      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  5
  5. 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 14.0 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  6

      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.) in accordance with the Service Information.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  6. 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:

    The Intake Camshaft is phased less frequently than the Exhaust Camshaft during engine operation. Therefore it may be necessary to test drive the vehicle under different load conditions to get enough phasing of the Intake Camshaft to duplicate the condition and check the values.

    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 Intake Cam 1 actual  position value with the Intake 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 Intake 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 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  7

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

      • Go To  8

      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.
  7. DETERMINE IF THE CAM PHASER ISSUE IS ELECTRICAL OR MECHANICAL 
    1. While the engine is at idle, disconnect the Camshaft 1/1 Position Solenoid harness connector.
      NOTE:

      The Intake Cam 1 actual position value should change to lock pin with the solenoid disconnected. The Intake Cam position should be at approximately 146.0° at lock pin.

      Did the Intake Cam 1 actual value change to lock pin position when the solenoid is unplugged?

      Yes 

      • Check the (K76) VVT Intake Control 1/1 circuit for a short to voltage. If the circuit is not shorted to voltage, Go To  12
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .

      No 

      • Go To  8
  8. CHECK THE CAMSHAFT 1/1 OIL CONTROL VALVE OPERATION 
    1. Turn the ignition off.
    2. Remove the Camshaft 1/1 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  9

      No 

  9. CHECK THE CAMSHAFT POSITION 1/1 SOLENOID OPERATION 
    1. Turn the ignition off.
    2. With the solenoid still removed, reconnect the Camshaft 1/1 Position Solenoid harness connector.
    3. Turn the ignition on.
    4. With the scan tool, actuate the Camshaft 1/1 Position Solenoid on and off several times.

      Does the Camshaft 1/1 Position Solenoid move freely without binding or sticking during actuation?

      Yes 

      • Go To  10

      No 

  10. VERIFY THAT THE CAMSHAFT POSITION 1/1 SOLENOID IS ABLE TO MOVE THE PHASER 
    1. Exchange the Camshaft 1/1 Position Solenoid with the other Camshaft 2/1 Position Solenoid.
      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 

      Stayed with the original camshaft 

      • Go To  11
  11. CHECK THE INTAKE CAMSHAFT 1/1 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 

      No 

      • Replace the Intake 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 .
  12. 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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