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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 >> P0017-Crankshaft/Camshaft Timing Misalignment - Bank 1 Sensor 2 >> Diagnostic Test

Diagnostic Test

  1. CHECK FOR AN ACTIVE DTC 
    NOTE:

    Perform any Service Bulletins or Star Cases relating to this fault before continuing with this test procedure.

    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. CHECK FOR OTHER DTCS 
    1. Refer to the recorded DTCs.

      Are the P0340 or P0344 DTCs present?

      Yes 

      • Perform the applicable diagnostic procedure(s) before continuing with this test procedure. Refer to DIAGNOSTIC CODE INDEX . .

      No 

      • Go To  3
  3. CHECK FOR OTHER DTCS 
    1. Refer to the recorded DTCs.

      Are there any VVT Solenoid Circuit Open or Slow Response DTCs active or pending?

      Yes 

      No 

      • Go To  4
  4. 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  5

      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 .
  5. 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  6
  6. 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 or Cam/Crank Misalignment DTC.

      Is the oil pressure reading stable and above 14.0 psi?

      Yes 

      • Go To  7

      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 .
  7. 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 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 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  8

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

      • Go To  9

      No 

      • Go To  12
  8. 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.
    2. 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 degrees at lock pin.

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

      Yes 

      • Check the (K76) VVT Intake Control 1/1 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.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .

      No 

      • Go To  9
  9. 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  10

      No 

      • Replace the Camshaft 1/1 Oil Control Valve in accordance with the Service Information. Refer to ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL VALVE, 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. With the scan tool, perform the "Cam/Crank Relearn" Procedure.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  10. CHECK THE CAMSHAFT 1/1 POSITION SOLENOID OPERATION 
    1. Turn the ignition off.
    2. With the solenoid still removed, reconnect the VVT Intake Solenoid 1/1 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  11

      No 

      • Replace the Camshaft 1/1 Position Solenoid in accordance with the Service Information.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  11. VERIFY THAT THE CAMSHAFT 1/1 POSITION SOLENOID IS ABLE TO MOVE THE PHASER 
    1. Exchange the Camshaft 1/1 Position Solenoid with the 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: 

      • Replace the faulty Camshaft 1/1 Position Solenoid in accordance with the Service Information.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .

      Stayed with the original camshaft: 

      • Go To  12
  12. CHECK THE INTAKE CAMSHAFT 1/1 TONE WHEEL 
    1. Turn the ignition off.
    2. Check the alignment of the CMP Sensor Tone Wheel on the Intake Camshaft in accordance with the service information.

      Is the CMP Sensor Tone Wheel aligned correctly?

      Yes 

      • Go To  13

      No 

      • Replace the Intake Camshaft Assembly in accordance with the Service Information. 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. With the scan tool, perform the "Cam/Crank Relearn" Procedure.
      • Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
  13. 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 

      • Perform the appropriate repair 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.

      No 

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