I recently inherited my older brother's 2013 Dart. He has always had issues with it and its my opinion that's because of lack of maintenance (he was in the Navy and was on multiple deployments of 6-9 months so I'm giving him a pass). Its been sitting in my garage for months since his funeral and I finally decided to take it to the dealer to get it diagnosed. I spoke with the service advisor yesterday and he told my the one misfire code was because of the Cylinder 2 VVT Oil Supply Solenoid. Now I have gone down the rabbit hole and have found various threads with potential solutions. I'm thinking I'm going to try the ATF+4 trick and see if that works. I will obviously check the connectors as well. Does anyone have any other suggestions or possible solutions ? All of the threads I've seen have been for the 2.4L and 2.0 engines. @alpinegreenneon please help !
jasledz13
The online PCMs are hit or miss. They come from junkyard wrecks. A dealer will have to flash the correct program and VIN.
@alpinegreenneon I did the whole diagnostic and everything checked out. I even replaced the knock sensors with an oem one. The only code that’s coming back is P0324 Knock Control System. There are stored codes but I know it may take a bit for them to go away. Any thoughts ?
There isn't an ohm spec for the knock sensor. It produces it's own tiny voltage.
08 - Electrical / 8I - Ignition Control / Ignition Control / SENSOR, Knock / Description
DESCRIPTION
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The knock sensor is the piezoelectric type and is fitted on the crankcase to detect the intensity of the vibrations caused by detonation in the combustion chambers. The phenomenon produces a mechanical repercussion on a piezoelectric crystal that sends a signal to the powertrain control module (PCM) and, on the basis of this signal, the PCM reduces the ignition advance until the phenomenon disappears. Later on, the advance is gradually restored to the basic value.
08 - Electrical / 8I - Ignition Control / Ignition Control / SENSOR, Knock / Operation
OPERATION
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The molecules of a quartz crystal are affected by electrical polarization. In rest conditions (A) the molecules are not arranged in a particular way. When the crystal is subjected to pressure or to an impact (B), the higher the pressure, the more marked their arrangement. This arrangement produces a voltage at the ends of the crystal.
08 - Electrical / 8I - Ignition Control / Ignition Control / SENSOR, Knock / Description
DESCRIPTION
The knock sensor is the piezoelectric type and is fitted on the crankcase to detect the intensity of the vibrations caused by detonation in the combustion chambers. The phenomenon produces a mechanical repercussion on a piezoelectric crystal that sends a signal to the powertrain control module (PCM) and, on the basis of this signal, the PCM reduces the ignition advance until the phenomenon disappears. Later on, the advance is gradually restored to the basic value.
08 - Electrical / 8I - Ignition Control / Ignition Control / SENSOR, Knock / Operation
OPERATION
The molecules of a quartz crystal are affected by electrical polarization. In rest conditions (A) the molecules are not arranged in a particular way. When the crystal is subjected to pressure or to an impact (B), the higher the pressure, the more marked their arrangement. This arrangement produces a voltage at the ends of the crystal.
@alpinegreenneon so it turns out there was no ambient air temp sensor present so I installed one. I looked over the harness to both sensors and cannot find any issues. I removed the knock sensor and it ohmed out to between 5.12-5.16. Is that correct ?
Your codes for the ambient air temp sensor and the knock sensor are circuit codes. That means there could be wiring problems like a short or open in the wiring. You will need to use a multimeter to track down why you are getting the codes. Always do a thorough diagnosis before buying parts. Always use Mopar oem sensors and not part store knockoffs made in china.
28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing
P1067-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE SWITCH ON TIME OUT OF RANGE
Theory of Operation
Multi-Air is an electronically controlled variable intake valve phase and lift system. Unlike conventional intake valve phase and lift system which controls all the cylinder intake valves simultaneously and in the same proportion; Multi-Air, through the use of an electronically controlled “ hydraulic link” between the camshaft and intake valve, allowing for each intake valve to be controlled independently. The valve lift and timing can be adjusted infinitely.
The Multi-Air valve train has a mechanical camshaft lobe acting on a hydraulic pump located between the camshaft intake lobe and the intake valve. The pump provides oil under pressure to a two-way electro-hydraulic solenoid valve called the Variable Valve Actuator (VVA) Solenoid. The VVA Solenoid is electronically controlled during the specific intake cam lobe event by the Powertrain Control Module (PCM). During the event the VVA Solenoid is commanded to either hold oil pressure or bleed oil. The Variable Valve Actuator (VVA) Solenoid is a normally open solenoid. The PCM provides 12 volts to close the solenoid. The position of the VVA Solenoid determines the intake valve timing and lift. This change on valve action is similar to creating a change in the camshaft lobe profile affecting lift and duration of the valve opening.
When Monitored and Set Conditions
When Monitored: This diagnostic runs when the following condition is met:
•With the engine running.
Set Conditions:
•The Powertrain Control Module (PCM) measures the time needed to turn on the VVA Solenoid. When the PCM recognizes that the VVA Solenoids switch on time is too fast or too slow a fault is set.
Default Actions:
•The MIL light will illuminate.
Possible Causes
ENGINE OIL LEVEL LOW
ENGINE OIL AERATED OR CONTAMINATED
INCORRECT ENGINE OIL FILTER
INSUFFICIENT OIL PRESSURE DUE TO A MECHANICAL FAILURE IN THE OILING SYSTEM
VVA ACTUATOR ASSEMBLY
Always perform the PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE before proceeding. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).
Diagnostic Test
1.CHECK FOR AN ACTIVE DTC
NOTE: If the P1523 DTC is present, diagnose and repair that DTC before continuing with this test procedure.
1. Start the engine and allow it to idle.
2. With a scan tool, read the DTCs.
Is the DTC active or pending?
Yes
•Go To 2
No
•Perform the INTERMITTENT CONDITION diagnostic procedure. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).
2.CHECK THE ENGINE OIL
NOTE: The actuators will not operate if the oil pressure is too low or too high.
1. Check the engine for the following:
•LOW ENGINE OIL
•INCORRECT OIL FILTER THAT DOES NOT MEET OEM SPECIFICATIONS
•OIL DIRTY OR DETERIORATED (Lack of scheduled oil changes)
•CORRECT VISCOSITY AND WEIGHT
•ENGINE OIL CONTAMINATED (i.e., coolant and/or fuel)
Is oil level, type, condition, and filter correct?
Yes
•Go To 3
No
•Correct level/change engine oil and filter as required, consult the Service Information for correct type and grade of engine oil and repeat test.
3.CHECK OIL PRESSURE / ENGINE MECHANICAL
1. Remove the Oil Pressure Switch and install a mechanical oil pressure gauge.
2. Crank the engine for at least 10 seconds and check the oil pressure at the Oil Pressure Switch location.
Is the oil pressure between 0.8 bar (11.6 psi) and 7.5 bar (108.8 psi)?
Yes
•Replace the Variable Valve Actuator Assembly in accordance with the Service Information. (Refer to 09 - Engine/Cylinder Head/ASSEMBLY, Variable Valve Actuation - Removal) . After replacing the Variable Valve Actuator Assembly, perform the “Adaptives After Block Change” procedure with the scan tool. This function should be run after a VVA Actuator has been installed to prevent a false failure by resetting the adaptive memory back to the base calibration.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).
No
•Repair as necessary.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).
28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing
P1067-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE SWITCH ON TIME OUT OF RANGE
Theory of Operation
Multi-Air is an electronically controlled variable intake valve phase and lift system. Unlike conventional intake valve phase and lift system which controls all the cylinder intake valves simultaneously and in the same proportion; Multi-Air, through the use of an electronically controlled “ hydraulic link” between the camshaft and intake valve, allowing for each intake valve to be controlled independently. The valve lift and timing can be adjusted infinitely.
The Multi-Air valve train has a mechanical camshaft lobe acting on a hydraulic pump located between the camshaft intake lobe and the intake valve. The pump provides oil under pressure to a two-way electro-hydraulic solenoid valve called the Variable Valve Actuator (VVA) Solenoid. The VVA Solenoid is electronically controlled during the specific intake cam lobe event by the Powertrain Control Module (PCM). During the event the VVA Solenoid is commanded to either hold oil pressure or bleed oil. The Variable Valve Actuator (VVA) Solenoid is a normally open solenoid. The PCM provides 12 volts to close the solenoid. The position of the VVA Solenoid determines the intake valve timing and lift. This change on valve action is similar to creating a change in the camshaft lobe profile affecting lift and duration of the valve opening.
When Monitored and Set Conditions
When Monitored: This diagnostic runs when the following condition is met:
•With the engine running.
Set Conditions:
•The Powertrain Control Module (PCM) measures the time needed to turn on the VVA Solenoid. When the PCM recognizes that the VVA Solenoids switch on time is too fast or too slow a fault is set.
Default Actions:
•The MIL light will illuminate.
Possible Causes
ENGINE OIL LEVEL LOW
ENGINE OIL AERATED OR CONTAMINATED
INCORRECT ENGINE OIL FILTER
INSUFFICIENT OIL PRESSURE DUE TO A MECHANICAL FAILURE IN THE OILING SYSTEM
VVA ACTUATOR ASSEMBLY
Always perform the PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE before proceeding. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).
Diagnostic Test
1.CHECK FOR AN ACTIVE DTC
NOTE: If the P1523 DTC is present, diagnose and repair that DTC before continuing with this test procedure.
1. Start the engine and allow it to idle.
2. With a scan tool, read the DTCs.
Is the DTC active or pending?
Yes
•Go To 2
No
•Perform the INTERMITTENT CONDITION diagnostic procedure. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).
2.CHECK THE ENGINE OIL
NOTE: The actuators will not operate if the oil pressure is too low or too high.
1. Check the engine for the following:
•LOW ENGINE OIL
•INCORRECT OIL FILTER THAT DOES NOT MEET OEM SPECIFICATIONS
•OIL DIRTY OR DETERIORATED (Lack of scheduled oil changes)
•CORRECT VISCOSITY AND WEIGHT
•ENGINE OIL CONTAMINATED (i.e., coolant and/or fuel)
Is oil level, type, condition, and filter correct?
Yes
•Go To 3
No
•Correct level/change engine oil and filter as required, consult the Service Information for correct type and grade of engine oil and repeat test.
3.CHECK OIL PRESSURE / ENGINE MECHANICAL
1. Remove the Oil Pressure Switch and install a mechanical oil pressure gauge.
2. Crank the engine for at least 10 seconds and check the oil pressure at the Oil Pressure Switch location.
Is the oil pressure between 0.8 bar (11.6 psi) and 7.5 bar (108.8 psi)?
Yes
•Replace the Variable Valve Actuator Assembly in accordance with the Service Information. (Refer to 09 - Engine/Cylinder Head/ASSEMBLY, Variable Valve Actuation - Removal) . After replacing the Variable Valve Actuator Assembly, perform the “Adaptives After Block Change” procedure with the scan tool. This function should be run after a VVA Actuator has been installed to prevent a false failure by resetting the adaptive memory back to the base calibration.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).
No
•Repair as necessary.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).
Sounds great ! Thanks for the feedback. The code for the misfire listed on the paper work is P106700. I scanned it once I got home and there’s no misfire code. I will drive it and see if it comes back. Here’s the codes that are coming up still.
Stored/Confirmed
P0073
Ambient Air Temperature Sensor Circuit "A" High
Pending
P0073
Ambient Air Temperature Sensor Circuit "A" High
P0325
Knock Sensor 1 Circuit
Permanent
Tap here for information
P0073
Ambient Air Temperature Sensor Circuit "A" High
P0324
Knock Control System
P0327
Knock Sensor 1 Circuit Low
P0328
Knock Sensor High (Bank1)
Both the knock sensor and ambient temp sensor have been replaced in the past but I’ll check them out again.
Stored/Confirmed
P0073
Ambient Air Temperature Sensor Circuit "A" High
Pending
P0073
Ambient Air Temperature Sensor Circuit "A" High
P0325
Knock Sensor 1 Circuit
Permanent
Tap here for information
P0073
Ambient Air Temperature Sensor Circuit "A" High
P0324
Knock Control System
P0327
Knock Sensor 1 Circuit Low
P0328
Knock Sensor High (Bank1)
Both the knock sensor and ambient temp sensor have been replaced in the past but I’ll check them out again.
It could have been a pending code that your scanner didn't see. They may have cleared the code to see if it returns. If you look at some of the diagnostics for MultiAir solenoids already posted, that is one of the first steps. Give it a few drive cycles after you get the car returned and the solenoid code should show up again if it's a hard fault. Perhaps ask if they could tell you the code number.
The 2.0 does not have MultiAir. Perhaps you meant to say 1.4 which does have MultiAir.
Which cylinder 2 solenoid code are you getting?
P101B-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE RETURN CONTROL CIRCUIT
P1022-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE COMPONENT DAMAGE
P1027-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE UNDER VOLTAGE
P1028-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE OVER VOLTAGE
P1032-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE DRIVER VOLTAGE IMPLAUSIBLE
P1038-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE DRIVER OPEN CIRCUIT
P1039-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE DRIVER SHORT TO BATTERY
P103A-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE DRIVER SHORT TO GROUND
P1042-00-IMPLAUSIBLE DATA FROM CYLINDER 2 OIL SUPPLY SOLENOID VALVE RECEIVED
P1047-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE VOLTAGE OUT OF RANGE
P1048-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE OVERCURRENT
P1062-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE STUCK
P1067-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE SWITCH ON TIME OUT OF RANGE
P1068-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE SWITCH OFF TIME OUT OF RANGE
Which cylinder 2 solenoid code are you getting?
P101B-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE RETURN CONTROL CIRCUIT
P1022-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE COMPONENT DAMAGE
P1027-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE UNDER VOLTAGE
P1028-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE OVER VOLTAGE
P1032-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE DRIVER VOLTAGE IMPLAUSIBLE
P1038-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE DRIVER OPEN CIRCUIT
P1039-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE DRIVER SHORT TO BATTERY
P103A-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE DRIVER SHORT TO GROUND
P1042-00-IMPLAUSIBLE DATA FROM CYLINDER 2 OIL SUPPLY SOLENOID VALVE RECEIVED
P1047-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE VOLTAGE OUT OF RANGE
P1048-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE OVERCURRENT
P1062-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE STUCK
P1067-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE SWITCH ON TIME OUT OF RANGE
P1068-00-CYLINDER 2 OIL SUPPLY SOLENOID VALVE SWITCH OFF TIME OUT OF RANGE
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