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Discussion Starter · #1 ·
So my 2013 Dodge Dart 1.4 start turning off when I go highway speeds, then a couple of days ago it started to
Turn on for about 30 seconds and wouldn’t stay crank been doing it for about a week. I have some codes that popped up.
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You should not be driving it if you have a misfire. If you don't have a clue what those codes mean, have it towed to someone that does.
 

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With so many things wrong, it's no wonder it won't stay running. It really needs professional care, not a DIY (Do It Yourself) repair.

28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P1D73-00-AGS PERFORMANCE

When Monitored and Set Conditions

When Monitored: This diagnostic runs when the following conditions are met:

•With the engine running.
•Battery voltage between 11.0 and 16.0 volts.
•Ambient Air Temperature or Engine Coolant Temperature above -7°C (19.4°F).

Set Conditions:

•The Powertrain Control Module (PCM) receives a message from the Active Grill Shutter Actuator that the open to close position travel is above 100 degrees or the mechanical stop was detected before the commanded position was reached.

Default Actions:

•MIL light will illuminate.

Possible Causes

ACTIVE GRILL SHUTTER ACTUATOR FUSED B+ CIRCUIT OPEN/HIGH RESISTANCE
ACTIVE GRILL SHUTTER ACTUATOR GROUND CIRCUIT OPEN/HIGH RESISTANCE
ACTIVE GRILL SHUTTER OBSTRUCTED/BINDING
ACTIVE GRILL SHUTTER ACTUATOR LINKAGE DISCONNECTED/BINDING/BROKEN
ACTIVE GRILL SHUTTER ACTUATOR MOUNTING HARDWARE LOOSE OR MISSING
ACTIVE GRILL SHUTTER ACTUATOR




28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0234-00-TURBOCHARGER OVERBOOST CONDITION

Theory of Operation

The base Turbocharger boost pressure is managed by the mechanical Wastegate. The Wastegate is spring loaded in the closed position. Boost pressure is applied against the spring pressure of the Wastegate to control the speed of the Turbocharger. The Wastegate Solenoid is a Pulse Width Modulated (PWM) solenoid that controls the amount of boost pressure applied against the spring pressure of the Wastegate. The way that this system operates is, boost pressure is supplied to the Wastegate Solenoid through a hose connected to the Turbocharger housing. The Powertrain Control Module (PCM) varies the PWM signal to the Wastegate Solenoid to control the amount of boost pressure applied against the Wastegate. When more boost pressure is needed, the Wastegate Solenoid will direct more of the boost pressure to atmosphere and less against the Wastegate spring.

When Monitored and Set Conditions

When Monitored: This diagnostic runs continuously when the following conditions are met:

•With the engine is running.
•Turbocharger Wastegate Valve control active.
•No circuit faults present for the MAP Sensor, Wastegate Solenoid, Turbocharger Surge Valve Solenoid, or Boost Pressure Sensor.

Set Conditions:

•The Boost Pressure Sensor actual value, minus the desired value is above a calibrated threshold. The desired value varies depending on driving conditions.


Default Actions:

•MIL light will illuminate.

Possible Causes

BOOST PRESSURE SENSOR, WIRING, OR RELATED CONNECTORS
WASTEGATE SOLENOID PRESSURE HOSES/TUBES
WASTEGATE SOLENOID, WIRING, VACUUM, OR RELATED COMPONENTS
TURBOCHARGER (WASTEGATE VALVE STUCK CLOSED)




28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0299-00-TURBOCHARGER UNDERBOOST CONDITION

Theory of Operation

The base Turbocharger boost pressure is managed by the mechanical Wastegate. The Wastegate is a mechanical valve that, when opened, allows exhaust gases to flow around the turbine. The Wastegate is spring loaded in the closed position. Boost pressure is applied to a diaphragm that works against the spring pressure of the Wastegate. When the force created by the boost pressure exceeds the spring force in the Wastegate, the valve opens. This limits boost pressure by limiting the speed of the Turbocharger. Boost pressure is applied against the spring pressure of the Wastegate to control the speed of the Turbocharger. The Wastegate Solenoid is Pulse Width Modulated (PWM) by the PCM and is located between the compressor and mechanical Wastegate. When opened by the PCM, the Wastegate Solenoid bleeds boost pressure away from the mechanical wastegate, this allows the PCM to increase boost pressure to a level higher than would be allowed by the mechanical wastegate alone. The system operates as follows; boost pressure is supplied to the Wastegate Solenoid through a hose connected to the compressor side of the Turbocharger. The Powertrain Control Module (PCM) varies the PWM signal to the Wastegate Solenoid to control the amount of boost pressure applied against the Wastegate. When more boost pressure is needed, the Wastegate Solenoid will direct more of the boost pressure to the clean air tube upstream of the Turbocharger and less against the Wastegate spring.


When Monitored and Set Conditions

When Monitored: This diagnostic runs continuously when the following conditions are met:

•With the engine running.
•DTCs P0033, P0034, P0035, P0237, P0238, P0299, P006C, P006D, P012B, P1185, P2261, P2262 are not present..

Set Conditions:

•The PCM detects that the difference between the Boost Pressure Sensor desired value minus the actual reading is above a calibrated value for the driving conditions.

Default Actions:

•MIL light will illuminate.

Possible Causes

RESTRICTED AIR FILTER
BOOST SYSTEM PRESSURE HOSES RESTRICTED OR LEAKING
SMALL INTAKE SYSTEM LEAK OR RESTRICTION
EXHAUST SYSTEM RESTRICTION
WASTEGATE SOLENOID
WASTEGATE VALVE STICKING
TURBOCHARGER (DRAGGING TURBINE)




28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0658-00-ACTUATOR SUPPLY VOLTAGE "A" CIRCUIT LOW

When Monitored and Set Conditions

When Monitored:

•This diagnostic runs continuously with the ignition on.

Set Conditions:

•The Powertrain Control Module (PCM) detects that the internal actuator supply voltage is low for two seconds.

Default Actions:

•MIL light will illuminate.

Possible Causes

PCM POWERS AND GROUNDS
POWERTRAIN CONTROL MODULE (PCM)




28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0300-00-MULTIPLE CYLINDER MISFIRE

Theory of Operation

The misfire detection monitor software strategy in the Powertrain Control Module (PCM) is designed to detect an engine misfire. The PCM uses the Crankshaft (CKP) and Camshaft (CMP) sensors to determine when an engine misfire event is occurring and determine individual misfire events by monitoring the crankshaft rotational speed. A misfire is nothing more than a lack of combustion, which can be caused by poor fuel quality or metering, low compression, lack of spark or unmetered air or coolant entering the engine intake air system. On engines equipped with Exhaust Gas Recirculation (EGR), another possible cause is unwanted EGR flow. In the case of multiple cylinders misfiring or the PCM not determining the specific cylinder misfiring, P0300 Multiple Cylinder Misfire will set.

When Monitored and Set Conditions

When Monitored:

•This diagnostic runs continuously when the engine is running and the adaptive numerator has been successfully updated.

Set Conditions:

•The threshold to set the fault is application specific; it is tied to the level of misfire that will cause emissions to increase to 1.5 times the standard or in some cases 1%. It is always a two trip fault above the calibrated rpm.

Default Actions:

•MIL light will illuminate.

Possible Causes

ASD OUTPUT CIRCUIT
INJECTOR CONTROL CIRCUIT
COIL CONTROL CIRCUIT
SPARK PLUG
IGNITION COIL
FUEL PUMP INLET STRAINER PLUGGED
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP MODULE
FUEL PRESSURE LEAK DOWN
FUEL INJECTOR
ENGINE MECHANICAL
POWERTRAIN CONTROL MODULE (PCM)




28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0304-00-CYLINDER 4 MISFIRE

Theory of Operation

The misfire detection monitor software strategy in the Powertrain Control Module (PCM) is designed to detect an engine misfire. The PCM uses the Crankshaft (CKP) and Camshaft (CMP) sensors to determine when an engine misfire event is occurring and determine individual misfire events by monitoring the crankshaft rotational speed. A misfire is nothing more than a lack of combustion, which can be caused by poor fuel quality or metering, low compression, lack of spark or unmetered air or coolant entering the engine intake air system. On engines equipped with Exhaust Gas Recirculation (EGR), another possible cause is unwanted EGR flow. In the case of multiple cylinders misfiring or the PCM not determining the specific cylinder misfiring, P0300 Multiple Cylinder Misfire will set.

When Monitored and Set Conditions

When Monitored:

•This diagnostic runs continuously when the engine is running and the adaptive numerator has been successfully updated.

Set Conditions:

•The threshold to set the fault is application specific; it is tied to the level of misfire that will cause emissions to increase to 1.5 times the standard or in some cases 1%. It is always a two trip fault above the calibrated rpm.

Default Actions:

•MIL light will illuminate.

Possible Causes

ASD OUTPUT CIRCUIT
INJECTOR CONTROL CIRCUIT
COIL CONTROL CIRCUIT
SPARK PLUG
IGNITION COIL
FUEL PUMP INLET STRAINER PLUGGED
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP MODULE
FUEL PRESSURE LEAK DOWN
FUEL INJECTOR
ENGINE MECHANICAL
POWERTRAIN CONTROL MODULE (PCM)




28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0105-00-MANIFOLD ABSOLUTE PRESSURE SENSOR / BAROMETRIC PRESSURE SENSOR CIRCUIT

Theory of Operation

The Manifold Absolute Pressure (MAP) Sensor and the Intake Air Temperature (IAT) Sensor are combined into one component. The PCM provides a common 5-Volt Supply and sensor ground that is shared by both sensors. Each of these sensors sends feedback to the Powertrain Control Module (PCM) on it's own signal circuit. The MAP Sensor is a transducer that varies resistance according to changes in altitude and atmospheric conditions. With the ignition on and the engine not running, the MAP Sensor provides the PCM with the Barometric Pressure reading. When the engine is running, the MAP Sensor signal supplies the PCM with the current air pressure within the Intake Manifold. The IAT Sensor signal supplies the PCM with the temperature of the air entering the Intake Manifold. This information is used by the PCM, along with other inputs to calculate fuel delivery, and timing needs.

When Monitored and Set Conditions

When Monitored: This diagnostic runs continuously when the following conditions are met:

•With the engine running.
•No Throttle Position Sensor DTCs active.
•Short term fuel trim above 17% for 6.5 seconds.

Set Conditions:

•This is a rationality test based on MAP Sensor and O2 Sensor feedback that works as follows:
◦If the Intake Manifold closed loop pressure control error (MAP model minus MAP measured) indicates too much vacuum is being generated while the O2 Sensor feedback is lean, the fault will set.

Default Actions:

•ETC light will flash.
•MIL light will illuminate.

Possible Causes

INTAKE SYSTEM RESTRICTIONS
MAP SENSOR
POWERTRAIN CONTROL MODULE (PCM)




28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0326-00-KNOCK SENSOR 1 CIRCUIT PERFORMANCE

Theory of Operation

Knock is the spontaneous auto-ignition of the remaining fuel/air mixture in the engine combustion chamber that occurs after normal combustion has started. It can occur under extreme vehicle operating conditions such as high engine temperature, high MAP, low humidity and heavy loads to the engine. Knock is caused by excessive spark advance for the given engine operating conditions. Severe, continuous knock may be caused by carbon deposits, bad gasoline and/or low octane fuel. Avoiding light audible knock is important for customer satisfaction while preventing excessive knock is important to protect engine components. The output voltage from the knock circuit represents the strength of the engine knock and is read by the engine controller. The knock system output voltage is not zero due to engine background noise, even when knock is not present. When the engine is operated under high load conditions where knock is possible, the knock voltage is tested to decide if it exceeds the knock voltage threshold. Knock has occurred when the knock voltage is at or above this knock threshold. When knock is detected a calibrated short term knock spark retard to be subtracted from the spark advance is calculated. The amount of retarded spark advance is based off a calibrated severity of the knock event. This retarded spark advance is used in the next ignition event to prevent further knock events. If knock continues, an additional amount of short term spark advance retard is added. When knock stops, short term knock spark retard is eliminated, the long term knock spark retard is reduced by a calibrated amount to recover some previously retarded spark advance. This decreases spark retard to improve engine performance.

When Monitored and Set Conditions

When Monitored: This diagnostic runs when the following conditions are met:

•Open throttle conditions with the engine speed above 2000 rpm.
◦The Knock diagnostic does not run at idle or during decelerations.

•The high voltage test runs all times that the engine is running.

Set Conditions:

•The Powertrain Control Module (PCM) detects that the Knock Sensor input voltage is: Above 4.0 volts or less than or equal to 1.0 volt with engine speed at or above 2200 rpm or equal to 0.0 volts with engine speed below 2200 rpm.

Default Actions:

•MIL light will illuminate

Possible Causes

KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
KNOCK SENSOR SIGNAL CIRCUIT OPEN
KNOCK SENSOR RETURN CIRCUIT OPEN
KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO THE KNOCK SENSOR RETURN CIRCUIT
KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
KNOCK SENSOR
POWERTRAIN CONTROL MODULE (PCM)
 

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2013 Dodge Dart Limited 1.4 Turbo DDCT Tungsten Metalic 135,000 Miles
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I recently bought a 2013 1.4 Turbo for a pretty decent price because of this symptom and several of the codes you mentioned. I recommend you remove the MAP sensor and clean it and see if that fixes it. It's easy to get to and it's free to try. That's what I found to be the problem.
 

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Discussion Starter · #6 ·
I recently bought a 2013 1.4 Turbo for a pretty decent price because of this symptom and several of the codes you mentioned. I recommend you remove the MAP sensor and clean it and see if that fixes it. It's easy to get to and it's free to try. That's what I found to be the problem.
Where is it ?
 

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The MAP sensor is on the intake manifold which is on the back of the engine.
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So my 2013 Dodge Dart 1.4 start turning off when I go highway speeds, then a couple of days ago it started to
Turn on for about 30 seconds and wouldn’t stay crank been doing it for about a week. I have some codes that popped up. View attachment 128281
I would go for the turbo under boost. Check the vacuum hose and make sure it is connected and not cracked. Get a FIXD iphone obd2 and read the intake preasure and see if you get 1Bar or anything at all. Check the intercooler hose and make sure that it is connected. Once there is a boost problem, everything else follows.
 
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