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Discussion Starter · #1 ·
I've had issues with hard starting and then the other night after a hard start before heading home from work my dart started running very rough a few miles from home. I made it home and have replaced the map sensor and now spark plugs. the car still will not start, anyl suggestions? 2013 1.4 multi air.
 

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Diagnosis depends on codes. Get it scanned.
 

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Before replacing a MAP sensor, try cleaning it.
Check you oil level.

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

P0106-00-MANIFOLD ABSOLUTE PRESSURE SENSOR PERFORMANCE
Rectangle Slope Font Parallel Diagram

When Monitored and Set Conditions

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

•With the engine running.
•No Throttle Position Sensor DTCs active.
•Short term fuel trim below –22% 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 little vacuum is being generated while the O2 Sensor feedback is rich, the fault will set.

Default Actions:

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

Possible Causes

INTAKE MANIFOLD LEAK
MAP SENSOR
POWERTRAIN CONTROL MODULE (PCM)


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

P1523-00-VVA LOW OIL PRESSURE
Rectangle Slope Font Parallel Diagram

Theory of Operation

MultiAir 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; MultiAir, through the use of an electronically controlled “ hydraulic link” between the camshaft and intake valve, allow for each intake valve to be controlled independently. The valve lift and timing can be adjusted infinitely

The MultiAir 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. Both the supply voltage (approximately 8.0 volts) and ground circuit to close the solenoid are provided by the PCM. 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.

The VVA high oil pressure absent monitor confirms proper operation of the intake valves by measuring overall intake manifold pressure, monitoring intake manifold pressure pulsations, and monitoring RPM fluctuations during engine cranking. The PCM compares the manifold pressure value, manifold pressure pulsations, and RPM fluctuations to threshold values. The basis of the monitor is that a lack of oil in the high pressure chamber of the solenoid valves will prevent the intake valves from opening. When this occurs, no air is brought into the cylinder during the intake stroke, and so there is no air to compress on the compression stroke. This will result in a lack of vacuum in the manifold, causing prevention of normal RPM and manifold pressure fluctuations that occur during compression and intake events. This condition can be diagnosed by an overall lack of manifold vacuum, a lack of intake manifold pressure pulsations, and a lack of RPM fluctuations during engine cranking. This monitor is enabled during cold starts when there are no active MAP Sensor circuit faults

When Monitored and Set Conditions

When Monitored: This diagnostic runs one time during an ignition cycle when the following conditions are met:

•With the engine cranking.

Set Conditions:

•The PCM detects Less than twelve intake manifold pulsations during engine crank.
◦Engine oil temperature and engine coolant temperature less than or equal to 45°C (113°F).
◦Engine Oil Temperature within 6°C (43°F) of engine coolant temperature.
◦No faults active related to MAP, Baro, CMP, CKP, ECT, IAT or boost pressure.

Default Actions:

•This is a non MIL fault.

Possible Causes

ENGINE OIL LEVEL LOW
ENGINE OIL INCORRECT
ENGINE OIL CONTAMINATED
ENGINE OIL PRESSURE INSUFFICIENT OR EXCESSIVELY HIGH TO THE MULTI AIR ACTUATORS
BROKEN TIMING BELT / BENT OR BROKEN VALVES
POWERTRAIN CONTROL MODULE (PCM)



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

P1524-00-OIL PRESSURE OUT OF RANGE - CAMSHAFT ADVANCE/RETARD DISABLED

When Monitored and Set Conditions

When Monitored:

•This diagnostic runs during engine cranking.

Set Conditions:

•The injected fuel quantity accumulated is greater than 6 grams.


Default Actions:

•This is a non MIL fault.

Possible Causes

PCM HAS SHUT OFF FUEL INJECTORS DUE TO THE FUEL ACCUMULATION COUNTER REACHING ITS CALIBRATED LIMIT
 

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Registered
Joined
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4 Posts
Discussion Starter · #5 ·
Before replacing a MAP sensor, try cleaning it.
Check you oil level.

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

P0106-00-MANIFOLD ABSOLUTE PRESSURE SENSOR PERFORMANCE
View attachment 128733
When Monitored and Set Conditions

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

•With the engine running.
•No Throttle Position Sensor DTCs active.
•Short term fuel trim below –22% 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 little vacuum is being generated while the O2 Sensor feedback is rich, the fault will set.

Default Actions:

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

Possible Causes

INTAKE MANIFOLD LEAK
MAP SENSOR
POWERTRAIN CONTROL MODULE (PCM)


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

P1523-00-VVA LOW OIL PRESSURE
View attachment 128734
Theory of Operation

MultiAir 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; MultiAir, through the use of an electronically controlled “ hydraulic link” between the camshaft and intake valve, allow for each intake valve to be controlled independently. The valve lift and timing can be adjusted infinitely

The MultiAir 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. Both the supply voltage (approximately 8.0 volts) and ground circuit to close the solenoid are provided by the PCM. 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.

The VVA high oil pressure absent monitor confirms proper operation of the intake valves by measuring overall intake manifold pressure, monitoring intake manifold pressure pulsations, and monitoring RPM fluctuations during engine cranking. The PCM compares the manifold pressure value, manifold pressure pulsations, and RPM fluctuations to threshold values. The basis of the monitor is that a lack of oil in the high pressure chamber of the solenoid valves will prevent the intake valves from opening. When this occurs, no air is brought into the cylinder during the intake stroke, and so there is no air to compress on the compression stroke. This will result in a lack of vacuum in the manifold, causing prevention of normal RPM and manifold pressure fluctuations that occur during compression and intake events. This condition can be diagnosed by an overall lack of manifold vacuum, a lack of intake manifold pressure pulsations, and a lack of RPM fluctuations during engine cranking. This monitor is enabled during cold starts when there are no active MAP Sensor circuit faults

When Monitored and Set Conditions

When Monitored: This diagnostic runs one time during an ignition cycle when the following conditions are met:

•With the engine cranking.

Set Conditions:

•The PCM detects Less than twelve intake manifold pulsations during engine crank.
◦Engine oil temperature and engine coolant temperature less than or equal to 45°C (113°F).
◦Engine Oil Temperature within 6°C (43°F) of engine coolant temperature.
◦No faults active related to MAP, Baro, CMP, CKP, ECT, IAT or boost pressure.

Default Actions:

•This is a non MIL fault.

Possible Causes

ENGINE OIL LEVEL LOW
ENGINE OIL INCORRECT
ENGINE OIL CONTAMINATED
ENGINE OIL PRESSURE INSUFFICIENT OR EXCESSIVELY HIGH TO THE MULTI AIR ACTUATORS
BROKEN TIMING BELT / BENT OR BROKEN VALVES
POWERTRAIN CONTROL MODULE (PCM)



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

P1524-00-OIL PRESSURE OUT OF RANGE - CAMSHAFT ADVANCE/RETARD DISABLED

When Monitored and Set Conditions

When Monitored:

•This diagnostic runs during engine cranking.

Set Conditions:

•The injected fuel quantity accumulated is greater than 6 grams.


Default Actions:

•This is a non MIL fault.

Possible Causes

PCM HAS SHUT OFF FUEL INJECTORS DUE TO THE FUEL ACCUMULATION COUNTER REACHING ITS CALIBRATED LIMIT
I’ve seen this on several post, oil levels is fine valve job last spring along with timing components plus new vvt part most all sensors are new. Just a little wore out chasing problems. Any direction on what to Do now is appreciated
 
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