[alpinegreenneon]

The solenoid is part of the MultiAir brick. It is not sold separately. The most likely cause of that code is low oil level. The 2.4 engines can consume oil. There is Customer Satisfaction Campaign which is like a recall. You should have got a letter. It is a free flash of the PCM.

 

[alpinegreenneon]

The 2.0 VVT solenoid will work. I looked up both the 2.0L and 2.4L on Rockauto and they're identical part numbers.

Very unlikely. Maybe the previous incarnation of the 2.4 in older FCA cars like the Dodge Avenger. The 2.4 MultiAir is a completely different valve train. Rock Auto is wrong on this.

 

[alpinegreenneon]

The MultiAir Assembly controls only the intake valves with each cylinder having it's own solenoid and therefore the ability to control each cylinder individually. The 2.0 valve train has one VVA that controls the intake cam and another VVA that controls the exhaust cam. The 2.0 is a true DOHC (Dual OverHead Cam) while the the 2.4 is a SOHC (Single OverHead Cam). The single 2.4 cam has lobes for both the intake and exhaust valves but with the MultiAir assembly the solenoids and hydraulics control the valves, the intake cam lobes only pump oil. The Dart 2.4 is very different from the Dart 2.0, it isn't the same engine. There was an older version of the 2.4 that was never used on the Darts that was a DOHC engine.
The MultiAir assembly cannot be disassembled easily and that's probably why Fiat only sells it as an assembly. You can only buy the entire assembly from FCA. You can complain to FCA (Stellantis) but it will probably get you nowhere.
The MultiAir assembly is under the valve cover where you would expect an intake cam to be.

The 2.0 VVAs are external on each side of the head and can be accessed without removing the valve cover.

 

[alpinegreenneon]

The Diagnostic for P01065 from the FSM (Factory Service Manual)

28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM), 2.4L / Diagnosis and Testing

P1065-CYLINDER 1 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).

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 “Reset VCM Adaptives” 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 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 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).

 

[alpinegreenneon]

How would i fix this mine is a 6 speed slap shift auto dart rallye 2016 it has been missing real bad and now my car gets hot about to the middle of the temp gauge

If you haven't changed your oil recently and it's due to be replaced soon, you can try adding a quart of ATF+4 for a week or two. It's transmission fluid with very good detergents. If that doesn't loosen the stuck solenoid, you need to replace the MultiAir brick.