2014 Jeep Wrangler JK Factory Service Manual 28 - DTC-Based Diagnostics

P000C-BANK 2 CAMSHAFT 1 POSITION SLOW RESPONSE

Special Tools: Click to display a list of tools used in this procedure

For a complete wiring diagram, refer to the Wiring Information.





Theory of Operation

NOTE:

The CMP Sensor is a dual read sensor reading both camshafts of it's correlating bank.


3.2L/3.6L VVT Component Locations

CALLOUT

DESCRIPTION

1

VVT Actuator Bank 1 Position 1 (Intake)

2

VVT Actuator Bank 1 Position 2 (Exhaust)

3

VVT Actuator Bank 2 Position 1 (Intake)

4

VVT Actuator Bank 2 Position 2 (Exhaust)

5

Bank 1 Camshaft Sensor

5A

CMP Bank 1 Sensor 1 (Exhaust)

5B

CMP Bank 1 Sensor 2 (Intake)

6

Bank 2 Camshaft Sensor

6A

CMP Bank 2 Sensor 1 (Exhaust)

6B

CMP Bank 2 Sensor 2 (Intake)

Variable Valve Timing (VVT) allows the Powertrain Control Module (PCM) to monitor and adjust the position of each Camshaft, based on desired torque levels and engine operating conditions. The PCM controls solenoid operated control valves located on the front of the engine. There is one solenoid for each Camshaft, used to direct oil pressure to hydraulic actuators mounted between each Camshaft and its driving sprocket. The oil pressure alters the angular position or phasing of each Camshaft relative to Crankshaft rotation. A sensor is used to monitor the position of each Camshaft.

There are four separate Camshafts that the Powertrain Control Module (PCM) requires positional information from. There are two Camshaft Position (CMP) Sensors with each CMP Sensor consisting of four circuits. The sensors are located at the top rear of each valve cover. On the end of each Camshaft is a magnetic encoder that is programmed with a magnetic pattern. The PCM provides a 5-Volt supply and a sensor ground circuit to the CMP Sensor and the CMP Sensor provides two Camshaft positional signals, the intake and exhaust camshaft position, to the PCM. The sensor detects the magnetically encoded information, a series of magnetic peaks and valleys, from the encoder. As each Camshaft rotates, the magnetic encoded pattern passes by the CMP Sensor creating a changing magnetic field at the sensor face. The changing magnetic field is interpreted by the sensor electronics and a digital output, ON/OFF or HIGH/LOW pattern, is produced. The length of the pulse width generated by the CMP varies in size based on the velocity of the Camshaft. The PCM decodes the digital pattern to identify the Camshaft position. The information from each individual Camshaft along with the Crankshaft information is used to control and sequence the Variable Valve Timing (VVT) system and fuel injection events.



Possible Causes

ENGINE OIL DIRTY OR CONTAMINATED
INCORRECT ENGINE OIL VISCOSITY
VVT INTAKE SOLENOID 2/1 DRIVER CIRCUIT OPEN OR HIGH RESISTANCE
VARIABLE OIL PUMP SOLENOID DRIVER CIRCUIT OPEN OR HIGH RESISTANCE
VARIABLE OIL PUMP SOLENOID
VVT INTAKE SOLENOID 2/1
CAMSHAFT 2/1 PHASER
POWERTRAIN CONTROL MODULE (PCM)

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).


1. ACTIVE DTC



NOTE: Diagnose and repair any system voltage DTCs before continuing with this test.

NOTE: Diagnose and repair any CMP sensor or CKP sensor DTCs before continuing with this test.
1. Start the engine and allow it to reach normal operating temperature.

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.

2. With the scan tool, read and record all DTCs in the Powertrain Control Module (PCM) for future reference.
3. With the scan tool, clear DTCs in the Powertrain Control Module (PCM).
4. Test drive the vehicle under the conditions in which the DTC is monitored, as outlined above.
5. With the scan tool, select View DTCs.

NOTE: Diagnose and repair any Camshaft Position Actuator Circuit Open DTCs before continuing with this test.


Is the status Active for this DTC?

Yes


No


2. ENGINE OIL/ENGINE MECHANICAL



NOTE: The following items should be considered before determining the cause of this DTC. Failure to do so may lead to misdiagnosis.

  • ENGINE MECHANICAL TOLERANCES OUT OF SPECIFICATION
  • ENGINE OIL PRESSURE OUT OF SPECIFICATION
  • LOW ENGINE OIL LEVEL
  • ENGINE OIL FILTER INCORRECT (DOES NOT MEET OEM SPECIFICATIONS)
  • DETERIORATED OR DIRTY OIL
  • ENGINE OIL CONTAMINATED (i.e., coolant and/or fuel)
  • INCORRECT ENGINE OIL VISCOSITY
  • ENGINE OIL AERATED
1. If any of the above conditions are found, repair as necessary.


Were any of the above conditions present?

Yes


No


3. MULTIPLE DTCs PRESENT



Were there multiple Camshaft Position Slow Response DTCs present?

Yes


No


4. CHECK THE (K78) VVT INTAKE 2/1 SOLENOID DRIVER CIRCUIT ACTUATION
1. Turn the ignition on.
2. With the scan tool, actuate the Variable Oil Pump Solenoid to the ON (maximum) position.
3. With the scan tool, actuate the VVT Intake Solenoid 2/1 to the ON (maximum) position.
4. Using a 12-volt test light connected to ground, probe the (K78) VVT Intake Solenoid 2/1 Driver circuit in the VVT Intake Solenoid 2/1 harness connector.


NOTE: The test light should be illuminated and bright. Compare the brightness to that of a direct connection to the battery.


Is the test light illuminated and bright?

Yes


No


5. CHECK THE VVT INTAKE SOLENOID 2/1 OPERATION

1. Turn the ignition off.
2. Remove the VVT Intake Solenoid 2/1.
3. Reconnect the VVT Intake Solenoid 2/1 harness connector.
4. Turn the ignition on.
5. With the scan tool, actuate the Variable Oil Pump Solenoid to the ON (maximum) position.
6. With the scan tool, actuate the VVT Intake Solenoid 2/1 to the ON and OFF positions several times.


Does the VVT Intake Solenoid 2/1 move freely during actuation?

Yes


No


6. CHECK THE (K78) VVT INTAKE SOLENOID 2/1 CIRCUIT FOR AN OPEN/HIGH RESISTANCE

1. Turn the ignition off.

CAUTION:

Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install the GPEC Diagnostic Adaptor to perform the diagnosis.

2. Disconnect the PCM C2 harness connector and connect the Adapter, GPEC Diagnostic 10436 .
3. Measure the resistance of the (K78) VVT Intake Solenoid 2/1 circuit between the VVT Intake Solenoid 2/1 harness connector and the GPEC Adaptor.


Is the resistance below 5.0 Ohms?

Yes


No


7. VARIABLE OIL PUMP SOLENOID DRIVER CIRCUIT

1. Turn the ignition on.
2. With the scan tool, actuate the Variable Oil Pump Solenoid to the ON (maximum) position.
3. Using a 12-Volt test light connected to ground, probe the (G62) Variable Oil Pump Solenoid Driver circuit in the Variable Oil Pump Solenoid harness connector.


NOTE: The test light should be illuminated and bright. Compare the brightness to that of a direct connection to the battery.


Is the test light illuminated and bright?

Yes


No


8. CHECK THE (G62) VARIABLE OIL PUMP SOLENOID DRIVER CIRCUIT FOR AN OPEN/HIGH RESISTANCE

1. Turn the ignition off.
2. Disconnect the PCM C2 harness connector.
3. Measure the resistance of the (G62) Variable Oil Pump Solenoid Driver circuit between the Variable Oil Pump Solenoid harness connector and the GPEC Adaptor.


Is the resistance below 5.0 Ohms?

Yes


No


9. POWERTRAIN CONTROL MODULE (PCM)

1. Turn the ignition off.
2. Inspect the wiring and connectors between the Camshaft 2/1 Position Solenoid/Oil Control Valve and the Powertrain Control Module (PCM).
3. Look for any chafed, pierced, pinched or partially broken wires.
4. Look for broken, bent, pushed out or corroded terminals.
5. Perform any Technical Service Bulletins (TSBs) that apply.


Were any problems found?

Yes


No