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P0021 on 2011-2017 Chrysler 200 3.6L: Causes and Fixes for Camshaft Timing Over-Advanced

Q: My 2012 Chrysler 200 has a ticking noise and a P0021 code; is there a specific TSB for this?

Yes, TSB 09-002-14 addresses a known defect in the left cylinder head (Bank 2) for 2011-2013 models that causes ticking and misfires. Additionally, Chrysler issued an extended warranty (X56) for this specific issue.

Q: Can I use 5W-30 oil in my 2014 Chrysler 200 3.6L to stop the VVT codes?

No. The Pentastar VVT system is extremely sensitive to oil viscosity. You should use the manufacturer-specified SAE 5W-20 oil. Using the wrong viscosity, such as 5W-30, is a common trigger for the P0021 code.

Q: Is there a better replacement for the plastic oil filter housing that keeps cracking?

Yes, for the 3.6L Pentastar, there are upgraded aluminum replacement housings available from aftermarket brands like Dorman (part number 926-959) to prevent the leaks and low pressure that cause VVT codes.

Q: How can I tell if my P0021 code is just a bad solenoid or the 'Pentastar Tick'?

You can swap the Bank 2 intake solenoid with the Bank 1 intake solenoid. If the code moves to P0011, the solenoid is the problem. If you hear a rhythmic ticking that increases with RPM or find metal flakes on the solenoid screens, it is likely the rocker arm failure known as the 'Pentastar Tick'.

Q: What should I check if I also have a P06DD code along with P0021?

According to TSB 9003694, if P06DD is present, you should specifically inspect the engine oil pump relief valve, as oil pressure issues often trigger VVT timing codes.

On the 3.6L Pentastar V6, P0021 is most often caused by low, dirty, or incorrect viscosity engine oil. If an oil change doesn't fix it, the next most likely cause is a faulty Bank 2 (front) intake VVT solenoid, which costs about $30-$60. If you hear a ticking noise, this code can be an early sign of a more serious rocker arm failure, which can shed metal debris into the oil and clog VVT components.

23 minutes to read 2011-2017 Chrysler 200

Most Likely Cause

Low, Dirty, or Incorrect Viscosity Engine Oil

Est. Time

4.2 hrs

Shop Labor

$150 – $1500

Parts Price

$40 – $500

⚠️ Drivable, but... — You can drive, but it should be addressed soon. Ignoring the code can lead to rough idling, stalling, poor fuel economy, and potential long-term damage to engine components if the root cause is a mechanical failure like failing rocker arms. In some cases, the vehicle may hesitate or stall in traffic, which can be a safety hazard.

Key Takeaways

Always check your engine oil first. Low, dirty, or incorrect viscosity oil is the #1 cause of P0021 on this engine.
The easiest way to test the VVT solenoid is to swap it with the identical one on the other cylinder bank. If the code moves (from P0021 to P0011), the solenoid is bad.
Do not replace the camshaft position sensor; it is almost never the cause of this code.
If you hear a persistent ticking noise from the engine, the root cause of P0021 is likely a more serious rocker arm failure that requires professional diagnosis and repair.

The trouble code P0021 stands for "'A' Camshaft Position - Timing Over-Advanced or System Performance (Bank 2)". This means the engine's computer, the Powertrain Control Module (PCM), has detected that the intake camshaft on Bank 2 is more advanced than it has commanded it to be, often by more than 10-20 degrees for several seconds. On the transversely mounted 3.6L engine in the Chrysler 200, Bank 2 is the cylinder bank closer to the radiator. The Variable Valve Timing (VVT) system, which uses oil pressure to adjust cam timing for better performance and fuel economy, is not working as expected.

What's Unique About the 2011-2017 Chrysler 200

The 3.6L Pentastar V6 is notoriously sensitive to oil quality, level, and viscosity, making oil-related issues the primary cause of VVT codes like P0021. Furthermore, this engine is widely known for a specific valvetrain issue dubbed the 'Pentastar Tick,' caused by failing needle bearings in the roller rocker arms. This failure can release metal particles into the engine oil, which then clog the fine mesh screens on the VVT solenoids and camshaft phasers, directly leading to timing performance codes like P0021. Early models (2011-2013) were also prone to a left cylinder head defect that caused similar issues, though P0021 points to the right-side bank.

Generation note: The 2011-2017 Chrysler 200 spans two generations: the JS (2011-2014) and the UF (2015-2017). Both used the 3.6L Pentastar V6. Early model years (2011-2013) had a higher reported incidence of cylinder head and valvetrain issues, which could be related to this code. A class-action lawsuit regarding rocker arm failures specifically mentioned 2014-2020 models, which includes both generations. The second generation (2015-2017) is also known for significant issues with its ZF 9-speed automatic transmission, which are unrelated to this specific engine code but are a major platform concern.

Symptoms You May Notice

Check Engine Light is on
Rough or unstable idle
Engine hesitates or stumbles during acceleration
Noticeable loss of engine power
Poor fuel economy
Engine may stall at low speeds or when stopping
Rattling or ticking noise from the top of the engine
Engine may be hard to start

⚠️ Don't Waste Money on the Wrong Fix

Replacing the camshaft position sensor. The sensor is almost always doing its job correctly by reporting the timing error; it is not the cause of the problem.
Replacing the camshaft phaser before thoroughly testing the much cheaper and more common VVT solenoid.

Most Likely Causes

Low, Dirty, or Incorrect Viscosity Engine Oil 🔴 High Probability The Pentastar's VVT system is hydraulic and extremely sensitive to oil volume, pressure, and cleanliness. Using the wrong oil (e.g., conventional instead of synthetic, or 5W-30 instead of the specified 5W-20) or extending change intervals is a very common trigger for this code.
How to confirm: Check the engine oil dipstick for proper level. Inspect the oil's color and consistency. If it is dark, gritty, or below the 'add' line, it needs to be changed. Many owners report the code appears when an oil change is overdue.
Typical fix: Perform an oil and filter change using a quality oil filter and the manufacturer-recommended oil (typically SAE 5W-20 for 2011-2015 models, check your owner's manual or oil cap). Clear codes and test drive.
Est. part cost: $40-$80
Faulty VVT Solenoid (Oil Control Valve) 🟡 Medium Probability The solenoid can become clogged with sludge or metal debris from dirty oil or rocker arm wear, or it can fail electrically. It is a very common failure point on this engine.
How to confirm: After ruling out oil issues, the easiest way to confirm a bad solenoid is to swap the Bank 2 (front) intake solenoid with the Bank 1 (rear) intake solenoid. They are identical parts. Clear the codes and drive. If the code returns as P0011 (Bank 1), the solenoid is faulty. When removing the solenoid, inspect its screens for metallic debris, which points to a more serious rocker arm/camshaft issue.
Typical fix: Replace the VVT solenoid for Bank 2 (intake). The four solenoids (intake/exhaust for each bank) are identical and held in by three T25 Torx bolts. 🎬 Watch: Step-by-step guide to replacing the VVT solenoid. Torque the new bolts to 35 in-lbs.
Est. part cost: $30-$60
Failing Rocker Arms and/or Lifters 🟡 Medium Probability This is a well-documented design flaw in the 3.6L Pentastar engine, often called the 'Pentastar Tick'. Needle bearings in the rocker arms fail, causing the roller to seize and score the camshaft, sending metal debris throughout the oil system. This debris then clogs the VVT solenoids and phasers.
How to confirm: Listen for a distinct, rhythmic ticking sound from the valve cover area that increases with engine RPM. A physical inspection by removing the valve cover is required for definitive confirmation. Look for rocker arms with excessive play and scored/damaged camshaft lobes.
Typical fix: This is an extensive repair that involves replacing all rocker arms and lifters on the affected cylinder head(s). If the camshaft lobes are damaged, they must also be replaced. This is often a job for a professional 🎬 See how to replace rocker arms, lifters, and camshafts. due to the complexity and need for special tools.
Est. part cost: $200-$500

Rare But Worth Checking

Failed Camshaft Phaser: → Shop Engine Camshaft The phaser itself can become clogged with debris or its internal locking pin can fail, causing it to get stuck in an advanced position. This is usually considered after the solenoid has been ruled out.
Stretched Timing Chain or Failed Tensioner: → Shop Engine Timing Chain While not as common as on other engines, a worn timing chain or failed tensioner can cause the cam timing to deviate enough to set this code. This is often accompanied by a rattling noise on startup.
Cracked Oil Filter Housing Assembly: → Shop Engine Oil Filter Adapter A very common issue on the 3.6L Pentastar is the plastic oil filter/cooler housing cracking, causing a major oil leak. The resulting loss of oil pressure can starve the VVT system and trigger timing codes like P0021. Look for oil pooled in the engine valley.

🎬 Watch: How to replace a cracked oil filter housing.

Diagnosis Steps

Check engine oil level and condition. If low, dirty, or the wrong viscosity, perform an oil and filter change with the correct type of oil (e.g., SAE 5W-20). This is the most common and cheapest first step.
Scan for any other stored trouble codes. Codes for misfires (P0302, P0304, P0306) or solenoid circuits (P0020) can provide valuable clues.
Listen to the engine while running. A rhythmic ticking noise may indicate rocker arm failure ('Pentastar Tick'), while a brief rattle on startup could point to a timing chain issue.
Inspect the wiring and connector for the Bank 2 (front) intake VVT solenoid for any damage, corrosion, or oil contamination.
Test the VVT solenoid. The simplest method is to swap the Bank 2 intake solenoid with the Bank 1 intake solenoid. They are identical parts. Clear the codes and drive. If the fault code changes to P0011, the solenoid is bad and needs to be replaced.
While the solenoids are out, inspect the mesh screens for any metallic debris. Shiny flakes are a strong indicator of internal engine wear, likely from the rocker arms and camshafts.
If the solenoid swap does not move the code, and oil is good, the issue is likely a more significant mechanical problem, such as a failing camshaft phaser, a cracked oil filter housing causing low pressure, or rocker arm damage. At this point, professional diagnosis is recommended.

Parts You'll Likely Need

Engine Variable Valve Timing (VVT) Solenoid (OEM #05184101AG) — This is the most common part to fail after oil-related issues. It can become clogged with debris or fail electrically, preventing proper control of the cam phaser. All four VVT solenoids on the engine are the same part number.
Trusted brands: Mopar, Dorman, NTK, TRQ
OEM price range: $45-$70
Aftermarket price range: $25-$50
Intake Camshaft Phaser (OEM #5184370AH) — If the VVT solenoid and oil are good, the phaser itself may be stuck or damaged internally, often from debris caused by rocker arm failure.
Trusted brands: Mopar
OEM price range: $110-$150
Aftermarket price range: $70-$120
Engine Rocker Arm and Lifter Kit

Related Codes That Often Appear With This One

P0011 — This is the equivalent code for Bank 1 (rear bank). If you swap VVT solenoids for diagnosis and P0021 is replaced by P0011, it confirms a bad solenoid.
P0300, P0302, P0304, P0306 — These are misfire codes for Bank 2 cylinders (2, 4, 6). Incorrect camshaft timing disrupts the air/fuel mixture and can lead to misfires on the affected bank. These codes were also associated with the 2011-2013 left cylinder head defect (TSB 09-002-14).
P0020 — This is an electrical circuit code for the Bank 2 intake VVT solenoid. Seeing it with P0021 strongly suggests the solenoid has failed electrically or there is a wiring issue.
P0520 — This is an Engine Oil Pressure Sensor code. It can appear with P0021 if the root cause is a major oil leak (like from the oil filter housing) or general low oil pressure, which affects the entire VVT system.

Technical Service Bulletins (TSBs) & Recalls

TSB 09-002-14: Addresses the left cylinder head defect on 2011-2013 Pentastar engines, which caused misfires and ticking noises on Bank 2. While not a direct cause for P0021, it's a critical related issue for the platform.
TSB 9003694: Instructs technicians to inspect the oil pump relief valve if code P06DD (Engine Oil Pressure Control Circuit Stuck Off) is present on any Pentastar V6 application, which can be related to the oil pressure issues that cause VVT codes.

Platform-Specific Known Issues

Rocker Arm Failure ('Pentastar Tick'): A widely documented issue where the needle bearings on the rocker arms fail, seize, and damage the camshaft lobes. This sends metal debris through the oil system, clogging VVT solenoids and phasers, which directly causes codes like P0021. The repair is labor-intensive.
Cracked Oil Filter Housing: The original plastic oil filter/cooler housing assembly, located in the engine valley, is prone to cracking from heat cycles. This causes significant oil and/or coolant leaks, leading to low oil pressure that starves the VVT system and triggers timing codes. Upgraded aluminum replacements are available from aftermarket brands like Dorman (p/n 926-959).
Left Cylinder Head Defect (2011-2013 models): Early Pentastar engines had a design flaw leading to premature valve guide wear on the left cylinder head (Bank 2, cylinders 2, 4, 6), causing misfires and a ticking noise. Chrysler issued an extended warranty (X56) and TSB 09-002-14 to address this. While P0021 is for Bank 2, this widespread issue highlights the valvetrain sensitivity of early engines.

Mechanic-Grade Diagnostic Values

VVT Solenoid Internal Resistance — expected: 7.0 to 8.0 Ohms at 68°F (20°C). Failure: A reading of infinity (OL) indicates an open circuit, while a reading near zero Ohms indicates a shorted coil.
VVT Solenoid Harness Connector - Power Pin Voltage (Key On, Engine Off) — expected: Battery voltage (approx. 12V). Failure: No voltage suggests a blown fuse or an open in the power supply circuit from the Auto Shutdown (ASD) relay.
Wiring Harness Continuity (PCM to Solenoid Connector) — expected: Below 5.0 Ohms. Failure: Resistance above 5.0 Ohms indicates high resistance or an open circuit in the control or power wire.
Camshaft Position vs. Desired Position (Scan Tool Live Data) — expected: Actual and Desired values should be within a few degrees of each other at idle and under load.. Failure: A consistent deviation of more than 10-20 degrees between the actual and desired camshaft position on Bank 2 will trigger the P0021 code.

Scan Tool Commands That Help

Witech or high-end bidirectional scanner: VVT Intake Solenoid 2/1 Actuation Test — This allows a technician to command the solenoid on and off with the engine running or key-on. A distinct clicking sound should be heard, confirming the solenoid is mechanically responding. Lack of a click points to a stuck or failed solenoid.
Witech or high-end bidirectional scanner: Reset Cam/Crank Sync — After replacing a camshaft, phaser, or timing components, this function may be required to re-learn the relationship between the crankshaft and camshaft positions.

Wiring & Ground Locations

VVT Intake Solenoid 2/1 Driver Circuit (K78) — This is the control wire running from the Powertrain Control Module (PCM) to the Bank 2 Intake VVT solenoid.. This specific circuit should be tested for continuity (resistance < 5.0 Ohms) between the PCM connector and the solenoid connector if an electrical fault is suspected.
Engine Ground Straps — There are multiple ground straps connecting the engine block and transmission to the chassis. One key location is on the RH (passenger side) engine mount bracket.. A poor or corroded engine ground can cause a variety of electrical issues and incorrect sensor readings. While not a direct cause of P0021, verifying grounds are clean and tight is a crucial step in diagnosing any electrical fault.

Real Owner Repair Stories

200forums.com user report (synthesized from multiple similar accounts) (2012 Chrysler 200 3.6L, ~95,000 miles) — Check engine light with P0021, rough idle, and a noticeable ticking noise from the front (Bank 2) valve cover area.
❌ Tried (didn't work) Performed an oil change with 5W-20 synthetic oil and a new filter., Replaced the Bank 2 intake VVT solenoid., Swapped the Bank 2 intake and exhaust solenoids (code remained P0021).
✅ What actually fixed it The ticking noise was diagnosed as the 'Pentastar Tick.' The owner had a shop remove the Bank 2 valve cover and found a failed rocker arm and a scored intake camshaft. Replacing all rocker arms, lifters, and the damaged camshaft on Bank 2 finally resolved the code and the ticking noise.

"I Checked Everything" — The Actual Cause

A standard diagnostic path for P0021 (not a smoke test) is to check oil, then test/replace the VVT solenoid. A common scenario where this fails is when the root cause is mechanical wear. The new solenoid works, but gets immediately re-contaminated or cannot overcome a stuck cam phaser. The actual cause is often debris from failing rocker arms that has damaged the cam phaser internally, or the phaser's internal locking pin has failed. The fix requires replacing the cam phaser and, if applicable, the rocker arms that created the debris.

OEM Part Supersession History

05184101AG → 05184101AH — Part revision for improved reliability or manufacturing process change.
Heads up: The parts are interchangeable. The 'AH' revision is the latest and preferred service part.
5184370AH → 5184370AI — Part revision for improved durability, likely addressing internal components like the locking pin or springs.
Heads up: The parts are interchangeable. The 'AI' revision is the latest and preferred service part. 5184370AH supersedes previous AF and AG versions.

Model Year Variations Within This Range

2011-2014 (JS Generation): These models used a 283 hp version of the 3.6L Pentastar. They were also more susceptible to the early cylinder head and rocker arm issues that can be a root cause for P0021.
2015-2017 (UF Generation): These models used a 295 hp version of the 3.6L Pentastar paired with the ZF 9-speed automatic. While the core engine is the same, these later models are more commonly associated with the cracking plastic oil filter housing assembly, which can cause oil pressure loss and trigger this code.

Diagnostic Flowchart

The Pentastar V6 relies on precise hydraulic pressure for its VVT system. Start by checking the oil and listening for the 'Pentastar Tick' before replacing expensive sensors.

→ Perform an oil and filter change using SAE 5W-20 synthetic oil and a high-quality filter. Clear codes and test drive. This is the most common fix for P0021 on this platform.

Listen to the engine at idle. Do you hear a rhythmic 'ticking' or 'clattering' noise coming from the Bank 2 (front) valve cover area?

Remove the Bank 2 valve cover. Are any rocker arms loose or are the camshaft lobes scored/damaged?

→ Replace failed rocker arms and lifters. If lobes are scored, replace the camshaft. This is the 'Pentastar Tick' failure; metal debris from these bearings often clogs the VVT system.

Swap the Bank 2 (front) intake VVT solenoid with the Bank 1 (rear) intake solenoid. Clear codes and drive. Does the code change to P0011?

→ The VVT solenoid is faulty. Replace the solenoid (held by three T25 Torx bolts) and torque to 35 in-lbs.

Remove the Bank 2 solenoid again and inspect the mesh screens. Do you see metallic flakes or sludge?

→ Internal engine wear is present. Clean the screens, but prepare for a phaser replacement or deeper mechanical repair as debris indicates failing internal components.

Inspect the engine valley (under the intake manifold). Is there evidence of oil pooling or a cracked plastic oil filter housing?

→ Replace the cracked oil filter housing. Low oil pressure from this leak often starves the VVT phasers. Use an upgraded aluminum housing (e.g., Dorman 926-959) to prevent recurrence.

Is the vehicle a 2011-2013 model with a persistent Bank 2 misfire or P0021?

→ Reference TSB 09-002-14. Your vehicle may have the 'Left Cylinder Head' defect. Contact a dealer to see if the X56 extended warranty applies to your VIN.

→ The issue is likely a failed Bank 2 intake camshaft phaser or a timing chain alignment issue. Professional mechanical teardown is recommended.