P0022 on 2011-2024 Dodge Durango 3.6L: Causes and Fixes for Over-Retarded Timing

What's Unique About the 2011-2024 Dodge Durango

The 3.6L Pentastar V6 engine is known for being sensitive to oil quality and level, which directly impacts the hydraulic Variable Valve Timing (VVT) system that triggers this code. Additionally, some earlier Pentastar engines (2011-2013) had a serious cylinder head defect on Bank 2 that could manifest as timing-related codes and misfires. A more common and platform-defining issue is the "Pentastar Tick," a ticking noise from the valvetrain caused by a failed rocker arm bearing. This failure can contaminate the oil with metal debris, clog VVT components, and lead to serious camshaft damage if ignored, making P0022 a potential early symptom of a major mechanical problem.

Generation note: The 2011-2024 Dodge Durango is all part of the third (WD) generation. However, the 3.6L Pentastar engine was significantly updated in 2016 with a two-stage variable valve lift (VVL) system and cooled EGR. While the fundamental causes of P0022 are the same, be aware that some parts, like the VVT solenoids and cam phasers, may differ between the 2011-2015 and 2016-2024 model years.

Symptoms You May Notice

• Check Engine Light is on
• Rough or erratic idle
• Engine stalling, especially at low speeds or when stopping
• Poor acceleration and loss of power
• Decreased fuel economy
• Rattling or ticking noise from the engine, particularly the driver's side.

Most Likely Causes

1. Low, Dirty, or Incorrect Engine Oil 🔴 High Probability The Pentastar's VVT system is hydraulic and highly dependent on oil pressure and cleanliness to function. Sludge, low levels, or using oil that doesn't meet Chrysler's MS-6395 spec directly impacts its ability to adjust cam timing. Low-quality or incorrect-style cartridge oil filters have also been implicated, as there are two different designs for the 2011-2013 and 2014+ model years that are not interchangeable.
   How to confirm: Check the oil dipstick for level and examine the oil's color and consistency. If it's low, black, or thick, it needs to be changed. Ensure the correct viscosity (typically SAE 5W-20) is being used.
   Typical fix: Top up the oil or perform a complete oil and filter change using the manufacturer-specified grade and a quality filter (Mopar is recommended).
   Est. part cost: $40-$80
2. Faulty VVT Solenoid (Oil Control Valve) 🔴 High Probability These solenoids can get clogged with oil sludge or metal debris from other engine wear (like rocker arms), or they can fail electronically over time, preventing them from properly directing oil to the cam phaser.
   How to confirm: A definitive DIY test is to swap the Bank 2 (driver's side) intake VVT solenoid with the Bank 1 (passenger's side) intake solenoid. Clear the codes and drive. If the code changes to P0012 (Bank 1 Over-Retarded), the solenoid is confirmed to be faulty. You can also test its resistance with a multimeter; it should be between 6.9 and 7.9 ohms.
   Typical fix: Replace the VVT solenoid on Bank 2. 🎬 Watch: This walkthrough shows how to replace the VVT solenoid. Many technicians recommend replacing all four solenoids if the oil is dirty or mileage is high.
   Est. part cost: $25-$70
3. Failed Rocker Arms / Lifters 🟡 Medium Probability The 3.6L Pentastar is infamous for the "Pentastar tick," caused by failed needle bearings in the rocker arms. This failure creates metal shavings that contaminate the oil, clogging VVT solenoids and oil passages. The resulting valvetrain instability and camshaft lobe damage directly cause timing codes and misfires.
   How to confirm: Listen for a distinct, rhythmic ticking or tapping noise from the top of the engine, especially from the driver's side valve cover. This requires removing the valve cover for visual inspection of the rocker arms 🎬 See what a failed rocker arm looks and sounds like. and camshaft lobes for scoring.
   Typical fix: Replace all rocker arms and lifters on the affected bank. If the camshaft is scored, it must also be replaced. This is an involved, labor-intensive repair.
   Est. part cost: $150-$800

Rare But Worth Checking

• Failing Cam Phaser: → Shop Engine Timing Gear The cam phaser is the mechanical gear that actually adjusts the timing. It can get stuck, the internal locking pin can fail, or it can be starved of oil by clogged passages, but this is less common than a solenoid failure. It often produces a distinct rattling noise on startup.
• Stretched Timing Chain: → Shop Engine Timing Chain While durable, the timing chain can stretch over very high mileage or due to poor maintenance, causing the base timing to be off and triggering correlation codes. This is a major repair.

Diagnosis Steps

1. Verify the code with an OBD-II scanner.
🎬 Watch: A helpful guide to diagnosing the P0022 code.
2. Check the engine oil level and condition. If low, dirty, or the wrong viscosity, perform an oil and filter change with high-quality parts. Clear the code and see if it returns. This is the #1 fix.
3. Listen for any unusual engine noises. A rhythmic 'ticking' points to rocker arms, while a 'rattling' on startup suggests cam phasers.
4. Inspect the wiring and connector for the Bank 2 intake VVT solenoid (driver's side, front of the valve cover) for any damage, corrosion, or oil contamination from a leaking oil filter housing.
5. Perform a solenoid swap. Exchange the Bank 2 intake VVT solenoid with the Bank 1 intake solenoid. Clear the codes and drive the vehicle. If the code returns as P0012 (Bank 1), the solenoid is bad and needs to be replaced.
6. If the solenoid swap doesn't isolate the problem, test the solenoid's resistance with a multimeter. It should be between 6.9-7.9 ohms.
7. If the solenoid tests good, the issue is likely mechanical. The next step is to remove the valve cover to inspect for a failed rocker arm, scored camshaft, or a stuck cam phaser.
8. For advanced diagnosis, a mechanic would use a scan tool to command the VVT solenoid while monitoring the camshaft angle response, or perform an engine oil pressure test to rule out a failing oil pump.

Parts You'll Likely Need

• VVT Solenoid / Oil Control Valve (Bank 2 Intake) (OEM #5184101AG (superseded by 5184101AH)) — This is the most common part to fail or become clogged, causing P0022. It's a relatively inexpensive and accessible part.
  Trusted brands: Mopar, Dorman, Standard Motor Products (SMP), NTK
  OEM price range: $50-$90
  Aftermarket price range: $25-$50
• Engine Oil and Filter — Low or dirty oil is a primary cause of all VVT-related codes. Always start with fresh, correct-viscosity oil (5W-20 or 5W-30 per spec) and a quality filter.
  Trusted brands: Pennzoil, Mobil 1, Valvoline
  OEM price range: $60-$100 (for oil and Mopar filter)
  Aftermarket price range: $40-$80

Related Codes That Often Appear With This One

• P0018 — This is a crankshaft-camshaft correlation code for Bank 2. If the timing is off enough, both codes can be set. Seeing them together strongly points to a base mechanical timing issue like a stretched chain or a failed phaser, rather than just a solenoid.
• P0300, P0302, P0304, P0306 — These are misfire codes. P0300 is a random misfire, while P0302, P0304, and P0306 are for the specific cylinders on Bank 2 (driver's side). Incorrect cam timing directly causes misfires on that bank. These codes were also the primary symptoms for the 2011-2013 cylinder head defect covered by TSB 09-002-14.

Technical Service Bulletins (TSBs) & Recalls

• TSB 09-002-14 REV. B: Addresses the extended warranty for the left cylinder head on 2011-2013 3.6L engines. While its primary focus is on misfire codes (P0300, P0302, P0304, P0306), it is critical context for any major Bank 2 engine issue on these model years.

Platform-Specific Known Issues

• The 'Pentastar Tick': A well-documented issue with failing rocker arm bearings on the 3.6L engine. This creates a rhythmic ticking sound and can cause oiling problems, leading to VVT codes and eventually camshaft damage if not addressed. A forum user on JeepGarage with P0022 and a ticking noise found metal shavings in the oil galley caused by a failed rocker arm, requiring replacement of rockers and the cam phaser.
• Early Model Cylinder Heads (2011-2013): Some early Pentastar engines had a manufacturing defect in the left (Bank 2) cylinder head that led to premature valve guide wear, causing misfires (P0302, P0304, P0306) and sometimes related timing codes. This was covered by Chrysler's warranty extension X56 and detailed in TSB 09-002-14 REV. B, which calls for a cylinder leak-down test and head replacement if leakage is over 25%.

Mechanic-Grade Diagnostic Values

• VVT Solenoid (Oil Control Valve) Internal Resistance — expected: 6.9 to 7.9 Ohms at 68°F (20°C). Some sources state a wider range of 7.0 to 8.0 Ohms is acceptable.. Failure: A reading of OL (infinity) indicates an open circuit. A reading near zero indicates a short. Either requires replacement.
• VVT Solenoid Harness Connector Power Supply Voltage — expected: Battery Voltage (approx. 12.0-12.6V) with Key On, Engine Off.. Failure: No voltage or significantly low voltage points to a wiring or fuse issue upstream from the solenoid, possibly related to the Auto Shutdown (ASD) relay.
• Engine Oil Pressure (at operating temperature) — expected: The 3.6L Pentastar uses a two-stage oil pump. At warm idle (approx. 175°F+), pressure should be a minimum of 5 PSI, with typical readings between 25-35 PSI. At 3,000 RPM, pressure should be a minimum of 71 PSI.. Failure: Pressure below 5 PSI at idle is a critical failure requiring immediate shutdown. Consistently low pressure across the RPM range can cause VVT codes and indicates a worn pump, clogged pickup tube, or internal leaks.
• VVT Solenoid Control Circuit Resistance to PCM — expected: Less than 5.0 Ohms.. Failure: Resistance above 5.0 Ohms indicates an open or high-resistance in the control wire between the PCM connector and the solenoid connector.

Scan Tool Commands That Help

• wiTECH (or equivalent advanced scanner): VVT System Test — This is a bidirectional control that allows a technician to command the VVT solenoid to actuate on demand. It helps determine if the fault is electrical (solenoid doesn't click) or mechanical (solenoid clicks but timing doesn't change), which could point to a stuck phaser or oil flow problem.
• wiTECH (or equivalent advanced scanner): Live Data: Camshaft Position Desired vs. Actual — To confirm the fault in real-time. While the engine is running, monitor the desired and actual camshaft position PIDs for Bank 2 Intake. A significant and persistent deviation between the two values (e.g., more than 10 degrees for 5+ seconds) confirms the over-retarded condition that sets the P0022 code.

Wiring & Ground Locations

• Bank 2 Intake VVT Solenoid Connector — On the front of the driver's side (Bank 2) cylinder head. It is one of the two solenoids on that head, typically the one positioned towards the center of the engine (intake side).. This is the primary electrical connection for the component in question. All voltage and resistance tests for the solenoid and its circuit begin at this connector. It's also susceptible to oil contamination from a leaking oil filter housing located above it.
• (K78) VVT Intake Solenoid 2/1 Driver Circuit — This is the specific wire running from the Powertrain Control Module (PCM) to the Bank 2 intake VVT solenoid connector.. If the solenoid itself tests good but is not receiving a command, testing the continuity of this wire (resistance should be <5 ohms) is necessary to rule out a break or short in the harness.

OEM Part Supersession History

• 5184101AG → 5184101AH — Standard part revision by Mopar. The -AH version is the latest and is fully backward compatible.

Model Year Variations Within This Range

• 2011-2015 vs 2016-2024: The 2016+ 'upgrade' Pentastar engine features a two-stage variable valve lift (VVL) system, a higher compression ratio (11.3:1 vs 10.2:1), and cooled EGR. The VVT system itself was also revised, with an increased range of authority from 50 to 70 degrees. While the VVT solenoids appear to have the same part number across the years, the cam phasers and internal head components are different.
• 2011-2013 vs 2014+: The cartridge-style oil filter and the oil filter housing assembly were changed for the 2014 model year. The filters are not interchangeable. Installing a pre-2014 filter in a 2014+ vehicle (or vice-versa) will cause significant oil pressure problems and can trigger VVT-related trouble codes.

Diagnostic Flowchart

Other Known Issues on This Vehicle

Issues unrelated to this code that are worth knowing about as an owner of this generation:

• Oil Filter Housing/Cooler Assembly Leak 🔴 High → Shop Engine Oil Filter Adapter — Extremely common across all model years. The plastic housing and seals become brittle from heat cycles and crack, causing significant oil leaks onto the top of the engine.
• Rocker Arm Bearing Failure ('Pentastar Tick') 🔴 High — A widespread and well-documented issue. Needle bearings in the rocker arms fail, causing a ticking noise and leading to camshaft lobe damage if not addressed promptly. (Ref: A class-action lawsuit was filed regarding this issue.)
• Early Model Cylinder Head Failure (2011-2013) 🔴 High — Affected a small percentage (~0.5%) of early Pentastar engines, but was a serious defect causing misfires on Bank 2. The issue was due to excessive wear on valve guides and seats. (Ref: TSB 09-002-14 REV. B; Warranty Extension X56 (10 years/150,000 miles))
• Cooling System Problems (Thermostat/Radiator) 🟠 Medium — Failures of the thermostat are common, often causing a P0128 code and the engine to run too cool. Some theories suggest casting sand from manufacturing can clog cooling passages over time, leading to radiator or heater core issues.
• Totally Integrated Power Module (TIPM) Failure 🟠 Medium — Common on 2011-2013 models. The TIPM acts as the vehicle's main fuse and relay center and can fail, causing a wide range of bizarre electrical issues, including no-starts, fuel pump staying on, and random activation of wipers or horns.

Used vs. New Parts: Buying Guide for This Vehicle

When a used part is the smart pick: For this repair, using used parts is generally not recommended for the key components. VVT solenoids, rocker arms, and cam phasers are all wear items that are highly sensitive to the oil quality and maintenance history of the donor vehicle. The cost savings are minimal compared to the risk of installing a part that is already near the end of its service life.

Donor-vehicle mileage cap: roughly under 60000 miles for the part to have meaningful remaining life.

What to inspect on the donor part:

• If considering a used VVT solenoid, insist on seeing the donor vehicle's maintenance records to verify regular oil changes.
• For any internal engine part (rockers, phasers), it is not possible to assess quality without disassembly, making used parts a significant gamble.
• Avoid parts from engines that show any signs of oil sludge or a 'varnish' coating when the valve cover is removed.

OEM-only on this vehicle (don't cheap out):

• Cam Phasers
• Rocker Arms / Lifters

Aftermarket brands forum-validated for this vehicle:

• VVT Solenoids: Dorman, Standard Motor Products (SMP), NTK

Brands owners have reported issues with on this vehicle:

• Unnamed, no-brand VVT solenoids from online marketplaces are a high risk for premature failure.

Real Owner Stories

Aggregated from forums and TSBs cited above. Mileages and costs reflect what owners reported in those sources.

Related OBD-II Codes

• P0012 — The Bank 1 equivalent of P0022; often appears during diagnosis if VVT solenoids are swapped to test for a fault.
• P0302 — Misfire code for cylinder 2 (Bank 2); often occurs alongside P0022 on 2011-2013 models due to the left cylinder head manufacturing defect.
• P0304 — Misfire code for cylinder 4 (Bank 2); associated with the same Bank 2 cylinder head and rocker arm failures that trigger P0022.
• P0306 — Misfire code for cylinder 6 (Bank 2); frequently cited in TSB 09-002-14 REV. B as a companion issue to Bank 2 timing and head failures.
• P0300 — Random or multiple cylinder misfire; can be caused by the valvetrain instability and camshaft damage resulting from failed rocker arms.

Frequently Asked Questions