Quick answer
The powertrain control module (PCM) uses crankshaft-position (CKP) and camshaft-position (CMP) information to synchronize engine operation, monitor the crank-to-cam relationship, and verify oil-controlled variable cam timing (VCT). P0013 identifies a VCT actuator-control circuit that is not behaving as commanded. P0016 means recognized crank and cam positions are no longer aligned with the learned relationship. Neither code, by itself, proves that a solenoid, sensor, phaser, or timing chain has failed.
Applicability and service-information boundary
This overview applies to the 2019-2024 Ram 1500DT 5.7 HEMI Gas configuration. Authorized vehicle records confirm Ram 1500 Truck 4WD applications with the 5.7-liter eTorque MHEV powertrain at the 2019 and 2024 endpoints. Detailed system operation and diagnostic evidence for this overview was verified on the 2024 application.
Calibration, wiring, circuit identifiers, scan-tool functions, sensor and target design, component access, specifications, and repair procedures can change by year and equipment. Use current service information for the exact truck whenever a test requires a value, connector, command, special tool, relearn, alignment, or removal procedure.
What the timing and position system does
Mechanical timing establishes the physical relationship among the crankshaft, camshaft, pistons, and valves. CKP and CMP sensing tells the PCM where those rotating parts are. VCT adds a controlled change to camshaft position so the engine can meet operating and emissions requirements under different conditions.
The system has several connected layers:
- The timing chain, sprockets, guides, tensioner, phaser, and related hardware establish and maintain the mechanical relationship.
- CKP information gives the PCM a detailed reference for crankshaft position and speed.
- CMP information identifies camshaft position within the engine cycle.
- The VCT solenoid moves an internal oil-control valve, directing engine oil to a hydraulic phaser on the camshaft sprocket.
- The PCM models the desired camshaft angle, commands VCT operation, monitors CMP feedback, and compares the crank-to-cam relationship with learned information.
A DTC reports which layer failed a monitor. It does not identify the failed part without further testing.
How CKP and CMP information creates synchronization
The crankshaft and camshaft must remain synchronized so fuel and spark events occur at the intended piston and valve positions. Once the PCM recognizes and validates both position patterns, it can track engine position and compare the relationship between them.
The relationship is not judged from one static voltage. Engine acceleration and deceleration change the timing of incoming pulses, and the PCM accounts for that motion. P0016 is evaluated only when the required position information is recognized. This is why a correlation code is different from a simple missing-signal code: both signals may be present while their relationship is wrong.
Learned relationship information is also part of the evidence chain. Service involving specified position sensors, rotating targets, flywheel, valvetrain, timing components, or related hardware can require the current relearn procedure. A relearn cannot repair a noisy signal, low oil pressure, a sticking valve, a damaged target, or incorrect mechanical alignment.
How oil-controlled VCT fits into the relationship
The PCM calculates a suitable target camshaft position from engine operating conditions. It commands the VCT solenoid, which moves an oil-control valve. Controlled engine-oil flow then acts on the hydraulic phaser, changing camshaft position relative to the crankshaft. CMP feedback shows the PCM how the camshaft actually moved.
This creates a command-and-response chain: electrical command, solenoid movement, oil flow and pressure, phaser movement, CMP feedback, and crank/cam comparison. A failure anywhere in that chain can prevent the actual cam position from matching the model.
P0013 belongs mainly to the electrical command layer. P0016 belongs to the resulting relationship layer. The two can occur together when an electrical VCT problem prevents correct cam movement, but either can occur without the other.
What P0013 and P0016 are telling you
| DTC | Diagnostic category | What it directs you to prove |
|---|---|---|
| P0013 | VCT actuator-control circuit open or state mismatch | Whether the control and ground paths, connector/terminals, harness, solenoid, and controller-side command are electrically sound before any component is condemned |
| P0016 | Crankshaft/camshaft timing misalignment or correlation | Whether recognized CKP and CMP positions remain correctly related, then whether oil condition and pressure, VCT control, phaser/target condition, or mechanical timing explains the deviation |
P0013 does not automatically mean “replace the VCT solenoid.” P0016 does not automatically mean “replace the timing chain.” Classify the failed behavior first, then make the next test prove one branch.
What the driver or technician may notice
Possible observations include:
- a malfunction indicator lamp with little immediate change in drivability;
- rough idle, hesitation, reduced response, or a related misfire concern when cam timing is affected;
- extended cranking or abnormal starting behavior when position synchronization is unreliable;
- stop/start operation that becomes unavailable while a relevant timing fault is active;
- a fault that appears after oil service, sensor work, valvetrain work, timing-system repair, or programming;
- an intermittent code that changes with oil temperature, engine speed, vibration, harness position, or connector movement;
- related VCT, oil-pressure, position-signal, reference-circuit, or misfire DTCs.
These symptoms do not identify the failed branch. Preserve the complete scan and operating record before clearing codes.
Common failure categories
VCT control circuit, ground, connector, or solenoid fault
An open, short, excessive resistance, weak ground path, poor terminal fit, corrosion, water intrusion, heat damage, or harness rub can keep the solenoid circuit from matching the PCM command. The solenoid itself can fail electrically or mechanically, but a circuit DTC is not proof that the solenoid is the cause.
Inspect routing, locks, seals, terminal tension, and recent service areas. Use the current terminal-safe test method and prove the circuit under an appropriate load. Do not force probes into control-module terminals or apply power to a controlled circuit unless the exact procedure permits it.
Oil condition, filter, supply, or pressure fault
The phaser depends on clean oil of the correct specification reaching it at sufficient, stable pressure. Low level, unsuitable viscosity, contamination, aeration, an incorrect filter, restricted flow, sludge, pump or pickup problems, and other oiling faults can make commanded VCT movement slow, incomplete, or unstable.
Verify oil level, condition, service history, filter application, and directed pressure evidence before condemning a phaser or opening the timing drive. Electrical command, oil supply, valve movement, and mechanical response are different diagnostic layers.
Oil-control valve or phaser fault
A valve can stick, respond inconsistently, or fail to route oil correctly even when its electrical circuit passes. A phaser can bind, leak internally, fail to hold position, or provide feedback that does not follow the modeled target.
Use the applicable functional test and compare commanded versus actual behavior. A scan-tool command is useful evidence only when electrical integrity, oil condition, pressure, and test prerequisites are valid.
CKP/CMP signal, sensor, or target fault
Dropout, electrical noise, poor mounting, debris, damaged wiring, or a shifted/damaged target can alter the position pattern. A signal can be present yet timed incorrectly. That makes waveform quality and relationship more useful than one instantaneous scan value.
Inspect mounting and targets only with the approved access and rotation procedure. A new sensor cannot correct damaged target hardware or an installation problem.
Mechanical timing, chain, sprocket, guide, or tensioner fault
Incorrect chain or sprocket alignment, chain wear, a damaged guide or tensioner, a phaser/target problem, or an assembly error can shift the physical crank-to-cam relationship.
This branch becomes credible after the signals are recognized and stable, related electrical faults are resolved, oil and VCT conditions are known, and the correlation evidence remains. Do not begin with engine disassembly only because P0016 is stored.
Recent-service or relearn problem
A connector left loose, incorrect oil or filter, misassembled timing hardware, disturbed target, sensor installation problem, or omitted relearn can create a post-repair fault. Review the repair timeline before treating the code as an unrelated new failure.
Complete the specified relearn only after the physical and electrical system is sound. Repeatedly commanding a relearn is not a substitute for diagnosis.
Controller or software is suspected too early
PCM failure is possible but belongs late in the diagnostic tree. Applicable service information and software updates, power and ground integrity, circuits, terminals, solenoid operation, signals, oil/VCT response, learned information, and mechanical timing must be evaluated first.
A practical system-first diagnostic strategy
Step 1: Confirm applicability and preserve evidence
Verify the VIN, model year, 5.7-liter eTorque configuration, calibration, and current service information. Save the complete module scan, active/pending/stored DTCs, failure records, CKP/CMP synchronization or activity, commanded and actual cam data, oil information, and recent repair history before clearing anything.
Step 2: Classify the primary fault
P0013 directs you first toward the VCT control and ground circuits, connector condition, and solenoid command path. P0016 requires recognized position information and directs you toward crank/cam relationship, oil/VCT response, target condition, and mechanical timing. Decide which layer failed before choosing tools or parts.
Step 3: Resolve related and prerequisite faults first
Follow the current code-priority instructions. Diagnose active VCT electrical, position-signal, reference, power, ground, oil-pressure, or related misfire faults before relying on a correlation verdict. One shared condition can produce several codes.
Step 4: Inspect oil condition and recent service history
Verify the specified oil level, condition, viscosity, filter application, and pressure when directed. Ask whether the concern began after an oil change, sensor or harness work, valvetrain repair, timing-system work, flywheel work, or control-module programming.
Step 5: Prove the P0013 electrical path
Inspect the VCT harness and connectors, then isolate control and ground integrity with the exact circuit procedure. Use a load-capable test or voltage-drop method where specified rather than relying only on unloaded voltage. Prove terminal contact and the solenoid branch before considering the PCM.
Step 6: Prove position-signal quality and relationship
Use scan data to see whether the PCM recognizes CKP and CMP activity, then use the applicable circuit or waveform test when needed. Look for dropout, noise, timing drift, poor connection, or a relationship that changes with temperature, vibration, oil state, or engine speed.
Step 7: Separate VCT command from VCT response
When electrical and position inputs are credible, compare commanded cam movement with actual feedback under valid conditions. If the command is valid but movement is not, follow the oil supply, oil-control valve, phaser, and mechanical branches in the current service-information order.
Step 8: Inspect mechanical timing only when supported
Evaluate chain and sprocket alignment, guide and tensioner condition, phaser/target condition, and related mechanical fitment only after earlier evidence supports this branch. Use the exact alignment tools, holding procedures, fasteners, sealing instructions, lubrication steps, and torque specifications for the truck.
Step 9: Perform required learning and verification
After specified position-sensor, target, flywheel, valvetrain, timing-drive, or related work, complete the required crank/cam learning procedure with all prerequisites satisfied. Reproduce the original operating conditions, confirm stable position recognition and cam response, rerun the relevant monitor, and verify that no pending or confirmed DTC returns. Clearing the warning lamp without restoring the learned relationship and rerunning the monitor is not a verified repair.
Safety before testing or relearning
Position and VCT tests may require cranking, a running engine, or controlled changes in engine speed. Work in a ventilated area, set the parking brake, secure the truck against movement, and keep hands, clothing, tools, leads, and loose objects away from belts, pulleys, fans, and hot exhaust parts. Do not stand in front of or behind an unsecured truck during a commanded procedure.
The verified applications include eTorque stop/start hardware. Before underhood work, place the truck in the safe service state required by current service information and verify that the engine cannot restart unexpectedly. Follow the exact power-down and battery procedures before disconnecting sensors or PCM connectors. Engine oil and timing components can be hot. Stop a functional test or relearn if the engine behaves abnormally or any prerequisite is not satisfied.
Match the repair to the proven failure
The supported repair may involve terminal or wiring repair, connector service, correcting solenoid installation, replacing a proved VCT solenoid, restoring the correct oil and filter condition, repairing an oil-pressure or oil-flow problem, servicing the oil-control valve or phaser, correcting a CKP/CMP signal or target concern, repairing the chain/guide/tensioner system, restoring mechanical alignment, or completing the required relearn. PCM work belongs at the end of the applicable diagnostic path.
Mechanical timing repairs are precision work. Current service information for the exact truck controls alignment, holding, one-time-use parts, torque, sealing, lubrication, programming, learning, and final verification.
Final takeaway
On the 2019-2024 Ram 1500DT 5.7 HEMI Gas, timing diagnosis is a comparison among VCT electrical command, engine-oil support, phaser response, CKP/CMP recognition, learned crank/cam relationship, and mechanical alignment. P0013 asks whether the VCT control circuit behaves as commanded. P0016 asks whether recognized crank and cam positions remain correctly related.
Preserve the evidence, classify the failed layer, resolve related electrical faults, verify oil and VCT response, prove position-signal quality, and inspect mechanical timing only when the evidence points there. Complete required learning and rerun the monitor before calling the repair finished. The linked STEP guides provide model-specific educational paths; current service information for the exact truck controls specifications, commands, connectors, component locations, disassembly, and verification.
