P1046 on 2014-2016 Dodge Dart 1.4L: Cylinder 1 Oil Solenoid Overcurrent Fixes

What's Unique About the 2014-2016 Dodge DART

The Dodge Dart, particularly with the 1.4L Turbo engine, uses Fiat's innovative but complex MultiAir electro-hydraulic valve control system instead of traditional camshafts for intake valve actuation. This system is known for having specific failure points, and the P1046 code is directly tied to it. The solenoids are integrated into a single unit called the MultiAir 'brick' and cannot be replaced individually. Chrysler has issued multiple software updates (TSBs) to address false or intermittent overcurrent codes, making a PCM flash a common first step in diagnosis, which is unique to this platform's history.

Diagnostic Flowchart

Tap your situation to follow the diagnostic path that matches what you're seeing on this vehicle.

Symptoms You May Notice

• Check Engine Light is on
• Hesitation or stuttering, especially under load or acceleration
• Engine struggles to accelerate or get over 65 mph
• Engine sounds like it is knocking at idle, with the noise disappearing at higher RPM.
• Engine cranks but acts like it has no compression, sometimes referred to as a 'fast crank no start'.
• Car runs fine when driven gently but stutters and loses power with moderate to heavy acceleration.

Most Likely Causes

1. Outdated Powertrain Control Module (PCM) Software 🔴 High Probability Chrysler released multiple Technical Service Bulletins (TSBs), most notably 18-009-15 and its revisions, specifically to address these overcurrent DTCs with a software update. The original software was overly sensitive and could set these codes erroneously.
   How to confirm: A Dodge dealership or a well-equipped independent shop can check your vehicle's software version against the latest version using a wiTECH scan tool. They can verify if TSB 18-009-15 (or its later revisions like F or G) applies to your VIN and has been performed.
   Typical fix: Reprogramming the PCM with the updated software. This is often referred to as 'flashing' the PCM.
   Est. part cost: $0
2. Blown Fuse 🟡 Medium Probability An overcurrent condition from a failing solenoid or shorted wire will cause the corresponding fuse to blow to protect the circuit. This is a common secondary failure resulting from a shorted component.
   How to confirm: Check the 10-amp red mini fuse in position F87 of the under-hood Power Distribution Center, located next to the battery. A visual inspection will show if the metal strip inside is broken.
   Typical fix: Replace the fuse. If it blows again immediately upon key-on or starting, you have an active short circuit in the wiring or the MultiAir actuator that must be diagnosed.
   Est. part cost: $1-$5
3. Failed Cylinder 1 Oil Supply Solenoid (MultiAir Actuator) 🟡 Medium Probability The solenoids are part of the complex MultiAir 'brick' which is a known failure point on these engines. An internal short circuit in the solenoid coil will cause an overcurrent fault. The system is also sensitive to oil quality and level, and neglect can contribute to failure.
   How to confirm: If the F87 fuse repeatedly blows and the wiring harness is confirmed to be intact, the solenoid is the cause. A definitive test involves using a bidirectional scan tool to command the solenoid on and off; if it doesn't click or immediately blows the fuse, it has failed. You can also test the solenoid's resistance, though specific values are not widely published; a reading of 0 ohms or a short to ground indicates failure.
   Typical fix: The individual solenoids are not sold separately. The entire MultiAir Actuator Assembly (often called the 'brick') must be replaced. This is a labor-intensive job that some DIYers have tackled by sourcing used parts.
   Est. part cost: $1000-$1800
4. Wiring Harness Short Circuit ⚪ Low Probability The engine bay is a harsh environment. Wires can chafe against brackets or melt from heat, causing a short to ground that results in an overcurrent code.
   How to confirm: Visually inspect the wiring harness leading to the MultiAir actuator. Look for any signs of damage, melting, or chafing, particularly where the harness may rub against engine or transmission components. Perform a continuity test from the PCM connector to the solenoid connector to check for a short to ground. A 'wiggle test' on the harness while the engine is running can help identify intermittent shorts.
   Typical fix: Repair the damaged section of the wiring harness with solder and heat shrink, or by replacing the pigtail connector. Protect the repaired area from future damage with loom or re-routing.
   Est. part cost: $5-$50

Rare But Worth Checking

• Faulty Powertrain Control Module (PCM): This is extremely rare. The PCM's internal driver for the solenoid could fail, but all other causes, especially the solenoid itself and wiring, should be exhaustively ruled out before condemning the PCM.
• Low or Incorrect Engine Oil: While not a direct cause of an 'overcurrent' code, running the wrong viscosity oil (MultiAir requires specific 5W-40 synthetic) or low oil level can cause the actuator to work improperly, leading to various MultiAir codes and eventual mechanical failure. This is more likely to cause performance codes rather than electrical codes.

Diagnosis Steps

1. Scan for other codes. Note if other solenoid overcurrent codes (P1048, P104A, P104C) are present. Multiple codes strongly point to the fuse or a software issue.
2. Check for TSBs. Contact a dealer with your VIN to see if TSB 18-009-15 (or a later revision like G) has been performed. If not, this is the most likely and cost-effective fix.
3. Inspect Fuse F87. Open the under-hood fuse box (Power Distribution Center) and check the 10A red fuse at position F87. If it's blown, replace it. Start the engine and see if it blows again. If it does, an active short exists.
4. If Fuse Blows Again: Inspect Wiring. Disconnect the battery. Unplug the harness from the MultiAir actuator and inspect for damage. Pay close attention to areas where the harness might rub against the engine, transmission, or brackets. Check the wiring for continuity and for any shorts to ground.
5. Test the Solenoid. If the wiring is good and the fuse blows, the solenoid is the prime suspect. The best method is to use a high-level scan tool with bidirectional controls to activate the 'Cylinder 1 VVT Solenoid'. Listen for a click. If there is no click or the fuse blows when activated, the actuator assembly is faulty.
6. If the fuse is good and the TSB has been done, suspect an intermittent wiring issue or a failing solenoid that hasn't fully shorted yet. Wiggle the harness while the engine is running to see if you can induce the fault.

Parts You'll Likely Need

• MultiAir Actuator Assembly (OEM #68463929AA) — This assembly, often called the 'MultiAir brick', contains the four oil supply solenoids. Since the solenoids are not sold individually, a failure of one requires replacing the entire unit. Dealer cost for the part alone is often quoted at $1200-$1700.
  Trusted brands: Mopar
  OEM price range: $1100-$1800
  Aftermarket price range: $700-$1200
• Mini Fuse — A 10-amp mini fuse at location F87 in the underhood fuse box may blow due to the overcurrent condition. This is a crucial and simple first check.
  Trusted brands: Bussmann, Littlefuse
  OEM price range: $1-$5
  Aftermarket price range: $1-$5

Related Codes That Often Appear With This One

• P1048, P104A, P104C — These are the overcurrent codes for cylinders 2, 3, and 4. It's common to see all four codes appear together. 🎬 Watch: Diagnosing a Dart with multiple codes and performance complaints. This strongly suggests a systemic issue like a blown shared fuse (F87), a PCM software glitch addressed by the TSB, or a major wiring problem affecting the common power feed.
• P0301 — This is a 'Cylinder 1 Misfire' code. If the MultiAir solenoid for cylinder 1 is not functioning correctly, it can prevent the intake valves from opening properly, leading to a lack of compression and a misfire on that cylinder.

Technical Service Bulletins (TSBs) & Recalls

• 18-009-15 REV G: Notes P1046 as 'Cylinder 1 Oil Supply Solenoid Valve Overcurrent' among other symptoms and codes addressed by a software flash.
• 18-009-15 REV F: Applies to 2014-2016 Darts and lists P1046 as a key DTC fixed by a PCM reprogram.
• 18-009-15 REV D: Also lists P1046 and points to a software fix for certain build dates.
• 18-009-15 REV C: Confirms the DTC P1046 is related to a Malfunction Indicator Lamp (MIL) illumination issue that can be fixed with a software update.

Platform-Specific Known Issues

• Chrysler issued Technical Service Bulletin #18-009-15 (with multiple revisions like REV C, D, F, and G) to address P1046 and other related codes via a PCM software update. This indicates a known issue with the original software logic being too sensitive.

Mechanic-Grade Diagnostic Values

• MultiAir Solenoid Resistance — expected: While no official spec is published, a functional solenoid should have some resistance. A reading of less than 1.0 Ohm is indicative of a short circuit.. Failure: A reading of 0 ohms or infinite resistance (open circuit).
• Solenoid Connector Voltage (Key On, Engine Off) — expected: One pin should show battery voltage (approx. 12V).. Failure: No voltage indicates a problem with the power supply from the fuse (F87) or PCM.

Scan Tool Commands That Help

• wiTECH: Active Test: Cylinder 1 VVT Solenoid — This bidirectional control allows a technician to command the specific solenoid on and off. It is used to confirm if the solenoid is mechanically functioning (an audible click should be heard) and to see if activating it immediately blows the F87 fuse, which would confirm a shorted solenoid.
• wiTECH: Reprogram PCM — Used to perform TSB 18-009-15 and its revisions. This flashes the PCM with updated software to correct overly sensitive logic that can falsely trigger P1046 and related codes.

Wiring & Ground Locations

• Powertrain Control Module (PCM) — On the 1.4L engine, the PCM is located at the right rear corner of the engine compartment.. The PCM is the source of the command signal for the MultiAir solenoids and contains the driver circuit that detects the overcurrent condition.
• G103 — A key ground point located on the left side of the engine compartment.. A poor engine or PCM ground can cause a host of electrical issues, including erratic sensor readings and module behavior. While not a direct cause of an overcurrent code, verifying grounds is a critical step in any electrical diagnosis.
• MultiAir Actuator Connector — On the back side of the engine, where the wiring harness connects to the MultiAir 'brick'.. This is the primary connector to inspect for damage, corrosion, or pushed-out pins. It's where voltage and resistance tests for the solenoid circuit are performed.

Real Owner Repair Stories

• Reddit user on r/dodgedart (2013 Dodge Dart Limited 1.4L Turbo) — Car drives fine when driven gently, but under load it stutters and struggles to accelerate past 65 mph.
  ❌ Tried (didn't work) The user was seeking a solution, implying initial checks were inconclusive.
  ✅ What actually fixed it The user had all four overcurrent codes (P1046, P1048, P104A, P104C). The community pointed towards either the TSB for a PCM flash or a blown F87 fuse, as having all four codes simultaneously is a classic symptom of a common power supply issue rather than four individual solenoid failures.

OEM Part Supersession History

• 04892697AA, 4892697AB, 4892697AC, 4892697AD, 4892697AE, 4892697AF, 4892697AG, 4893099AA, 4893099AB, 4893099AC, 04893099AD → 68463929AA — Part has been revised multiple times by the manufacturer to improve reliability and address failure modes.
  Heads up: Using an older, superseded part number from a junkyard or old stock may lead to a repeat failure. It is critical to use the latest revision available.

Model Year Variations Within This Range

• 2014-2015: TSB 18-009-15 Rev. F applies to vehicles built on or before July 28, 2015 (MDH 0728XX).
• 2016: TSB 18-009-15 Rev. F applies to vehicles built on or after July 28, 2015 (MDH 0728XX) and on or before August 21, 2015 (MDH 0821XX).