P0345 Code: Dodge Charger (2021-2023) - Causes, Symptoms & Fixes

Diagnostic guide: P0345 on 2021–2023 Dodge Charger

Important data note (per the provided data): No NHTSA owner complaints and no recalls found for this make/model/year/issue combination. No recalls found in NHTSA database. The guide below combines standard diagnostic practices for P0345 with considerations specific to the Dodge Charger 2021–2023 family (which spans multiple engines) and notes data limitations.

Code meaning and severity

• Code: P0345
• Full description: Camshaft Position Sensor "A" Circuit Bank 1 Malfunction
• What it means: The Engine Control Module (PCM) detected an abnormal electrical condition in the Camshaft Position Sensor (CPS) circuit labeled as Bank 1, Sensor A. The CPS tells the PCM where the camshaft is in relation to the crankshaft so fuel injection and ignition timing can be synchronized.
• Bank 1: In a V-engine like many Charger configurations, Bank 1 refers to the side of the engine that contains cylinder #1. Sensor A is the primary camshaft position sensor for that bank. Some engines use a second sensor (Sensor B) on the opposite bank; P0345 specifically indicates the "A" circuit on Bank 1.
• Severity: Moderate to high. Symptoms can include no-start or hard-start, rough idle, stalling, reduced power, and degraded drivability. If the cam timing reference is unreliable, the engine may fail to run or run very poorly. In some cases the PCM will store other related codes (such as P0335/P0336 for crank sensor issues or P0340/P0341 for cam signal range/performance) if the data stream is inconsistent.

Common causes on the Dodge Charger (2021–2023)

• Faulty camshaft position sensor (Sensor A) or its wiring harness
• Damaged, corroded, or loose sensor connector or wiring harness to the CPS
• Poor or intermittent ground or 5V reference (CPS typically uses a PCM-provided reference voltage and ground)
• Wiring insulation damage, chafing, or short to power/ground
• Timing chain/belt issues or timing reference problems (e.g., timing jumped, worn chain, stretched chain, or timing chain guide/tensioner issues) that affect cam position reading
• Variable Valve Timing (VVT) solenoid or oil-related issues affecting cam timing reference accuracy
• PCM/engine control software fault or miscalibration
• Oil contamination or coolant intrusion near the sensor in some designs
• Misidentification of Bank 1 Sensor A in engines that have multiple cam sensors (verify the correct sensor for your exact engine variant)

Note: Because the Charger in 2021–2023 uses several different engines (e.g., 3.6L Pentastar V6, 5.7L Hemi, 6.4L/6.2L variants in Hellcats), exact wiring pinouts and sensor placement can vary by engine code. Always confirm with the service manual for your specific engine code.

Symptoms you may observe

• Check Engine Light (CEL) or Malfunction Indicator Light (MIL) illuminated
• Hard start, misfire, or no-start conditions
• Rough or erratic idle
• Reduced engine power or limp-home mode
• Engine runs poorly under load or stalls at idle
• Intermittent drivability issues (especially at idle or low RPM)
• Possible OBD-II readiness flags: some drives may not complete certain readiness tests until multiple drive cycles

Diagnostic steps (structured approach)

Important: Start with non-invasive checks and move to more involved tests as needed. If you’re not comfortable with electrical testing, seek a professional.

A. Gather data

• Scan with a capable OBD-II scanner or dealer tool. Record all stored codes, freeze-frame data, and live sensor data (cam sensor signal, crank sensor signal, engine RPM, fuel trims, and misfire data).
• Check for related codes (e.g., P0340, P0341, P0335, P0336, P0016/P0017 equivalents depending on engine) to understand if timing or a sensor pair is affected.

B. Visual inspection

• Inspect the camshaft position sensor and its wiring harness and connector for damage, corrosion, oil leaks, or loose pins.
• Check for oil contamination near the sensor, which can degrade signal or insulation over time.
• Look for heat damage or signs of chafing where wiring passes near moving components or sharp edges.
• Inspect the sensor mounting for proper torque and seating.

C. Electrical checks (targeted, with engine off and/or running as appropriate)

• Sensor reference and ground: With the ignition on but engine off, verify there is the PCM reference voltage (often around 5V) at the sensor’s reference pin and a solid ground at the sensor ground. Note: exact pin numbers vary by engine; use the service manual for your engine code.
• Signal output test: When the engine is cranking or running, monitor the CPS signal on the PCM data stream or with an oscilloscope. The signal should be a stable, clean waveform that changes predictably with engine speed. A flat line or highly erratic signal indicates a bad sensor or wiring.
• Compare Bank 1 Sensor A to any Bank 2 sensor A (if your engine uses a second CPS for the opposite bank) to see if the issue is bank-specific.
• Resistance checks: Some CPS have a specified resistance range between signal and ground or signal and power; if your manual provides these values, measure with a DVOM. If unsure, skip to the next step to avoid misinterpretation.

D. Mechanical and timing checks

• If electrical tests indicate the sensor and wiring are sound, and the signal output looks reasonable, consider cam timing integrity:
  • Verify timing marks and chain/belt alignment per the service manual.
  • Inspect timing chain tensioner, guides, and any components in the cam timing system for wear or failure.
  • If there is any suspicion of timing displacement, do not crank the engine aggressively; incorrect timing can cause severe engine damage.
• VVT solenoids: Ensure VVT solenoids are functioning correctly and not stuck or leaking oil; faulty solenoids can affect cam timing signals and cause misalignment that triggers P0345.

E. Functional tests after repair

• Clear the codes after any repair and perform a road test or a controlled test drive.
• Re-scan to confirm the code does not return and verify that related data (cam/crank signals, trims, and RPM) are within expected ranges.

F. When to escalate

• If the sensor and wiring test good, but the code reappears after a road test, consider PCM/ECU software update or reflash (as per dealer/service bulletin) or PCM replacement as a last resort after ensuring wiring and sensor conditions are truly good.
• If timing components show wear or timing is off, address those mechanical issues first, as they can cause misalignment that triggers P0345 or other cam/crank sensor faults.

Related codes you might see with P0345

• P0340: Camshaft Position Sensor Circuit Malfunction (Bank 1)
• P0341: Camshaft Position Sensor Circuit Range/Performance (Bank 1 or A)
• P0335: Crankshaft Position Sensor “A” Circuit
• P0336: Crankshaft Position Sensor Range/Performance
• P0016, P0017: Crank-to-cam timing correlation (depending on engine family and diagnostic approach)
  Note: P0345 can appear alone or with one or more related codes; always diagnose in the context of all codes and live data.

Repair options and costs (2025 prices)

Prices vary by region, vehicle engine variant, and whether work is done at a dealer, independent shop, or DIY. The ranges below reflect typical U.S. prices in 2025.

• Camshaft position sensor replacement (Bank 1, Sensor A)

  • Parts: roughly $20–$120 (OEM vs aftermarket; some vehicles use one sensor per bank)
  • Labor: about 0.5–1.0 hour
  • Total estimate: roughly $100–$300
  • Notes: If the sensor is easily accessible without removing major components, costs stay on the lower end.

• Wiring harness/connector repair or replacement (to CPS)

  • Parts: usually $10–$100 for connectors or pigtails; harness repairs may vary
  • Labor: 0.5–2.0 hours depending on access and extent of repair
  • Total estimate: roughly $120–$450

• Timing chain/belt, tensioner, or related timing-system repair

  • Parts: $100–$400 (tensioner, guides, chain)
  • Labor: 3.0–6.0+ hours depending on engine and accessibility
  • Total estimate: roughly $800–$2,000+
  • Notes: If P0345 is caused by a timing issue, this becomes a more extensive repair.

• Variable Valve Timing (VVT) solenoid replacement

  • Parts: $60–$260
  • Labor: 0.5–1.5 hours
  • Total estimate: roughly $150–$600

• PCM/ECU software update or replacement

  • Software update (reflash): $0–$150 in dealer time if covered, otherwise $100–$350
  • PCM replacement: Parts $350–$900; labor $1.0–2.5 hours; total $600–$1,500+
  • Notes: PCM issues are less common but can be implicated if sensor signals are abnormal and all wiring tests pass.

• Oil leaks or contamination-related sensor issues

  • Fixing oil leaks around the sensor area or replacing gaskets/seals can be part of the repair if oil contamination caused sensor failure
  • Costs vary with scope; typically modest if addressed during sensor replacement.

DIY vs PROFESSIONAL

• Do-it-yourself (DIY) path (if you’re comfortable with automotive electrical work)
  • Pros: Lower parts cost, hands-on learning, quick access for many models.
  • Cons: Risk of misdiagnosis, potential for damaging sensor or wiring, limited access to proper diagnostic tools (oscilloscope, precise reference voltage checks).
  • Suitable DIY tasks: Visual inspection of CPS and connector, reseating or replacing a visibly damaged connector, verifying basic reference/ground with a multimeter, basic sensor replacement if the sensor is easily accessible.
• Professional path
  • Pros: Accurate diagnosis using live data (scope, oscilloscope, precise reference checks), correct determination of whether the issue is sensor, wiring, timing, or PCM, proper torque for sensor, and safe repair.
  • Cons: Higher labor costs.
• Practical approach: Start with the easiest checks (visual inspection, connector reseating, sensor replacement if confirmed faulty by data) and escalate to more involved tests (scope waveform, timing checks) or a shop if symptoms persist or timing components are involved.

Prevention and maintenance tips

• Regularly schedule maintenance for your engine to ensure timing components and sensors remain in good condition.
• Keep oil changes performed with the correct grade and spec; dirty engine oil or oil leaks near the CPS can affect sensor performance.
• Use OEM or high-quality sensors and connectors when replacement is required; avoid low-quality aftermarket CPSs that may have unreliable signal output.
• Protect wiring harnesses from abrasion and heat sources; use looms or protective wraps where applicable.
• When performing work in the area around the timing cover, ensure proper torque specs and double-check connectors for secure seating to avoid intermittent circuit faults.
• If you notice intermittent starting or rough idle, address it promptly rather than letting it worsen; intermittent CPS faults can sometimes be a precursor to more serious timing issues.

Data limitations and transparency

• The provided data states there are no owner complaints and no recalls listed for 2021–2023 Dodge Charger with this issue in the NHTSA database, and no recalls found here. This means:
  • There are no official recall or TSB notes in the supplied data to cite for P0345 on these model years.
  • The diagnostic guide above draws on standard automotive diagnostics for P0345 and Dodge Charger engine practices, as well as common failure modes associated with camshaft position sensor circuits.
  • In other words, real-world variability between engines (3.6L, 5.7L, 6.2L variants) can influence exact sensor location, wiring pinouts, and common failure patterns.
• Always verify against the exact engine code and service manual for your Charger’s powertrain. If your vehicle is under warranty, consult the dealer for coverage details.