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P11A1 points to a specific actuator, A on cylinder 1. You have multiple P11xx codes, or just that one?
If it's just one code, swap the adjusters on cylinder 1 and see if the code stays on A or moves to B.
If it's all 8 codes, then the problem is not the adjusters or the 8 lines from the ECU that connect to pin 1 on each plug, but more likely the common line that connects to all 8 plugs on pin 2. This common line is the red/yellow wire that you'll see going to a lot of stuff, such as the motor mount plugs (if you have an automatic), cold start injector (if you have a CPMx), the heater core coolant shutoff valve, the N80 purge valve, etc. And the V51 afterrun coolant pump. Did you have the recall performed recently where they unplugged rather than replaced the pump?
The yellow/red to all this stuff supplies 12v from fuse panel B fuse 7. The ECU grounds the other side on demand to make current flow and activate the device. It appears that fuse is only supplied with 12v when the engine is running (from ECU controlled J271 relay, "ECM power supply relay"). With just ignition on, I'm not sure if it'll be passing 12v.
Your information was spot-on boss! Thanks a million.. We replaced fuse B7 and disconnected the secondary coolant pump and all the faults cleared!
Originally Posted by SMac770
P11A1 points to a specific actuator, A on cylinder 1. You have multiple P11xx codes, or just that one?
If it's just one code, swap the adjusters on cylinder 1 and see if the code stays on A or moves to B.
If it's all 8 codes, then the problem is not the adjusters or the 8 lines from the ECU that connect to pin 1 on each plug, but more likely the common line that connects to all 8 plugs on pin 2. This common line is the red/yellow wire that you'll see going to a lot of stuff, such as the motor mount plugs (if you have an automatic), cold start injector (if you have a CPMx), the heater core coolant shutoff valve, the N80 purge valve, etc. And the V51 afterrun coolant pump. Did you have the recall performed recently where they unplugged rather than replaced the pump?
The yellow/red to all this stuff supplies 12v from fuse panel B fuse 7. The ECU grounds the other side on demand to make current flow and activate the device. It appears that fuse is only supplied with 12v when the engine is running (from ECU controlled J271 relay, "ECM power supply relay"). With just ignition on, I'm not sure if it'll be passing 12v.
This was the faulty unit causing a short on the yellow with red stripe wire. Evidence of electrical short.
I'm curious which actual engine you have. From your scan, do you see an engine code in the address 01? CAEB, CPMA, CDNC, CNDC, etc? The first pic is not clear enough to make out any part number on the pump itself. I wonder because the V51 pump in the B8.5 here in the US is recalled due to a fire risk. But 2013 outside the US normally used the Gen 3 motor, that has the V51 integrated into the main coolant pump. But maybe your area stayed with the Gen 2 motor like the US did. If so, I'd be at Audi going "thanks for trying to burn me down, but you can replace that for free now".
I didn't check the engine code on the scanner...but it's ex South Africa.. All I noted was that it's a 1.8 TSFI engine 2013.. When we checked the fuse you mentioned we started eliminating all the components that get fed by that yellow with red stripe wire until we came to that unit..
When we disconnected and took the car for a test drive - no faults came back so we were quite happy to leave it disconnected
Toyota had an almost similar problem with their D4 engines...the fuel rail pressure sensor would short and cause fault codes on multiple sensors.
Ah, that's not a coolant pump. That's the electronic coolant shutoff valve, which they changed to for the facelift (from a vacuum actuated one in the B8.0). It blocks flow of coolant to the heater core on a cold start until the coolant has heated up enough for engine management to be happy. part number 4H0 121 671 D. I can kind of make that out in the center of the upper pic now that I'm looking for the right part number. https://www.ecstuning.com/b-genuine-...ve/4h0121671d/
Confirm that disconnecting it has no adverse effect on engine operation/performance.. We are in warm climates where morning temps @ 6am are usually around 16 - 20 degrees Celsius..
P11A1 points to a specific actuator, A on cylinder 1. You have multiple P11xx codes, or just that one?
If it's just one code, swap the adjusters on cylinder 1 and see if the code stays on A or moves to B.
If it's all 8 codes, then the problem is not the adjusters or the 8 lines from the ECU that connect to pin 1 on each plug, but more likely the common line that connects to all 8 plugs on pin 2. This common line is the red/yellow wire that you'll see going to a lot of stuff, such as the motor mount plugs (if you have an automatic), cold start injector (if you have a CPMx), the heater core coolant shutoff valve, the N80 purge valve, etc. And the V51 afterrun coolant pump. Did you have the recall performed recently where they unplugged rather than replaced the pump?
The yellow/red to all this stuff supplies 12v from fuse panel B fuse 7. The ECU grounds the other side on demand to make current flow and activate the device. It appears that fuse is only supplied with 12v when the engine is running (from ECU controlled J271 relay, "ECM power supply relay"). With just ignition on, I'm not sure if it'll be passing 12v.
Hi. where do i find the yellow/red wire? im a noobie here. i got 8 multiple codes on camshift actuators. EPC lights was triggered and engine check. coolant too seems going low and now i do have to refill around 500ml of coolant everyday. seems thermostat is not working well. is these related to the issue. Appreciate help!
You see where the actuators are, so the yellow/red wire goes to pin 2 on each of them. It comes from the fuse 7 in panel B ( the fuse block in the ECM box under the washer fluid filler neck in the plenum chamber). What was the actual error text for the DTC? If the fuse is down, you should have a lot of codes since many things run off that fuse.
Coolant will be unrelated. If it's leaking, it's leaking. You need to approach that issue as a coolant leak and determine the location of the leak and correct that condition. Thermostat operation and coolant leaking are not related concerns.
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Help with Engine Code P11A100..
