AU: P001100 [000AEB] A Camshaft Position (Bank1)
Thread Starter
AudiWorld Member
Joined: Aug 2024
Posts: 386
Likes: 31
AU: P001100 [000AEB] A Camshaft Position (Bank1)
P001100 [000AEB] A Camshaft Position (Bank1),Timing over‑advanced or System Performance
I have replaced the solenoid and control modul, they work fine, but I still got this error code.
Tested with scan tool which are all functional as no issues.
But the error code still there.
I have replaced the solenoid and control modul, they work fine, but I still got this error code.
Tested with scan tool which are all functional as no issues.
But the error code still there.
AudiWorld Super User
Joined: Dec 2001
Posts: 13,996
Likes: 3,376
From: Georgia
Always clearly specify the engine involved when posting an engine issue thread. From other threads, I believe this is a CDN engine (EA888 Gen2 2.0T)? So I assume you mean control valve, not control modul?
P0011 for that engine means the measured angle is 6.8° to 8.0° more than it should be. If you log camshaft adjustment intake bank 1 specified vs actual, do you see this excessive difference between should be and is? When do you see this difference? Idling? Under load? At idle, the angle should be +28°. If you log those values during the VVT output test, you should see it run from +28° to -30° or so and then back.
P0011 for that engine means the measured angle is 6.8° to 8.0° more than it should be. If you log camshaft adjustment intake bank 1 specified vs actual, do you see this excessive difference between should be and is? When do you see this difference? Idling? Under load? At idle, the angle should be +28°. If you log those values during the VVT output test, you should see it run from +28° to -30° or so and then back.
AudiWorld Super User
Joined: Dec 2001
Posts: 13,996
Likes: 3,376
From: Georgia
You have to log. The P code is clear in its trigger. Actual vs specified is too different. So long actual and specified, along with some supporting values (engine speed, vehicle speed, normed engine load, accel pedal position), and see what happens. Can you find an occurrence of the event in the data to support the ECM popping that P code. Under what circumstance does it happen. The most likely one, at idle, you say is not the case. But maybe during a drive, on returning to idle, the VVT angle is not? You just have to log a drive and then toss the CSV into Excel and analyze. Did the event happen this run or not.
Also, you have cleared all codes since the physical changes, yes? The existing P code would take a number of drive cycles to self clear, probably 40 or so. But you would just clear codes using the scan tool.
Also, you have cleared all codes since the physical changes, yes? The existing P code would take a number of drive cycles to self clear, probably 40 or so. But you would just clear codes using the scan tool.
Thread Starter
AudiWorld Member
Joined: Aug 2024
Posts: 386
Likes: 31
You have to log. The P code is clear in its trigger. Actual vs specified is too different. So long actual and specified, along with some supporting values (engine speed, vehicle speed, normed engine load, accel pedal position), and see what happens. Can you find an occurrence of the event in the data to support the ECM popping that P code. Under what circumstance does it happen. The most likely one, at idle, you say is not the case. But maybe during a drive, on returning to idle, the VVT angle is not? You just have to log a drive and then toss the CSV into Excel and analyze. Did the event happen this run or not.
Also, you have cleared all codes since the physical changes, yes? The existing P code would take a number of drive cycles to self clear, probably 40 or so. But you would just clear codes using the scan tool.
Also, you have cleared all codes since the physical changes, yes? The existing P code would take a number of drive cycles to self clear, probably 40 or so. But you would just clear codes using the scan tool.
You are really champion.
Thread Starter
AudiWorld Member
Joined: Aug 2024
Posts: 386
Likes: 31
Hooked up with scan tool and test driving for 30 minutes.
The cam angel remained 28-29degress unchanged but required angel by ECU keeps changing.
The VVT soleniod works fine and VVT control works fine as well, I have tested with scan tool, I can hear the clicking noise.
But now, what's the problem? timing chain is definitely in time.
I heat to think it's the intake camshhaft problem, but how can I test it without remove all valve cover and timing gears?
It drives very smoothly and powerful.
can some gurus shars some lights
The cam angel remained 28-29degress unchanged but required angel by ECU keeps changing.
The VVT soleniod works fine and VVT control works fine as well, I have tested with scan tool, I can hear the clicking noise.
But now, what's the problem? timing chain is definitely in time.
I heat to think it's the intake camshhaft problem, but how can I test it without remove all valve cover and timing gears?
It drives very smoothly and powerful.
can some gurus shars some lights
Trending Topics
AudiWorld Stories
Bringing Audi to Life for Audi Fans
10 Strangest Audi Designs That Actually Made Production
Joe Kucinski
2027 Audi Q7 and SQ7: Audi Upgraded EVERYTHING!
Michael S. Palmer
Audi Unveils Absurdly Cool New Supercar: 10 Things You Need to Know!
Verdad Gallardo
The Highs & Lows of Every Audi C-Class Generation
Joe Kucinski
Top 10 Most Expensive Audis Ever Sold on Bring-A-Trailer
Brett Foote
10 Audi Features & Options We Miss the Most!
Joe Kucinski
Audi Recreates Crazy-Looking Speed Record Breaker From 1935
Verdad Gallardo
Coachbuilder Recreates the 1995 Audi TTS Concept
Verdad Gallardo
Every Audi V10 Car Ranked!
Joe Kucinski
AudiWorld Super User
Joined: Dec 2001
Posts: 13,996
Likes: 3,376
From: Georgia
Well, if the adjustment actual is sitting at +28° while the adjustment specified is moving around from +28° to -30° depending on engine load, then the VVT is not working. I don't know that you can investigate the situation without taking everything apart. It's like the locking pin in the VVT vanes is not unlocking (oil pressure unlocks it so the VVT can actuate, once oil pressure is sufficient to manage the angle). Or there's no oil pressure making it to the VVT.
What are you getting for the adaptation value after the engine is up to temp and you've driven some and are currently idling?
In the last post, some terminologies. So the solenoid is the electro-magnet that extends the piston when energized, and allows the spring in the control valve to push the piston back in when de-energized. So you're saying the piston is stuck? Stuck extended or stuck retracted? If you run the N205 solenoid output test, do you have the piston moving in and out as the power is toggled?
N205 solenoid is the electrically connected round object mounted to the upper timing cover. The oil flow control valve is the thing in the intake cam, the thing with the "button" which the N205 piston actuates.
What are you getting for the adaptation value after the engine is up to temp and you've driven some and are currently idling?
In the last post, some terminologies. So the solenoid is the electro-magnet that extends the piston when energized, and allows the spring in the control valve to push the piston back in when de-energized. So you're saying the piston is stuck? Stuck extended or stuck retracted? If you run the N205 solenoid output test, do you have the piston moving in and out as the power is toggled?
N205 solenoid is the electrically connected round object mounted to the upper timing cover. The oil flow control valve is the thing in the intake cam, the thing with the "button" which the N205 piston actuates.