TheSamba.com :: View topic - Camshaft setpoint not reached (P0011 and P0015)

Wed Oct 01, 2025 2:34 pm

It's taken a few months but I've gotten my 2002 EV Weekender down to two intermittent codes. The van runs well except for a flat spot in the throttle upon cold start. This post is essentially a request for input but also a place for me to document my work.

P0011/16395
Code: 16395 - Bank 1: Camshaft A (Intake)
P0011 - 35-00 - Retard Setpoint not Reached (Over-Advanced)
Following Ross-Tech.com the trouble-shooting steps for this code are:
Quote: Check Camshaft Adjustment Valve 1 (N205)
Check Fuel Pump Relay (J17) (applicable for vehicles with J17 only)
Check Mechanical Timing
Charm.li doesn't have anything on this code. Note the part number for the complementary solenoid valve of N205.

P0015/16399
Code: 16399 - Bank 1: Camshaft B (Exhaust)
P0015 - 35-00 - Advance Setpoint not Reached (Over-Retarded)
Readiness: 0000 1100
Following documents on Charm.li the trouble-shooting steps for this code are:
Quote: Check solenoid valves for camshaft adjustment
Check wires and connectors for solenoid valves
It's worth noting the intake solenoid appears to be part N318 and that this code is not found on ross-tech.com.

Evaluating valve adjustment
Before attempting any repairs, I followed bigfoot_ev's example and decided to get some baselines on my valve performance:

Code: --------------------------------------------------------------------------------
Group 208
1120 /min RPM
126 Count
0.0°KW Idle Stabilization
00100001 Bin. Bits

Group 209
1080 /min RPM
126 Count
0.0°KW Idle Stabilization
10110001 Bin. Bits
--------------------------------------------------------------------------------
Group 090: Power enhancements - exhaust camshaft
1680 /min Engine speed
ON Operating conditions
0.0°KW Camshaft adjustment
Bin. Bits

Group 091: Power enhancement - intake camshaft
1680 /min Engine speed
15.7 % Duty cycle
5.0°KW Specified angle intake cam adj.
22.0°KW Current angle intake cam adj.
--------------------------------------------------------------------------------
I welcome input on my interpretations:
- 208 and 209: Stayed at 0.0 Kw almost entirely. Either this rebuilt machine is perfectly timed or something is going on.
- 090 (exhaust): Shows 0.0°KW Camshaft adjustment. Should be 22?
- 091 (intake): Should be 0.0 for both?

The values for 090 and 091 appear switched and 208/209 are deadlining. lol. My plan is to retest but also establish the solenoid valves are activating. The test procedure indicates I'm supposed to listen for solenoid valve movement. Should I invest in a stethoscope? It could liven up my doctor role play.

Other options I'm considering. Let me know if these could potentially backfire and create headaches:
Using a 9v battery to activate the solenoid valve directly.
Swapping the VVT sensors
Edit: The original post mixed up the intake and exhaust trouble-shooting guidance. They're essentially the same but the part numbers were wrong.

Wed Oct 01, 2025 5:12 pm

Filter screen on the camshaft adjuster has broken off and lodged in the solenoids.

https://www.thesamba.com/vw/forum/viewtopic.php?t=672462

Thu Oct 02, 2025 5:31 pm

Possibly relevant to this is the van was driven minimally since 2022 until I bought it this summer. At the time of purchase the oil sending unit was leaking.
Quote: Filter screen on the camshaft adjuster has broken off and lodged in the solenoids.
Thanks for sharing that forum post. Any thoughts on how to confirm this short of pulling the valve cover?

Fri Oct 03, 2025 8:07 am

I don't think there's a way short of getting into it. If shocking the solenoids with a 9v battery works, it's probably temporary, but sometimes temporary can be years. If electroshock doesn't work, the mesh is the likeliest cause, but maybe a harsh or gentle oil cleaning regimen could free up gunked passages

It's probably worth dismantling that stuff and cleaning everything while you're in there. Perhaps even be ready to replace the upper chain guide if it's cracked..

Fri Oct 03, 2025 9:29 am

kbk wrote: Any thoughts on how to confirm this short of pulling the valve cover?
Go through the diagnostic procedure for the camshaft adjusters.

The procedure calls for checking measurement blocks 208-211 at idle and partial throttle. If any of the measurements are out of spec, then that means your camshaft adjusters are not working correctly.

Fri Oct 03, 2025 10:36 am

Really appreciate the input. Sounds like my steps are roughly:
1. Run diagnostic test mode and confirm the solenoids are activating
2. Confirm the wiring and voltages with a multimeter
3. Check valve angle at idle and under throttle

The link from Trunnion includes
Quote: Check connector of Camshaft Position (CMP) sensor -G40- and Camshaft Position (CMP) sensor 2 -G163-, they may have been swapped.

Following images on this thread and this thread which are for different variants of the VR6, G40 goes with solenoid N205 (intake) and G163 monitors solenoid N318 (exhaust). Is there definite way to know if they've been swapped? The van runs pretty well so I'm assuming this isn't the case.

Fri Oct 03, 2025 12:20 pm

A few more useful pictures.

Fri Oct 03, 2025 1:33 pm

kbk wrote:

Following images on this thread and this thread which are for different variants of the VR6, G40 goes with solenoid N205 (intake) and G163 monitors solenoid N318 (exhaust). Is there definite way to know if they've been swapped? The van runs pretty well so I'm assuming this isn't the case.

Unplug one of them and read the ECU for codes. It will throw a Camshaft Position Sensor implausible code 16725 for G40 or 16730 for the G163.

Sat Oct 04, 2025 8:28 pm

Before trying any fixes, I wanted baselines on the camshaft adjustment. Based on the charts below, my WAG is the intake solenoid is sticking at low voltages. Interpretations welcome.

Camshaft adjustment (Power enhancements)
Group 090: exhaust
Group 091: intake

Here's a plot of valve angle on measuring block groups 090 (yellow) and 091 (green) against RPM (red). The three RPM peaks are the car retarding itself when it hits 2000 RPM. The exhaust angle is adjusting gradually until the intake angle jumps suddenly

Camshaft adjustment (Power enhancements)
Group 210: intake
Group 211: exhaust

Similar pattern for measuring block groups 210 (yellow) and 211 (green) against RPM (red). The three RPM peaks are the car retarding itself when it hits 2000 RPM.

Camshaft allocation (Idle Stabilization)
Group 208 intake
Group 209 exhaust

Blocks 208 (yellow) and 209 (green) don't show any change when the RPM (red) drops.