Diagnostic Code

I have a 2004 Camry and wanted to know what a P0011 code refers to.

Found a description of the code....

"Cam Position 'A' Timing over advanced or system performance (bank 1)"

What is bank 1 and bank 2 ? Any ideas?

Thanks

Welcome to the AF!

Bank 1 is the bank of cylinders closest to the firewall if you have a V6. It is the only bank of cylinders if you have an I4.

I don't know for a fact that this is your problem, but Toyota has issued a TSB for 2005-2007 Camrys with a 2AZ-FE engine for this DTC. This may be a more generic problem than they know about or have admitted. I suggest you bring this TSB to a Toyota dealer and remind him that this problem may be related to your code. Or, you may try to address it with the help of the following descriptions. This problem is covered under your drivetrain warranty if you qualify.

See below:
http://i16.photobucket.com/albums/b8/rogersb/2AZ-FE%20DTC%20P0011/DTCP0011a.jpg

Thanks for the great information. I was hoping any possibilities where not going to be too involved but rather something I could do myself. Different looking cam gear here also.

On a simpler note, you could try testing your cam position sensor. Might be that simple.

As it turns out the thing is still under warranty for this DTC. We had brought it to the dealer to have the DTC checked and that was at 59K some miles. We have 62K on it now but when we had it checked it was documented at the dealer before the warranty expire. Just under the warranty limit so this is a good deal as far as this goes. The shop manual I managed to download is a big help also. I did ask about the tsb for that year and there were none listed.

Thanks a bunch.

This is the first time I've heard of someone with this DTC, so if it's not related to that TSB I posted, it is one hell of a coincidence.

It shure in the heck is. One thing I thought was interesting was the fact that the VVT uses oil pressure through the intake cam to vary the valve timing. An interesting cocept. I can see where any sludge in the engine would be a problem here. Glad my wife always took the car to the dealer for her oil changes:) Dealer told it was probably one of two things; either the cam position sensor or the VVT where the two probable parts. The same thing the TSB you posted said:screwy:

Not only the application of oil pressure is interesting, but low oil pressure would prevent high stress on the engine by not allowing the high HP cam configuration. This would increase the life of the engine.

Now that is a switch. Low oil pressure prolonging the life of the engine. I have not delved deeper into the shop manual yet but I am shure I will find more interesting items to discuss.

That's not what I meant. I meant if the oil pressure drops, it prevents the engine from stressing itself to the max by not triggering the high-performance cam lobes. The engine will survive low oil pressure better by not using the high-HP lobes. The engine will last longer that way than if the lobes were triggered by rpm only with no feedback from oil pressure.

High Performance Cam Lobes? What is this refering to? Seperate cam lobes physically? Also, is a 2az-fe a non-interfering emgine type?

Sorry, I was thinking of another type of variable cam system. The VVT system modifies the cam timing, not the cam lobes used.

http://www.billzilla.org/vvtvtec.htm

The concept of lower oil pressure preventing a higher-performance cam configuration still holds.

I now understand how the oil pressure affects the cam timing. Is this system how higher performance is attained or just a way to protect the engine at higher speeds?

Advanced cam timing shifts the torque curve upward to higher rpms, which makes the engine more powerful at higher rpms. The cost of this is less drivability and torque at lower rpms. A test for correct operation of the VVT system is to activate it at idle. The engine should idle rough or die because the high-rpm cam timing is not suitable for low-rpm use.

Conversely, a cam timing/lobe profile that is good for mileage and low-rpm torque is not optimum for high-rpm performance - the engine doesn't breath as well.

With the VVT system, you have a good low-rpm cam profile/timing. The system is changed at some rpm (4000 or so) to give a more aggressive cam timing, increasing the high-rpm torque/performance.

When low oil pressure prevents the cam timing from changing as it's supposed to, it is not adequate to protect the engine. The only way to really protect the engine is to shut it down. Keeping the engine from creating maximum hp at low oil pressure is just a by-product of the VVT system.

How is the VVT acctivated at idle?

Just lie to the computer - See the 3rd page of the description in the TSB above

Is it possible to do this without the meter?

I don't know. It might be a CAN function that is enabled in the more modern diagnostic instruments...

Hmmm Time to research this for myself. I think I will look through the shop manual and see If I can not scare something up.