DTC P0011; P11A9 Peugeot 1.6Lt VTi petrol

[Loftie+1]

Hi,
My Check engine light is on and my notification panel reads 'anti pollution' fault.
My vehicle is a 2009 Peugeot 1.6Lt VTi , manual with 122,300 Kms on the clock.
Replaced the following parts (against my better judgement), to keep the peace :
(i) New VVT solenoids intake & exhaust;
(ii) New thermostat and housing complete,
(iii) New coolant pump and serpentine belt.
This model has a common 'power feed' shared by both VVt solenoids and the 'Pilot' thermostat sensor.
(iv)I cannot find any literature regarding the 'Pilot" sensor and it's purpose ?
Any assistance will be much appreciated.
Loftie+1
Brisbane, Aus.
P.S. How does one use the above symbols, e.g. Bold, Ordered List etc..?

[GiveMeABreak]

If you need some assistance with these codes, I will need the VIN. Please post your VIN in full without spaces - it will be automatically masked from public view after submitting your post & will only be visible to staff.

[Loftie+1]

Hi Marc, thanks for contacting me so promptly!
You requested: VIN NO: VF3**************[VIN obfuscated, can be read by forum staff]
Thanks again, looking forward to your correspondence.
Loftie+1

[GiveMeABreak]

Ok, so there is a technical bulletin concerning both your codes, so may be worth a read of this before focussing on the individual fault codes alone: I note this is for vehicles with 5000 KMs, but may still be relevant.

Symptom:
Lighting of the engine diagnosis warning lamp with or without display of a depollution message - 'Starting difficult or impossible' - Engine speed unstable - Hesitation/jerks - Engine stalls - Mileage below 5000 km - in the presence of one or more of the following fault code(s) p0011, p11a9, p0014, p11a8, p000a, p000b.

Condition in which Fault Occurs
When driving after downloading to the engine management ECU or following work on the following parts:

Motorised Throttle Housing - Upstream and Downstream Oxygen Sensors - Accelerator Pedal Sensor - Fuel Injector - Catalytic Converter - Petrol High Pressure Regulation Solenoid Valve - High Pressure Petrol Pump - Fuel High Pressure Sensor - Camshaft Phase Sensors - Inlet Camshaft Dephasing Solenoid Valve - Inlet Pressure Sensor - Canister Discharge Electrovalve.

Origin:
Electrovalves of the camshaft dephasers system.

Read the fault codes:
In the presence of one or more of the following fault code(s) P0011, P11A9, P0014, P11A8, P000A, P000B: Carry out check + Download the engine management ECU software.
If there are other fault codes: This information does not apply

Service Action
Apply this operating procedure scrupulously before replacing a solenoid valve.

• Reading the fault codes.
• Check for the presence of swarf in the slide valve of the camshaft dephaser control solenoid valve.
• Replacement of the camshaft dephaser control solenoid valve(s) (If necessary).
• Downloading of the engine management ECU software.

Check
CAUTION: The solenoid valve must slide freely in its housing: If an abnormal effort is noticed when extracting it or inserting it in the cylinder head, the cylinder head will have to be replaced.

Remove the solenoid valve of the camshaft dephasers system concerned:
Inlet: P0011, P11A9, P000A
Exhaust: P0014, P11A8, P000B

Check for the presence of swarf between the slide valve and the body of the slide valve ( at "a"):

• If swarf is present: Carry out repair + Download the engine management ECU software
• If no swarf is present: Download the engine management ECU software

Repair

• Replace the camshaft dephasers system solenoid valve.
• Drain the engine oil.

Download the latest engine management ECU software present on the after-sales server.
Erase the fault codes using the diagnostic tool.
Initialise the autoadaptive values of the camshaft dephasers system using the diagnostic tool.

Routing:
ECU configuration and services>
Test by ECU>
Engine - Gearbox>
Engine ECU>
Initialising the auto-adaptives>
Programming of the timing of the inlet and exhaust camshafts. (VVT)

Fault Codes

Fault Code:	P0011
Description of Fault:	Fault in the inlet camshaft dephasing: Coherence. Discrepancy between the measured and reference inlet camshaft dephaser position. Conditions of activation of the diagnostics The following conditions have to be met: - Engine oil temperature between 0°C and 130°C - The setting for the inlet camshaft offset is not at the limit - Adaptation of the inlet camshaft dephaser completed - No error on the exhaust camshaft dephaser (P11A8) - Oil pressure and temperature conditions respected - engine running ; No inlet camshaft sensor fault
Conditions for Fault to clear:	Discrepancy between the measured and reference inlet camshaft dephaser position
Downgrade Modes whilst Fault is active:	Application of a special camshaft reference value Deactivation of the diagnostics on the catalytic converter Deactivation of checking of the canister purge
Symptoms:	Stalling after starting Unstable idling Lack of power Emissions outside the norms Excessive fuel consumption
Suspect Areas:	Insufficient oil pressure Circuit blocked/frozen Camshaft dephaser stuck

Fault Code:	P11A9
Description of Fault:	Fault in the inlet camshaft dephasing: Not characterised. Difference between the theoretical position of the inlet camshaft dephaser at rest and that measured. Conditions of activation of the diagnostics The following conditions have to be met: - Adaptation of the inlet camshaft dephaser completed - Inlet camshaft dephaser temperature between 0 and 130 °C
Conditions for Fault to clear:	Adaptation of the inlet camshaft dephaser carried out successfully at the next start-up
Downgrade Modes whilst Fault is active:	Change to butterfly mode Uncrossed position of the exhaust camshaft (idle position) Deactivation of the canister purge function
Symptoms:	Stalling after starting Unstable idling Lack of power Emissions outside the norms Excessive fuel consumption Difficult to exit driving on the overrun (Engine hesitation / Drop in engine speed)
Suspect Areas:	Engine ECU Exhaust camshaft dephaser Exhaust camshaft dephaser sensor

[Loftie+1]

Hi Marc,
Thanks for your follow up.... very comprehensive bulletin.
I'm going through the data with a 'fine tooth comb' I'll keep you informed, going forward.
Happy day.
Loftie+1

[GiveMeABreak]

No worries - a fair bit to check on there.

[Loftie+1]

Hi Marc,
I've 'ticked all the boxes' pertaining to the bullletin you shared with me and I've still not solved the problem.
I believe that the power feed to the VVT solenoid valves (inlet & exhaust) is shared with the thermostat 'Pilot" sensor; and I'm not getting 12v to these valves.
(My ref: You Tube Video - "How to Test & Fix P0011 Intake Camshaft Position Timing Over Advanced Bank 1- Time line: 02:25 mins.).

Questions:
(i) Do you know what the function of the 'Pilot' is included in the thermostat? ( My Haynes repair manual omits to explain this unit)
I'm attempting to trace a possible electrical fault to this component, (not the component itself as I've replaced the whole thermostat complete)!
Loftie+1

[GiveMeABreak]

EP3 and EP6 engines are equipped with a 2-speed cooling fan.
The engine cooling fan is triggered in relation to the coolant temperature and the control of the piloted thermostat.

At the low controlled thermostat regulation setting (below 90°C), fan engages at low speed at an engine temperature of 97°C and at high speed at an engine temperature of 108°C. The trigger thresholds of the fan are spaced for the upper regulation settings of the controlled thermostat.

The piloted thermostat permits:

• The engine temperature to rise more rapidly for better control of the exhaust gas depollution
• A higher engine temperature for reduced friction and therefore improved fuel consumption

"A": Thermostat open (piloted or not piloted if the temperature is above 105°C).
"B": Thermostat closed.
(21) Wax.
(22) heated resistor.

The wax (21) contained in the controlled thermostat melts at a temperature of 105°C.
During normal operation, the thermostat is not piloted, it regulates the coolant temperature at 105°C.
The regulation of the controlled thermostat is controlled by an RCO signal from 75°C (100% control) to 105°C (0% control) depending on the requirements of the thermal engine.
If 100% is required, the engine management ECU controls the controlled thermostat heated resistor (22) to add the 30 °C which are lacking to the 75 °C of the coolant to melt the wax (21).

Piloted thermostat operating phase
The operation of the piloted thermostat is also determined as a function of the following parameters:

• Vehicle speed
• Coolant temperature
• Intake air temperature
• Ambient air temperature
• Knock detection
• Engine load
• Engine speed
• Engine management ECU temperature
• Temperature of the alternator

Example of control for a heavy engine load.

Key.
"C": Partial load.
"D": Full load.
"T": Engine coolant temperature (°C).
"t": Time.

Time	Operating phase	Description of the operating phase
t0 & t1	Partial load	The engine management ECU does not activate the piloted thermostat regulation control: The engine coolant temperature is regulated at 105°C guaranteeing a reduction in consumption
t1 & t2	Full load	The engine management ECU detects a full engine load and controls the opening of the piloted thermostat by means of the internal resistor which melts the wax, simulating a temperature of 105°C
t1 & t2	Full load	The engine coolant temperature decreases and stabilises at a temperature of 75°C
t2 & t3	Full load	The engine cooling is regulated at an engine coolant temperature of 75°C in order to avoid an excessively high engine operating temperature
t3	Partial load	The engine management ECU detects a partial load and no longer controls the activation of the piloted thermostat internal resistor: The piloted thermostat again regulates at the engine coolant temperature of 105°C

Post ventilation
The trigger mapping of the left-hand fan is configured by the temperature setting of the controlled thermostat, the water temperature and the engine not running information.
The post ventilation occurs in 2 phases:

• First phase of a maximum duration of one minute at low speed
• Second phase of a variable duration of up to 6 minutes at low speed for normal operation of the engine and up to 10 minutes at high speed if there is an engine coolant temperature fault

Back-up mode
Role of the engine ECU if there is a failure of the coolant temperature sensor:

• To control operation of the fan at high speed
• To control the lighting of the stop warning lamp on the instrument panel
• To prohibit control of the air conditioning compressor (AC/OUT)

Role of the engine management ECU when there is a fault in the fan unit:

• Controls the thermostat at a low threshold
• Limits the exhaust temperatures
• Controls the activation of the additional fan
• To control the lighting of the stop warning lamp on the instrument panel

[Loftie+1]

Wow Marc,
The above explanation has taken my understanding of the cooling system to a 'whole new level'!

* My next step is to solve why there's not 12V flowing to the VVT solenoid valves (Intake & Exhaust) - as per this 'You Tube' video:


* Any further guidance will be greatly appreciated.

Thank you so much for your interest and help.
Loftie+1

[GiveMeABreak]

I think the video should help you determine if the solenoid is faulty or not.