430 P0011

Does this code come up if you rev the engine when stopped ? The cam timing will adjust during the rev range and the sensor is the feedback to tell the system it has actually moved. Does that code relate to a specific cam sensor ?

 

What are we working on 430 or 360?

 

Can you plot the requested vs actual advance/retard and get an idea of what's going on?

 

The variator will have a voltage supplied to it to make it adjust and the cam sensor is the feedback to tell the ecu it is in the correct place- is it possible to measure the volts on each bank , say with key on but engine off ? Just looking for differences

 

I haven't been able to find wiring diagrams for the 430 timing variators and I don't think you could use the 360 as a guide to power supply:

On the 360, the earth on the variator is permanent. The voltage is supplied via a relay and fuse behind one of the seats. The relay is controlled by a single pin on the RH ECU. It seems a slow way of actuating the variators.

A 430 engine ECU pinout suggests that the Left and Right ECUs control their respective variators. There are two pins on each engine ECU assigned to the variators. I don't know if both wires go to the variator or if one wire is power in from the fuse (behind each seat) and the other wire is power out to the variator.

Experts?

 

I had this issue crop up recently on my 430. I sent the car to Ferrari thinking I had variator problems and they determined that some cable had simply been unplugged during a recent oil change by a local mechanic. They plugged it back in and everything went back to normal. Check the cables and maybe also check for continuity? Perhaps nothing is unplugged but a wire inside the connectors has come loose?
I’ll try to check my maintenance records and report back with the specific cable that was unplugged.

 

Try a squirt of contact cleaner on any contacts in the system, be sure it is non residual and self drying.

 

This is what Ferrari said about my issue: "Visually inspect wiring from ECU to engine and found RH Bank Exhaust Varriator Solenoid Connector is fully unplugged. Secured connector and confirmed connector snap locks are holding. Clear errors and road test car. No errors returned." - maybe this is helpful...

Best of luck.

 

Read in other threads that the actuator wiring can get soaked in oil from wicking. Issue with actuator itself but then interferes with the electrical operation.

Previous gen Ferrari folks swear by the DeoxIT spray so start there? (like Jesus in a can for some older electronics apparently)

 

Did this ever get resolved?

 

DeoxIt D5 attempted?

 

interesting. I have literally the exact same issue with my f430. Other than that code there’s been 4 ferrari master techs who have all tried and failed to fix the code. They all came back and said “there’s nothing wrong. It’s running perfect”.

 

I should say too I’ve spent $14k trying to fix the issue. New variators, and other little things that were cleaned up. Still the CEL persists but only if you get high rpms. If I cruise around under about 6-7k rpm’s then the CeL doesn’t come on.

 

Did you look at the timing sensor in the top of the rocker box

 

You might call a cam cover, a rocker box. From what i understand of the system the timing sensor is the feedback that tells the ecu what position the variator is in. If you just opened it to the oil supply it is going to be full open or full closed, so the sensor gives the cam lobe position and the oil pressure varies to achieve the required advance.
In the case of the 488, this can be up to 55 to 60 degree range

 

The above is what I would want to be looking at in diagnostics in order to get an idea of exactly when and where the actual advance/restart doesn't match the requested value. At high RPM the demands on the adjustment system will be greatest due to elevated cylinder pressures i.e. it requires more effort to rotate the cam position due to increased resistance from the valves. This effort is provided by oil pressure and the system features an oil (pressure) accumulator to maintain correct operation during transient pressure scenarios, and also - presumably - at elevated cylinder pressures.

If the sensors are ruled out and there is a consistent issue at high RPM as confirmed by diagnostics then I would be looking to replace the accumulator (part 197062). I don't like to throw parts at a problem without confirmation, but in reality there is not an easy way to test this part.

There are also small oil filters for the adjuster oil supplies that would benefit from being cleaned or replaced, and two o-rings per adjuster that should be in good order.

Another thing to consider is whether the static cam timing is off just enough to prevent a full adjustment of the cam at WOT. This is however less likely.

 

Looking at the diagram the sensor can be removed from the cam cover in situ