P000D code after fixing coolant leak

Hi guys,

I recently had a coolant leak due to a broken hose, and had to remove the air boxes and some vacuum hoses, as well as disconnect the electrical cables to the mass air flow sensors. Now that I’ve replaced the broken radiator hose and reassembled everything, I’m getting the error code P000D (exhaust camshaft position B slow response). I tried clearing it, but it came back after some driving.

Could it be that a camshaft position sensor has failed by chance?

Do you have any experience with this error code, and what did you do to resolve it?

I should also add that my code reader is a cheap model that only reads when the check engine light is on. I’m not sure how much I can trust it.

Thanks in advance

 

So, what car?

 

Sorry its a F430 2008

 

Not wanting to sound like a wise-ass: Is your oil level correct? I know, this sounds as unrelated to your coolant leak, but failed cam sensor is even more unlikely than your oil being close to minimum already before the fix.

 

Hmm good take I remember hearing the valves tick a little longer than usual. I will check the oil level later.

 

Oil was exactly between min and max

 

I can mention that the car started to have a rough idle on cold start after the fix

 

I had another car in the shop with similar (erratic) problems. Not a Ferrari. I consulted with a master of this engine management. It's shocking what influence a light crack in hose or hairline crack in a solid pipe can have.

Check again all hoses which you re-connected. Also if the MAF found its connectors 100%. Not that one pin got pushed inwards. No moisture in there?

In the early 90s of the (GM-STG) Tech1 and Tech2 we had a snapshot mode. Best option ever. The ECU stores all values for 60 sec and drops one to make room for the next one. It's an ongoing cycle. When you press "snapshot", the data capture freezes and you can go back in time to compare values. Takes some experience to know what to look for.

The trouble code (TC) settings conditions might be just out of range to not get triggered, but a combination of borderline values can cause havoc - without setting a code. We (the engine management suppliers) had endless meetings with the software developers and engineers to define the TC settings conditions.

Best example was the knock sensor, a very new "arrival" in the sensor family in the early 90s. On uphill, one "ping" switches octane mapping and retards the ignition curve (knocking off 20% of your power). Once you are over the pass it could take minutes to switch back into the advanced ignition map. Things improved with faster ECUs, but the discussions remain the same.

Sorry for rambling.