P0017 Crank/CAM Timing B Failure 1 - P0019 Crank/CAM Timing B Failure 2

Hello,

I have a 2010 Subaru STI (USDM) and recently installed a new IAG 750 long block. I put on all the components and got the car started and started working on the break in procedure. There's about 800 miles on it now and the break in procedure is done. One issue I keep getting which I can't solve yet is the following 2 errors keep popping up:

- P0017 Crank/CAM Timing B Failure 1

- P0019 Crank/CAM Timing B Failure 2

I've been in touch with IAG and did a ton of research on the forums, they all state the same things, check for dirty oil or damage in the cam gears, cam sensors, crankshaft position sensor, wiring to the ECU, etc..

I've been going through a process of elimination, put in all 4 new cam gears, replaced the exhaust cam sensors (since the error is only on exhaust side), new crank position sensor and new VVT solenoids (on the exhaust cams). All brand new OEM parts. I'm 99% sure the car engine is timed correctly and all the wiring and voltages have been checked by an auto electrician.

The car starts right away each time and runs okay, a bit rough under certain load and conditions which is expected as I haven't done any meaningful mapping yet. I have gotten mixed messages on whether this could be an issue with the base map not taking into account the new IAG heads and cam profiles. IAG in the beginning stated it was unlikely but after some back and forth on all the things I've tried, they stated it could be that the map and tuning had to take the upgraded head / cams into account.

I have completed multiple courses here over the past few months including the practical reflash (which is all great by the way) but I can't figure out if this could be something to do with the map or not. I've tried a few different base maps I got from my previous e-tuner. As I'm still a tuning novice, I still plan on going through the e-tune process (eventually go to a dyno) but I'd like to get some advice if this could be solved through the map before I start this process. The other strange thing is that the errors are very inconsistent, sometimes I can go 100 - 120 miles without it popping up, sometimes it happens within a few miles after reset. Apologies for the long thread but just wanted to put down all the info I have. Any advice will be hugely appreciated!

Does your reflash software have the ability to control the PID parameters that control the variable valve timing? Are there parameters you can monitor showing the desired cam angle and the measured current cam angle, or perhaps the cam position error? I would think those codes indicate that the measure d cam angle isn't tracking the desired cam angle (i.e. the position error is too large).

Hi David,

Thanks for your reply on this. As far as I'm aware and everything I've learned from the courses here, I cannot modify or control the PID parameters. I use EcuFlash and Romraider, I also have Epifan's EcuEdit and cannot find anything that would be related to modifying those. I'd be curios to hear from anyone if there is such an option.

As far as the logging, yes, from what I researched, the parameters monitoring the solenoids (OCV valves), and VVT cam angles should be looked at:

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Exhaust OCV Current Left

Exhaust OCV Current Right

Exhaust OCV Duty Left

Exhaust OCV Duty Right

Exhaust OCV Advance Angle Left

Exhaust OCV Advance Angle Right

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Apparently the left and right side values need to be the same all of the time. I've looked at and logged them a bunch of times and from what I can tell, they are the same, or very near at any given moment. Granted that every time I've looked at them or logged them, the error wouldn't happen so maybe I just need to keep doing this until I capture it when the actual error happens, not sure..

I did some logging of the OCV values (current, duty cycle, angle advance) today under idle at various RPM ranges, up to ~4.5k. I reset the error codes before this. Some interesting things came up. I notice a difference in current (mA) starts at 38651 msec (highlighted) and continues with varying diffs below that. This also seems to create a difference in the duty cycles and and the VVT angle advance degrees. I'm not sure what amount of difference in the angle degrees would cause the error but in the log it varies from 1 - 5.

So I'm guessing one of the OCV sides is getting too much or too little current which is affecting the duty cycle and eventually the angle advance. But I'm not sure which side would be the correct one and which would be the faulty one. Any way to tell this?