Error code 130716 Vanos, exhaust: control error, camshaft is stuck

[ABQautoxer]

I'm replacing all the VANOS components so at least it will rule out all of that. I don't recall the ID# but mine was flashed September 2022 by Toyota for a recall (I have a pre 6/20 ECU). Hopefully some good news but I only find the issue on CW direction tracks which I don't have one close by so probably no updates until March.

Sponsored

 

[JaredFloyd]

I went to the dealer and got an update on the ecu (Newest version, released in 2022). That update removed my stage 2 BM3 tune and the car is running stock without showing that code on the track. Oil temp is still high (280 degrees). However, no limp mode anymore. I am happy with this result. Got the car tested in both Homestead and Sebring. With only high oil temp, no significant power loss. I highly suspect that the tune is too much for this car to handle on the track. The Supra GT4 is $220K on the market with 430HP. That car is expensive for a reason. I do not think it is gonna be a cheap fix, but I do hope everybody who has this problem can find a way to get it solved and enjoy stage 2 power on the track.

Interesting data point. If going back to a stock tune (no mechanical changes) resolved the issue, it seems to indicate that the issue is either tune related or a result of running more power (oil temp, boost pressure, etc). From a mechanical standpoint, a tune (assuming no changes to VANOS strategy) should not impact the cam timing. The cam speeds are the same and increased combustion pressures shouldn't have much impact to the cams as that should only occur when the valves are closed. I don't see any mechanical reason for there to be increased load on the cam gear with a high power tune. If mechanical, it could be oil temperature/pressure related (however, I've seen the exhaust cam target deviate 22 degrees at WOT with 119 C oil temp, 5.5 bar oil pressure, 6700 rpm, 95 C water temp, IAT 38 C, 2.55 bar boost - that's not a lot of oil temp and pressure looks reasonable). Looking at scatter plot data for my car, the EX cam position delta is highly correlated to intake pressure and much worse above 6000 rpm.
Based on my data, the EX cam delta is always less angle than targeted. Example: at 6700 rpm WOT, EX cam target is 108.7 deg and EX cam measured position is 89.4 deg. At idle, target and measured are at 119 deg which seems to be the max limit. Presuming, the cam gear is spring loaded to a limit (so it isn't flopping around in low oil pressure conditions such as start up and to set a known location during assembly), then any lack of oil pressure would result in defaulting back to this limit (which appears to be ~119 deg). If true, a drop in local oil pressure due to heat or oil starve would result in the position going back to 119 deg. Because this isn't the case, I suspect that either there is an issue with the tune files or the actual cam position is different from the measured cam position (ie cam position sensor issue). I suspect the latter. Seems like we might be able to determine root cause based on data with enough people contributing data and experiences.

 

[gr5upra]

Checking in on this issue - Recently swapped up my setup to prep for SLB moved from a stock turbo E50 tune to now a top mount efr and seeing similar exhaust deviation issues. Figured id do some digging before spending an arm and a leg to swap a bolt. Have already tried swapping solenoids without luck of the problem migrating.

The log you can see the exhaust cam starts to drop in angle initially when boost builds but then recovers and again falls of significantly. it is extremely repeatable and I have another map that makes less boost but does not run into the same issues as the cam angle on the other map recovers after the initial boost build.

Im leaning heavily towards this being a tune issue

 

[Cptnslo]

I went through this and I should have a thread on here mine was also the VANOS bolt. The center reciprocates and had seized

 

[Cptnslo]

Here’s this as well

 

[ABQautoxer]

I replaced both bolts and actuators over the off season. Find out the next two days if that solved the issue.

 

[ABQautoxer]

I seem to have resolved mine. I was able to do long sessions on max power map and it never came back. So between replacing all the vanos parts and switching to 5w-40 (was on 5w-30), it didn't come back. Before I got it fixed it would trigger EVERY session.

 

[gr5upra]

Swapped the bolt but still seeing the same issue - going to do an oil change and see if maybe that's it

 

[gr5upra]

I seem to have resolved mine. I was able to do long sessions on max power map and it never came back. So between replacing all the vanos parts and switching to 5w-40 (was on 5w-30), it didn't come back. Before I got it fixed it would trigger EVERY session.

Any chance you're running an upgraded HPFP ?

 

[gr5upra]

I went through this and I should have a thread on here mine was also the VANOS bolt. The center reciprocates and had seized

Mine was completely fine upon removing it - was kinda pissed

 

[gr5upra]

Update - Replaced vanos central valve and confirmed actuators working. I did do an oil change and now seeing 20 degrees less at the maximum point to cam actual drops off (previously seeing dips into the high 50 to low 60 range and now nothing below 80 degrees). Think that 20 degrees is enough to not have codes flag as well as I haven't had a code pop yet.

Lets discuss setups anyone here using upgraded HPFP - the working theory with my tuners is that my upgraded HPFP can be causing this drop off as the spring is significantly stronger than the oem pump.

 

[ABQautoxer]

Any chance you're running an upgraded HPFP ?

No. I am running E30 now that I was not last year.

 

[JaredFloyd]

I'm running stock HPFP, replaced cam position sensor and central valve, and swapped solenoids. Still have the issue.

 

[i3igpete]

Lets discuss setups anyone here using upgraded HPFP - the working theory with my tuners is that my upgraded HPFP can be causing this drop off as the spring is significantly stronger than the oem pump.

the hfpf is likely a piece of the puzzle, but the spring is probably not at fault - let me explain. when you upgrade a spring on an ordinary valve train, most of the torque used to compress the valve spring is returned to the cam when the valve is closing. kinetic energy -> strain energy -> kinetic energy.

On the other hand, fuel pumps primarily shove fuel into the rail. Once that fuel volume is injected, it's can't help push the cam on the closing side. Pressure is still high, yes, but it's less than it was on the opening side. And those incremental pressure drops add up as missing closing-side torque over those dozens of cam rotations during a pull.

In theory this can happen with both a larger cam, as well as a larger pump (plunger).

 

[dustwhyn]

I'm running stock HPFP, replaced cam position sensor and central valve, and swapped solenoids. Still have the issue.

You ever get this sorted? I'm having this issue currently. Just ordered two new actuators and central valves.

Sponsored