Here are various items that are on Kendrick's radar.
Or, there will be a P0075 code, indicating that the solenoid didn’t react electrically as expected.
P0011 INT/V Timing Control means the camshaft timing did not change as the ECU expected. If you find yourself diagnosing one of these systems, it’s probably the result of one of the two codes that can be set. If the ECU doesn’t see the expected results, it will set a code, turn on the service engine soon lamp and the system will go into fail safe. On this application, the signal wire is green with a yellow stripe. At idle, you’ll see little or no “on time,” but bring it up to 2,000 rpm on a warm engine and you should see a much longer on time - up to 50%. It’s best to use a graphing meter or scope to see the changes. Keep in mind as you’re looking at the control signal that you’re looking at a duty cycle. As you can see, when the duty cycle increases, different ports are exposed, which changes both the amount as well as the direction of the oil. Figure 1 shows how the solenoid plunger reacts to the duty cycle changes.
Looking at these parameters, the ECU controls the oil flow by pulsing the ground side of the solenoid the longer the pulse or duty cycle, the more the cam will advance, while a short duty cycle or on time cycle will retard the cam. The ECU looks at coolant temp, RPM, injector pulse and cam position sensor to make its decisions on where the cam should be, and if the system is working as expected. It’s controlled by the ECU by way of the two-wire valve timing oil control solenoid that’s mounted on the valve cover. There is a variable gear or sprocket mounted on the intake camshaft that adjusts the camshaft timing based on oil flow and direction.