P052A and P052C codes. Does any have information on those?

[HETPE3B]

Looking for a help of Gurus 🙂 Didn’t find any significant information online.
So I successfully swapped the motor from 2013 into 2011 (and to my surprise the car runs and drives pretty solid).
Replaced upper tensioners, TS, PCV valve, water pump, crank sensor (put from 2011, otherwise connector didn’t fit) etc..
On a cold start it cranking for 2-3 secs before it starts. On a hot - typically right away. Typical sign of high pressure fuel pump that may need a replacement rather sooner than later.
No chain rattling whatsoever regardless if it’s a cold or hot start.
Now the issue/question I have - codes on the screenshot.
I swapped driver and passenger side cam adjustment solenoids - the codes did NOT travel to the other bank. So the solenoid is not a problem. Next I'll swap the cam sensors to see if the problem moves to the other bank.
I found couple posts about those codes on Audi forums - but no follow ups.
Someone may suggest that I put the timing incorrectly, but I watched the video that I shoot and didn't find anything suspicious.
Suggestions are very welcome.
This is a short edit video showing the timing test:
https://youtu.be/m4QsshnYy90

[Smac770]

P052A Cold Start Monitoring VVT intake (Bank 1)
Difference between target position vs. actual position > 8°CA

P052C Cold Start Monitoring VVT intake (Bank 2)
Difference between target position vs. actual position > 8°CA

Should be simple enough to see in measuring values. Actual vs specified is more than 8° different. Wonder if related to your long crank cold start. But swapping control solenoids would not be beneficial as the issue is being reported for both banks.

Don't have a generic scan tool doc for the 3.0T. Assuming the secondary parameters are the same, monitor length 3.5 seconds once 15 seconds after start and oil temp >-13°C, during the high idle (cat heating active). Have you run logs of the VVT measuring values at a cold start to confirm the claim, and how long does it take for the actual vs specified to come together? And what differs at a warm start? Is the actual different, or the specified different, between the two starts?

Did you keep the CCBA ECM, or use the CGXC ECM?

[HETPE3B]

P052A Cold Start Monitoring VVT intake (Bank 1)
Difference between target position vs. actual position > 8°CA

P052C Cold Start Monitoring VVT intake (Bank 2)
Difference between target position vs. actual position > 8°CA

Should be simple enough to see in measuring values. Actual vs specified is more than 8° different. Wonder if related to your long crank cold start. But swapping control solenoids would not be beneficial as the issue is being reported for both banks.

Don't have a generic scan tool doc for the 3.0T. Assuming the secondary parameters are the same, monitor length 3.5 seconds once 15 seconds after start and oil temp >-13°C, during the high idle (cat heating active). Have you run logs of the VVT measuring values at a cold start to confirm the claim, and how long does it take for the actual vs specified to come together? And what differs at a warm start? Is the actual different, or the specified different, between the two starts?

Did you keep the CCBA ECM, or use the CGXC ECM?

Thanks for getting back to me.
I was slightly confused with a codes and for a moment thought that they both refer to the same camshaft (also wandering why to have 2 codes for the same issue). Now that you clarified, that the codes refers to the both banks I can see, that swapping the parts between the banks will not solve the issue or address the culprit.

I kept 2011 ECU for 2013 engine. I guess I can't simply swap it, because the immobilizer will be triggered since it will be "out-of-sync"?? Also I may suspect, that 2013 ECU was tuned (however don't have a 100% guarantee on that) and I don't want a tune for that car. Possibly 2013 solenoids or sensors or cam phasers may have different values between 2011/2013?

I'll try to find the Audi software and install it to my laptop to see actual vs specified values. I remember, that I had it around 10 years ago when I had 2.0L and was playing with coding.

What I just noticed, is that FCP Euro is have different phasers for sale - one type for 2010-2012, other type for 2013-2016. Wondering if this may be a clue..

[Smac770]

The CGW/CGX engine was an update of the original 3.0T engines, CAJA/CCAA and CAKA/CCBA (RoW/NAR). Efficiency improvements, support for electromechanical steering, etc. You can see a list of modifications on page 19 of Audi SSP 478 (can find via google search). The camshafts and the camshaft adjuster were modified, "functionally enhanced".

Others have swapped CGXC/CTUB in place of CCBA, so there must be some record of this as an issue or non-issue. The VVT adjusters are separate units on the 3.0T, unlike the 2.0T, so I wonder if you could try CCBA adjusters.
B8.0 - 06E 109 083 M, now R
B8.5 - 06E 109 083 Q

It might also have to do with the oil pump changes; the VVT is managed by oil pressure. Could be simply that the B8.5 ECM has different test tolerances to handle the different initialization profile of the changed hardware.

I'd look for engine swap threads where people have put CGXC and CTUB in place of CCBA and see if this issue came up, and which ECM did they use. Yes, to move the CGXC ECM over, you'll need to do the immobilizer adaptation.

[HETPE3B]

Yes, to move the CGXC ECM over, you'll need to do the immobilizer adaptation.

Also there were some changes in the wiring, so I don't think ECM swap will work properly even with the immobilizer adaptation. 2013 has the wiring for the vacuum solenoid to control the water pump (2011 has regular water pump), and also 2013 has some kind of additional water pump in the back of the engine (on the hose coming to the heater core). 2013 has 1 solenoid to control EGR valves, while 2011 has 2 solenoids (1 per each EGR valve). So if ECM needs to be replaced - wiring needs to be replaced too.

[fastboatster]

Curious what the OP ended up doing to resolve this issue

[HETPE3B]

To be honest I don't recall anymore, but it ended up to be something simple, like fuel pump or high pressure fuel pump. If I'm not mistaken the occasional long crank was causing the issues.

[fastboatster]

To be honest I don't recall anymore, but it ended up to be something simple, like fuel pump or high pressure fuel pump. If I'm not mistaken the occasional long crank was causing the issues.

interesting. thanks for your reply. The car's gone now, I gave it to a friend. before that, however, it had a weird breakdown with hpfp stuck in compressed state. I installed a used hpfp and was told it's not having these codes yet.