Electronic Variable Cam Timing

Operation & Diagnosis

Hyundai Nissan Mazda

©2024 Automotive Seminars, Inc.

Presented by Autotrain
John Thornton
October, 2024
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 Technical Information Programs

is hereby recognized for completion of a course in

Electronic Variable Cam Timing
Operation & Diagnosis
John Thornton 10/22/24 & 10/24/24 4
INSTRUCTORS DATES HOURS OF TRAINING
 eVCT Testing Goals
Ø understand how an electric motor and a
gearbox have replaced a hydraulic vane
phaser
Ø determine how we can test the electric
motor and gearbox for proper operation
Ø understand relevant scan data
Ø define the electric motor default position
for testing purposes
 eVCT Testing Goals
Ø determine if the base/default cam timing is
correct:
ü correlation codes
ü scan tool data pids
ü scope crank and cam signals
ü in cylinder pressure transducer
 eVCT Testing Goals
Ø determine if the electric motor and gearbox
can move the intake cam thru its entire range
(phase angle)
ü performance codes
ü scan tool bi-directional command
ü load the engine/drive the vehicle
 eVCT Discussion Topics
Ø eVCT System Operation
Ø Hyundai E-CVVT
Ø Toyota VVT-iE
Ø Nissan E-VTC and eIVTC
 eVCT Benefits
Ø intake cam phasing independent of oil
pressure
Ø greater phase angle
Ø greater cam phasing speed
Ø precise control of intake cam position
Ø the primary downside is cost
 Intake Cam Phasing
DOHC Engine:
Ø the default position of an intake cam is
fully retarded
Ø when phased, the intake cam advances
from its base/default position
DOHC:
Intake Cam
Timing
Advancing
the Intake
Cam
 Advancing the Intake Cam
Ø intake valves close earlier in the
compression stroke (this increases the
effective compression ratio)
Ø intake valves open earlier in the exhaust
stroke (this increases valve overlap on a
DOHC engine)
Toyota Valve Timing & Cam Phasing
Vehicle: 2019 Toyota Camry 2.5L A25A-FKS

Ø intake has a 70 degree phase angle

Ø exhaust has 41 degree phase angle
2019 Toyota Camry 2.5L A25A-FKS

intake cam retarded

2019 Toyota Camry 2.5L A25A-FKS

intake cam advanced

 Intake Cam Phasing
Ø IVO: 30 degrees ATDC (fully retarded) to
40 degrees BTDC (fully advanced)
Ø IVC: 110 ABDC (fully retarded) to 40
degrees ABDC (fully advanced)
Ø intake duration: 260 crank degrees
 Exhaust Cam Phasing
Ø EVO: 60 degrees BBDC (fully advanced) to
19 degrees BBDC (fully retarded)
Ø EVC: TDC (fully advanced) to 41 degrees
ATDC (fully retarded)
Ø exhaust duration: 240 crank degrees
 Intake Cam Default Position
Ø generally speaking, the default position of
an intake cam is fully retarded
Ø when phased, the intake cam advances
Ø the natural tendency of the intake cam is to
retard back to its default position
 Intake Cam Phase
the intake cam
is fully
retarded

(1 of 3)
 Intake Cam Phase
the intake cam
is fully
advanced

the intake cam

turns CW
relative to the
sprocket when
advancing

(2 of 3)
 Intake Cam Phase
phasing control is
released

the normal
CW rotation of
the sprocket
will force the
intake cam back
into its retarded
position
(3 of 3)
Camshaft Torque
 Camshaft Torque
Ø as a cam rotates it experiences both
positive and negative torque
Ø the cam slows as the valvespring tries to
keep the valve closed against the cam lobe
profile
Ø the cam speeds up as the valvespring tries
to close the valve against the lobe profile
 Motor Driven Intake Cam Phasing
Ø in order to advance the intake cam, the
cam drive has to turn faster compared to cam
sprocket speed
Ø in order to retard the intake cam, the cam
drive has to turn slower compared to cam
sprocket speed
Ø in order to maintain the intake cam
position, the cam drive has to turn the same
speed as the cam sprocket
Intake Cam Fully Retarded
Intake Cam Advanced & Holding
Intake Cam Fully Advanced
 Gearbox
Ø the gearbox must provide significant speed
reduction and torque multiplication
Ø per Schaeffler, typical gearbox ratios are in
the range of 40:1 to 100:1
Gearbox Designs
 Gearbox Designs
Strain Wave Gear (Harmonic Drive)
 Cycloidal Gears
Ø cycloidal gears allow for gear reduction
ratios from 30:1 to over 300:1
Ø very compact compared to planetary
gearsets
Ø precision construction
Ø long life
Cycloidal Gears
Cycloidal Gears
sprocket
gear
Cycloidal Gears
https://www.youtube.com/watch?v=OguhMDiTqY4&t=1045s
 Strain Wave Gear Drive

https://www.harmonicdrive.net/technology
Strain Wave Gear Drive
2020 Camry P0010
Hyundai/Kia E-CVVT
 Hyundai/Kia E-CVVT
Ø E-CVVT: Electric Continuous Variable
Valve Timing
Ø E-CVVT is found on the intake cam only
Ø E-CVVT was introduced for the 2015 MY
Ø E-CVVT can be found on the 2.4L, 2.0L
turbo and 2.5L
2015 Sonata Turbo 2.0L
Brushed DC Motor Control
2020 Kia 2.4L
2022 Sonata 2.5L
E-CVVT Phaser Sprocket
 E-CVVT Phaser Sprocket
Ø a cover assembly is external from the
phaser sprocket
Ø the phaser sprocket itself contains the DC
motor and the gearbox
 E-CVVT Phaser Sprocket

DC motor & gearbox cover assembly

 E-CVVT Phaser Sprocket Cover
Ø the cover is bolted to the front engine cover
Ø the cover contains a 2 cavity connector and
2 motor brushes
Ø there is an oil seal on the inner
circumference of the cover
Ø the cover also contains a plug which allows
for crankcase pressure to vent
E-CVVT Phaser Sprocket

(seal)
E-CVVT Phaser Sprocket Cover
E-CVVT Phaser Sprocket Cover
E-CVVT Phaser Sprocket
E-CVVT Phaser Sprocket
2016 Kia Sorento
2.4L

courtesy Caleb
Mohler
 E-CVVT Testing
Vehicle: 2020 Kia Optima (JFA)
2.4L GDI THETA II
vin: 5XXGT4L39LG383295
 E-CVVT Testing
Ø scan data
Ø scope crank-to-cam relationship
Ø test E-CVVT motor control
KOEO
 E-VCCT Testing
Ø the intake eVCT motor connector was
disconnected
Ø the intake cam will be fully retarded
Ø this will be displayed as 160° on the scan
tool
Ø the PCM will code, and will elevate engine
rpm
motor disconnected
 Intake Cam Retarded

Lobe Centerline Angle

(LCA) = 160° crank
 Intake Cam Advanced

Lobe Centerline Angle

(LCA) < 160° crank
indicates advance
25° of advance
34° of advance
19° of advance
P0010 sets because the eVCT motor is
disconnected
motor disconnected (1 of 2)
motor disconnected (2 of 2)
KOEO
startup: intake
startup: exhaust
high idle speed; intake cam fully retarded at
160°
the E-VCCT brushes and brush plate were
severely worn out
 E-VCCT Crank-to-Cam Testing
Ø #1 coil trigger signal
Ø crank sensor
Ø intake cam sensor
Ø exhaust cam sensor
C500-A
C500-B
 E-VCCT Crank-to-Cam Testing
Ø both cams should be in their default
positions
Ø disconnect the eVCT motor to fully retard
the intake cam
Ø disconnect the oil control solenoid to fully
advance the exhaust cam
 exhaust cam sensor

intake cam sensor

crank sensor
#1

the intake cam is fully retarded

 exhaust cam sensor

intake cam sensor

crank sensor
#1

starting to zoom in
 exhaust cam sensor

intake cam sensor

focusing on the 1st narrow cam pulse

 exhaust cam sensor

intake cam sensor

the leading edge of the first narrow pulse about 13 teeth to

the right of the crank sensor’s 2 missing teeth region
 Testing
Intake Cam Fully Retarded:
Ø the intake cam default position has the
leading edge of the first narrow pulse about
13 teeth to the right of the crank sensor’s 2
missing teeth region
 exhaust cam sensor

intake cam sensor

the leading edge of the first narrow pulse about 3-4 teeth to
the right of the crank sensor’s 2 missing teeth region
 Testing
Exhaust Cam Fully Advanced:
Ø the exhaust cam default position has the
leading edge of the first narrow pulse about
3-4 teeth to the right of the crank sensor’s 2
missing teeth region
known good is also under Specification
intake cam signal:
A = 10 teeth (at idle
with phase)

exhaust cam signal:

B = 4 teeth

crank sensor signal

34° of advance
 intake cam sensor 1st narrow pulse
7.5 teeth

per the scan tool, intake cam position is 127°

 Analysis
Intake Cam Position 127°:
Ø 13 reluctor teeth – 7.5 reluctor teeth = 5.5
reluctor teeth
Ø 5.5 reluctor teeth x 6°/reluctor tooth = 33°
crank
Ø 160° crank (fully retarded) – 33° crank =
127° crank LCA
 E-VCCT Motor Testing
Ø motor resistance
Ø motor control voltage with a scope
Ø motor control current with a scope
E-CVVT Phaser Sprocket Cover
E-CVVT Phaser Sprocket
 motor black wire

motor white wire

KOEO
 motor black wire

motor white wire

snap acceleration causes a polarity switch as intake

cam timing retards (1 of 4)
 motor black wire

motor white wire

zooming in on a polarity switch (2 of 4)

 motor black wire

motor white wire

zooming in on a polarity switch (3 of 4)

 motor black wire

motor white wire

zooming in on a polarity switch (4 of 4)

motor control is a 5000 hertz signal
starting the engine with intake cam phasing
 retarding the cam

holding the cam

advancing the cam

starting the engine with intake cam phasing

 good brush to commutator current pattern

holding the cam

 retarding the cam

advancing the cam

pedal snap
2500 rpm: holding the intake cam
 5000 hertz

2500 rpm: holding the intake cam

Resetting E-VCCT Learned Values
Toyota VVT-iE
 Toyota/Lexus VVT-iE
Ø VVT-iE: Variable Valve Timing - intelligent
by Electric motor
Ø A25A-FKS 2.5L gas (2018MY intro)
Ø A25A-FXS 2.5L hybrid (2018MY intro)
Ø M20A-FKS 2.0L (2020MY intro)
Ø V35A-FTS 3.5L (2018MY intro)
 A25A-FKS 2.5L
Ø 2018MY intro
Ø Direct injection 4-stroke gasoline engine
Superior version (D-4S) system
Ø 13.0:1 compression ratio
Ø high-expansion ratio Atkinson cycle engine
Ø 70° phase angle on the intake cam
 A25A-FXS 2.5L Hybrid
Ø 2018MY intro
Ø VVT-iE works the same way as on the
A25A-FKS
Ø 60° phase angle vs a 70° phase angle
Ø 14:1 compression ratio vs 13:1 compression
ratio
 M20A-FKS 2.0L
Ø 2020MY intro in the Corolla
Ø Direct injection 4-stroke gasoline engine
Superior version (D-4S) system
Ø 13.0:1 compression ratio
Ø high-expansion ratio Atkinson cycle engine
Ø 70° phase angle on the intake cam
 V35A-FTS 3.5L
Ø V6 twin-turbo V35A-FTS (3.5L) used on
both Toyota and Lexus vehicles
Ø Variable Valve Timing-intelligent by
Electric motor (VVT-iE) is similar
Ø 85° phase angle on the intake cams
Ø 10.4:1 compression ratio
 VVT-iE

command
Cam Timing Control Motor with
EDU Assembly
Cam Timing Control Motor with
EDU Assembly
 BLDC Motor with 3 Phases

controller or electric drive unit motor

BLDC Motor Control
Cam Timing Control Motor w/EDU

ignition
feed
VTP

ground
Cam Timing Control Motor with
EDU Assembly
 Cam Timing Control Motor w/EDU
The cam timing control motor with EDU
assembly is made up of 3 major components.
1. a motor that operates the camshaft timing
gear assembly which is used to advance,
retard or hold the intake cam relative to the
sprocket
2. an EDU (electronic drive unit) that controls
the rotation of the motor
 Cam Timing Control Motor w/EDU
The cam timing control motor with EDU
assembly is made up of 3 major components.
3. a Hall IC type rotation sensor that detects
the rotation of the cam timing control motor
 VVT-iE Testing
Vehicle: 2019 Toyota Camry
2.5L A25A-FKS
vin: 4T1B11HKXKU685682
 VVT-iE Testing
Ø scan data
Ø scope crank-to-cam relationship
Ø test VVT-iE motor control
VCT at idle
 EDT/VTP

exhaust cam is fully retarded, and the intake cam is

25° advanced
IGT1 is a white wire at pin #2
36-2 teeth signal
connector Cd1,
pin #4
 Crank-to-Cam Correlation Testing
Ø put both cams in their default, non-phased
positions
Ø intake cam: fully retarded
ü use the scan tool Active Test
ü pull the VVT 20 amp fuse
intake cam command: 0°
 exhaust

intake

#1

intake cam command: 0°

 exhaust

intake

#1

preparing to check crank-to-cam correlation

 intake 7 teeth

intake cam-to-crank correlation

 exhaust 13 teeth

exhaust cam-to-crank correlation

 Crank-to-Cam Correlation
Ø the trailing edge of the narrow intake cam
sensor signal is about 7 teeth to the left of the
crank sensor signal’s missing 2 teeth region
Ø the trailing edge of the narrow exhaust
cam sensor signal is about 13 teeth to the left
of the crank sensor signal’s missing 2 teeth
region
the Cam Timing
Control Motor with
EDU Assembly is
supplied voltage via
a 20 amp VVT fuse
and a VVT relay
the 20 amp VVT
fuse has been pulled
with the VVT 20 amp fuse removed, the intake cam
defaults to 0°
 exhaust

intake

#1

VVT 20 amp fuse removed

 intake 7 teeth

VVT fuse removed (0° on scan tool): 7 teeth

 Intake Cam Phasing
Ø using the scan tool, phase the intake cam
from 0 to 65 degrees
Ø monitor intake cam-to-crank position
 EDT/VTP

idle command
intake cam command: 0°
0°: 7 teeth
intake cam command: 5°
5°: 7.5 teeth – 0.5 teeth x 10°/tooth = 5°
intake cam command: 10°
10°: 8 teeth – 1 tooth x 10°/tooth = 10°
intake cam command: 20°
20°: 9 teeth – 2 teeth x 10°/tooth = 20°
intake cam command: 30°
30°: 10 teeth – 3 teeth x 10°/tooth = 30°
intake cam command: 40°
40°: 11 teeth – 4 teeth x 10°/tooth = 40°
intake cam command: 50°
50°: 12 teeth – 5 teeth x 10°/tooth = 50°
intake cam command: 60° (engine started to run
rough)
60°: 13 teeth – 6 teeth x 10°/tooth = 60°
intake cam command: 65°
65°: 13.5 teeth – 6.5 teeth x 10°/tooth = 65°
 Cam Timing Control Motor w/EDU
Testing
Ø compare the EDT/VTP command signal to
control motor current draw
Ø run the VVT-iE Active Test, and monitor
the EDT/VTP command signal and control
motor current change
Cam Timing Control Motor w/EDU

VTP

VTS

VTD

VTM
Cam Timing Control Motor w/EDU
Ø EDT/VTP: PCM command
Ø EMR/VTS: actual motor speed from motor
Ø EMF/VTD: motor rotation direction from
motor
Ø EMD/VTM: operating state/diagnostics
 Cam Timing Control Motor
Command
Ø scan tool: VVT-iE Duty Ratio Bank 1
Ø circuit: EDT at the PCM, and VTP at the
cam timing control motor
Ø the scan tool command and the circuit VTP
signal do not correlate exactly
Active Test recording
1 of 3

the intake cam is moving towards 0°

2 of 3

-100% duty ratio command

3 of 3

17.5% command to hold cam at about 2°

1 of 2

going from 65° to 0°

2 of 2

-100% duty ratio command

+100% duty ratio command
+72.7% duty ratio command
18.8% duty ratio command to hold the cam
 -100% to +100% to
retard the advance the
cam cam

retarding and advancing the intake cam

Motor current will
be accessed at the 20
amp VVT fuse.

Motor command will

be accessed at PCM
connector C100, pin
#28.
 EDT/VTP

ignition on
 EDT/VTP

ignition on
 EDT/VTP
Ø this signal is not a typical duty cycle pulse
Ø the frequency of this signal can change
Ø the duty cycle can change
Ø the duty cycle can change from a default of
a positive duty cycle to a negative duty cycle
Ø said another way, the “at rest” voltage can
change from 0 volts to 4 volts
 Cam Timing Control Motor w/EDU
Testing
Ø when using the VVT-iE Active Test, quickly
command the intake cam position from 0° to
65°, and from 65° to 0°
Ø slow incremental intake cam movements
will show very little current change and very
little duty cycle command change
 motor
current

EDT/VTP

start up
 motor
current

EDT/VTP

start up
start up
start up
start up
going from 0° to 65° (1 of 3)
going from 0° to 65° (2 of 3)
going from 0° to 65° (3 of 3)
going from 65° to 0° (1 of 3)
going from 65° to 0° (2 of 3)
going from 65° to 0° (3 of 3)
going from 0° to 65°, and from 65° to 0°
 voltage high at 0°

going from 0° to 65°

 voltage low at 65°

going from 65° to 0°

Physical Sprocket Check
Physical Sprocket Check
2020 Camry P0010
2020 Mazda 6 2.5L
Nissan eVariable Timing Control
 Electronic Variable Timing Control
Ø aka Electric Intake Valve Timing Control
Ø 2016 Infiniti VR30DDTT 3.0L
Ø 2017 Nissan VQ35DD 3.5L
Ø 2018 Nissan HR16DE 1.6L
Ø 2019 Nissan PR25DD 2.5L
Ø 2019 Nissan KR20DDET 2.0L
Ø 2020 Nissan VQ38DD 3.8L
 Electronic Variable Timing Control
Ø eVTC controls intake cam position using
one of two methods
ü BLDC 3 phase motor
ü brushed single phase DC motor
Ø the intake cam timing electronic motors
are controlled by a dedicated Intake Valve
Timing control module
2016 Q50 3.0L
VR30DDTT
 2018 Pathfinder 3.5L VQ35DD

ign

PCM
2022 Frontier 3.8L VQ38DD
 2022 Kicks 1.6L
HR16DE

PCM
2020 Altima 2.0L
KR20DDET

PCM
2024 Altima 2.5L PR25DD

PCM
VQ35DD 3.5L

phaser sprocket with

gearbox

electric intake valve

timing control motor
2019 Altima 2.0L KR20DDET
 Case Study
Vehicle: 2018 Nissan Pathfinder R52 AWD
3.5L VQ35DD
vin: 5N1DR2MM7JC631470
build 12/17 96,833 miles
Concern: The PCM sets P0012.
Performed diagnostics on Wednesday, April
10, 2024.
 Case Study
Background Info:
Ø new eVTC module due to private CAN Bus
codes (U042F and U012E)
Ø then, P0012 appeared
Ø Bank 1 eVTC motor was replaced
Ø P0012 comes back
Ø the eVTC phaser sprockets were not
replaced
this is the code to be diagnosed; this code was
cleared
default intake cam position values
engine startup
fast idle
intake cams do not appear to be phasing
intake cams do not appear to be phasing
exhaust cams phase with rpm
exhaust cams phase with brake torque in Rev
startup
exhaust cams phase with brake torque in Rev
Bank 2 intake cam appears to phase
Bank 2 intake cam at 14 degrees
the P0012 after a phase attempt
this occurs after an attempt to phase Bank 1
the P0300 sets due to the imbalance in cam
timing
codes were cleared
Bank 2 intake cam at 15 degrees
P0012 sets immediately after attempt to phase
codes were cleared
Bank 2 intake cam at 15 degrees
P0012 sets immediately after attempt to phase
once warm at idle, the PCM tries to move the
intake cams; Bank 2 responds and P0012 sets
 P0012

Bank 1 intake cam is over-retarded

(not phasing)
P0012
 #1 coil

Bank 1
eVTC

Bank 1 eVTC connectors point downwards

 2018 Pathfinder 3.5 eVCT

ign

PCM
 2018 Pathfinder 3.5 eVCT
ignition battery

CAN 20 – crank position

Bus 36 – B1 intake cam position
27 – B2 intake cam position
pins #1, #2 and #3 are
for the 3 phase motor

#1 – sensor power
supply
#2 – Hall Sensor 2
#3 – Hall Sensor 3
#4 – Hall Sensor 1
#5 – sensor ground
#6 – motor temp
sensor
Bank 1, 3-phase motor
Bank 1, actuator
2018 Pathfinder 3.5 eVCT
2 motor feed circuits
at pins #1 and #2

PCM
Bank 1
Bank 1
Bank 2
 #2: PCM

#15: eVTC module

2 current
probes
2 current
probes
 Case Study
Motor/Gearbox Testing:
Ø the motor has been replaced
Ø monitor DC current to each motor drive
circuit
starting the engine
one motor is pulling about 40 amps
 Bank 1

Bank 2

starting the engine (1 of 2)

 Bank 1

Bank 2

the PCM stops trying to move the Bank 1 cam

(2 of 2)
 Bank 1

Bank 2

Bank 1 motor is pulling about 31 amps

 Bank 1

Bank 2

the PCM stops trying to move the B1 cam

 Case Study
Motor/Gearbox Testing:
Ø Bank 1 intake cam gearbox (sprocket)
appears to be binding causing the excessive
current draw
Ø a new gearbox/sprocket fixed this P0012