|Code||Fault Location||Probable Cause|
|P1111|| P1111 – Intake Valve Timing Control Solenoid Valve Circuit Bank 1 (Nissan) |
(Buy Part On Amazon)
We recommend Torque Pro
Manufacturer Specific Definitions for P1111
|Acura||Intake air temperature (IAT) sensor - circuit/ intermittent voltage high|
|Audi||Heated oxygen sensor (HO2S) control, Bank 1 - system too lean|
|Buick||Intake air temperature (IAT) sensor -circuit intermittent -voltage high|
|Cadillac||Intake air temperature (IAT) sensor -circuit intermittent -voltage high|
|Chevrolet||Intake air temperature (IAT) sensor -voltage high, intermittent|
|Citroen||Intake Air Temperature (IAT) Sensor Circuit Intermittent High Voltage|
|Daewoo||Intake air temperature (IAT) sensor- intermittent voltage high|
|Dodge||Intake Air Temperature Sensor Circuit Intermittent High VoltageCode|
|Ford||CAT System Fault|
|Genesis||Intake air temperature (IAT) sensor – circuit low input/intermittent|
|Gmc||Intake air temperature (IAT) sensor -voltage high,intermittent|
|Gm||Intake Air Temperature Sensor Circuit Intermittent High Voltage|
|Honda||Intake air temperature (IAT) sensor - circuit/ intermittent voltage high|
|Hummer||Intake air temperature (lAT) sensor -voltage high, intermittent|
|Hyundai||Fuel Pump - Electrical|
|Infiniti||Intake valve timing control solenoid, bank 1 – circuit malfunction|
|Isuzu||Intake air temperature (IAT) sensor – circuit/ intermittent voltage high|
|Jaguar||Engine control module (ECM) - internal error|
|Kenworth||P1111 - Boost air temp rate of change fault|
|Kia||Intake air temperature (IAT) sensor- circuit low input intermittent|
|Mahindra||Engine Speed To Cluster Open Wire|
|Nissan||Camshaft position (CMP) actuator – bank 1 – malfunction|
|Oldsmobile||Intake air temperature (IAT) sensor -circuitintermittent -voltage high|
|Opel||Intake manifold air control solenoid 2 - circuit malfunction|
|Peterbilt||P1111 - Boost air temp rate of change fault|
|Peugeot||Intake Air Temperature (IAT) Sensor Circuit Intermittent High Voltage|
|Pontiac||‘Intake air temperature (IAT) sensor -voltage high,intermittent|
|Saab||Barometric pressure (BARO) sensor- voltage high|
|Saturn||Intake air temperature (IAT) sensor, circuitintermittent, voltage high|
|Subaru||Barometric pressure (BARO) sensor- voltage high|
|Suzuki||Intake Air Temperature Sensor Circuit Intermittent High Voltage|
|Volvo||Outside air temperature sensor – range/performance problem|
|Volkswagen||Heated oxygen sensor (HO2S) control, system too lean|
What Does Code P1111 Mean?
Special note on trouble code P1111 and Nissan vehicles: While DTC P1111is a manufacturer-specific code that may affect several OBD II compliant vehicles, the causes and symptoms of this code typically vary between most vehicle makes. This article will therefore deal with code P1111 as it applies specifically to Nissan vehicles.
NOTE: Be aware that some resources list generic trouble code P0075 with the definition “Intake Valve Timing Control Solenoid Valve”, while others list code P1110 with the same definition. Moreover, some official Nissan sources list code P1111 as a Nissan specific code with the above definition, while other official Nissan sources do not list code P1111 at all. The important thing to keep in mind, though, is that codes P1111, P1110, and P0075 all refer to the same problem, despite the confusion around which code should properly apply to this definition.
OBD II fault code P1111 ( or codes P1110, and P0075, depending on the source consulted) is a manufacturer-specific trouble code that is defined by carmaker Nissan as “Intake Valve Timing Control Solenoid Valve Circuit Bank 1”, or, sometimes as “Intake Valve Timing Control Solenoid Valve”, and is set when the PCM (Powertrain Control Module) detects a failure or malfunction in the control system of the mechanism that controls the variable valve timing on bank 1. Note that “Bank 1” refers to the bank of cylinders on V-type engines that contains cylinder #1.
The purpose of variable valve timing on all applications is to adjust the opening and closing of the engine valves to a), increase engine power/torque at low to moderate engine speeds, and b), to maximize engine performance at high engine speeds during WOT (Wide Open Throttle) conditions.
On Nissan applications (as on all others), the intake camshaft is connected to an actuator that uses pressurized engine oil to rotate the camshaft to either advance or retard the valve timing relative to a base setting. When operating conditions allow, the PCM obtains input data from sensors that include the crankshaft position sensor, intake camshaft position sensor, engine coolant temperature, as well as the engine speed sensor to calculate an appropriate amount by which to advance or retard the intake valve timing.
In terms of operation, though, the system uses a solenoid, aka control valve to direct both the volume and direction of flow of the pressurized flow that acts on the actuator. Depending on the desired direction of rotation (of the camshaft), the PCM will command the solenoid open with a series pulse width modulated signals, but to differentiate between flow directions, the PCM will send either a series of long-duration signals or a series of short-duration signals to control the solenoid.
During this process, the PCM monitors the position of the intake camshaft via the camshaft position sensor, and when the desired angle of rotation is achieved, the PCM transmits a series of signals of equal length to close the control solenoid to maintain the camshaft’s desired position. To return the camshaft to its rest, or base position, the PCM reverses the order of the long and short signals until the camshaft is at its base setting. When this position is indicated by the camshaft position sensor, the PCM will again close the control solenoid by transmitting a series of signals of equal length.
The correct operation of the variable valve timing is essential for efficient engine operation throughout its operating range. Therefore, when the PCM detects a fault, failure, or malfunction that prevents the correct operation of the variable valve timing system, it will recognize that it cannot control the engine effectively, and it will set code P1111 (or P1110 / P0075, depending on the source consulted), and illuminate a warning light.
Where is the P1111 sensor located?
This image shows the location of the VVT control solenoid (circled) on Bank 1 of a 2005 Nissan Maxima. The large red arrow points towards the front of the engine as seen from the driver’s seat.
Note that while the position of the VVT control solenoid will not always be in this exact location on other V-type Nissan engines, the solenoid will most often be located close to the intake camshaft. Be aware, however, that since other, unrelated sensors and electrical connectors might also be located close to the camshaft, it is recommended that you consult reliable service information for the affected application to locate and identify the VVT solenoid correctly.
What are the common causes of code P1111?
Typical causes of code P1111 (or P1110 / P0075, depending on the source consulted) on Nissan vehicles could include one or more of the following-
- Low engine oil levels
- Insufficient oil pressure
- Dirty, degraded, or contaminated engine oil
- The use of incorrect or unsuitable engine oil
- Damaged, burnt, shorted, disconnected, or corroded wiring and/or connectors
- Damaged, malfunctioning, or clogged solenoid control valve
- A defective or malfunctioning camshaft position sensor
- A defective or malfunctioning crankshaft position sensor
- Miscorrelations between camshaft and crankshaft position sensors
- Failed or failing PCM, but note that since this is a rare event, the fault must be sought elsewhere before any control module is reprogrammed or replaced
What are the symptoms of code P1111?
Typical symptoms of code P1111 (or P1110 / P0075, depending on the source consulted) could include one or more of the following but note that depending on both the application and the nature of the problem, the severity of symptoms could vary between applications-
- Stored trouble code and an illuminated warning light
- Depending on the nature of the problem, multiple additional codes may be present
- Varying degrees of power loss may be present
- Hard starting or no-start conditions may be present
- The idling speed may be above or below specified values, the idling quality may be poor, or the engine may not idle at all
- Random misfires may occur under some operating conditions
- Fuel consumption may increase noticeably
- One or more readiness monitors may not initiate, or may not run to completion
- The vehicle may fail an emissions test