P0018 on 2013-2017 Audi S5 3.0T: Crank/Cam Correlation Causes and Fixes

What's Unique About the 2013-2017 Audi S5

While P0018 can be caused by a simple sensor failure on many vehicles, on the Audi 3.0T supercharged engine it is a very strong indicator of a more serious mechanical issue. This engine platform is known for having its timing components located at the rear of the engine, against the firewall. Consequently, the most common cause—failing timing chain tensioners—is an extremely labor-intensive and expensive repair that requires removing the engine or transmission to access. Owner forums are filled with examples of this code leading directly to a timing system overhaul costing between $4,500 and $8,000.

Symptoms You May Notice

• Check Engine Light is on
• Brief (1-3 second) rattling or grinding noise from the back of the engine on cold starts. This is the classic 'death rattle' of failing tensioners.
• Rough or unstable idle.
• Noticeable loss of power and poor acceleration.
• Reduced fuel economy
• Engine may hesitate or stall.
• Longer than normal crank time on startup.

Most Likely Causes

1. Failing Timing Chain Tensioners / Stretched Timing Chain 🔴 High Probability → Shop Engine Timing Chain The hydraulic tensioners, particularly the upper ones, can bleed down pressure when the engine is off, allowing slack in the chain on startup. This repeated slapping action wears the plastic guides and tensioners. Audi released updated tensioners to mitigate this. The issue is so prevalent it's considered a primary wear item on this engine.
   How to confirm: Listen for a startup rattle. Use a diagnostic tool (like VCDS) to check 'Camshaft adaptation intake bank 2' (often ENG99898). A deviation greater than -5° at warm idle strongly suggests a mechanical timing issue. Forum users report values of -6° to -9° before replacement. The ultimate confirmation is a physical inspection, which requires engine removal.
   Typical fix: Complete timing system service, including replacing all timing chains, tensioners, and guides. This is an engine-out procedure. 🎬 Watch this walkthrough of the 3.0T timing chain replacement Many owners also replace the water pump, thermostat, and PCV while the engine is out.
   Est. part cost: $800-$1500 for a complete OEM-quality kit
2. Low or Incorrect Engine Oil 🟡 Medium Probability The camshaft adjusters and timing chain tensioners are hydraulically operated. Incorrect oil viscosity or a low oil level can prevent them from functioning correctly, leading to correlation errors. Degraded oil from extended change intervals also accelerates wear on timing components.
   How to confirm: Check the engine oil level and service history. Ensure the oil meets Audi's specific viscosity and quality requirements (e.g., VW 502 00 or a newer approved spec). An oil change is a cheap and easy first step.
   Typical fix: Perform an oil and filter change with the correct, manufacturer-specified oil.
   Est. part cost: $80-$150
3. Faulty Camshaft Position Sensor (Bank 2, Intake) ⚪ Low Probability → Shop Engine Camshaft Position Sensor While possible, sensor failure is much less common than timing component failure on this engine for this specific code. Many owners replace sensors hoping for a cheap fix, only to find the mechanical issue persists.
   How to confirm: Swap the Bank 2 intake camshaft position sensor with the Bank 2 exhaust sensor or a sensor from Bank 1. Clear the codes and run the engine. If the code changes to follow the sensor (e.g., P0019), the sensor is faulty.
   Typical fix: Replace the faulty camshaft position sensor.
   Est. part cost: $30-$100
4. Faulty Camshaft Adjuster Magnet (VVT Solenoid) ⚪ Low Probability → Shop Engine Camshaft This solenoid controls oil flow to the camshaft phaser. If it gets stuck or fails electronically, it can cause a correlation fault. Debris from a failing timing guide can also clog the solenoid's small oil passages.
   How to confirm: Swap the Bank 2 intake solenoid with the one from Bank 1. Clear codes and see if the fault moves to Bank 1 (triggering code P0016). You can also test the solenoid's resistance with a multimeter. One forum user fixed a persistent P0018 by replacing a faulty aftermarket solenoid.
   Typical fix: Replace the faulty camshaft adjuster magnet.
   Est. part cost: $100-$200

Diagnosis Steps

1. Check Engine Oil: Verify the oil level is correct and the oil is clean. Ensure it's the correct viscosity specified by Audi. If in doubt, change the oil and filter.
2. Scan Tool Live Data: Use an advanced scan tool (like VCDS by Ross-Tech) to view live data. For UDS protocol cars, search for 'Camshaft adjustment: inlet phase: bank 2' or 'ENG99898'. Observe the phase angle at warm idle. 🎬 See how to check timing chain stretch using VCDS If Bank 2 shows a deviation greater than -5 degrees while Bank 1 is near zero, this is a strong sign of a mechanical timing issue on Bank 2.
3. Swap Camshaft Position Sensors: Locate the intake and exhaust camshaft position sensors on Bank 2 (driver's side). Swap them, clear the codes, and drive the vehicle. If the code changes from P0018 (Intake) to P0019 (Exhaust), the sensor you moved is bad.
4. Swap Camshaft Adjuster Magnets (Solenoids): If the sensor swap has no effect, perform a similar test by swapping the Bank 2 intake solenoid with the Bank 1 intake solenoid. If the code changes from P0018 to P0016, the solenoid is the culprit.
5. Mechanical Inspection: If all of the above steps fail to identify the issue, the cause is almost certainly mechanical (tensioners, guides, or chain). This requires engine or transmission removal for a visual inspection of the timing components.

Parts You'll Likely Need

• Timing Chain Kit — This is the most common fix for P0018 on the 3.0T. A complete kit should include all chains, guides, and tensioners.
  Trusted brands: Iwis, Genuine Audi
  OEM price range: $1000-$1500
  Aftermarket price range: $700-$1100
• Upper Timing Chain Tensioner (Bank 2 / Driver Side) (OEM #06E109217AM) — This is the updated part number for the left (Bank 2) upper tensioner, which is a common failure point. The corresponding right side is 06E109218AP. Some TSBs suggest these can be replaced without full engine removal, but it is an extremely difficult job.
  Trusted brands: Genuine Audi
  OEM price range: $150-$200
  Aftermarket price range: $100-$150
• Camshaft Position Sensor (OEM #07L905163C) — A possible but less likely cause. It should only be replaced after being confirmed faulty through diagnostic swapping.
  Trusted brands: Bosch, Delphi, Genuine Audi
  OEM price range: $70-$100
  Aftermarket price range: $25-$60
• Camshaft Adjuster Magnet (VVT Solenoid) (OEM #06M109259R) — Another possible but less likely cause. Controls oil flow for cam phasing and should be tested before replacement. The latest part number may be 06E109257T.
  Trusted brands: Pierburg, Genuine Audi
  OEM price range: $130-$180
  Aftermarket price range: $80-$120

Related Codes That Often Appear With This One

• P0016 — P0016 is the same correlation fault but for Bank 1. If both are present, it points more strongly to a systemic issue like low oil pressure or a problem with the primary timing chain affecting both banks.
• P0300, P0304, P0305, P0306 — These are random and cylinder-specific misfire codes for Bank 2 (cylinders 4, 5, 6). Incorrect cam timing can easily lead to misfires on the affected bank.

Technical Service Bulletins (TSBs) & Recalls

• TSB 151628: Addresses the cold start rattling noise from the upper timing chain tensioners and references the updated parts designed to fix the noise.

Platform-Specific Known Issues

• The placement of the timing components on the rear of the 3.0T engine makes this repair uniquely difficult and expensive compared to engines with front-mounted timing systems.
• A cold-start rattle that lasts for a few seconds is a classic sign of failing hydraulic tensioners on this engine and should be taken very seriously as a precursor to codes like P0018. Audi TSB 151628 specifically addresses this exact issue and the updated tensioner parts.

Mechanic-Grade Diagnostic Values

• Camshaft Adjuster Magnet (VVT Solenoid) Resistance — expected: 6.9 to 20 Ohms. Many sources cite a narrower range of 10-18 Ohms.. Failure: A reading of open circuit (OL), a dead short, or a value significantly outside the expected range indicates a faulty solenoid coil.
• VCDS Camshaft Adaptation Phase Angle (Warm Idle) — expected: 0 to -4 degrees. A newly serviced timing system should be close to 0 degrees.. Failure: A consistent reading greater than -5 degrees (e.g., -5, -6, -8) strongly indicates a stretched timing chain or failed tensioner on that bank. One user with P0018 on Bank 2 recorded a value of +7.125° on Bank 2 while Bank 1 was at +0.375°.
• VCDS Camshaft Adaptation Phase Angle (Pre-Crank) — expected: Should be very close to 0 degrees on both banks.. Failure: A significant deviation from zero before the engine is even started points directly to a mechanical timing issue (chain slack), as there is no oil pressure to operate solenoids or tensioners. One user logged Bank 2 at +6.0° before cranking.

Scan Tool Commands That Help

• VCDS (Ross-Tech) or ODIS: Advanced Measuring Values (Search 'Camshaft adjustment') — This is the primary diagnostic step after checking oil. It allows you to see the live deviation in degrees for each camshaft bank (e.g., ENG103031 for Bank 1, ENG99898 for Bank 2), which is the most reliable way to confirm a mechanical timing problem without engine disassembly.
• VCDS (Ross-Tech) or equivalent bidirectional scanner: Actuator Test for Camshaft Adjustment Solenoid — This command manually cycles the VVT solenoid. When activated at idle, a functioning solenoid and phaser should cause the engine to hesitate or stall. If there is no change in engine operation, it points to a stuck solenoid, clogged oil passage, or a failed phaser.

Wiring & Ground Locations

• Bank 2 Camshaft Position Sensors (G163, G301) — Bank 2 is the driver's side in the US. The sensors are located on the upper timing chain covers at the rear of the engine, near the firewall.. The connectors and wiring pigtails are exposed to extreme heat and can become brittle or oil-contaminated, leading to intermittent signal loss that could be misdiagnosed as a mechanical fault. Checking the integrity of the connector and wiring is a crucial step before condemning the timing chains.

Real Owner Repair Stories

• AudiWorld Forums user (2011 Audi S5 3.0T with 94k miles) — P0018 code appeared 10 months and 5k miles after a full, preventative timing chain job was performed by a dealer.
  ❌ Tried (didn't work) A complete second timing chain job was performed under warranty; the P0018 code returned 3 days later., Replacing the camshaft position sensor., Replacing the crankshaft position sensor.
  ✅ What actually fixed it The persistent P0018 was finally resolved by replacing a faulty AFTERMARKET VVT solenoid with an OEM part. The aftermarket part had allegedly been installed prior to the second timing job but was malfunctioning.
• Reddit r/MechanicAdvice user (2011 Audi A6 3.0T with 140k miles) — P0018 code. Occasional cold start rattle (1 out of 30 starts).
  ❌ Tried (didn't work) Dealer repaired a damaged wire and replaced the sensor, but the code reappeared intermittently.
  ✅ What actually fixed it The final diagnosis, though not explicitly confirmed with a repair receipt, was a timing chain issue. The key takeaway was the diagnostic advice given: use a scanner to check the cam/crank error percentage. If it's over 3%, it's likely a chain issue.
• Ross-Tech Forums user (Audi A4 3.2 FSI (different engine, but identical P0018/P0019 codes and diagnostic process after a timing job)) — P0018 and P0019 appeared immediately after replacing the upper timing chain tensioners.
  ❌ Tried (didn't work) Swapping camshaft position sensors between banks., Replacing VVT solenoids on Bank 2 with new ones., Re-verifying mechanical timing with locking tools (timing was correct at 0 RPM).
  ✅ What actually fixed it The issue was unresolved in the thread, but the expert advice pointed to a potential failure in the camshaft phaser itself or an issue with the brand/quality of the 'new' VVT solenoids. This highlights that even after a timing job, the phasers can be a failure point, and aftermarket electronics can be suspect.
• NHTSA ODI #11233069 — An owner reported that at approximately 63,000 miles, the check engine light illuminated with code P0018, which subsequently caused the vehicle to fail an emissions test for license renewal.

OEM Part Supersession History

• 06E109217 (various suffixes like H, L, AD) → 06E109217AM — Updated design to improve hydraulic oil retention and prevent bleed-down, which causes the cold start rattle.
• 06E109218 (various suffixes like H, L, AD) → 06E109218AP — Updated design for the Bank 1 (passenger side) upper tensioner, corresponding to the Bank 2 update.
• 06E109257J / M / N / S → 06E109257T — Revisions to the VVT solenoid (camshaft adjuster magnet) were made to improve reliability and address failures of the internal filter screen.
  Heads up: Older revisions are generally interchangeable, but installing the latest version is highly recommended to benefit from the design improvements.

Model Year Variations Within This Range

• 2013-2017: For the B8.5 S5, the 3.0T supercharged V6 was the standard engine, replacing the 4.2L V8 from the pre-facelift B8 S5 coupe. All models in this range also switched to an electrically-assisted power steering rack. While the core engine and timing system are consistent, part numbers for components like tensioners were updated during this period, so verifying the latest revision is always necessary.

Other Known Issues on This Vehicle

Issues unrelated to this code that are worth knowing about as an owner of this generation:

• Water Pump & Thermostat Failure 🔴 High → Shop Engine Water Pump — Very common, often fails between 50k-80k miles. The plastic components become brittle and leak coolant. Replacement is labor-intensive as it's located under the supercharger. (Ref: Subject of class-action investigation, but no universal recall.)
• PCV (Positive Crankcase Ventilation) Valve Failure 🟠 Medium — Common failure item, typically between 60k-100k miles. Can cause high oil consumption, a rough idle, and a distinct 'whistling' or 'honking' noise. Also located under the supercharger.
• S-Tronic (DSG) Mechatronic Unit Failure 🔴 High — A significant potential issue for models with the dual-clutch transmission. Symptoms include jerky shifting, delayed gear engagement, and transmission fault warnings on the dash. Repair or replacement is very expensive.
• Carbon Buildup on Intake Valves 🟠 Medium — Inherent to all direct-injection engines. Over time (50k-100k miles), buildup can cause a rough idle, misfires, and reduced performance. Requires manual cleaning (walnut blasting).
• Failing Engine Mounts 🟡 Low — The electronically controlled engine mounts can leak and fail, causing excessive engine vibration at idle and during acceleration. Often noticed around 80k-120k miles.

Used vs. New Parts: Buying Guide for This Vehicle

When a used part is the smart pick: For this specific repair, using used parts is highly discouraged for almost everything. The only potentially acceptable used parts would be external, non-wear components like engine covers or brackets if they were damaged during service. Given the catastrophic potential of a timing failure, using used wear items is not a smart choice.

Donor-vehicle mileage cap: roughly under 30000 miles for the part to have meaningful remaining life.

What to inspect on the donor part:

• For any considered part, a verifiable service history is paramount.
• Avoid parts from any engine that had a known timing failure, as related components could be stressed or damaged.
• Visually inspect sensors and solenoids for brittle plastic, cracked connectors, or signs of oil leakage.

OEM-only on this vehicle (don't cheap out):

• Timing Chains
• Timing Chain Tensioners
• Timing Chain Guides
• Camshaft Adjuster Magnets (VVT Solenoids)
• Camshaft Position Sensors
• Crankshaft Position Sensor

Aftermarket brands forum-validated for this vehicle:

• Iwis: Iwis is the Original Equipment Manufacturer (OEM) for Audi's timing chains. Buying an Iwis-branded kit often provides the exact same parts as Genuine Audi but at a lower cost.
• Pierburg: A reputable OEM supplier for components like VVT solenoids.
• Bosch: A reliable OEM supplier for sensors.

Brands owners have reported issues with on this vehicle:

• Unnamed/white-box electronics: A documented case showed a persistent P0018 was caused by a faulty, unbranded aftermarket VVT solenoid even after multiple timing jobs, highlighting the risk of using non-OEM or non-OEM-supplier electronic parts.

Real Owner Stories

Aggregated from forums and TSBs cited above. Mileages and costs reflect what owners reported in those sources.

Related OBD-II Codes

• P0019 — The Bank 2 Exhaust correlation code; often used for diagnostic swapping with P0018 (Intake) to test for faulty camshaft position sensors.
• P0016 — The Bank 1 Intake correlation code; if a P0018 code moves to P0016 after swapping camshaft adjuster magnets, it confirms the solenoid is the cause.
• ENG99898 — While not a standard P-code, this UDS diagnostic identifier is used in VCDS to track 'Camshaft adjustment: inlet phase: bank 2' to quantify the mechanical timing deviation associated with P0018.

Frequently Asked Questions