Catalog

VAG 06B109101AB CAMSHAFT

VAG 06B109101AB CAMSHAFT
VAG 06B109101AB CAMSHAFT
VAG 06B109101AB CAMSHAFT
VAG 06B109101AB CAMSHAFT
VAG 06B109101AB CAMSHAFT
VAG 06B109101AB CAMSHAFT

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
30 sold
Wholesale price USD $21.15
Wholesale price CNY ¥144
bolt MOQ (Minimal order)
20 pcs
local_shipping Production time
15-55 days
package_2 Shipping Weight: 2.15 kg
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VAG 06B109101AB
VAG 06B109101C
VAG 06B109101E
VAG 06B109101G
VAG 06B109101Q
Overview & Operating Principle
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The CAMSHAFT is a precision-ground alloy steel shaft driven at half crankshaft speed by the timing chain or belt that controls the opening and closing of the engine's intake and exhaust valves through a series of eccentric lobes machined along its length, each lobe profile precisely defining the valve's lift height, opening duration, and opening and closing ramp rates for a specific operating point in the engine's design. Each lobe acts either directly on a bucket tappet seated on the valve stem, or indirectly through a rocker arm, finger follower, or pushrod depending on the valve train architecture; as the camshaft rotates, the lobe's base circle maintains the valve closed while the ramp and nose sections open the valve against the valve spring force with a velocity profile that prevents valve bounce at high RPM and minimises tappet impact loads at opening and closing. The camshaft is supported in precision-machined journal bearings in the cylinder head — either plain shell bearings or directly in the head material on overhead cam designs — and is lubricated by a pressurised oil film supplied through drillings in the head from the main oil gallery. On engines with variable valve timing the camshaft nose carries a VVT phaser sprocket that rotates the cam relative to the drive sprocket within a defined angular range to advance or retard valve events for power, torque, and fuel economy optimisation.

This unit — VAG 06B109101AB — is manufactured to OEM-equivalent specifications: lobe lift height and profile geometry, journal diameter and surface finish, overall shaft straightness tolerance, VVT phaser nose thread and oil feed drilling positions where applicable, camshaft position sensor reluctor ring tooth profile, and end thrust face geometry are matched to the original part. Supplied as a direct replacement for standard fitment. Available wholesale from 21.15 USD, MOQ 20 pcs, production lead time 15-55 days.

Camshafts fail through lobe wear producing flat spots that reduce valve lift below the design specification, journal wear from oil starvation causing bearing surface galling, and lobe spalling from fatigue after high mileage on engines with extended oil change intervals. Lobe wear is the most common failure mode and is progressive — a slightly worn lobe reduces valve lift minimally at first, producing a subtle power loss and misfire on the affected cylinder that worsens as the lobe continues to wear flat; by the time the fault is diagnosed, the lobe profile is typically destroyed and the tappet face is also damaged from abnormal contact loading. Oil change discipline is the primary factor in camshaft longevity — extended intervals allow the oil's anti-wear additive package to deplete, removing the protective film from the high-contact-stress lobe-to-tappet interface.

Symptoms & Diagnostics
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Persistent misfire on a specific cylinder that does not respond to spark plug, ignition coil, or injector replacement — a worn or flat lobe on the intake cam for that cylinder is not opening the valve fully, reducing the air-fuel charge; confirm with a cylinder compression test — low compression on the affected cylinder with a normal reading on adjacent cylinders is the definitive indicator of valve train rather than ignition or fuel system fault.
Ticking or tapping noise from the valve cover area that is louder on startup and may reduce slightly after the engine reaches operating temperature — a worn cam lobe is producing an irregular contact pattern with the tappet face; the noise is present at all RPM but most pronounced at idle where the oil film is thinnest; this symptom requires immediate investigation as continued operation accelerates lobe destruction.
Progressive loss of power across all RPM combined with increased fuel consumption — multiple cam lobes worn to reduce valve lift below specification on both intake and exhaust sides; the engine ingests less air per cycle than its design and cannot achieve the commanded fuel-air ratio; the ECU compensates with increased injector duration that partially masks the loss of power but worsens consumption.
Metal particles or silver-grey metallic paste visible in the engine oil at drain — camshaft lobe spalling is producing iron and chrome particles from the hardened lobe surface; these particles circulate through the oil circuit and cause abrasive wear to the main bearings, connecting rod bearings, and oil pump gears in addition to the camshaft and tappets; drain immediately and investigate before refilling.
Check Engine light with camshaft position codes P0340–P0343 or VVT timing codes P0011–P0014 — the reluctor ring on the camshaft nose is damaged or the camshaft has seized in its journals; a seized camshaft that has stopped rotating produces an immediate engine stall and may cause timing chain jump or breakage if the engine is cranked.
Hydraulic tappet noise that does not clear after 30 seconds of running at warm idle — persistent tappet noise after warm-up indicates either tappet wear from a worn lobe, collapsed tappet hydraulic element, or insufficient oil pressure to the camshaft journals; inspect oil pressure and cam lobe condition before replacing tappets as a worn lobe will destroy new tappets at the same rate as the originals.
Logistics & Customs
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International HS Code
8483.10
EAEU Customs Code (TN VED)
8483 10 220 0
Typical Net Weight
2.15 kg
Country of Manufacture
China
Standard MOQ
20 pcs
Production Lead Time
15-55 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
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  1. Lock the engine at TDC on cylinder 1 compression stroke and fit all camshaft and crankshaft locking tools before removing any cam caps or bearing journals — the camshaft is under valve spring load at multiple positions simultaneously; unbolting cam bearing caps without locking the cam in a defined position allows the spring-loaded lobes to rotate the shaft unpredictably, risking injury and ensuring the new cam cannot be installed in the correct phase relationship without retiming.
  2. Remove the cam bearing caps in the sequence specified by the OEM service procedure — typically from the ends inward in alternating steps to release valve spring load progressively — never remove all caps simultaneously as the remaining caps carry the full spring load of the valves currently held open, and the sudden release can fracture a cap or bend the camshaft if unloaded asymmetrically.
  3. Inspect every camshaft bearing journal surface in the cylinder head for wear, scoring, and corrosion before fitting the new shaft — a worn or scored journal surface that damaged the original camshaft will produce the same wear on the new shaft within a short period; measure journal diameter and compare against the OEM specification; a head with journal wear beyond specification requires machining or head replacement before the new camshaft is installed.
  4. Coat all cam lobes and journal surfaces with the engine assembly lubricant supplied with the camshaft kit — or fresh engine oil of the correct specification — immediately before installation — the critical lobe-to-tappet interface is in boundary lubrication for the first seconds of operation before full oil pressure reaches the upper valve train; a dry cam lobe on first start causes immediate galling of the hardened surface that reduces the new camshaft's service life from the first revolution.
  5. Torque the cam bearing caps in the OEM sequence and in multiple passes to the specified torque value — typically 8–12 Nm on modern aluminium heads — never torque a single cap fully before its neighbours as this bends the camshaft in the over-tightened bearing and pre-loads the adjacent journals; work up to final torque in two or three passes across all caps in the specified alternating sequence.
  6. Install the new CAMSHAFT (VAG 06B109101AB), refit the timing drive components with new tensioner and chain or belt, verify timing mark alignment after two full crankshaft revolutions by hand, start the engine and run at 2,000 RPM for the first 5 minutes to ensure the lobe surfaces are properly bedded in under oil pressure, then check for any valve train noise and verify no fault codes are stored before returning the vehicle to service.
Tools: engine timing lock tool set (application-specific), cam bearing cap torque wrench (low-range 0–20 Nm), camshaft assembly lube or clean engine oil, journal micrometer for bearing diameter check, new timing chain or belt with tensioner.
Frequently Asked Questions
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Must the tappets and rocker arms always be replaced when fitting a new camshaft?
Any tappet or rocker arm that has been in contact with a worn or spalled cam lobe must be replaced simultaneously with the camshaft — no exceptions. A tappet face that has been in contact with a flat or spalled lobe develops a corresponding wear pattern on its contact face; this worn tappet face will wear the new camshaft lobe at an accelerated rate from first contact, dramatically shortening the new camshaft's service life. Tappets in contact with serviceable lobes that show no lobe wear may be retained after inspection. ok.parts supplies camshafts individually at wholesale MOQ from 21.15 USD per unit.
Is VVT system adaptation required after camshaft replacement on engines with variable valve timing?
On most engines with VVT the ECU adapts to the new camshaft automatically during the first warm-up drive cycle after the timing is set correctly and fault codes are cleared — the closed-loop VVT control corrects for minor assembly variations. However, on engines where the ECU has accumulated significant long-term VVT correction values due to the worn camshaft's changed phaser oil feed geometry, a cam timing adaptation reset via a manufacturer-specific scan tool is recommended to clear the stored correction values and allow the ECU to relearn from a clean baseline. Always clear all fault codes after camshaft replacement and verify VVT operation across the RPM range on a scan tool live data screen before confirming the repair is complete.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
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PartReason for Combined Replacement
Hydraulic Tappets / Bucket Tappets
OEM ref. varies by valve train type		Every tappet in contact with a worn or spalled lobe must be replaced with the camshaft — a tappet with a deformed contact face will immediately begin wearing the new camshaft lobe from first rotation. Even tappets that appear visually undamaged should be inspected with a micrometer for crown radius deformation; a tappet that has been loaded by an abnormal lobe profile has microfractures in its hardened face that are not visible to the naked eye but cause premature spalling under normal lobe contact loads.
Timing Chain Kit
Chain, tensioner, guides — application-specific		Camshaft replacement requires full access to the timing drive, making this the mandatory time to inspect the timing chain for stretch and the tensioner and guides for wear. A stretched chain that caused the timing to slip may have been the root cause of the camshaft wear through incorrect lubrication timing. Replacing the chain kit simultaneously with the camshaft restores the full timing drive service life and eliminates a repeat timing cover removal within a short period.
Engine Oil and Filter
Grade and specification per OEM requirement		Camshaft lobe wear produces iron and chromium particles that contaminate the oil circuit throughout the engine. Refilling with old contaminated oil after camshaft replacement circulates these particles through the new camshaft's lobe-to-tappet interface and through the main and connecting rod bearings. Always perform a complete oil and filter change immediately after camshaft replacement, and repeat the oil change after the first 1,000 km to flush any residual metallic contamination from the engine.