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VAG 06B109111A GEAR ASSY CAMSHAFT

VAG 06B109111A GEAR ASSY CAMSHAFT

Product Specifications

Product quality
OEM Equivalent Grade
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448 sold
Wholesale price USD $5.64
Wholesale price CNY ¥38.4
bolt MOQ (Minimal order)
100 pcs
local_shipping Production time
37 days
package_2 Shipping Weight: 0.521 kg
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VAG 06B109111A
VAG 06B109111
Overview & Operating Principle
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The GEAR ASSY CAMSHAFT is the sprocket or gear mounted on the camshaft nose that transmits rotational drive from the crankshaft via the timing chain or timing belt, maintaining precise phase relationship between the camshaft and crankshaft to synchronise valve opening events with piston position throughout the engine's operating cycle. On engines with fixed valve timing the gear is a simple pressed or bolted sprocket with a specific tooth count that defines the 2:1 reduction ratio between crankshaft and camshaft speed. On engines equipped with variable valve timing (VVT) — including Toyota VVT-i, Honda i-VTEC, BMW Valvetronic, and equivalent systems — the gear assembly incorporates a hydraulic phaser mechanism that rotates the camshaft relative to the sprocket body within a defined angular range in response to oil pressure controlled by the VVT solenoid valve, advancing or retarding valve timing to optimise power, torque, and fuel consumption across the engine's operating range.

This unit — VAG 06B109111A — is manufactured to OEM-equivalent specifications: tooth profile geometry and pitch, sprocket bore diameter and keyway or bolt pattern, phaser angular travel range and locking pin spring load where applicable, oil feed port diameter, and overall assembly concentricity tolerance are matched to the original part. Supplied as a direct replacement for standard fitment. Available wholesale from 5.64 USD, MOQ 100 pcs, production lead time 37 days.

Fixed camshaft sprockets wear through tooth flank erosion from chain contact under high-mileage and chain stretch conditions — a stretched chain accelerates sprocket wear by loading tooth flanks asymmetrically. VVT phaser assemblies fail through internal oil circuit contamination blocking the phaser vanes, locking pin spring fatigue preventing the phaser from locking at base timing on startup, and vane seal wear causing oil pressure bleed-off that prevents the phaser from holding a commanded timing position. Oil change discipline is the primary factor in phaser longevity — sludge from extended oil change intervals is the leading cause of premature VVT phaser failure across all manufacturers.

Symptoms & Diagnostics
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Check Engine light with camshaft position timing codes P0011, P0012, P0021, P0022 (camshaft position over-advanced, over-retarded, or stuck) — the VVT phaser is not responding correctly to ECU commands; confirm oil pressure and VVT solenoid operation before condemning the phaser assembly.
Rattling from the timing cover on cold start that clears within 5–10 seconds after oil pressure builds — the VVT phaser locking pin is not engaging correctly at shutdown, allowing the phaser to rattle against its travel stops during the low-pressure period before the oil pump delivers full pressure; this symptom indicates imminent phaser failure.
Rough idle, poor low-speed torque, or increased fuel consumption without fault codes — the phaser is stuck at an advanced or retarded position outside the ECU's correction range; the engine operates but valve timing is incorrect for the load condition, causing combustion inefficiency.
Timing chain noise (rattling or slapping from the front of the engine) that worsens progressively — tooth flank wear on the camshaft sprocket combined with chain stretch is creating slack in the timing drive; a worn sprocket accelerates chain wear and risks timing chain jump if not replaced with the chain as a complete set.
Engine fails to start or starts and immediately stalls after a timing chain replacement performed without replacing the sprockets — worn sprocket teeth cause the new chain to ride incorrectly on the sprocket profile, producing timing error sufficient to prevent combustion or cause misfires on all cylinders immediately after startup.
VVT solenoid replacement that does not resolve timing fault codes — the solenoid is functioning correctly but the phaser vane seals have worn to the point where oil pressure cannot be maintained in the advance or retard chambers; the phaser assembly requires replacement once solenoid and oil pressure have been confirmed serviceable.
Logistics & Customs
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International HS Code
8483.40
EAEU Customs Code (TN VED)
8483 40 900 0
Typical Net Weight
0.521 kg
Country of Manufacture
China
Standard MOQ
100 pcs
Production Lead Time
37 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 before removing any timing components — insert the crankshaft locking tool and all camshaft locking pins or plates specified in the OEM service procedure for this engine. Never rely on paint marks or visual reference alone; timing errors of one tooth on a camshaft sprocket will cause misfires, reduced power, and on interference engines, valve-to-piston contact resulting in catastrophic engine damage.
  2. Drain the engine oil and remove the timing cover to access the camshaft sprocket. On VVT phaser assemblies, clean the oil feed passages in the camshaft nose and cylinder head with compressed air before fitting the new phaser — sludge in the oil galleries that caused the original phaser failure will block the new unit within a short period if the passages are not thoroughly cleaned.
  3. Compare the new sprocket or phaser to the removed unit before installation — confirm tooth count, bore diameter, keyway orientation, and on VVT phasers, that the locking pin is present and spring-loaded correctly. Compress the locking pin manually to confirm it returns positively under spring pressure; a phaser with a weak locking pin spring will rattle on startup from the first cold crank.
  4. Install the camshaft sprocket with all timing locking tools in position and torque the centre bolt to OEM specification in the sequence specified — many camshaft sprocket bolts require a specific torque-plus-angle tightening procedure. Apply thread-locking compound only where specified by the OEM; incorrect application can prevent correct bolt stretch and cause the sprocket to work loose under load.
  5. Verify timing mark alignment with all locking tools in place before fitting the timing cover — rotate the engine by hand through two full crankshaft revolutions after removing the locking tools and reconfirm all timing marks return to the correct TDC position. If any mark is out of alignment, stop and re-check the tooth engagement before proceeding.
  6. Install the new GEAR ASSY CAMSHAFT (VAG 06B109111A), refit the timing cover with a new gasket and front crankshaft seal, refill with fresh engine oil of the correct specification, start the engine and check for timing chain noise and fault codes — clear any stored codes and verify with a scan tool that the VVT system is commanding and achieving the correct cam timing across the RPM range before returning the vehicle to service.
Tools: engine timing lock tool set (application-specific), torque wrench with angle gauge, thread-locking compound per OEM specification, timing cover gasket, new front crankshaft seal, OBD-II scanner with live VVT data, compressed air for oil gallery cleaning.
Frequently Asked Questions
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Should the timing chain and all sprockets be replaced simultaneously, or can the camshaft sprocket be replaced alone?
Replacing only the camshaft sprocket while retaining a worn timing chain is not recommended — a stretched chain will immediately begin accelerating wear on the new sprocket's tooth flanks, and the cost saving of retaining the old chain is eliminated within a short operating period. The correct procedure is to replace the complete timing drive set: chain, all sprockets, tensioner, and guides simultaneously. This ensures all components have matching wear profiles and the full service interval can be achieved before the next timing drive service. ok.parts supplies individual camshaft sprockets and complete timing kit sets at wholesale MOQ from 5.64 USD.
Is ECU adaptation or relearning required after replacing a VVT camshaft phaser?
On most engines the ECU adapts to the new phaser automatically during the first drive cycle after installation — clear all stored fault codes after the repair and allow the engine to reach full operating temperature under normal driving conditions. On some platforms, particularly certain BMW N-series and VAG TFSI engines, a cam timing adaptation reset via a manufacturer-specific scan tool is required to clear learned correction values that the ECU accumulated while compensating for the worn phaser. Always verify with vehicle-specific service data whether an adaptation reset is specified before returning the vehicle to service.
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
PartReason for Combined Replacement
Timing Chain Kit
Chain, tensioner, guides, and crankshaft sprocket		The camshaft sprocket and timing chain form a matched wear system — replacing one without the other results in accelerated wear of the new component against the worn mating part. A complete timing kit replacement restores the full service life of the timing drive and eliminates the risk of a repeat disassembly within a short period.
VVT Solenoid Valve
OEM ref. varies by camshaft position		The VVT solenoid valve controls oil flow to the phaser and shares the same oil circuit. A solenoid with a contaminated or worn spool valve contributes to phaser wear by delivering inconsistent oil pressure to the phaser vanes. Replacing the solenoid alongside the phaser assembly ensures the complete VVT oil circuit is renewed and prevents the new phaser from being operated by a degraded control valve.
Camshaft Position Sensor
OEM ref. varies by engine		The camshaft position sensor reads the tooth pattern on the sprocket or a separate reluctor ring on the camshaft and is the primary feedback device for VVT closed-loop control. A sensor with degraded signal output produces erratic timing corrections that the ECU interprets as phaser faults, masking the true cause of timing codes. Replacing the sensor during timing drive service ensures clean, accurate feedback to the VVT system from the first startup with the new phaser.