[RZNT4R]

P0011 is a "mechanical" code, not an "electrical" code.

It is mechanical in that the diagnostic test can only run if the monitor for the electrical circuit passes.

TYPICAL ENABLING CONDITIONS
All

Monitor runs whenever following DTCs not stored

P0112 (Intake Air Temperature Sensor 1 Circuit Low Bank 1)
P0113 (Intake Air Temperature Sensor 1 Circuit High Bank 1)
P0111 (Intake Air Temperature Sensor 1 Circuit Range/Performance Bank 1)
P0117 (Engine Coolant Temperature Sensor 1 Circuit Low)
P0118 (Engine Coolant Temperature Sensor 1 Circuit High)
P0125 (Insufficient Coolant Temperature for Closed Loop Fuel Control)
P0116 (Engine Coolant Temperature Sensor 1 Circuit Range/Performance)
P0128 (Coolant Thermostat (Coolant Temperature Below Thermostat Regulating Temperature))
P0197 (Engine Oil Temperature Sensor "A" Circuit Low)
P0198 (Engine Oil Temperature Sensor "A" Circuit High)
P0196 (Engine Oil Temperature Sensor "A" Range/Performance)
P0340 (Camshaft Position Sensor "A" Circuit Bank 1 or Single Sensor)
P0345 (Camshaft Position Sensor "A" Circuit Bank 2)
P0365 (Camshaft Position Sensor "B" Circuit Bank 1)
P0390 (Camshaft Position Sensor "B" Circuit Bank 2)
P0010 ("A" Camshaft Position Actuator Control Circuit/Open Bank 1)
P0020 ("A" Camshaft Position Actuator Control Circuit/Open Bank 2)
P0013 ("B" Camshaft Position Actuator Control Circuit/Open Bank 1)
P0023 ("B" Camshaft Position Actuator Control Circuit/Open Bank 2)

An electrical fault is not outright impossible but it's very very unlikely, so don't pull the harness just yet, and don't throw an ECU at the problem. Consider the following:

MONITOR DESCRIPTION
The ECM optimizes the intake valve timing using the Variable Valve Timing (VVT) system to control the intake camshaft. The VVT system includes the ECM, the camshaft timing oil control valve and the VVT controller (camshaft timing gear assembly). The ECM sends a target duty-cycle control signal to the camshaft timing oil control valve. This control signal regulates the oil pressure supplied to the VVT controller. The VVT controller can advance or retard the intake camshaft.
If the difference between the target and actual intake valve timings is large, and changes in the actual intake valve timing are small, the ECM interprets this as the VVT controller stuck malfunction and stores a DTC.

These DTCs indicate that the VVT controller cannot operate properly due to camshaft timing oil control valve malfunctions or the presence of foreign objects in the camshaft timing oil control valve.

Note that the components you changed weren't the oil control valves but the oil control vale solenoids, the valves themselves are inside the cam sprockets. You may have a failed camshaft sprocket, a clogged oil control valve filter (sandwiched between the cam carrier and the head) or jumped timing. There is a long list of components to check, but the easiest and least intrusive test you can do (if you don't have a proper scan tool to actuate the OCV solenoids) is to try and clean the lubrication system (this is actually step 7 in the diag chart lol). The shop manual calls for an oil change, running the engine for 5 mins, and doing another oil change. I would instead do an oil change, add an engine crankcase detergent to the oil, run the engine for a lot more than 5 mins, like until the fans come on, and then do a final oil change.

Chances are, if that doesn't fix it, you'll have to break the seal on that engine and go look inside.