Ukfordf150

i changed out the VCTs last year and just before xmas the truck went down on me as in running really bad.i thought the phasers had gone this time,going by about of clicks on the truck and reading thru some of the pages on here.
i knew i had chain slap,so i ordered new chains,cam phasers etc.got them all replaced for the truck to run again like a bag of ****e.
damn VCT solenoid failed after a year.

vintageman

Aftermarket or OEM VCT solenoids?

garden spyder

How was the screens on the VCT solenoid? It may have been impurities in the oil that caused it to fail, like chunks of metal, or plastic. what oil are you using? if you choose to use something than what the VCTs can handle, for example a much thicker oil, then that could also be the reason they failed.

Fordjunkync

I hadn't seen this video about sticking VCTs (posted May2016).

Note:The test logs near the beginning & near the end of the video are with the solenoids disconnected.







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F150Torqued

@Fordjunkync


It's a good video, but I had to take exception to the technical narrative. Certainly the VCT solenoids are frequently the source of problems - especially if they become sticky from age or poor oil change maintenance and do not respond to their duty cycle control signal.


But a spool valve spring (no matter how weak) can never cause oil to flow or seep past the valve and effect the advance/retard position of phasers. That's Impossible. And clearly that is the narrative advanced by the video - and that is my objection. Oil 'enters' a spool valve (like VCT Solenoids) through the center port - into a small chamber that is terminated (by dead end) at both ends. A million pounds of pressure into the center port applies pressure pushing equally on both ends of the chamber (in both directions at the same time) and will NOT move the plunger either way. The solenoid coil need ONLY to overcome the resistance of the spring to move the plunger and re-direct oil flow. Without current (duty cycle pulses) introduced in the coil, (being unplugged) the spring is subjected to no force by oil pressure or flow and simply moves the plunger back to base position --- eXcept sludge / carbon or junk or crushed screens obstructing plunger movement. But oil pressure entering the center port is equalized against both ends of the spool valve chamber and poses NO force whatsoever on the spring or the plunger.


Additionally, though I am not familiar with the diagnostic tool shown, but I think it is graphing digital OBDII signals and not an Oscilloscope - judging by the OBDII acronyms. If it is O-scope'ed CPS signals, they are 'meaningless' for determining VTCADVERR without being 'triggering' based on the ECU's 'Requested Retard' signal (RCAM - PID# 16CD). The video is highlighting VCTADVERR -- which is the difference between REQUESTED RETARD and actual camshaft position (in camshaft degrees).
I take exception to the analysis of VCTADVERR (or CPS) signals advanced in the video. With solenoids unplugged, they are meaningless without a load and represent nothing but 'noise' - which is basically what they look like in the video.


Further, the PCM senses an open circuit in the VCT Solenoid circuits and disables variable valve timing. VCTENA (PID# 16B1 bit 5) goes false because conditions are not correct for variable valve timing with the solenoids unplugged. This condition SHUTS DOWN PCM signal output to VCTDC (PID # 16CF) and VCTDC2 (PID# 091E). This basically makes me wonder what the diagnostic display is actually showing. I do not understand how it was videoed with solenoids unplugged.


Finally, and perhaps most importantly, the phasers/cams CANNOT physically respond to solenoid hydraulic oil pressure changes as fast as the VCTADVERR and VCTADVERR2 signals are 'giggling' in the video. It is IMPOSSIBLE. Based on personal experience extensively monitoring, logging, and graphing VCTADVERR (PID # 16CE) and VCTADVERR2 (PID # 091D). Maximum cam positioning movement is on the order of ~20 camshaft degrees per second. (They are pretty darned slow) This is apparently due to the fine screens in solenoids and solenoid valve body and/or small passageways in camshafts / phasers. And Ford's reason for 5w20 oil.

I cannot explain the 'giggle' in the VCTADVERR signal at 3:54 and again at 5:34 of the video. It is curious how VCTDC and VCTDC2 go to Zero in unison with the top traces slamming flat, - but it is not from oil seepage through VCT Solenoid. More likely its from bank1 phaser not returned to base & captured at 'ZERO RETARD' by the phaser locking pin - leaving it partially retarded and subjected to the rapidly fluctuating forward and backward forces imposed by cam lobes against valve springs. That could also be the source of the noise heard in the video.


I believe the video narration misleads viewers promoting many to throw new VCT solenoids in their Triton for reasons wholly misunderstood. Although at 170,000 miles it probably didn't hurt in the case study used for the video.

F150Torqued

For those using Torque Pro or another type OBDII scanner that permits inputting custom PIDs and formulas - I have located and worked out formulas for monitoring all the OBDII variable valve timing signals on the Triton engine ('04 through '08 for sure, possibly many others).

Example:




VARIABLE CAM / PHASER monitoring screen in Torque Pro


AccPedal is the Accelerator Pedal Absolute position
Load and RPM's are self explanatory
VCTENA, VCTA, VCTF and CMPFM (Cam Position Sensor FAULT MODE) are flag bits maintained by the VCT system. You can add other gauges in Torque Add gauge as desired


The screen is laid out with Bank 2 on the left and Bank1 (passenger side) as the world looks from the drivers seat.


RCAM 2 And RCAM are the PCM's requested Retard in Crankshaft Degrees for cams on Bank2 and Bank1 respectively
VCT2DC and CAMDCR are VCT Solenoid duty cycle for Bank 2 and bank 1 respectively.


MAF is Mass Air Flow gauge
IMRC is Intake Manifold Runner Control ON/OFF (Open/Closed) indicator
FICM / SYNC is FICM fault and Crank/Cam sync flag

VCT2ERR and CAMERRR is Camshaft Retard Error +/- camshaft degrees that the camshafts for Bank2 (on left) and Bank1 (on right) are OFF from the PCM's 'requested' retard for That Bank.


VCT2ERRT and VCT1ERRT are custom PIDs I created consisting of a SUM of Camshaft Retard Error. They have no specific numeric relationship, but indicate if "+"and "-" Cam error are about equal. They go above and below zero unless a cam spends more time in the negative or positive territory. It seems it would be indicative of a problem if it gets too far above or below zero with time.

-------------------

If you have the latest version of Torque Pro, I am attaching a 'CSV' file containing the 13 PIDs. It can be copied into the .Torque/extendedpids directory on your Android phone and simply IMPORTED the F150_VCT_MONITOR.CSV file into Torque directly. If not, you can (carefully & accurately) key in each of the following thirteen (13) custom PIDs, then create a dashboard page similar to the one I'm using as depicted above. Then begin monitoring / logging / graphing your variable cam operation with live data. (NOTE: I have placed an underscore ("_") character in front of each PID name to cause them to sort to the front of the sensor list in torque when you are selecting PIDs for dashboard gauges.)

Also NOTE: In ALL PIDs, Scale Factor = 1, Header = Auto / or Blank, Diagnostic Start = blank, Diagnostic end = blank

MODE/PID: 2209CD
Long Name: _FICM signals for Camshaft and Crankshaft positions are in sync
short Name: FICMSYNC
Min 0, Max 1
Unit: On/Off
Formula: Bit(A:0)

MODE/PID: 2216B1
Long Name: _VCT Enable
short Name: VCTENA
Min 0, Max 1
Unit: On/Off
Formula: Bit(A:5)


MODE/PID: 2216B1
Long Name: _VCT Active
short Name: VCTA
Min 0, Max 1
Unit: On/Off
Formula: Bit(A:6)


MODE/PID: 221107
Long Name: _VCT Cam Position Sensor Fault mode
short Name: CMPFM
Min 0, Max 1
Unit: On/Off
Formula: Bit(A:0)


MODE/PID: 221103
Long Name: _VCT Fault
short Name: VCTF
Min 0, Max 1
Unit: On/Off
Formula: Bit(A:0)


MODE/PID: 221103
Long Name: _IMRC Control
Short Name: IMRC
Min 0, Max 1
Unit: Open/Closed
Formula: Bit(A:4)


MODE/PID: 2216CD
Long Name: _VCT Retard Requested
Short Name: RCAM
Min 0, Max 62
Unit: Cks Deg
Formula: ABS(Signed(A)*256+B)/12.8



MODE/PID: 22091C
Long Name: _VCT Retard Requested Bank 2
Short Name: RCAM2
Min 0, Max 62
Unit: Cks Deg
Formula: ABS(Signed(A)*256+B)/12.8


MODE/PID: 2216CF
Long Name: _VCT Cam Solenoid Duty Cycle
short Name: CAMDCR
Min 0, Max 100
Unit: % DC
Formula: ((A*256)+B)*(100/32768)


MODE/PID: 2216CE
Long Name: _VCT Cam Error
short Name: CAMERRR
Min -35, Max 35
Unit: Cam Deg
Formula: INT((Signed(A)*256+B)/12.8)


MODE/PID: 'leave blank' - this is a special 'memory variable' that maskerades as a PID
Long Name: _VCT Error Accumulator1
short Name: VCT1ERRAC
Min -500, Max 500
Unit: Deg
Formula: Val{_VCT Error1 Total}+(Val{_VCT Cam Error}/10)


MODE/PID: 'leave blank' - this is a special 'variable' that maskerades as a PID
Long Name: _VCT Error1 Total
short Name: VCT1ERRT
Min -500, Max 500
Unit: Deg
Formula: Val{_VCT Error Accumulator1}

MODE/PID: 22091E
Long Name: _VCT Cam Solenoid Duty Cycle2
short Name: vcT2DC
Min 0, Max 100
Unit: % DC
Formula: ((A*256)+B)*(100/32768)


MODE/PID: 22091D
Long Name: _VCT Cam Error2
short Name: VCT2ERR
Min -35, Max 35
Unit: Cam Deg
Formula: INT((Signed(A)*256+B)/12.8)

MODE/PID: 'leave blank' - this is a special 'variable' that maskerades as a PID
Long Name: _VCT Error Accumulator2
short Name: VCT2ERRAC
Min -500, Max 500
Unit: Deg
Formula: Val{_VCT Error2 Total}+(Val{_VCT Cam Error2}/10)



MODE/PID: 'leave blank' - this is a special 'variable' that masquerades as a PID
Long Name: _VCT Error2 Total
short Name: VCT2ERRT
Min -500, Max 500
Unit: Deg
Formula: Val{_VCT Error Accumulator2}

------------------

Hope the Scanner Users out there fine this helpful.

Cheers F150-Torqued

PS: I notice when I download the attached CSV file, my computer assumes it is an EXCEL file - which 'csv' technically IS. Android wants it in a 'FLAT' text file without any Excel bells and whistles. "SAVE" the file to your computer instead of "OPENING" it. Then copy the file directly to the .Torque/extendedpids folder and everything will go smooth.


-----------------------EDIT 8/18/2017
Updated CSV file with version v 1-03 and corrected gauge & formula for FICMSYNC


--------------------- EDIT 09/12/2017
Updated CSV file with version 1-04 adding PID for RCAM2 and photo including gauge for newly discovered PID for RCAM for Bank2
This EDIT is posted to correctly represent and report all OBDII information presented by the PCM concerning variable valve timing components. I did not realize (and still do not understand why) the PCM calculates a separate degree CAM RETARD for Bank 1 and Bank 2. But clearly it does - and with this change these PIDs & Torque Equations allows you to accurately represent all known PIDs controlling variable valve timing on the 5.4L 3v engine with Torque Pro.
----------------------- EDIT 08/26/2018
Updated Bit oriented formulas per latest version of Torque pro. And updated CSV file to V-1-06

Fordjunkync

This is what I found searching the # at the top of the screen of the video I shared above. IDS 99.05
I tried to listen to the videos but Im not comprehending what Im hearing (tired & haven't slept in 21hrs lol).








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jav1

@ F150TORQUED,

I'm very interested in this topic and while I don't want to (and can't) contradict your exceptions with the first video... i would like to ask a few questions as my understanding differs from yours on the solenoid "passages". To be fair- my understanding is based on this video:
.

I'm not sure if the solenoid architecture (for the Ti) changed but here's why I question your post.

1) my understanding of the solenoid is that it is a simple electromagnet - (spool pusher with a spring return). In other words- the control signal to the solenoid can't move the spool in 2 directions- ( up or down off of a center position)- it can only "push" the spool "down" from the full up position- and the spring "pushes" the spool back up when it's in a down position and the magnet is de-energized. By sending the solenoid (electro-magnet) a "duty cycle"-the PCM can control "how far" the spool moves down IE. 0%= spool fully up (spring at work on spool only ). 100% = spool fully down (electromagnet overcomes spring force). 50%= theoretically spool 1/2 way down (pulsed magnet equals sping force at 1/2 travel).

2) The spool valve actually has 4 ports. There's a pressure port where oil comes in, an exhaust port to purge the advance or retard residual oil pressure when a change in pressure is commanded, an advance pressurize port and a retard pressurize port. By the video above, oil pressure comes in at the base of the housing and travels up inside a hole in the spool and then is ported into a cavity where that pressure "should" exert force equally in all directions (as you correctly pointed out) BUT- what isn't clear is if oil pressure is also pushing "up" on the spool itself... because it comes in the bottom and acts a "second" spring OR... if it can bleed or perhaps is even ported above the spool to act as "balancing force" given that oil pressure is variable and may impact the magnetic versus spring force dynamics as the pressures fluctuate through normal driving cycles? I don't know BUT- if the oil pressure is coming in- not to a center port (as you reference)- then that pressure could have some impact on the spool position if there's a weak spring or some unusual wear in the valve body... no??

3) as far as VCTADVERR... I agree these appear to be OBD PID logs and not scoped measurements BUT- is there any reason to believe that this PID wouldn't still log in open loop? Yes I agree the PCM shouldn't be "changing" the commanded solenoid duty cycle but even if there is no "change" -could there still be an expected base value (such as "0" when the VCT system is disabled by not seeing the solenoid resistance) then- the cam position sensors could still detect a cam timing "change or error" from the not changing "0" that is expected? Couldn't this still log as the VCTADVERR even in open loop?

garden spyder

Ok, Update on my project.
Engine sounded like a diesel at startup, (determined that it was a bad seal on the back of the passenger side tensioner.) engine had previously (within 10,000 miles) had new chains, guides, tensioners, and cam phasers installed.
I purchased this truck in March, and the dealer had a local shop install the above mentioned parts. After an oil change, things started acting up.

Two weeks ago, I replaced oil pump (original), chains (previously replaced) , guides (previously replaced), cam phasers (previously replaced), VCT solenoids, seals, and tensioners (previously replaced) the parts that I replaced (again) were fine, but I had parts and was determined to replace them with new ones.
I ordered all of the parts before opening the engine, so that I had the parts to do the project once I had it open. With the parts I ordered, I spent about 700.00 total.
I ordered ratcheting tensioners, and installed them instead of the ones that came in the kit with the timing cover seals and rails.
I got it all buttoned up and changed the oil, added coolant, and drove it to work a few days. (three miles)
Two things, Brakes and ABS light was on and wouldn't go off, and the engine had a loud pronounced tick on the passenger side, that previously was not as loud.
I determined that the Brakes and ABS lights was a blown 10 amp fuse, in the kick panel, Fuse 14 if I remember right. Then it blew again on the next startup(cold morning) turns out it was a PCV Heater wire that the covering has pulled back on, and the wires were shorting out. Disconnecting the wiring harness and moving it around must have caused the wires to move closer together and short out.
I ordered roller rockers and lash adjusters, (another 400 dollars with shipping from MMR) and installed them this weekend. I removed valve covers again, removed the timing cover again, removed tensioners and let the tension off of them removed, and put the pin back in them. I removed chains, (after lining up chains close to marks on cams) took pictures to compare for when I got ready to put things back together. I then proceeded to remove cams, with the crankshaft at 6 o'clock position. I put in my lash adjusters, and roller followers, in place and lowered the cam down to put them in place with the cams in the referenced position and slowly tightened the bolts while turning (1/8th of a turn max) the camshaft checking for binding but keeping very close to the referenced position. I torqued them down and put chains back on. I had to manipulate the phasers and the crankshaft to get things to line up perfectly. Fast forward to finishing up putting the last bolts and parts in, and I cranked it over for several minutes, a few seconds at a time to build oil pressure, and finally started the truck up. IT RUNS GREAT!!! IT IS SO AWESOME!!!! It doesn't have the noises, just the perfect purr of the V8!!!!!! THANK YOU SO MUCH!!!! I am SOO EXCITED!!!!

F150Torqued

Great! Glad to hear. I still love how quiet mine idles with the all the new followers/adjusters (from MMR also).