F150Torqued

That stuff sinks to the bottom of the lower belly of the pan - where it is guaranteed to get sucked up. When it clogs the screen, the oil pump cavitats, (whips up air bubbles) in the oil and reeks havoc with oil pressure. I hope that was the source of your trouble.

Jamieat

Wow!

That being removed has to make a difference regardless! That was a lot of debris!

ducktapediciple

Still getting Poo22 Intake (A) camshaft position timing- over-retarded(bank) 2.....

ducktapediciple

Ran better after cleaning all of this out. Just when I started getting hopeful, the issue returned, just not as bad. Granted, still bad enough! Now getting P0022 and P0174.


I'm thinking bad cam position sensor? The plug was broken and the plastic on the sensor is cracked. But what next if a new sensor does not fix it? I am just about out of ideas and patience with this truck. Been fighting it for over a year now!

F150Torqued

Given the broken plastic - no argument with replacing it. However, I can not rationalize THAT actually resulting in either of the codes. There are other 'more likely' codes that would result from a fatally 'busted' CPS. (ie: P0345 or P0349). If the PCM does not 'see' the Phaser fingers pass the CPS - during the window of time they _should_, given the PCM's requested retard, P0345 will occur. If that occurs intermittently, you would get a P0349. The P0022 basically confirms the CPS is functioning.


P0174 could possibly be the result of the P0022. However, It cannot be the other way around (Lean condition CANNOT effect variable cam positioning). In order for bank 2 cam retard to cause lean condition - It would have to be running over retarded for extended periods of time. Determining that would help isolate what's happening. I would focus on trying to eliminate the P0174 code first. This pretty much calls for a good scanner that allows monitoring live OBDII data. Best way to find or eliminate a lean code (caused by vacuum leak) is to monitor O2 sensor voltage and short term fuel trim while blowing an UNLIT propane torch around intake ports, vacuum lines, and injector o'rings. Short of that - it's almost impossible unless the leak is BIG.


As for the P0022 - it is important to realize the code is 'STICKY'. ie: once that CAM is > 5 camshaft degrees more 'retarded' than the position the PCM is requesting it to be - a P0022 is set. The camshaft may get into proper position immediately after that - and the P0022 does not 'go away'. That could be caused by a 'sticky' VCT solenoid, a partially clogged oil passageway, a defective Phaser, or possibly cam shaft binding / exerting too much drag. Again, this pretty much requires viewing live data to KNOW for sure.


But the existence of the P0174 with P0022 - makes me wonder if it is a longer term / permanent over-retarded condition.


I notice you DID replace VCT Solenoids. I might try swapping them or try an old one in Bank 2. Did you go back with OEM Phasers - or were they after market?

ducktapediciple

The passenger side phaser is not OEM. Bought it on Amazon due to budget constraints. The driver side is still original (as far as I know). I didn't change it because all previous issues were on the passenger side.


I am changing the cam position sensor and connector on driver's side tonight.

redfishtd

I favor the homemade you tube smoke machine to look for vacuum leaks . I wonder about clogged injectors if fuel not getting thru same as lean ,either test them/clean or replace them . Injectors are not to be trusted this age and miles .
Since its only on drivers side then I won't suspect fuel filter of course it should have been changed by now .
Phasor on drivers side highly suspect for P0022, some guys have gone with cnc to save money ,no long term reports . Dorman no - no.
There also could be some debris in VCT housing blocking oil flow ,old VCT screens and such . I realize you flushed to help with this . Move VCT from bank one over and see if code moves maybe it picked up dirt .
Worst scenario is lack of oil flow bank 2 valve train creating high resistance to phasor being able to adjust . Bad lash /rollers . If you go back into timing cover ,pull cams and clean passages inspect bearings . I had to replace all lash's and rollers ,cam was okay .
Did you do tensioners , highly recommend old style metal ratcheting type with no seal to blow out . . Yes this engine eats parts . But a new one at 60k no- no .

ducktapediciple

I've had to put this project on hold for a bit. But, I was told the issue could be with the intake manifold runner control linkage. Is anyone familiar with this?

F150Torqued

I'm perfectly comfortable going on record as saying IMRC will NOT cause a P0022 or a P0174.


It can cause degradation of power issues. Linkage connectors become brittle from heat and break/come off. But that is easy/inexpensive to check with bore scope or camera between manifold and firewall. However IMRC problems will produce appropriate codes. I don't think that is your problem.

redfishtd

The driver side is still original
Then this last post says drivers side phasor original ? Guides must have been broken orig, but pan not cleaned out ,or does this mean new guides broken ?
Am I reading this wrong ?
Sounds to me drivers side phasor shot. Or valve train drivers side high mechanical resistance due to oil starvation . If so pull cam and inspect bearings clean out and replace all lash's and rollers . Plus I wouldn't trust that phasor .