Buy a reman.

 

morning, Well I checked all with wiring to and from the VCT to PCM and per the spec sheet everything is good, no broke wires and it's getting voltage etc.. I can ground the VCT while idling and it makes the engine run rough. I did another relearn and put 22 miles on her and the dang p0010 came back and brought a p0011 with it. I have another VCT somewhere I'll try but I beginning to wonder if I missed something internal.

 

That is a pretty smart and decisive diagnostic test. You can deduce a number of things from that result. If you pierced the insulation and 'grounded' the wire going from the VCT to the PCM - (while the VCT connector is plugged on) - and the engine runs rough, a lot of sX*@3t is working the way it is supposed to. ESPECIALLY if idle returns to normal when you remove your grounding jumper wire.


That pretty conclusively proves: - 1) the "+" connector on VCT is seeing 12 volts; 2) the VCT solenoid is routing oil flow to the phaser retard chambers when it is energized; - 3) passages are not clogged completely at least; - 4) Phaser spring loaded locking pin released; - 5) phaser is able to retard camshaft; - 6) idle oil pressure is sufficient to establish phaser/cam positioning when commanded; - 7) If idle returned to normal idle oil pressure is sufficient to overcome cam / valve spring drag and move phasers back to 'base' advanced & locked position. NOTE: The PCM was not requesting 'retard' at idle and if you had kept your grounding jumper in place for more than 5 seconds, the PCM would have detected positioning error via CMP sensor and reported that cam as P0012 (over retarded).


That pretty much says everything 'DOWNSTREAM' from the VCT solenoid is working.


The results of this test - in combination with your reporting P0011 code STILL POINTS LOGICALLY BACK TOWARD THE PCM. If the PCM is detecting a circuit problem (open or short, {must be open in this case}) in its VCT output circuit, it reports it as P0010. If it is "UNABLE" to cause that VCT solenoid to actuate when duty cycle grounding is applied to the VCT - that cam would NOT 'retard' when requested. That would be reported as P0011 (over advanced) -- [LIKE YOU ARE GETTING].


I would not wish to throw a PCM at it based on the above rational ---- but it seems sound enough to me to more deeply investigate the OUTPUT circuit functionality. How - I'm not very certain. But maybe take the PCM connector apart and make double dog sure the pin is making contact and pin to wire is not broken / corroded?? Perhaps a smarter forum member can offer some help.

 

F150Torqued ---Thank you-- I've studied the schematic, checked, probed, traced, etc.. and I really don't know, there's allot of sensors on the + side of that circuit but everything else is reporting in correctly. I've thought about rigging some kind of meter or test light on the pcm to vct circuit so I can see if and when the pcm is sending the - trigger to the vct but I don't want to burn anything up.. I cycled the vct with 12v without the plug and it clicks. that is the same side that had all the noise before the rebuild. I finally found an old Motorola phone and put torque on it, now I need to load the vct related pid's to look at them, I'm also trying to get forscan working but my dang laptop is messing up.

 

 

Wow! I have to give this some thought to come up with a good 'shade tree mechanic' diagnostic procedure to check the PCM output driver circuit. My satisfaction comes from providing solutions, not pointing out problems. But your test light or any meter test is limited for these reasons. #1) At idle, (specifically below 800 rpm and about 25% engine load), the PCM is not requesting ANY retard - so the VCTs are doing NOTHING. (Nothing to test). #2) The PCM 'outputs' variable width - square wave -'duty cycle' pulses to proportionally actuate the VCT solenoids. (It is too FAST for an analogue meter to follow and a digital meter would just scramble the display changing numbers too fast). #3) A light bulb - or LED - might or might not do anything depending on its impedance or reaction characteristics to the on/off frequency of the duty cycles. #4) If the PCM decides it is 'unable' to preform VVT, it gets all pissed off and disables VCTENA and will not try Variable Valve timing any more during this drive cycle (until ignition is cycled).


Another problem: The OBDII readings you will get from PCM (via Torque Pro) are NOT the direct, modulated, square wave voltage readings from pin E67 and E68. Instead - they are the digital percentages 'calculated' within the PCM software and commanded outputs posted for OBDII consumption via port 16CF and port 091E respectively. (IDK how dynamically they are linked - but they are NOT one and the same. I wouldn't trust one for the other).


NOTE: The Circuit you refer to that is 'common' to lot of sensors and other stuff is the FUSED "+" circuit (Fuse 32) that sources VCT solenoids and all those other sensors etc.


That all looks clean enough in the pictures. I 'REALLY' don't think the problem is there. I will get back to you with ideas momentarily.

 

OK --
I just went out to my truck and hooked up Torque Pro to see if I could get it to do ANY VVT in the driveway. SUCCESS. I put it in SECOND GEAR, torqued it up above about 950 rpm (40%) engine load with my foot on the break and mine starts feeding in some variable amount of cam retard. Nice and variable. I could make it request retard ranging from a few degrees all the way up to around 50 degrees.


So, here is what I would do - if I were in your shoes. I would use an analogue VOM and 'COMPARE' the vom meter behavior between VCT 2 and VCT 1. (I say 'analogue' and meter 'behavior' because - readings will not have scaled meaning). Actually it would be ideal to have TWO identical, cheap volt meters. I might even go to Home Depot and buy two $9.00 or $10.00 analogue volt meters so I could watch both VCTs side by side. /// An analogue meter will generally give you 'RMS' (or a rough average) DC voltage reading if the DC is switching on and off ie: the PCMs output to actuate VCT solenoids/// If you rigged those up to the 'control' wire to the VCT solenoids and situated them where you can see both. Start it up, use second gear, and torque it up until the PCM calls for retard. You should see 12 Volts on the meter(s) initially - and it should decline from 12 volts (IDK how much), but should be very approximately the same on both.


It would be icing on the cake if you watched Torque Pro and RCAM, CAMDC and VCTDC2 simultaneously.

 

thanks,
I have an old simpson meter stashed somewhere I'll dig out. I'll have to add Rcam, Camdc and VCTDC2 to my app it's just bear bones now. I can't even get misfire 1-8 to work all that work is overall misfire and after a 15 minute drive it shows 12-15 so I may have a little opportunity there. After an ignition cycle and code clear I can feel the difference in power or pull between 1-2K rpm it kind of just takes off.

 

I got forscan to lod and half way run
snapshot
@632 RPM vctadv .06 deg vctadv2 .06 vctdc % 13.5 vctdc2 % 13.5 vctadverr 0 deg vctadverr2 0 deg

@1948 rpm vctadv .00 deg vctadv2 .013 vctdc % 12.15 vctdc2 % 0.0 vctadverr 0 deg vctadverr2 .13 deg


vctsys open loop
cmplev low
eot, volt .73

I'm trying to figure out how to do a live playback and other stuff...
Thanks,

 

What you got right there looks pretty normal for conditions where the PCM is not requesting any retard. (THAT could be the case, IDK???) 1950 RPM won't call for retard if there is no engine load. Try the same test in Gear 2, foot on break, and torque it up to 950 to 1000 rpms - and take those readings.