own a 2005 FX4. It currently has 250k on it. I have owned it since 120k. At around 135k, it developed an intermittent phaser knock. I did not address it immediately, as it was very intermittent. During that time I changed the oil roughly every 5k. I also used several cycles of Kreen.

Fast forward to 250k. The noise is no longer intermittent. It is predictable, easily replicated, and I have started to experience stalling at idle. Time to fix it...

Prior to disassembly, I pulled codes. I found P0011, P0022, P0171, P0305, P0307, P0345, P0349. None of these surprised me with the pending phaser repair. I foolishly, did not pull any other data or perform any additional diagnostics.

On disassembly, I found; 1 failed phaser, 1 failed tensioner, 1 failed lash adjuster, 1 failed follower, and 1 cracked (but not broken) chain guide, all on bank 1. Bank 1 also had 1 wiped cam lobe (same lobe as failed lash adjuster/follower). I also found chafed wiring to the #5 COP and bank 2 cam position sensor. Again, nothing really surprising....

I replaced; bank 1 cam (Ford), all 24 lash adjusters and followers (Ford), both phasers (updated style, Ford), both tensioners (plastic, Ford) both chains (Cloyes), both guides (Cloyes), both tensioner arms (Cloyes), Oil pump/pickup (HV, Ford), and both VCT solenoids (updated style, Standard). VCT housings were removed and cleaned, as was the oil pan. I replaced the COP pigtail (soldered), but did not have another one on hand for the CMP.

After reassembling, the truck started right up, idled smooth and quiet. Went to back out of the garage, and it stalled when I let off the throttle. Truck sat and idled for an hour while the garage was cleaned up. Drove to the gas station 10 miles up the road, and the truck again stalled when returning to idle. I attributed this to needing to relearn idle after having the PCM disconnected. Pulled throttle position data, and see that the PCM is commanding roughly 5% throttle opening to maintain an idle of around 550. Removed and cleaned the TB, forced an idle relearn, new commanded position is 1.75-2% for an idle of around 590.

Fast forward 200 (mostly highway) miles the stalling as it returns to idle has stopped, but I have had several instances of loss of power after extended hot idle (WOT, truck backfires, and won't move), and I am getting a "phaser knock" again. Pulled codes again and get - P0011, P0022, P0171, P0305, P0307, P0345, P0349, plus P0316, and P0175.

To address the P0305/307, I removed all coils (except #4), cleaned the plug wells with brake cleaner and compressed air. I moved coils 5&7 to 1&2. Mode 6 data indicates the misfire did *not* move with them. Obviously something else is going on...

P0011, plus P0022, P0171 and P0175 lead me to believe that I messed up base timing... however, when I look at the cam position data stream, both bank 1 and 2 are +/- less than 1.5 degrees unless the "phaser knock" is occurring. During the knock, bank 2 fluctuates between +30 and +60.

With the engine cold, I provided a ground to actuate the VCT solenoids, both solenoids actuate, and when actuated move the cam roughly 60 degrees (per cam position PID). However, when I did this, I discovered that once the bank 2 solenoid had been actuated, the bank 2 cam would *not* return to 0 until the engine was shut off. I had to drive 150 miles to get my kids yesterday, so I unplugged both solenoids to prevent VCT operation. Much to my surprise, when I would slow down to an idle, there is that phaser knock, and the bank 2 cam flopping between +30 and 60 again...

Today, I thought maybe the aftermarket solenoid is allowing oil to bleed past it, so I swapped the solenoids left to right, and provided a ground. Once again, the right side phaser behaved as expected; when grounded, the cam moves. Remove the ground, and it locks back into base timing. No change to the left bank; once the left solenoid has been actuated, the cam does not lock back to base timing until the engine has been shut down AND given time to cool.

To be fair, I have not checked actual oil pressure. I do not suspect an oil pressure issue though, as I obviously have enough pressure to unlock and actuate the phasers.

At this point, I am suspecting;
A) plugged oil passage(s) in left cam.
B) something (?) wrong with left VCT housing.
C) Ford phaser that was bad out of the box.

I don't think the oil passages in the cam are a legitimate concern, they are pretty substantial. I don't know of any moving parts in the VCT housing that can fail, the gasket was replaced, and screen seemed to be clean. And an OE phaser bad out of the box?! I must be missing something...


TLDR; What can cause a phaser to unlock and move with the solenoid unplugged? It is not the solenoid.

 

For major engine parts: Ford, Cloyes, Melling. Standard Motor Products is not something I'd use in an engine (cheap parts = not very reliable). Its possible that those are malfunctioning, but since you moved them around, the problem didn't move with them. Some will say you should have ran some Marvel Mystery Oil to clean up varnish and sludge and to clear up oil passages, before doing the timing.

BTW, that oil pump you bought, is it the Ford Racing high volume/high pressure oil pump?

However, you should have gotten all Ford OEM parts (the whole Ford kit here: )

Or, you should have done something like gotten all Melling Parts (From RockAuto), since Melling is an OEM supplier, like I did (but not installed yet... not going to do it in the middle of the summer in Texas)
Melling timing set with cast iron ratcheting chain tensioners
Melling cam phasers (these are possibly older Ford parts that have been updated by Melling to the new style, since the old Ford part number has been brushed off and Melling put their own there.
Melling VCT solenoids
Melling M340HV oil pump
Fel-Pro Timing Cover gasket
Fel-Pro Valve cover gasket

 

A very detailed, although irrelevant response...

Solenoids are not the issue, as the problem does not follow them. I will agree that the Standard T series (green box) parts tend to be lower quality. However, the red box parts (that I used) have an excellent reputation, and in the event of a VCT solenoid, they are easily replaced (if necessary) under the lifetime warranty.

Yes, the pump is the Ford Racing pump. Although pressure has not been verified with a mechanical gauge, I do not suspect low oil pressure, as their is obviously sufficient pressure to unlock and move the phasers, even 5w20 oil at 195 degrees.

While you may believe I "should have" gone a different way with my parts, I'll offer you this alternative -

Ford Racing M-6004-463V, if you have a 4.6, use the entire kit, add valve cover and oil pan gaskets, VCT solenoids, and oil pump. Or, if you have a 5.4, from this kit you will use the phasers, phaser bolts, crank gear, tensioners, front seal, and tone ring - $480 from Summit (I bought at 10% off). Congratulations, if you have a 4.6, I just saved you $400, and you're still using OEM parts.

Ford Performance Parts High-Volume Oil Pump M-6600-F46, includes pickup - $80 from Summit (also 10% off).

Cloyes chains, guides, and tensioner arms, Fel-Pro Timing gasket and oil pan set, Mahle valve cover set, Standard VCT solenoids- $265 shipped from Rockauto

$769 and I put together a kit that uses mostly OE parts, AND is more complete... The Amazon kit does not include oil pump, pan gasket, valve cover gaskets, tone ring (often damaged by loose chains) or VCT solenoids...

 

I was getting dizzy with this left side -rights side --bank 1 side 2 side , I gave up and only use drivers side /passenger side .So it sounds like a resistance problem on drivers side . The spring has to bring it back to base . But cam journals may have excessive wear /bad rollers /lash adjusters but I see you replaced all 24/ Did you soak prime all lashs .I imagine you did . Did you pull drivers cam and clean passages , torque on those are 89 inch pounds or approx 7.5 foot pounds . I don't care for the follower removal tool . I just pull cams and clean it all up . Cam could be binding or oil flow blocked , I am a big believer in the new melling 360hv .,I have the m360.
I do an engine flush every other oil change and I run 1 quart marvel mystery oil all the time , But you may have a bad phaser ,is it deformed at all .You may have to do a resistance check on cam with all followers out and compare to passenger side .. Might be good to take drivers valve cover off and observe oil flow if its not good there s problem .I did a flush before and after timing job . Its best to get rebuild oil out of there .
Some guys do take vct bodies apart and clean it out also .There have been blockages in them . I didn't but wish I had .

 

Problem is isolated to the driver's side (left/bank2).

Cam was removed, the journals were obviously worn, but not to the level where I was uncomfortable with them, although that is literally the only thing in the whole valve timing system that wasn't already replaced...

I did remove and clean the VCT housings. The solenoids were replaced.

I haven't pulled the cover yet, so have not inspected the phaser. I did however run it with the VCT solenoid seals removed, oil was definitely flowing and appeared to be the same on both sides.

I have not changed the oil yet since the "repair," (300 miles), and honestly don't intend to until it's actually fixed...

I'm thinking my next step is a mechanical oil pressure test (which I expect to be normal), and remove the driver's valve cover for inspection. I'd just like to have some idea of what I might have missed/what failed...

 

Take oil pressure readings in a few locations, as much as is possible. Readings at the filter tell you nothing about oil to the cam areas. To my feeble mind, it certainly seems to be oil-pressure related, whether it be to low pressure or wiring to the solenoid, I don't know, though "phaser knock" points to oil pressure. Phaser could have been dropped in the box at some point (even before you purchased it)... I'm assuming it was completely seated before torquing the bolt. As there was obviously a bit of metal flowing through the engine, oil galleys may very well be partially plugged (like those hairline passages in the thrust bearings). Port side (bank 2) phaser "flopping" with VCT unplugged makes it sound like the phaser has failed. Were the screens of the old VCTs completely intact, or were there ANY bits missing?

 

I am unaware of any oil pressure test ports other than at the filter. Where are the others?

Issue still appears when solenoids are unplugged, so wiring cannot be the issue.

Thrust bearing passageways were clean, and to my knowledge do not affect VCT operation...

Phaser was seated before being torqued.

I didn't notice any issues with the old solenoids, but since they haven't made it to the scrap metal pile yet, I can certainly check...

I am also leaning toward a failed phaser, but it seems to me that it is extremely unlikely. In the half dozen or so phaser jobs I've done, I've never had an issue with Ford/Cloyes parts... Once done, you can typically expect another 150k+ issue free. I'm also pretty sure Ford phasers are packed well enough they could probably withstand a fall from an airplane without damage...

 

You seem remarkably knowledgeable about the variable valve timing system and I admire your logical diagnostic approach and procedures.

Now, taking my flowers back, I agree with @redfishtd - many of us half-baked goofballs around here get lost on 'left/right' side not being able to see which way you're facing - and many don't know bank1 from Wells Fargo. And I also think redfishtd's thought (re: driver's side cam/valve train drag) might deserve closer investigation. That would provide cover for your theory that OIL PRESSURE is *not* the problem. Your (excellent) diagnostic procedure of providing ground to the solenoids provides more than mere comfort food. I've scratch a ground wire through a 50 ohm resistor down a steel file to 'momentarily' provided red-neck duty cycle pulses to my VCT solenoids, and observed CAM ERROR PID reaction. They will return to base when the sparks stop. But when your driver's side phaser fails to return to base ---- [after swapping VCT solenoids] couldn't it be ---- 1.) insufficient oil flow/pressure AT the phaser 2.) Weak Phaser clock spring 3.) excessive valve train drag 4.) defective / leaky tensioner -or- valve body gasket, -or- 5.) defective phaser ??. Four of the Five (and maybe even #5) sound oil pressure related.

Most especially your reporting phaser knock at idle. If there is not adequate hydraulic force (oil pressure) to hold phaser vanes against the end of advance chambers at idle - even a NEW phaser's spring loaded locking pin 'MIGHT' make noise.

ALSO - MEASURE for any current in the VCT Solenoid control circuit. A failed / or failing component in the PCM or high resistance 'short' in the control circuit wire could be 'tickling' the VCT solenoid partially open at idle on drivers side. THAT WOULD BLOW the VCT swap theory all to hell.

Also, I find it most interesting that passenger's side functioning properly when IT is at the END of the line hydraulically. Almost defies the laws of hydraulic physics. That definitely suggests there *COULD BE* leakage downstream from the cylinder head oil galley restrictor.

Finally - it sounds like you have good OBDII diagnostic capability. Would the VCT Solenoid % duty cycle PID reading shed any useful light on the problem. If passenger/driver's VCT Solenoid duty cycle was seriously unbalanced when employing retard / but? Mine (working perfectly -32k post timing job) runs within .1 to 1 percent duty cycle of each other.

Good luck. It sounds like you are doing all the right things. And we would really like to see/understand the resolution.

 

I was hoping you would weigh in...

I have been turning wrenches in a professional capacity for upwards of 20 years. In a former life, I was a (Ford) dealer tech, my area of expertise was electronics/driveability however, I left the dealership back in 2012 for greener pastures... Heavy equipment doesn't pay flat rate, so no more losing my @$$ on a driveability diag that pays 1.5, while the service advisor favorites book 1.5 on an AC diag that takes 30 min..... In short, some of my knowledge base has gotten rusty...

Valid... it's like a second language to me...

Also valid. However, I have absolutely no desire to remove the passenger side valve cover. Especially since I now lack the means to (easily) lift the cab amd that side is functioning properly... I realize it may come to that, but it's a (nearly) last resort...

1) wouldn't insufficient oil flow/pressure at the phaser cause the pin to remain seated, and the phaser remain at base timing?

2) I could see this (coupled with redfishtd's theory). If the spring simply is unable to return the phaser to base, the pin wouldn't be able to lock. But it doesn't address why the pin would UNLOCK with the solenoid disabled.

3) same as 2...

4) Possibly. However, wouldn't this also cause issues with the phaser unlocking and being able to move, especially at hot idle when oil pressure is the lowest?

5) Possible. But I've never seen a Ford phaser bad out of the box...

Isn't oil pressure only used to hold the phaser in it's "phased" position? Doesn't the spring return, and the pin mechanically lock it to base timing?

Except, once the engine is warm, the driver's side phaser will unlock even when the solenoid is unplugged...

My thoughts exactly.

Please elaborate?

It is my understanding that the PCM commands the same duty cycle to both solenoids. When a difference is seen between cam positions is detected P0011/P0022 is set. Codes are also set if tje the difference between actual and desired position is off by 5 degrees for more than 5 seconds... At any rate, due to error codes, my PCM is commanding 0%. With the solenoids unplugged, cruising at 80mph, it commands 13.5%. I didn't monitor them before. Since unplugging doesn't keep the driver's phaser from unlocking, I will leave them plugged in for today's return trip...

Next step is definitely going to be test the oil pressure. I am unaware of any way to test pressure at the head. Do you know anything?

I think I will be trying to get the new phaser warrantied. If I am pulling that cover to inspect, I'd like to have a different phaser to install...

I suspect neither of those will correct the issue.

 

Now I know my sense of your knowledge was not just the result of some abaration of stistical probabilities. Like the saying goes - "give enough monkeys a typewriter and one of them will sooner or later type the Gettysburg Address". By the same concept, one of us Goofballs come up with useful information occasionally.

Seriously and on point:

I BELIEVE YOU HAVE A BAD PHASER (out of the box) - if VCT Solenoids unplug - still have driver's side Phaser "SLIP" into a 'retard' state. (ie NOT stay locked).

I honestly have no clue how much actual oil pressure (AT THE PHASER) it takes to overcome the spring in the little locking pin. MY 'gut' says it's not much. But the the Locking Pin is very much controlled by the VCT solenoid action also (see discussion at end). I - 'THINK' - its UNIQUE design intent is primarily for 'cranking' when there is NO oil pressure. Not locked at startup will produce P034x. WHATEVER flow/pressure exists in the head is being routed 100% into the advance chambers AND to the proper 'side' of the locking pin. When Oil flow is routed into 'retard' passageways (passageways in phaser routes it to overcome the locking pin spring). Oil pressure at that point is supposed to be sufficient to move/hold the phaser vanes firmly against advanced end of chambers. Oil Pressure in the ADVANCE passageways is routed to the end of the locking pin to force it into place. (see photos / discussion at end) I do KNOW from extensive monitoring with Torque Pro , before and after timing job - on only ONE truck, MINE - that the PCM never issues retard command below 800 RPM and 25%-30% engine load. At that RPM there should be PLENTY of oil pressure to advance phaser. Those conditions should be met during idle down to shut-off (where locking pin can engage - for subsequent startup). I think there is an 'equilibrum' point where oil pressure / clock spring / valve train drag can allow phaser to be UNLOCKED, and 'flop' back and fourth === Phaser Knock.

See comment 1 above. By 800 RPM, there is PLENTY OF OIL PRESSURE - on even the shabbyiest worn out engine. The phaser design has an oil passageway machined from '' chamber to the 'head' of the spring loaded locking pin. VCT de-energized (or unplugged) 100% oil flow/pressure is being routed into is independent from VCT Solenoid oil routing, rather solely oil pressure driven.

4) Possibly. However, wouldn't this also cause issues with the phaser unlocking and being able to move, especially at hot idle when oil pressure is the lowest?[/QUOTE]

IDK. Don't think so because (I think) lock pin release is lower [and because of Locking Pin passageway design]

Not myself. But there have been posts of such. (like those supposed OEM phasers with numbers ground off... ???)

I Don't (completely) agree. Phaser is like hydraulic actuators on a Back-hole or Bob-cat. Depending on the routing valve position (VCT Solenoid), sum of the pressures on either side of the vanes are always equal to total pressure. The valve just modulates the proportional amount of pressure (force) from chambers in one side to the other. This VCT action likewise alters the pressure on the "LOCK"/"UNLOCK" side of the locking pin because of design of passageways internal in Phaser. The phaser 'Clock Spring' is apparrently an assist effort to equalize or neutralize valve spring - cam rotational drag. And maybe help in lower oil pressure periods.

NO There is RCAM & RCAM2 (requested retard, separate PIDs). VCT duty Cycle is individual per Bank. Literally two separate closed loop systems. /// Why, I have no clue what reason you would ever want different retard on one bank over the other --- but it IS WHAT IT IS. /// The Requested cam retard is subtracted from the actual reading by the CPS. The difference is Posted on OBDII PIDS as Cam Error for bank 1 and 2 - again on separate PIDs. ///I have never found an ACTUAL cam position Pid./// You are correct about the 5 degrees for 5 seconds. But that is based on CAM ERROR as appropriate. If it presists TOO LONG (IDK how long), VCT ENABLE is set to false and the PCM says screw it and won't try VCT any more that drive cycle.

--- UNIQUE Locking PIN design. If you UNPLUG VCT SOLENOID - there is no justification for phaser to ever become unlocked for the below reasons. If passenger side has sufficient oil pressure and works - drivers side should have sufficient oil pressure to work.



Phaser BACK SIDE . Oil Passageways out of camshaft enter phaser through drillings into Advance Chambers. When VCT Solenoids divert (rout oil into advance chambers), it also puts pressure forward ON the locking pin - WITH the spring.


Phaser FRONT PLATE that the CLOCK SPRING mounts to and contains Locking Pin 'receptical' where the locking pin engages. NOTE: the small passageway machined over to the left and UPWARD. This allows oil that is above the locking pin cap to escape INTO the retard chamber (which has lower pressure than Advance Chamber when VCT routes more oil into advance chambers, and choking off retard chambers. This is the IDLE state - or anytime below 800 RPM and 25-30% engine load.


PHASER CHAMBERS with paswer "RETARDED" a few degrees - and the FRONT PLATE offset just a sloght amount - enough to expose the machining over to the "head" of the Locking Pin.


PHASER INTERNALS associated with the LOCKING PIIN.