i have a 05 f150 xlt 5.4 i was wondering if its worth installing cam phaser lockouts its has 107k. anyone have any thoughts?

 

Did you ever do it?

 

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@schmoldty:


I beseech you to read this ENTIRE link - and specifically I beseech you to NOT install LOCK OUTS. http://www.f150forum.com/f4/final-re...-sound-141266/ (in particular review all the updates near the end of that thread.)


The problem is NOT your Phasers - even though they ARE likely where the noise is coming from! You can hear it by sticking a two foot piece of 5/8 heater hose down the oil filler cap and listening. It will sound like a freight train! The wiper vanes in the phasers are slapping the end of the phaser oil chambers at idle (under LOW oil pressure conditions). BUT the problem is with other components that the phasers are dependent upon - such as oil pressure at low RPM, VCT solenoids, loose chains and/or cam chain tensioner seals or plastic chain tensioners. Installing Lock outs does not address any of these problems.


I have been doing lots of research on my 202K mile '04 5.4L trying to track down a periodic P0022 code. I and have identified four unpublished PIDs maintained by the PCM relating to the VVT system. With my OBDII scan tool (Torque Pro), I have been monitoring four variable valve timing PIDs under various engine load conditions. I can confidently tell you - if you were to see these signals under various engine load and operating conditions, there is NO WAY you would EVER disable the variable cam timing system with a "LOCK OUT". Hell, your ECU already does EXACTLY that if VVT is not working properly!!! The ECU sets a 'flag', VCTENA "OFF" if it decides the Phasers aren't working properly. That's where _my_ P0022 is coming from. And when the ECU does this - you can FEEL the difference in low RPM power and you can SEE the difference in MPG and Fuel Trims!!!! Under the majority of my driving conditions, the variable valve timing system is applying SOME degree of adjustment to the valve timing AWAY from the default nominal position. (???perhaps 5 deg adv.) toward the maximum "retard condition" (approx. -60 Deg retard??). After "CAMERRR" exceeds a certain (??undertermined??) cumulative extent or count, I see CAMENA (Cam Enable) go "OFF"!!!! After that, there is NO MORE VCT Solenoid duty cycle or (RCAM) Requested Cam Retard for the _balance of that drive cycle_!!! If I'm going up a hill, or pulling a trailer ---- I can FEEL a difference in power and I can see the Short Term Fuel Trim go positive. (of course, that ultimately effects Long Term Fuel trim and overall fuel mileage!


I am trying to perfect the formulas to display (RCAM)"requested retard" and (CAMERRR) "cam error retard" in crankshaft degrees properly on gauges, but what I can see already tells me that the V V T system definitely improves fuel economy and power of the engine. [[ that should be no surprise as ALL manufacturers are now using some form of variable valve timing ]]


Volumes can be written about what I don't know. But here is what I do know. If you have, or can acquire, or you take your vehicle to a mechanic that has the ability to monitor these unpublished parameter ID's (PIDs) under various driving conditions you can see what's going on. On a 2004 Ford 5.4L 3v Ford - the relevant PIDs are:


VCTENA - Conditions correct to enable variable valve timing - Hex "16B1", response is one byte, bit 5 : 1=ON/ 0=OFF



RCAM - Requested Cam Retard in crankshaft degrees - Hex "16CD", responde two bytes signed binary (in cks deg ?????) 5 deg adv?? to -60 deg retard??



CAMDCR - VCT Commanded Duty Cycle - Hex "16CF", response is two bytes binary in percent duty cycle, formula = ((A*256)+B)*(100/32767)



CAMERRR -Cam Error Retard - Hex "16CE", response is two bytes binary in accumulative Cks Deg - 120 deg to + 120 deg of bank 1 and bank 2. The ECU must adds the cam error in degrees for bank 1 and bank 2 ????. I've seen CAMERRR degrees exceed 60, but have never seen RCAM exceed -60 degrees. However the ECU can report DTCs for bank1 (P0021) and bank 2 (P0022) separately. I guess it doesn't matter as far as CAMERRR is concerned!!! One or the other CAM is not responding to RCAM properly.


Considering the above, I plan to "bite the bullet" and replace everything under the timing cover on mine, and try to salvage the benefits the design intended for variable valve timing.


Having said ALL that (my 2 cents worth) - I wish you the best whatever you decide to do. Best of Luck