No. The oil control valves (VCTs) are not on the can bus. Pin 1 on each is sourced with 12 volts from the main fuse box. Pin 2 on each runs straight to the PCM who modulates them with square wave % duty cycle pulses to GROUND. Zero pulses, the internal spring should move VCT spool valve to route 100% oil flow / pressure into phaser advance chambers. As duty cycle pulses increase, more and more oil is proportionately routed into phaser 'retard' chambers. Your PCM monitors cam positions via the CMP, and when camshaft is more that 5º from where it is requested to be for more than 5 seconds, the appropriate DTC is set. Yours says cams are OVER RETARDED.

You might try unplugging them completely and drive the vehicle knowing you will have a VCT circuit DTC. If symptom does not change - would suggest oil pressure cannot hold phasers at full advance - even if the PCM tells them to.

 

 

Well, the first order of business is to get you a correct schematic - before you go jumping more stuff around (on the can bus or not). The attached schematic is the 'engine performance' section from my official Ford Factory Service Manual for 2004-2006 F150. My Factory Electrical Service Manual is much too large to attach here. I have 'temporarily' placed it on my web server for you to download. It is in searchable PDF format so it should open on your computer if you have a PDF reader, then you can save a copy to your disk. http://www.devoll.com/public/Wiring%...searchable.PDF .

Get that out of the way and I'll return and address the last sentence.

----- you might have to temporarily lower security level to download a PDF file - but it is safe.

 

 

 

I believe the dashed line just means all those black dots on a dashed line share a common splice.

 

I see the red line from Fuse 32 (JB pin 8) to S107 - designated as RED/YEL. Like @pdqford says, I believe it indicates it affects multiple circuits. I can attest from testing / tracing it is a solid 12 volt circuit - not data carrying.

Your situation and diagnostic results is the reason I am not a big fan of unplugging VCTs as a diagnostic procedure. The diagnostic result is not narrowly conclusive enough. Unfortunately, there is not any simple methods that are concussive. It only tells you that oil pressure is not 'reliably' moving / holding phasers at full advance - even if the PCM tells them to. That can happen for a dozen reasons. One must keep in mind the P0022 code is 'STICKY'. If there is a 5 second period when cam position is more than 5 degrees over retarded from the position requested by the PCM, a P0022 code is set and latches ON. It can be working PERFECTLY after that and it takes multiple (IDK how many - I think three) drive cycles for the PCM to automatically clear the code. But it will clear it if conditions are met without another P0022 occurring.

So, if the problem is momentary, occasionally (and it may not be), what all can cause that. Sticky VCT valve. Low oil pressure momentarily (plugged oil screen pickup causing cavitation) or locking pin in the phaser that fails to lock the phaser at base zero retard at idle occasionally --- etc etc.

But the problem may NOT be momentary. Spurious current in the VCT control wire would cause it to actuate - some - partially outside PCM command. Or the switching circuit in the PCM can be bad - causing it.

So unplugging the VCTs only suggests oil pressure isn't reliably moving / holding phasers at full advance - even when/if the PCM tells them to.

The PCM also produces a CAM ERROR OBDII signal for both banks. The reading shows the 'difference' between PCMs requested retard and actual cam position. That is about the only conclusive indicator.

 

 

 

Well - you're in good company and in luck. I'm no expert either and a mostly red-neck shade tree mechanic. Just going off your original post "2004 F-150 New Style. 5.4 3 valve", your truck is exactly what I have - and what my official factory service manual is for - a 2004 to 2006.

After my complete timing job including Melling 10340 oil pump, I can ground the VCT control wire (pin 2) through a 50 ohm resistor drug along a steel file (to simulate duty cycle pulses) and make it idle ROUGH as hell - on either bank. When I stop, it will smooth out. _I think_ that tells me my idle oil pressure will retard a phaser (when commanded), AND that the spring loaded locking pin inside the phaser is NOT locked at idle oil pressure (~ 23 to 25 full operating temp). The fact it smooths out when I stop - _I THINK_ tells me idle oil pressure and flow (in conjunction with the phaser clock spring) is adequate to push a retarded phaser back to full advance base position. At engine OFF, the spring loaded locking pin inside the phaser must be working when oil pressure dies out - because on startup (when there is NO oil pressure at all), I do not get any of the P034X series DTCs.

Other than that, I would recommend monitoring live data. https://www.ford-trucks.com/forums/1...l#post17715633

 

The CAN bus is for module to module communication, not output to solenoids or sensors. CAN=controller area network. You have a oil pressure problem try using 10w30 and see if the problem still occurs. You can also try the updated VCT solenoids in my signature. There was a problem with the crankshaft thrust bearings wearing out allowing the crank to walk too. Could have a broken vane in the phaser or a blown out tensioner seal.