P0022 blues
#1
P0022 blues
2004 F-150 New Style. 5.4 3 valve.
Motor swapped. New motor has 94k miles and very clean inside. New 5w20 mobile one and ford oil filter.
Ran great for 5 months. Now:
Getting p0022 after warmed up only. And the rough running and loss of power of course.
so far:
complete timing chain, tensioners, cam phasers, oil control valves, cam sensors, pcm, plugs, over layed harness to bank 2 ocv.
Still no help. Runs perfect until warmed up .
Question is: the oil control valves are on the can bus, red wire with yellow stripe. Any chance that after the emission self-tests start, which has the sensors on the same bus, like o2 sensors etc., that one of the sensors is shorting and causing issues on the bus? I get a rare po175 bank 2 rich also.
Scrap it?
Motor swapped. New motor has 94k miles and very clean inside. New 5w20 mobile one and ford oil filter.
Ran great for 5 months. Now:
Getting p0022 after warmed up only. And the rough running and loss of power of course.
so far:
complete timing chain, tensioners, cam phasers, oil control valves, cam sensors, pcm, plugs, over layed harness to bank 2 ocv.
Still no help. Runs perfect until warmed up .
Question is: the oil control valves are on the can bus, red wire with yellow stripe. Any chance that after the emission self-tests start, which has the sensors on the same bus, like o2 sensors etc., that one of the sensors is shorting and causing issues on the bus? I get a rare po175 bank 2 rich also.
Scrap it?
#2
Question is: the oil control valves are on the can bus, red wire with yellow stripe. Any chance that after the emission self-tests start, which has the sensors on the same bus, like o2 sensors etc., that one of the sensors is shorting and causing issues on the bus? I get a rare po175 bank 2 rich also.
Scrap it?
Scrap it?
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.
#3
I did try try running with them unplugged and the issue does not occurr. My schematic shows the vct on the bus. Absolutely no doubt. And the red wire with yellow strip is one leg of the bus. I did try running the bank 2 vct to pos battery instead of the bus and get a p0021 code instead of the p0022.
#4
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.
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.
#5
Broken red wire to fuse 32?? What does the broken symbol mean? The others are not broken?
Not sure if the 2004 is different than 2005? 04 was the change over from heritage and iit came early heritage and later new style and I believe there are some differences between 04 new style and 05? I am not expert. I assumed the broken dashed two wires in this diagram to mean can bus? Can you please tell me what it means? Also in the other picture it shows a broken line connecting to fuse 32. A broken red wire line? Where am I going wrong? I forgot to mention I replaced the oil pump also.
#6
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#8
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.
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.
#10
Also tech said the 2004 heritage used can bus and when the 2004 new style came out it was kinda in between the heritage and the 2005 model. He said the 2004 new style used a separate 12v bus for the vvt’s and The 2005’s were different? He did not go into detail.
Anyway i I am no expert, just trying to see if the issue I have is related to the bus or the red/yellow if you want to call it that. I will monitor the duty cycles on the pcm triggers to each and compare.
Anyway i I am no expert, just trying to see if the issue I have is related to the bus or the red/yellow if you want to call it that. I will monitor the duty cycles on the pcm triggers to each and compare.
#11
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
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
#12
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.
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