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Alright y'all, I've been searching all around forums for somebody having this issue, and I've found a lot of similar things but figured I'd make my own thread here.
Recently started getting a ticking sound from the engine on my 08 Bullitt, and it began "slapping" or "knocking" when trying to drive the car, so I parked it and started digging into it.
Codes that I'm getting now are: P0012 P0020 P0022 P0340 P0344 P0345. The ticking SEEMS to be coming from the passenger side rear, and from underneath the car it sounds like its coming from the rear. Can kinda feel the ticking in the passenger side valve cover and in the oil pan.
So far I've replaced both cam position sensors and VVT solenoids. I checked the cams, rockers, phasers ETC while I had the covers off and everything seemed fine. I stuck a camera down along the timing chain and everything seemed okay, but obviously couldn't tell 100%.I also drained and replaced the oil, no plastic bits, shavings or anything else in the oil.
Is this a computer issue? Something else that someone else has dealt with? Any help is appreciated I'm losing my mind.
I've attched videos of the noises here,
Here Are The Shop Manual Codes & Diag Referenence in the PDF'S!
Hope it Helps!
Listened To Vids, Sounds Valvetrain Related To Me!
Does It Seem To Drag When Starting?????
If So I Would Suspect Phasers.
Get Genuine Ford Ones If You Replace! Cheap Offshore Ones Don't Work Correctly & Will Be a Waste of Time & Money BTMO!
A Starting Up Vid Would Be Helpful!
How Many Miles on Car and Does it Have Any Engine Mods?????
Have You Had The Car Long?????
Was { Any } Kind Of Work Done Just Prior To Issue?????
KC
Note: Refer to the applicable Workshop Manual section to diagnose the body and chassis DTCs.
Note: An X equals any number 0 through 9 or the letter A through F. P0010 - Intake Camshaft Position Actuator Circuit/Open (Bank 1)
Description: The powertrain control module (PCM) monitors the variable camshaft timing (VCT) circuit for high and low voltage. The test fails if the voltage exceeds a calibrated limit for a calibrated amount of time. Possible Causes:
Open or short in the VCT circuit
Open VPWR circuit
Open or short in the VCT solenoid valve
Diagnostic Aids: This DTC is a circuit check. Testing should include the harness and solenoid coil. ApplicationKey On Engine OffKey On Engine RunningContinuous Memory All
GO to Pinpoint Test HK.
P0011 - Intake Camshaft Position Timing - Over-Advanced (Bank 1)
Description: The powertrain control module (PCM) monitors the variable camshaft timing (VCT) position for an over-advanced camshaft timing. The test fails when the camshaft timing exceeds a maximum calibrated value or remains in an advanced position. Possible Causes:
Camshaft timing incorrectly set
Continuous oil flow to the VCT piston chamber
Erratic camshaft position due to low oil pressure
Oil flow restriction in the oil passages or the VCT valve body
VCT solenoid valve stuck open
Open or short in the VCT circuit
Open VPWR circuit
Camshaft advance mechanism binding (VCT unit)
Damaged VCT phaser
Damaged camshaft position (CMP) sensor
Open or short in the CMP sensor circuits
Radio frequency interference
Diagnostic Aids: These DTCs may be accompanied by other DTCs. Diagnose all CMP sensor DTCs first. If no CMP sensor related DTCs are present, continue to follow diagnosis for the DTC.
This DTC is a functional check of the VCT unit. Diagnose any base engine concerns related to the engine oil pressure or engine timing. Refer to the Workshop Manual Section 303-00, Engine System, Oil Pressure Test, to check the engine oil pressure. Refer to the Workshop Manual Section 303-01, Engine, Timing Drive Components, to check the engine timing and VCT phasers. ApplicationKey On Engine OffKey On Engine RunningContinuous Memory All
— GO to Pinpoint Test HK. GO to Pinpoint Test HK.
P0012 - Intake Camshaft Position Timing - Over-Retarded (Bank 1)
Description: The powertrain control module (PCM) monitors the variable camshaft timing (VCT) position for over-retarded camshaft timing. The test fails when the camshaft timing exceeds a maximum calibrated value or remains in a retarded position. Possible Causes:
Camshaft timing incorrectly set
Continuous oil flow to the VCT piston chamber
Erratic camshaft position due to low oil pressure
Oil flow restriction in the oil passages or the VCT valve body
VCT solenoid valve stuck open
Open or short in the VCT circuit
Open VPWR circuit
Camshaft advance mechanism binding (VCT unit)
Damaged VCT phaser
Damaged camshaft position (CMP) sensor
Open or short in the CMP sensor circuits
Radio frequency interference
Diagnostic Aids: These DTCs may be accompanied by other DTCs. Diagnose all CMP sensor DTCs first. If no CMP sensor related DTCs are present, continue to follow diagnosis for the DTC.
This DTC is a functional check of the VCT unit. Diagnose any base engine concerns related to the engine oil pressure or engine timing. Refer to the Workshop Manual Section 303-00, Engine System, Oil Pressure Test, to check the engine oil pressure. Refer to the Workshop Manual Section 303-01, Engine, Timing Drive Components, to check the engine timing and VCT phasers. ApplicationKey On Engine OffKey On Engine RunningContinuous Memory All
— GO to Pinpoint Test HK. GO to Pinpoint Test HK.
P0016 - Crankshaft Position - Camshaft Position Correlation - Bank 1 Sensor A
Description: The powertrain control module (PCM) monitors the variable camshaft timing (VCT) position for a misalignment between the camshaft and crankshaft. The test fails when the misalignment is 1 tooth or greater. This DTC can also set due to VCT system concerns (oil contamination or VCT solenoid stuck). Possible Causes:
Camshaft timing incorrectly set
Continuous oil flow to the VCT piston chamber
Erratic camshaft position due to low oil pressure
Oil flow restriction in the oil passages or the VCT valve body
VCT solenoid stuck in position
Open or short in the VCT circuit
Open VPWR circuit
Camshaft advance mechanism binding (VCT unit)
Damaged VCT phaser
Damaged camshaft position (CMP) sensor
Open or short in the CMP sensor circuits
Radio frequency interference
Diagnostic Aids: These DTCs may be accompanied by other DTCs. Diagnose all CMP sensor DTCs first. If no CMP sensor related DTCs are present, continue to follow diagnosis for the DTC.
This DTC is a functional check of the VCT unit. Diagnose any base engine concerns related to the engine oil pressure or engine timing. Refer to the Workshop Manual Section 303-00, Engine System, Oil Pressure Test, to check the engine oil pressure. Refer to the Workshop Manual Section 303-01, Engine, Timing Drive Components, to check the engine timing and VCT phasers. ApplicationKey On Engine OffKey On Engine RunningContinuous Memory All
— — GO to Pinpoint Test HK.
P0018 - Crankshaft Position - Camshaft Position Correlation - Bank 2 Sensor A
Description: See the description for DTC P0016. Possible Causes: See the possible causes for DTC P0016. Diagnostic Aids: See the diagnostic aids for DTC P0016. ApplicationKey On Engine OffKey On Engine RunningContinuous Memory All
— — GO to Pinpoint Test HK.
P0020 - Intake Camshaft Position Actuator Circuit/Open (Bank 2)
Description: See the description for DTC P0010. Possible Causes: See the possible causes for DTC P0010. Diagnostic Aids: See the diagnostic aids for DTC P0010. ApplicationKey On Engine OffKey On Engine RunningContinuous Memory All
GO to Pinpoint Test HK.
P0021 - Intake Camshaft Position Timing - Over-Advanced (Bank 2)
Description: See the description for DTC P0011. Possible Causes: See the possible causes for DTC P0011. Diagnostic Aids: See the diagnostic aids for DTC P0011. ApplicationKey On Engine OffKey On Engine RunningContinuous Memory All
— GO to Pinpoint Test HK. GO to Pinpoint Test HK.
P0022 - Intake Camshaft Position Timing - Over-Retarded (Bank 2)
Description: See the description for DTC P0012. Possible Causes: See the possible causes for DTC P0012. Diagnostic Aids: See the diagnostic aids for DTC P0012. ApplicationKey On Engine OffKey On Engine RunningContinuous Memory All
— GO to Pinpoint Test HK. GO to Pinpoint Test HK.
P0340 - Camshaft Position Sensor A Circuit (Bank 1 or single sensor)
Description: The test fails when the powertrain control module (PCM) can no longer detect the signal from the camshaft position (CMP) sensor on bank 1.
Possible Causes:
CMP circuit open
CMP circuit short to GND
CMP circuit short to voltage
SIG RTN open (VR sensor)
CMP GND open (Hall-effect sensor)
CMP circuit short to CMP2 circuit (if equipped)
CMP incorrectly installed (Hall-effect sensor)
Damaged CMP sensor shielding
Damaged CMP sensor
Damaged PCM
Diagnostic Aids: Harness routing, harness alterations, incorrect shielding, or electrical interference from other systems may have an intermittent impact on the CMP signal.
Application Key On Engine Off Key On Engine Running Continuous Memory
All GO to Pinpoint Test DR.
P0344 - Camshaft Position Sensor A Circuit Intermittent (Bank 1 or single sensor)
Description: The test fails when the powertrain control module (PCM) detects an intermittent signal from the camshaft position (CMP) sensor.
Possible Causes:
Intermittent open circuit
Intermittent short circuit
Damaged sensor shielding
Damaged sensor
Diagnostic Aids: Harness routing, harness alterations, incorrect shielding, or electrical interference from other systems may have an intermittent impact on the CMP signal.
Application Key On Engine Off Key On Engine Running Continuous Memory
All — — GO to Pinpoint Test DR.
P0345 - Camshaft Position Sensor A Circuit (Bank 2)
Description: The test fails when the powertrain control module (PCM) can no longer detect the signal from the camshaft position (CMP) sensor on bank 2.
Possible Causes: See the possible causes for DTC P0340.
Diagnostic Aids: See the diagnostic aids for DTC P0340.
Application Key On Engine Off Key On Engine Running Continuous Memory
All GO to Pinpoint Test DR
Thank you for all the resources, I'm going to start digging into that now! I will get a startup video in the morning and update when I do. I've had the car coming up on 7 years now, used to be my daily now more of a weekend fun car. Its right around 205k miles now.The only work I've done recently is a new clutch and lightweight flywheel, that was about a year ago.
If it is the phaser(s) would one of them being bad cause all the codes and this sound?? I like to think I'm pretty handy... until it comes to things like this.
Thanks again!
At 205 K It Could Be Anything Including Timing Components. Here is a Taste Of What That is All About!
It is Not an Easy Task & I Will Also Warn You These Days a Lot Of Counterfit Timing Parts Out There With Ford Labels Plastered on Them, I See Them All Over EBAY! And They Are Suspect Parts Per Quality! In The Long Run You May Want To Consider a Remanufactured Engine if Your Issues Turn out To Be Mechanical !
I realized I have a picture of the cams phasers (dont know if it'll help) and I also have a video of the PS cam and phaser spinning. (Was trying to see if I had a stuck roller or something)
I added the video to the folder I linked above. I'll try to get that video of it starting today, however the wife's got my todo list started. 😅
I realized I have a picture of the cams phasers (dont know if it'll help) and I also have a video of the PS cam and phaser spinning. (Was trying to see if I had a stuck roller or something)
I added the video to the folder I linked above. I'll try to get that video of it starting today, however the wife's got my todo list started. 😅
Passenger side phaser
Driver's sids phaser
Maybe it's the angle of the picture but the RH side chain looks like it's sitting deeper on the sprocket than the driver side which looks up a little....just an observation. But it looks like it's fairly clean inside, do you know what the oil change history is? On the trucks from 2005 to early 2008 they had a notorious problem with the tensioners fracturing and not sending enough oil to the camshafts which in turn caused the cams to bind in the head(there is no bearing, it's steel on aluminum) and that would cause a Camshaft position sensor code that would never go away. This was such a problem that the major auction company ADESA has as #2 rule for no arbitration on a 2005-2008 F-150 for engine noise.
With the mileage you might consider just replacing the engine. I just replaced one in a 2009 Anniversary glass roof optioned GT and it was under $4K with a 5 year unlimited mileage warranty from Fraser Engines, I had a good experience with them but stay far away from a company called "Accurate Engines"...not a good experience and I had to dispute it to get a refund on an engine they sent me that wasn't correct. So you need to compare how much you are willing to chase problems at 205K miles vs the cost of a replacement engine with a good warranty...just food for thought.
Maybe it's the angle of the picture but the RH side chain looks like it's sitting deeper on the sprocket than the driver side which looks up a little....just an observation. But it looks like it's fairly clean inside, do you know what the oil change history is? On the trucks from 2005 to early 2008 they had a notorious problem with the tensioners fracturing and not sending enough oil to the camshafts which in turn caused the cams to bind in the head(there is no bearing, it's steel on aluminum) and that would cause a Camshaft position sensor code that would never go away. This was such a problem that the major auction company ADESA has as #2 rule for no arbitration on a 2005-2008 F-150 for engine noise.
With the mileage you might consider just replacing the engine. I just replaced one in a 2009 Anniversary glass roof optioned GT and it was under $4K with a 5 year unlimited mileage warranty from Fraser Engines, I had a good experience with them but stay far away from a company called "Accurate Engines"...not a good experience and I had to dispute it to get a refund on an engine they sent me that wasn't correct. So you need to compare how much you are willing to chase problems at 205K miles vs the cost of a replacement engine with a good warranty...just food for thought.
Yeah... this is something I've been considering. I was thinking about pulling the timing cover off and checking it out, but wonder if I want to chase it and just replace parts that are bad and hope that something else isn't bad.
I looked on their website and only saw the 2v option, was this something you had to special order from them?
Does anyone have any leads on a complete rebuild/refresh kit, or would the best option really be to buy a complete reman motor from someone?(not for my wallet).
Been weighing my options here, just gotta figure out if I'm gonna keep chasing issues, rebuild the Motor, or buy a reman motor and swap it out... also have to get it all approved by my accountant. 😉
Here are The 3V Engines! I Would Not Go Piece By Piece as The Tools & Experience Needed To Do Proper Job Does Not End Well!
As an FYI, Paul is a Restoration Shop Owner and Other Admin. I Asked Him To Drop in This Thread To Add another Voice. He has Been Away on Vacation! The Guy Knows Stuff For Sure!
HERE WE GO! it's Out of Sequence!
I Like The Fact There are UPDATED Components For Better Durability!
Here are The 3V Engines! I Would Not Go Piece By Piece as The Tools & Experience Needed To Do Proper Job Does Not End Well!
As an FYI, Paul is a Restoration Shop Owner and Other Admin. I Asked Him To Drop in This Thread To Add another Voice. He has Been Away on Vacation! The Guy Knows Stuff For Sure!
HERE WE GO! it's Out of Sequence!
I Like The Fact There are UPDATED Components For Better Durability!
LINK EDIT!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!
Yes, this is it.... It came with the timing cover and oil pan installed and it came with new VVT solenoids as well and all new exhaust studs which was nice. When I ordered I got the only one in stock at the time, so you'll want to verify stock. They were great to deal with, and it was a trouble-free install for us.
Alrighty, I went ahead and pulled the timing cover today to check things out, guides and tensioners seem fine. Only think I'm concerned/confused about is the reluctor wheel. It looks like it's been contacted on the back by something.
Anyways, not sure where to go from here besides new engine...
Need a Pic Of The Front of The Lower Crank Sprocket & General Area, With Reluctor Out Of The Way! Should Be Evidence of What Reluctor Was Contacting! First Guess is Crank is Walking Due To Bad Thrust Bearings Or Something in Timing Setup Has Slipped Forward!
Also Perhaps a Guide Has Worn Through Like This As Shown in Link Post 9 ???
Look At Your Driver Side Guide Bolt VS Post 9 Pic!
You Did Not Loosen???
KC
Good eye! I went out this morning to line up timing marks, and noticed the same thing. Looks like the bolt snapped and has been that way for some time. I noticed marks on the timing cover as well.
Thanks for the links! I would've been searching for days lol.
You're right, this is where it gets tough and I have to decide what I'm going to do, whether to dig in further or just replace the bolt, crank wheel etc. Then spend another 6+ hours putting it all back together and keeping my fingers crossed that was the only issue...
I was wondering if I should replace the oil pump since it seems the bolt hole has been worn out with the bolt being broken, wonder if it will cause issues down the line.... decisions decisions...
