Posted: 4/26/2014 5:14:59 PM EDT
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Continuation from this thread -http://www.ar15.com/forums/t_1_5/1588840_Now_with_Post_Repair_Video___UPDATE__3_IN_OP___FORD_Experts___Come_on_In.html
I bought an 05 Eddie Bauer 4x4 with 142k miles. No ticking when purchased but developed it shortly after of course. Got a guy to look at it on the side in trade for some fun items. He works in a legit shop and does work on the side in the shop with permission. He says that it is the timing chains and doubts it is the phasers. He pulls it apart and replaces the timing chains. I ask him to go ahead and replace the phasers. He says he inspected them and they are good to go. He also replaced all my plugs... I get it back and it is fine, runs great, no noise. Then the noise comes back intermittently and not as bad as before. He looks at it and says the timing chains must have failed. He goes back in it and tells me that the timing chains are fine and that the phasers are going bad now... WTF?? When I get it back noise is still there but now I am getting P0340 and P0345 codes and it sometimes stalls at stops. Engine starts to run rough and stalls. If I get it in neutral and give it some gas it smooths out... I tell him if he had put the phasers in when I had asked him too we might not be going through all this. So no charge for going back into it to check the timing chains. I bought the phasers and he put them in today. Sounds GREAT but I still have the intermittent stalling issue and intermittent P0340 and P0345 codes. P0340 Camshaft position sensor A circuit Bank 1 P0345 Camshaft position sensor A circuit Bank 2 He says that the cam sensors may be going bad. Trip to autozone and new sensors are in and the problem is still there but no P0340/P0345 codes - now I get P0012 A Camshaft Position - Timing Over Retarded What the heck is going on here?? Here is is running just fine 
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Back when I did a lot of gas engine line work, I replaced a few engines that lost the thrust bearing on the crankshaft causing that. I do not think that is your issue though, because it didn't have those cam position codes before homeboy screwed around in there. Suspect improper timing, and possibly some cheap E-bay phaser assemblies. For what it's worth, I recommend new OEM phasers and servicing their control bodies and filters if I do any work that exposes them for service. Ergo, pulling a head because the local tune up shop broke all the plugs off and broke his extractor off in it  , we need some new phasers too. Make sure you use Motorcraft oil and filters in it, cheapo depot oil filters are known to fray apart inside and clog the valve bodies. Edit, I can't remember ever having to replace a Ford cam sensor in one of those, but I have pulled several cheapo depot ones that died. Keep your OEM ones handy. |
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Back when I did a lot of gas engine line work, I replaced a few engines that lost the thrust bearing on the crankshaft causing that. I do not think that is your issue though, because it didn't have those cam position codes before homeboy screwed around in there. Suspect improper timing, and possibly some cheap E-bay phaser assemblies. For what it's worth, I recommend new OEM phasers and servicing their control bodies and filters if I do any work that exposes them for service. Ergo, pulling a head because the local tune up shop broke all the plugs off and broke his extractor off in it , we need some new phasers too.
Make sure you use Motorcraft oil and filters in it, cheapo depot oil filters are known to fray apart inside and clog the valve bodies. I bought the phasers myself - Dorman... |
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It seems to me I've seen that before with the P0340 and 345. I want to say the timing tabs were too short on the aftermarket phasers and the CMP signal amplitude was low on the lab scope. The P0012 is a direct VCT mechanical fault. The PCM attempted an advance and retard sweep of the system and got no timing change from bank 1, just stuck in the retard position. |
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It seems to me I've seen that before with the P0340 and 345. I want to say the timing tabs were too short on the aftermarket phasers and the CMP signal amplitude was low on the lab scope. The P0012 is a direct VCT mechanical fault. The PCM attempted an advance and retard sweep of the system and got no timing change from bank 1, just stuck in the retard position. So new VCTs? |
| Oil pressure check rh cylinder head when hot and preferably running poorly...1/4" pipe plug just above frost plug..firewall side..this will give you the answer you seek young Jedi...25 psi or more would be nice...you didn't say anything about chain tensioners being replaced.. gasket failure is a high rate on 5.4 3 valves causing low oil pressure which causes vct system problems |
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Oil pressure check rh cylinder head when hot and preferably running poorly...1/4" pipe plug just above frost plug..firewall side..this will give you the answer you seek young Jedi...25 psi or more would be nice...you didn't say anything about chain tensioners being replaced.. gasket failure is a high rate on 5.4 3 valves causing low oil pressure which causes vct system problems Timing chain and tensions changed 6 weeks ago |
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This stuff is why I don't buy American and buy new with a warranty. I worked as a mechanic for quite a while after high school and this kind of problem is why I gave it up. Unbelievable how much bullshit you deal with because of faulty electronics on a Ford.
Sorry to thread-jack. |
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Just got home from the shop and read the previous thread, Quintin and CROWDLG already told you everything you need to know OP. They are both better than me on Ford gas stuff. I am primary light and medium diesel, and secondary gas heavy line. That thing should have been disassembled way further and NEEDS an oil pressure test, and cam bearing surfaces inspected for galling to see if it wiped out a thrust bearing before you drop another penny on parts. One of those two things should condemn the engine assembly to the inside of a black box as a core. It had bad problems when you got it, and the previous owner unloaded it, likely with a belly full of lucas or stp. That sucks. I'd either strip it for proper inspection/measurement, which is code for pull it and do a basic overhaul, or replace it. Unrelated, i just has a 2006 6.0L F-250 in for an $85 pre purchase inspection, and it had blown head gaskets, restricted oil cooler, suspension issues and inop 4x4. The owner was asking 17,000 for it. Had my customer bought it, he was looking at $8,000 in repairs. The moral is, ALWAYS have a vehicle checked out real good before purchase to help avoid the jam up you are in. |
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Replaced the VCTs Friday. No codes no issues... The damn things were broken... http://www.imgur.com/Uy2DQEK.jpeg Arrgh, this really frosts me. I remember your original thread and thinking that replacing the timing chains was a waste of time, but even if it wasn't, he could have replaced the VCT solenoid while he had the covers off to replace the timing chains. Timing chains really don't go bad; tensioners yes, but not the chain. |
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Already have the money set aside...  Quoted:
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And OP, any ticking at all from a 3 valve is a death rattle. Hate to be a Debbie downer, but start shopping around for a new engine. Already have the money set aside... Don't listen to them. The 3v's aren't bad motors. My 4.6 runs great in the Mustang and my old F150 didn't have any issues aside from the shitty plug design. The person you got the truck from probably didn't maintain it for shit - not the trucks fault. If the phasers go to shit again, just buy the lockout kit somewhere and lock them. No noise then. Just need a tune to make it run better. |