2011 Ford Explorer , Loss Of Power
Could the problem be the vvt sprocket on bank 1 going bad, the car has 154k miles on it, if that is the problem should we replace the timing chains and all vvt sprokets
Need more info then "could the VVT sprocket be bad?"
My experience is based on f350's. That being said- I would do chains, guides etc and only use OE parts. I have also had a couple of them with the alignment pin between sprocket and cam egg out the cam, requiring a new cam besides the rest of the parts
Thanks for the info. I talked to ford and they have been selling a lot of vvt sprokets and timing chains on these cars when they get a lot of miles on them
What is the engine size. Is the code P0340? Does the code set at idle or when driving. You should first measure the engine oil pressure when the engine is hot, in Drive. Check for excessive sludge under the valve cover or in the oil pan. Check for an aftermarket phaser. Is the VCT oil solenoid working properly.
The engine is the 4 cam 3.5 liter, no p0340 only code p0017
Yes it could be the problem, although if you toss a part and miss, then what are you going to do? If you are having a power problem, start your quest for information with some fuel trim and engine load graphs. If you will post your information up here, there are lots of people that can help you.
I agree with Albin. I would spend my initial time diagnosing the issue. Is this a regular customer? If not what kind of maintenance has been done (if any). In my humble opinion it is always best to start with making sure the basics are good such as oil pressure, oil flow, voltage to the solenoids, battery voltage and charging voltage, Air fuel issues, fuel pump pressure and volume and exhaust…
Does the code set immediately? Can't you just unplug cam solenoids an scope cam an crank sync an compare to known good?? Couldn't you do an RC test with an FLS and see an issue bank to bank?. The only time a phaser/sprocket will cause a correlation code is if it has shifted in relation to the cam(sheared keyway) or has gotten stuck off of its park position. Almost guaranteed to be chain stretch…
Sometimes, a phaser solenoid's pintle can be partially stuck open, which could feed oil pressure to a phaser, when the phaser should be in it's parked position. In this example, I manually grounded the VCT solenoid's PWM control wire. The amperage hump in CH C shows that the VCT solenoid's pintle was fully seated, before the sol winding's magnetic field, lifted the pintle from it's seated…
Very interesting Ray....could a pattern show a partially stuck or not fully extending pintle or could the part mechanically fail without giving a scope pattern to reflect the failure?
A pintle that is not seated will not show any pintle hump in the amperage. These captures are from an 02 Lexus in line 3.0 In the first capture, before the VCT sol is energized, the cmp pulse is 22.7 deg or 2 ckp toggles before the ckp missing tooth. In the second capture, I have energized the VCT sol for 543ms at idle and the cmp has retarded to 81 deg or 7 ckp toggles, for a total of 58…
Very cool Ray. Thanks. And I guess i should say may be I jumped the gun in my response. You could for sure have a solenoid partially stuck on cause the phaser to move out of park. Question though. If you did a cranking RC test wouldn't the phaser return to park because of no oil pressure??
Yes, if the VCT solenoid's pintle is stuck partially open and you crank the engine, the oil pressure should be too low to turn the cams. But how can we say that 100% certainty for ALL engines, Year, Makes and Models?