P0017 on 2015-2019 Ford Taurus: Crankshaft/Camshaft Correlation Causes and Fixes

What's Unique About the 2015-2019 Ford TAURUS

For the Ford Taurus with any of its engine options, this code is frequently linked to the Variable Camshaft Timing (VCT) system. Ford has issued multiple Technical Service Bulletins (TSBs) acknowledging that VCT solenoids can stick due to small debris in the engine oil. TSB SSM 48423 specifically advises technicians to use a scan tool to cycle the affected VCT solenoid 10 times to attempt to clear debris before replacing any parts. 🎬 Watch: Try this simple diagnostic trick before replacing any sensors. While on many cars this code can immediately suggest a stretched timing chain, on the Taurus, it is critical to first investigate the much simpler and cheaper possibility of a faulty VCT solenoid or oil-related issues, especially on the 2.0L and naturally aspirated 3.5L engines. For the 3.5L EcoBoost, however, this code is a very common indicator of a stretched timing chain.

Diagnostic Flowchart

Tap your situation to follow the diagnostic path that matches what you're seeing on this vehicle.

Symptoms You May Notice

• Check Engine Light is on
• Rough or uneven idle
• Hesitation or loss of power during acceleration
• Engine may stall at low speeds or when coming to a stop.
• Decreased fuel economy.
• Rattling noise from the engine, especially on a cold start (a strong indicator of a timing chain issue on the 3.5L EcoBoost).

Most Likely Causes

1. Low or Dirty Engine Oil 🔴 High Probability The VCT system is hydraulically operated and extremely sensitive to oil pressure and cleanliness. Dirty, old, or low oil can cause the VCT solenoids to stick or respond slowly, creating a timing correlation error.
   How to confirm: Check the oil level on the dipstick and inspect its condition. If the oil is low, dark, or gritty, it needs to be changed. This should always be the first step.
   Typical fix: Perform an oil and filter change using the manufacturer-specified oil viscosity (typically 5W-30 for EcoBoost and 5W-20 for Duratec V6, but always check your owner's manual). Clear codes and drive to see if the issue returns.
   Est. part cost: $40-$80
2. Faulty Variable Camshaft Timing (VCT) Solenoid 🔴 High Probability → Shop Engine Camshaft Ford TSBs SSM 47170 and SSM 48423 specifically state that small debris can cause the VCT solenoid to stick, triggering this code. It's a well-documented issue on these engines.
   How to confirm: A mechanic can use a scan tool to command the solenoid on and off to check for response. It can also be removed and tested for resistance (typically 6.9-7.9 ohms) or physically inspected for sludge. Some owners have had success temporarily freeing a stuck solenoid by applying 12V directly to its connector to make it click.
   Typical fix: Replace the Bank 1 exhaust VCT solenoid. It is often recommended to replace both the intake and exhaust solenoids 🎬 See this step-by-step walkthrough for replacing the VCT solenoids. on that bank at the same time. The causal part number referenced in Ford's TSB is 6M280.
   Est. part cost: $40-$150
3. Faulty Camshaft Position Sensor 🟡 Medium Probability → Shop Engine Camshaft Position Sensor Like any electronic sensor, the camshaft position sensor can fail over time due to heat and vibration, sending incorrect data to the PCM.
   How to confirm: Check the sensor's wiring for damage. A multimeter can be used to test the sensor's signal voltage (should be ~5V with key on) or by passing a piece of metal in front of it to see if the voltage drops to 0V. The sensor is located on the valve cover for the corresponding camshaft.
   Typical fix: Replace the Bank 1 exhaust camshaft position sensor. This is a simple repair, usually involving a single bolt.
   Est. part cost: $25-$70
4. Stretched Timing Chain Low_to_high Probability → Shop Engine Timing Chain Probability is low for the 2.0L and 3.5L Duratec but high for the 3.5L EcoBoost. The 3.5L EcoBoost engine is known for timing chain stretch over time, especially with extended oil change intervals. This creates slack and throws off the mechanical timing between the crank and cams, directly causing correlation codes.
   How to confirm: This is a complex diagnosis. A key symptom is a rattling noise for 2-5 seconds on a cold start. A mechanic will need to use a scan tool to compare commanded vs. actual cam phaser angles and may need to remove the valve cover and/or timing cover to physically inspect the chain, guides, and tensioners.
   Typical fix: This is a major repair involving the replacement of the timing chain, tensioners, guides, and often the cam phasers and water pump (on the 3.5L V6). This is not a recommended DIY for beginners. The cost at a shop can range from $2,000 to $4,000+.
   Est. part cost: $500-$1500

Rare But Worth Checking

• Damaged Camshaft Phaser/Actuator: → Shop Engine Camshaft The phaser is the gear on the end of the camshaft that the VCT solenoid controls. It can fail mechanically, getting stuck in one position, which will cause a correlation code. This is often replaced during a timing chain job.
🎬 Watch: A detailed look at replacing the VCT units and phasers.
• Worn Crankshaft Reluctor Wheel/Tone Ring: → Shop Engine Crankshaft The tone ring on the crankshaft, which the crankshaft position sensor reads, can become damaged, slip, or have debris on it, leading to incorrect signals and a correlation code.
• Faulty Powertrain Control Module (PCM): → Shop Engine Control Module (ECM) This is extremely rare, but a software glitch or internal failure in the engine computer can cause it to misinterpret sensor signals. All other possibilities should be exhausted before considering PCM replacement.

Diagnosis Steps

1. Check Engine Oil: Verify the oil level is correct and the oil is clean. If low or dirty, perform an oil and filter change with the correct viscosity oil, clear the code, and see if it returns.
2. Scan for Other Codes: Check for any other pending or active DTCs. Codes like P0016 or codes for the other bank can help pinpoint the problem.
3. Inspect Wiring: Visually inspect the wiring and connectors for the Bank 1 exhaust camshaft position sensor and the VCT solenoid for any signs of damage, corrosion, or loose connections.
4. Test the VCT Solenoid (TSB Procedure): Use a capable scan tool to perform pinpoint test HK11, which commands the Bank 1 exhaust VCT solenoid to cycle 10 times. This may dislodge debris and fix the issue. If the code clears and stays away, the problem is solved. If not, proceed to the next step.
5. Test the Camshaft Position Sensor: If the solenoid appears to work, test the camshaft position sensor with a multimeter for correct resistance or monitor its output with an oscilloscope.
6. Inspect Mechanical Timing: If all electrical components and oil are good, the next step is to suspect a mechanical timing issue (especially on the 3.5L EcoBoost). This requires checking for timing chain slack, which may involve removing the valve cover. This step is best left to a professional if you are not experienced.
7. Inspect Cam Phasers and Tone Rings: During a timing chain inspection, a mechanic should also check the condition of the cam phasers and the crankshaft tone ring for damage.

Parts You'll Likely Need

• Variable Camshaft Timing (VCT) Solenoid (Bank 1 Exhaust) (OEM #AT4Z-6M280-C) — This is the most common point of failure according to Ford TSBs, which state it can stick due to oil debris.
  Trusted brands: Motorcraft, Dorman
  OEM price range: $60-$90
  Aftermarket price range: $30-$70
• Camshaft Position Sensor (Bank 1 Exhaust) (OEM #AT4Z-6B288-A, 7T4Z-6B288-A, BL3Z-6B288-C, AS7Z-6B288-A) — If the VCT system is functioning correctly, a faulty sensor providing incorrect data to the PCM is the next logical cause. Multiple part numbers may apply depending on the specific engine and year.
  Trusted brands: Motorcraft, Bosch, NTK
  OEM price range: $25-$50
  Aftermarket price range: $15-$40
• Timing Chain Kit (3.5L EcoBoost) — For the 3.5L EcoBoost engine, a stretched timing chain is a very common cause of P0017, especially at higher mileage. A full kit including chains, guides, tensioners, and phasers is required for a proper repair.
  Trusted brands: Motorcraft, Cloyes
  OEM price range: $700-$1200
  Aftermarket price range: $400-$800

Related Codes That Often Appear With This One

• P0016 — This is the correlation code for the intake camshaft (Sensor A) on the same bank (Bank 1). If P0016 and P0017 appear together, it strongly points towards a base timing issue like a stretched timing chain affecting the entire bank.
• P0018 / P0019 — These are the equivalent correlation codes for Bank 2 (the front/radiator side bank on a V6). Seeing codes for both banks (e.g., P0017 and P0019) almost certainly indicates a problem with the primary timing chain or the crankshaft position sensor system.
• P0011, P0012, P0014, P0015 — These codes relate to camshaft timing being over-advanced or over-retarded. They are all part of the VCT system and often point to the same root causes: oil issues or faulty VCT solenoids. The provided TSBs list all these codes together as being caused by sticking VCT solenoids.

Technical Service Bulletins (TSBs) & Recalls

• SSM 54366: General diagnostic procedure for multiple VCT codes on 2015-2021 Ford vehicles.
• SSM 47170: Suggests P0017 may be due to small debris causing the VCT solenoid to stick.
• SSM 48423: Repeats the warning from SSM 47170 about debris in the VCT solenoid for 2015-2020 models.

Platform-Specific Known Issues

• This engine has a high probability of the P0017 code being caused by a stretched primary timing chain. A key symptom is a distinct rattling noise from the engine for 2-5 seconds on a cold startup. Due to the stresses of the twin-turbo system and sensitivity to oil change intervals, the chain can wear prematurely. A full timing job on this engine is labor-intensive and often includes replacing the chain, guides, tensioners, cam phasers, and the internally-driven water pump.
• On the naturally aspirated V6, P0017 is much more likely to be caused by a sticking VCT solenoid or oil flow issues than a stretched timing chain. While chain failure is possible at very high mileage, it is not a common pattern like on the EcoBoost. Diagnosis should heavily favor checking oil and testing/replacing the Bank 1 exhaust VCT solenoid first.
• Similar to the Duratec V6, the 2.0L I4's primary cause for P0017 is a faulty VCT solenoid sticking due to oil debris. Since it's an inline engine, there is only one bank (Bank 1), and the 'B' sensor is the exhaust camshaft. The diagnostic procedure from TSB SSM 48423 (cycling the solenoid with a scan tool) is highly relevant here before part replacement.

Mechanic-Grade Diagnostic Values

• VCT Solenoid Coil Resistance — expected: 6.9 to 7.9 Ohms (some sources state 7.0 to 14.0 Ohms).. Failure: A reading of zero (short circuit) or infinity/OL (open circuit) indicates a failed solenoid coil.
• Camshaft Position Sensor (3-wire Hall Effect) Signal Voltage — expected: Approx. 5V on the signal wire with Key On, Engine Off.. Failure: Voltage should drop to near 0V when a ferrous metal object is passed in front of the sensor tip. If voltage does not change, the sensor is likely faulty.
• VCT Advanced Error PID (using Ford IDS or similar scan tool) — expected: Should hover around 0° (within +/- 5°) at idle in closed loop.. Failure: A consistent, significant deviation from 0° on the Bank 1 exhaust cam (VCT_EXH_CAM_ERR1) indicates a correlation problem that the PCM cannot correct.
• VCT Solenoid Duty Cycle PID — expected: The duty cycle percentage for Bank 1 and Bank 2 solenoids should be similar under the same conditions.. Failure: If the PCM is commanding a significantly higher duty cycle to one solenoid compared to the other with little to no change in cam angle, it suggests that solenoid or phaser is stuck or slow to respond.

Scan Tool Commands That Help

• Ford IDS (Integrated Diagnostic System) or equivalent: Output State Control (OSC) for VCT Solenoid — This bidirectional command allows a technician to manually cycle the VCT solenoid on and off while the engine is running to verify its mechanical operation. If the engine idle changes or stumbles when the solenoid is commanded, it confirms the solenoid is working mechanically. This is part of pinpoint test HK.
• Ford IDS (Integrated Diagnostic System) or equivalent: Reset All Adaptations / Keep Alive Memory (KAM) Reset — After replacing a VCT solenoid, sensor, or performing a timing chain repair, a KAM reset should be performed. This clears the learned adaptive values in the PCM and forces it to relearn the new component's characteristics, which can prevent the code from returning incorrectly.

Wiring & Ground Locations

• Bank 1 VCT Solenoid and Cam Sensor Connectors — On the 3.5L V6 engines, Bank 1 is the cylinder bank against the firewall. The exhaust camshaft is the one further towards the firewall. The VCT solenoid and Cam Position Sensor are located on the valve cover for that camshaft.. These connectors are common points for oil contamination, corrosion, or wiring damage due to their location and proximity to heat. A poor connection can mimic a failed component.

Real Owner Repair Stories

• Reddit user on r/fordexpedition (2015 Ford Expedition 3.5L EcoBoost (135k miles)) — P0017 appeared immediately after a full timing chain and phaser replacement. The code was not present before the job.
  ❌ Tried (didn't work) Swapping the Bank 1 camshaft position sensors., Verifying the VCT solenoids were clicking by applying direct voltage.
  ✅ What actually fixed it The user did not post a final resolution, but the strong implication from the symptoms (code appearing immediately after a timing job) is that the Bank 1 exhaust camshaft was mistimed by one tooth during reassembly, a common mistake that directly causes this code.

OEM Part Supersession History

• 7T4Z-6M280-A, 7T4Z-6M280-AA, 7T4Z-6M280-B → 7T4Z-6M280-C — Component revision and improvement by the manufacturer.
  Heads up: This part number series generally applies to the 3.5L/3.7L Duratec V6 engines. Always verify with VIN.
• AT4Z-6M280-A / AT4Z-6M280-B → AT4Z-6M280-C — Component revision. Part AT4Z-6M280-C is often specified for the 3.5L EcoBoost engines and may have a different colored connector (blue).
  Heads up: While physically similar, using a Duratec-spec solenoid on an EcoBoost (or vice-versa) may cause issues. It is critical to match the part number to the specific engine and VIN.

Model Year Variations Within This Range

• 2017-2019 (3.5L EcoBoost): The second-generation 3.5L EcoBoost, introduced in 2017 for some platforms, features a redesigned timing system with two chains instead of one primary chain. While this was intended to reduce chain stretch issues, the diagnostic principles for P0017 remain the same. The Taurus, however, largely retained the first-generation 3.5L EcoBoost through its final model year.