P0022 on 2015-2019 Ford Taurus: 'A' Camshaft Over-Retarded (Bank 2) Causes and Fixes

What's Unique About the 2015-2019 Ford TAURUS

The 3.5L V6 engine family (known as Cyclone) used in the Ford Taurus has a Variable Camshaft Timing (VCT) system that is highly sensitive to oil condition and pressure. Ford has issued multiple Technical Service Bulletins (TSBs) for various models with this engine, including TSBs #SSM 47170 and #SSM 50067, which state that P0022 can be caused by small debris in the oil causing the VCT solenoid to stick. A critical design characteristic of this engine family is the internal, timing-chain-driven water pump, which, if it fails, can leak coolant directly into the engine oil, creating sludge that damages the entire VCT system. TSB #SSM 47170 specifically advises technicians to use a scan tool to cycle the affected solenoid 10 times to attempt to clear the debris before replacing the part. This makes regular oil changes with the correct viscosity oil (Ford specifies 5W-20 for the naturally aspirated 3.5L and 5W-30 for the 3.5L EcoBoost) especially critical on these vehicles.

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 unstable idle, sometimes shaking the car
• Engine stalling, especially when coming to a stop or at low RPMs
• Hesitation or lack of power during acceleration
• Reduced fuel economy
• Difficulty starting the engine or hard starting
• Black smoke from the tailpipe (in some cases)
• Rattling noise from the engine on cold starts (indicates possible timing chain/phaser issues)

Most Likely Causes

1. Low, Dirty, or Incorrect Viscosity Engine Oil 🔴 High Probability The VCT system is hydraulically operated and extremely sensitive to oil pressure and cleanliness. Sludge or debris from old oil can easily clog the fine mesh screens and passages in the VCT solenoids, causing them to stick. Some owners report the code appearing shortly after an oil change, possibly because new detergents dislodged sludge that then clogged a solenoid.
   How to confirm: Check the oil level on the dipstick and examine its color and consistency. If the level is low or the oil is dark, gritty, or sludgy, it needs to be changed. Ensure the oil life monitor has not been exceeded.
   Typical fix: Perform an engine oil and filter change using the manufacturer-recommended oil viscosity (typically 5W-20 for the 3.5L NA or 5W-30 for the 3.5L EcoBoost). This is the cheapest and most important first step.
   Est. part cost: $40-$80
2. Faulty Bank 2 Intake VCT Solenoid 🔴 High Probability → Shop Engine Variable Valve Timing (VVT) Solenoid As noted in Ford TSBs #SSM 47170 and #SSM 50067, these solenoids are prone to sticking due to small debris. The solenoid is an electro-hydraulic valve that controls oil flow to the cam phaser; if it gets stuck open or fails to respond, it can cause an over-retarded condition.
   How to confirm: A common diagnostic step is to swap the Bank 2 intake solenoid with the Bank 1 intake solenoid. If the trouble code moves to Bank 1 (P0012), the solenoid is confirmed to be faulty. A scan tool can also be used to command the solenoid and monitor its response, as suggested in TSB #SSM 47170. Resistance should be tested with a multimeter; a reading between 6.9 and 7.9 ohms is expected.
   Typical fix: Replace the Bank 2 intake VCT solenoid. 🎬 Watch: Step-by-step guide to replacing the intake VVT solenoid. Since accessing the Bank 2 solenoids on the V6 requires removing the upper intake manifold, many technicians and owners recommend replacing all solenoids on that bank (intake and exhaust) at the same time to save on future labor.
   Est. part cost: $30-$80
3. Failing Camshaft Phaser 🟡 Medium Probability → Shop Engine Camshaft The cam phaser is the mechanical gear that actually adjusts the camshaft's position. It can fail internally, getting stuck, losing its ability to hold oil pressure, or breaking the locking pin, which can cause timing deviations. This is a known issue on the 3.5L engine family, especially at higher mileage.
   How to confirm: This is typically diagnosed after ruling out oil issues and a faulty VCT solenoid. A distinct rattling or knocking noise from the front of the engine, especially on cold startups, is a strong indicator of a bad phaser.
   Typical fix: Replace the Bank 2 intake camshaft phaser. This is a labor-intensive job that also involves replacing the timing chain, tensioners, and guides. It is considered a major repair. 🎬 See this expert explanation of Ford cam phaser failure symptoms.
   Est. part cost: $150-$300

Rare But Worth Checking

• Stretched Timing Chain or Worn Guides: → Shop Engine Timing Chain While less common than solenoid or phaser failure, a stretched chain can cause the base timing to be off, leading to VCT-related codes. This is a more serious mechanical issue often accompanied by rattling noises, particularly on startup. This is a known issue on higher-mileage 3.5L engines.
🎬 Watch: How to identify a jumped or stretched timing chain.
• Wiring or Connector Issue: Damage to the wiring harness or a poor connection at the VCT solenoid can prevent it from operating correctly. A visual inspection of the harness is always a good idea. A Reddit user noted that an open or short in the VCT circuit could be a cause.
• Low Systemic Oil Pressure: Beyond just a low oil level, a failing oil pump or clogged main oil passages can starve the entire VCT system of the pressure it needs to function, triggering timing codes. A minimum of 15-25 PSI at hot idle is required for proper VCT function.

Diagnosis Steps

1. Verify Engine Oil Level and Condition: Check the dipstick. If the oil is low, dirty, or the wrong type, perform an oil and filter change with the correct grade oil (5W-20 for NA, 5W-30 for EcoBoost). Clear the code and see if it returns. This is the most critical first step.
2. Scan Tool Analysis: Use an OBD-II scanner to view live data. Monitor the commanded vs. actual camshaft position for Bank 2 (Ford-specific PIDs are VCT_INT_ACT2 vs. VCT_INT_CMD2). A large, persistent difference (VCT_INT_DIF2) confirms the timing deviation. The VCT advanced error PID should be around 0° (+/- 5°).
3. Inspect VCT Solenoid Wiring: Visually inspect the electrical connector and wiring going to the Bank 2 intake VCT solenoid for any signs of damage, corrosion, or loose connections. Check for battery voltage (~12V) at one of the pins in the connector with the key on, engine off.
4. Test the VCT Solenoid: The most effective test is to swap the Bank 2 intake solenoid with the Bank 1 intake solenoid. Clear the codes and drive the vehicle. If the code changes to P0012 (Bank 1), the solenoid you moved is faulty and must be replaced. Alternatively, as per TSB #SSM 47170, use a scan tool to command the solenoid on and off 10 times to see if it frees up any debris. You can also test the solenoid's resistance with a multimeter; it should be between 6.9 and 7.9 ohms.
5. Check for Mechanical Issues: If the solenoid is not the cause, the problem is likely mechanical. Listen for any rattling or chain slap noises from the engine, especially on cold startups, which could indicate a worn timing chain or a bad cam phaser.
6. Verify Oil Pressure: If timing chain issues are not apparent, a mechanic should test the engine's oil pressure at hot idle with a mechanical gauge to ensure it meets specifications. Low pressure (below 15 PSI at hot idle) can prevent the VCT system from functioning correctly.
7. Inspect Cam Phasers and Timing Components: This is an advanced step that requires removing the valve covers and timing cover to physically inspect the cam phasers and timing chain for wear, damage, or misalignment. This is a significant labor undertaking.

Parts You'll Likely Need

• Engine Variable Valve Timing (VVT) Solenoid (OEM #AT4Z-6M280-B) — This is the most common point of failure for P0022 on this platform, often due to clogging from oil debris as acknowledged in Ford TSBs. This part number fits a wide range of Ford 3.3L, 3.5L, and 3.7L engines.
  Trusted brands: Motorcraft, Dorman, Delphi, SKP
  OEM price range: $50-$90
  Aftermarket price range: $30-$70
• Camshaft Phaser (OEM #8T4Z-6C524-A (Right/Firewall/Bank 2 - Check VIN))

Related Codes That Often Appear With This One

• P0012 — 'A' Camshaft Position Timing - Over-Retarded (Bank 1). If both codes appear, it could point to a systemic issue like very low/dirty oil or a problem affecting the entire timing system, such as a failing oil pump or stretched timing chains.
• P0300, P0301-P0306 — Random or specific cylinder misfire codes. If the camshaft timing is sufficiently off, it can disrupt the combustion process and cause misfires on the affected bank (cylinders 4, 5, 6 for Bank 2).
• P0021 — 'A' Camshaft Position Timing - Over-Advanced (Bank 2). Seeing both over-advanced and over-retarded codes for the same bank can indicate an erratic VCT solenoid or a failing cam phaser that is not holding a stable position.

Technical Service Bulletins (TSBs) & Recalls

• SSM 54366: Pertains to diagnostic procedures for a group of VCT codes including P0022.
• SSM 47170: States that small debris may cause the VCT solenoid to stick, triggering P0022. Recommends cycling the solenoid with a scan tool before replacement.
• SSM 50067: Re-issues the guidance that debris can cause the VCT solenoid to stick.

Platform-Specific Known Issues

• TSB #SSM 47170 and #SSM 50067: Ford notes that DTCs including P0022 may be caused by 'small debris causing the VCT solenoid to stick.' The bulletin advises performing diagnosis before replacing components, specifically suggesting using a scan tool to cycle the solenoid 10 times to try and clear it.
• TSB #SSM 54366: This bulletin also lists P0022 among a group of VCT-related codes and directs technicians to specific diagnostic pinpoint tests (Pinpoint Test HK) in the official workshop manual.
• Bank 2 Location: On the transverse-mounted 3.5L V6 in the Taurus, Bank 2 is the cylinder bank against the firewall, making access to its VCT solenoids more difficult than Bank 1 (radiator side). This requires removal of the upper intake manifold, adding labor time and cost.

Mechanic-Grade Diagnostic Values

• VCT Solenoid Coil Resistance — expected: 6.9 to 7.9 Ohms at 68°F (20°C). Failure: No reading (open circuit), 0 ohms (short circuit), or a value significantly outside the expected range.
• VCT Solenoid Connector Voltage (Key On, Engine Off) — expected: ~12V (Battery Voltage) on the power supply pin.. Failure: Low or no voltage, which indicates a problem in the power supply circuit (fuse, wiring, or PCM).
• Minimum Hot Idle Oil Pressure — expected: 15-25 PSI. Failure: Pressure dropping below 15 PSI at hot idle can cause the VCT system to malfunction and set timing codes.
• Scan Tool PID: VCT Advanced Error — expected: Should hover around 0° with an allowable deviation of no more than +/- 5°.. Failure: A persistent, large value indicates a discrepancy between commanded and actual cam timing.

Scan Tool Commands That Help

• Ford IDS (or equivalent advanced scan tool): VCT Solenoid Active Command / Output State Control — As per TSB #SSM 47170, this command is used to cycle the solenoid on and off (typically 10 times) to attempt to dislodge small debris causing it to stick. It can also be used to verify if the solenoid clicks and if engine idle quality changes, confirming the solenoid is actuating.

Wiring & Ground Locations

• G105 — A primary engine compartment ground point located on the 'right center rear of the engine compartment' for a 2015 Taurus.. The PCM and its various sensors, including those in the VCT system, rely on clean ground connections. A poor ground at this location can cause erratic sensor readings and control issues.
• VCT Solenoid Connector — On top of the valve cover for Bank 2 (firewall side). The harness connects here, but the solenoid itself is under the valve cover.. This is the direct electrical connection to the solenoid. It should be checked for 12V power (key on) and for any damage, corrosion, or oil contamination that could interrupt the signal from the PCM.
• PCM Connector C175B — This is one of the main connectors at the Powertrain Control Module (PCM).. This connector contains the pins for the camshaft and VCT solenoid signals. A poor connection, corrosion, or pushed-out pin at the PCM itself can mimic a component failure.

Real Owner Repair Stories

• Reddit user on r/MechanicAdvice ('09 Ford Flex (uses same 3.5L engine family)) — P0012 & P0022 codes appeared after an oil change.
  ❌ Tried (didn't work) Initially concerned about a major issue.
  ✅ What actually fixed it The codes went away on their own after a few days of driving. The likely cause was that the new oil's detergents dislodged some sludge, which temporarily clogged a VCT solenoid screen before eventually clearing.

OEM Part Supersession History

• AT4Z-6M280-A / AT4Z-6M280-C → AT4Z-6M280-B — Ford consolidated part numbers. The 'A' and 'C' solenoids were for specific intake/exhaust positions on some earlier models, but the 'B' part is now used for all four positions on many 3.5L applications.
  Heads up: While AT4Z-6M280-B is widely used, always verify fitment with a VIN. Some sources list different solenoids for left/right banks or intake/exhaust, so confirming the correct part for the specific position is crucial.

Model Year Variations Within This Range

• 2018-2019: For the F-150 (which shares the 3.5L engine family), the 2018 model year introduced a 10-speed automatic transmission paired with the 3.5L EcoBoost and 5.0L V8, replacing the previous 6-speed. While not directly causing P0022, different transmission behavior and PCM calibrations could exist. The base engine in the related F-150 platform also changed from a 3.5L to a 3.3L V6 in 2018.