P0022 on 2015-2016 Lincoln MKS: Intake Cam Timing Over-Retarded (Bank 2) Causes and Fixes

What's Unique About the 2015-2016 Lincoln MKS

On the 3.7L and 3.5L V6 engines used in the Lincoln MKS, the Variable Camshaft Timing (VCT) system is known to be very sensitive to oil condition and cleanliness. Manufacturer Technical Service Bulletins for Ford and Lincoln vehicles confirm that this code is often triggered by small debris in the oil causing the VCT solenoids to stick, rather than a major mechanical failure. Some owners report the issue appearing shortly after an oil change, which may be due to detergents in the new oil dislodging sludge that then clogs the fine mesh screens on the VCT solenoids.

Diagnostic Flowchart

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

Symptoms You May Notice

• Rough or fluctuating idle
• Stalling when coming to a stop
• Hesitation or lack of power during acceleration
• Reduced fuel economy
• Illuminated Check Engine Light
• Rattling or ticking noises from the engine, especially on cold starts

Most Likely Causes

1. Low or Dirty Engine Oil 🔴 High Probability The VCT system is hydraulically operated and highly sensitive to oil pressure and cleanliness. Sludge or low oil levels are the leading cause of VCT-related codes across the Ford/Lincoln lineup.
   How to confirm: Check the oil level on the dipstick and inspect its color and consistency. If the level is low or the oil is dark, gritty, or sludgy, it needs to be changed. This is the first and most important diagnostic step.
   Typical fix: Perform an engine oil and filter change using the manufacturer-recommended oil viscosity (typically SAE 5W-20 for the 3.7L and 5W-30 for the 3.5L EcoBoost).
   Est. part cost: $40-$80
2. Faulty Bank 2 Intake VCT Solenoid 🔴 High Probability → Shop Engine Variable Valve Timing (VVT) Solenoid TSBs SSM 50067 and SSM 54366 directly cite sticking VCT solenoids from small debris as a common cause for this code on Ford/Lincoln vehicles. The fine mesh screens on the solenoids can become clogged or damaged. This is the most commonly reported successful repair in owner forums.
   How to confirm: Swap the Bank 2 intake VCT solenoid with the Bank 1 intake solenoid. Clear the codes and drive the vehicle. If the code changes to P0012 (Bank 1 Over-Retarded), the solenoid is confirmed to be faulty. A capable scan tool can also be used to command the solenoid on and off to check for an audible click, per TSB guidance.
   Typical fix: Replace the Bank 2 intake VCT solenoid. It is located on the valve cover for the front cylinder bank. It is recommended to replace the valve cover gasket at the same time. 🎬 See this walkthrough for replacing the intake VVT solenoid
   Est. part cost: $50-$150
3. Failed Camshaft Phaser 🟡 Medium Probability → Shop Engine Camshaft The phaser is the mechanical component that actually adjusts the cam timing. It can fail internally, get stuck, or leak oil pressure, preventing it from responding to the solenoid's commands. This is a more common issue on higher mileage EcoBoost engines.
   How to confirm: This is an advanced diagnosis. If a new solenoid and clean oil do not fix the issue, a mechanic will need to use a scan tool to monitor phaser operation (desired vs. actual angle) and may need to perform a physical inspection, which requires significant engine disassembly.
   Typical fix: Replace the Bank 2 intake camshaft phaser. This is a labor-intensive job that often involves removing the timing cover. It's common to replace the timing chain and guides at the same time.
   Est. part cost: $150-$300
4. Worn Timing Chain or Guides ⚪ Low Probability → Shop Engine Timing Chain On higher mileage engines (typically over 100k miles), the timing chain can stretch or the plastic guides can wear out, causing excessive slack. This is a known issue on the 3.5L EcoBoost in particular. This changes the base camshaft timing and can be severe enough to trigger a VCT code.
   How to confirm: Listen for a rattling noise from the front of the engine, especially on cold starts. Diagnosis requires removing the timing cover for a visual inspection of the chain, tensioners, and guides.
   Typical fix: Replace the timing chain, tensioners, and guides as a complete kit. This is a major repair.
   Est. part cost: $300-$600

Rare But Worth Checking

• Clogged Oil Passages: Severe engine sludge can block the small oil passages in the cylinder head that feed the VCT system. This usually indicates a history of neglected oil changes and may require extensive engine cleaning or replacement.
• Faulty Camshaft Position Sensor: → Shop Engine Camshaft Position Sensor While possible, a faulty sensor is more likely to cause different codes (like P0345/P0349). It's an unlikely cause for a performance-based code like P0022 but worth considering if all else fails.
• Damaged VCT Solenoid Wiring: → Shop Engine Variable Valve Timing (VVT) Solenoid A broken wire, corroded pins, or a loose connector for the VCT solenoid can prevent the PCM from controlling it, leading to a timing fault. This should be inspected when replacing the solenoid.

Diagnosis Steps

1. Verify the engine oil level and condition. If low, top it off. If old or dirty, perform an oil and filter change with the correct grade oil (e.g., 5W-20 for 3.7L, 5W-30 for 3.5L).
2. Use an OBD-II scanner to check for any other pending or stored codes.
3. With a capable scan tool, monitor the desired vs. actual camshaft angle PIDs for Bank 2 (e.g., CMP21). A significant lag indicates a problem.
4. Per TSB SSM 50067, use the scan tool's bidirectional controls to command the Bank 2 intake VCT solenoid on and off 10 times to attempt to dislodge any debris. Listen for an audible click.
5. If the solenoid doesn't respond, check the electrical connector for power, ground, and signs of corrosion or damage.
6. As a definitive test, swap the Bank 2 (front) intake VCT solenoid with the Bank 1 (rear) intake VCT solenoid. This is more difficult on the MKS as the rear bank requires removing the upper intake manifold.
🎬 Watch: How to locate and swap solenoids on both banks
7. If the code returns as P0012 (Bank 1), the solenoid you moved is faulty and needs replacement.
8. If the code P0022 returns, the problem lies within the Bank 2 phaser, timing chain, or there's an oil passage blockage, requiring more in-depth mechanical diagnosis.

Parts You'll Likely Need

• Engine Variable Valve Timing (VVT) Solenoid (OEM #AT4Z-6M280-B) — This solenoid is the most common point of failure for code P0022, often due to sticking from oil debris, as noted in manufacturer TSBs. The part number AT4Z-6M280-B is a common service replacement for many Ford/Lincoln V6 engines from this era.
  Trusted brands: Motorcraft, Dorman, Standard Motor Products (SMP)
  OEM price range: $90-$120
  Aftermarket price range: $40-$80
• Valve Cover Gasket — The VCT solenoids are located on the valve covers. The gasket should be replaced whenever the valve cover is removed to prevent oil leaks.
  Trusted brands: Fel-Pro, Mahle, Motorcraft
  OEM price range: $40-$60
  Aftermarket price range: $20-$40

Related Codes That Often Appear With This One

• P0021 — Bank 2 Intake Camshaft Timing - Over-Advanced. This can appear intermittently if the VCT solenoid is sticking and causing erratic camshaft movement, overshooting in both directions.
• P0345 — Camshaft Position Sensor 'A' Circuit (Bank 2). This may appear if there is an electrical issue with the sensor or its wiring, which could accompany the timing fault.
• P0012 — Bank 1 Intake Camshaft Timing - Over-Retarded. If both banks have similar issues due to widespread oil contamination or low pressure, you may see codes for both. It will also appear if you swap a faulty Bank 2 solenoid to Bank 1 for diagnosis.

Technical Service Bulletins (TSBs) & Recalls

• SSM 54366: Addresses multiple VCT-related DTCs, including P0022, on various Ford and Lincoln vehicles.
• SSM 50067: Specifically mentions that debris can cause the VCT solenoid to stick, triggering P0022 among other codes, and recommends a diagnostic cycling procedure before replacement.

Platform-Specific Known Issues

• TSB SSM 50067: Notes that on some Ford and Lincoln vehicles, P0022 can be caused by 'small debris causing the VCT solenoid to stick.' It advises against immediate component replacement, instead suggesting technicians first use a scan tool to cycle the solenoid 10 times to attempt to clear the debris.
• TSB SSM 54366: This bulletin also groups P0022 with other VCT-related diagnostic trouble codes and refers technicians to specific diagnostic procedures (Pinpoint Test HK) in the workshop manual.
• Internal Water Pump (3.7L V6): While not a direct cause of P0022, the 3.7L Cyclone engine in transverse applications like the MKS has a timing-chain-driven internal water pump. A failure of this pump can contaminate the engine oil with coolant, leading to sludge and causing VCT system problems as a secondary effect. This is a known point of failure that can lead to catastrophic engine damage.

Mechanic-Grade Diagnostic Values

• VCT Solenoid Internal Resistance — expected: 5 - 14 Ohms. Failure: A reading outside this range, or over 10k Ohms, indicates an open or shorted solenoid coil.
• VCT Solenoid Connector Voltage (Key On, Engine Off) — expected: Greater than 10.5 V (Battery Voltage). Failure: Voltage below 10.5 V points to an open circuit in the power supply wire from the fuse box.
• Engine Oil Pressure at Hot Idle — expected: Minimum of 15-25 PSI. Failure: Pressure below this threshold indicates oil starvation, which will prevent the VCT system from functioning correctly.
• Ford IDS PID: VCT_ADV_ERR (VCT Advance Error) — expected: Should be close to 0 degrees at idle.. Failure: A consistent, significant deviation from 0 degrees indicates a timing error that the PCM cannot correct, pointing to a stuck phaser or solenoid.

Hidden / Shadow Codes Worth Checking

• Mode 6, TID $81: This test ID tracks the bank-to-bank VCT timing error. While not a formal DTC, a high value in this monitor can indicate an emerging problem with the VCT system before a code is set. (see via Advanced OBD-II scanner with Mode 6 capability or Ford IDS.)

Scan Tool Commands That Help

• Ford IDS (or FORScan): VCT Solenoid Duty Cycle Command (e.g., VCTDC, VCTDC2) — This bidirectional control allows a technician to manually command the VCT solenoid to activate (typically 10 times). This is used to verify if the solenoid is mechanically stuck or to attempt to dislodge small debris, as recommended by TSB SSM 50067.
• Ford IDS (or FORScan): Datalogger with VCT_ADV_ERR PID — Monitor the VCT error PIDs for both banks while driving. Excessive variation (greater than +/- 5 degrees for a prolonged time) when the symptom is present points to a VCT system fault.

Real Owner Repair Stories

• Reddit user post in r/Ford (2016 Ford F-150 3.5L EcoBoost) — Rough idle (jumping from 1100 to 400 RPM), Check Engine Light with code P0022.
  ❌ Tried (didn't work) A Ford dealership replaced the timing chain, tensioner, and all VCT units for ~$4000 CAD, but the rough idle and code returned., The same dealership then replaced the spark plugs for an additional $500 CAD, which also did not fix the issue.
  ✅ What actually fixed it The issue was not resolved in the post. The dealership next quoted another $3300 to replace the VCT solenoids again, which the owner was questioning as they were supposedly replaced during the timing job. This story serves as a cautionary tale about misdiagnosis and ensuring all related components (solenoids) are replaced during a major timing service.

When the Usual Fixes Don't Work

• A Reddit user with a 2016 3.5L EcoBoost had the P0022 code and rough idle. A dealership performed a full timing chain and phaser replacement, which is considered a major and often definitive fix for timing issues. However, the code and symptoms returned, indicating the root cause was not the timing chain itself. The next recommendation was to replace the VCT solenoids, which should have been done during the initial, expensive repair. This highlights that even a major mechanical overhaul can fail if the simpler, more common failure point (the VCT solenoid) is overlooked.

OEM Part Supersession History

• AT4Z-6M280-A → AT4Z-6M280-B — Part revision and improvement by the manufacturer. The -B revision is the common service part for this application.
  Heads up: The part AT4Z-6M280-B is specified for the driver's side (Bank 2) intake on some applications, while other positions may use different suffixes (-A, -C). It is critical to verify the correct part number for the specific camshaft position being serviced.