P0022 on 2015-2021 Lincoln Navigator: Intake Cam Timing Over-Retarded (Bank 2) Causes and Fixes

What's Unique About the 2015-2021 Lincoln NAVIGATOR

The 2nd generation 3.5L EcoBoost engine (used from 2017 onwards) in the Navigator relies heavily on clean, correct-viscosity engine oil to operate its complex dual overhead cam (DOHC) Variable Camshaft Timing (VCT) system. Several manufacturer Technical Service Bulletins (TSBs), including SSM 47170 and SSM 50067, explicitly state that P0022 and related codes can be caused by small debris in the oil causing the VCT solenoid to stick. This makes regular oil changes with the correct 5W-30 full synthetic oil and a high-quality filter (like Motorcraft) critically important for preventing this specific code. Furthermore, these engines are known for a cold start rattle which is often a precursor to timing chain and phaser failure 🎬 Watch: Hear the cold start rattle and see the updated phasers., which can also manifest as VCT codes like P0022.

Diagnostic Flowchart

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

Generation note: This range covers the end of the third generation (2015-2017) and the start of the fourth generation (2018-2021). Both generations use a 3.5L EcoBoost V6 engine with a VCT system. The 2017+ models use the updated second-generation 3.5L EcoBoost. While causes are similar, the 2018+ models are specifically mentioned in TSBs regarding cam phaser rattle (TSB 23-2142) which is a related mechanical issue.

Symptoms You May Notice

• Check Engine Light is on
• Rough or unstable idle
• Engine hesitation or stumbling on acceleration, sometimes described as feeling 'sluggish'.
• Reduced engine power
• Poor fuel economy
• Engine rattling noise, especially on cold startups, which can indicate a timing chain or cam phaser issue.
• Stalling, especially when coming to a stop.

Most Likely Causes

1. Low or Dirty Engine Oil 🔴 High Probability The VCT system is hydraulically operated by engine oil. Low pressure from low levels or blockages from dirty, sludgy oil can prevent the camshaft phasers from adjusting correctly. Using the incorrect oil viscosity can also cause this issue.
   How to confirm: Check the oil level on the dipstick and inspect its condition. If it's low, dark, or gritty, it needs to be changed. Ensure the correct oil (5W-30 for this engine) is being used.
   Typical fix: Perform an oil and filter change using the manufacturer-specified grade of oil (e.g., Motorcraft 5W-30 Full Synthetic) and a new Motorcraft oil filter. In some cases, an engine flush may be recommended if sludge is suspected.
   Est. part cost: $60-$120
2. Faulty Variable Camshaft Timing (VCT) Solenoid 🔴 High Probability → Shop Engine Camshaft TSBs SSM 47170 and SSM 50067 directly mention that debris can cause the VCT solenoid to stick, which is a very common failure mode for this part. The solenoid's internal passages are very small and easily clogged.
   How to confirm: A mechanic can command the solenoid with a scan tool to check its response. A common DIY method is to swap the Bank 2 intake solenoid with the Bank 1 intake solenoid to see if the code changes to P0012 (the same fault on the other bank). Before replacing, inspect the electrical connector for damage or corrosion.
   Typical fix: Replace the VCT solenoid for the Bank 2 intake camshaft. The OEM part is recommended. It's often advised to replace all four VCT solenoids (Intake and Exhaust for both banks) at the same time.
   Est. part cost: $40-$100
3. Worn or Stretched Timing Chain 🟡 Medium Probability → Shop Engine Timing Chain The 3.5L EcoBoost engines are known for timing chain stretch over time, particularly noticeable as a 'cold start rattle'. This creates slack, throwing off the mechanical timing between the crank and cams, which the VCT system cannot compensate for.
   How to confirm: This is a complex diagnosis. It often starts with a characteristic rattling noise on cold starts lasting 2-5 seconds, as described in TSB 23-2142. A mechanic must remove the engine's front cover to physically inspect the chain, guides, and tensioner.
   Typical fix: Replace the timing chain, tensioners, and guides. This is a labor-intensive job often combined with replacing the cam phasers and water pump.
   Est. part cost: $400-$800
4. Failing Camshaft Phaser (VCT Unit) ⚪ Low Probability → Shop Engine Camshaft The phaser is the mechanical gear that actually adjusts the cam timing. It can get stuck or fail internally due to wear on an internal locking pin. TSB 23-2142 specifically addresses worn VCT units (phasers) causing startup rattles on 2018-2020 models.
   How to confirm: This is usually diagnosed after ruling out the oil and solenoid. It's identified by noise and confirmed during a timing chain inspection. A user on F150Forum noted that after having a rattle for years, code P0022 finally appeared, leading to a phaser replacement.
   Typical fix: Replace the camshaft phaser for the Bank 2 intake camshaft. It is strongly recommended to replace all four phasers along with the timing chain and guides at the same time.
   Est. part cost: $150-$300 per phaser

Rare But Worth Checking

• Faulty Camshaft Position Sensor: → Shop Engine Camshaft Position Sensor While possible, a bad camshaft position sensor will typically throw its own specific codes (like P0345 or P0349) in addition to or instead of P0022. A user on a Lincoln forum tried replacing this sensor for P0022 without success.
• Wiring or Connector Issue: Damage to the wiring or a poor connection at the VCT solenoid can mimic a failed solenoid. A user on a Lincoln forum found a split wire casing on the VCT solenoid connector, which was the likely cause of their P0022 and subsequent P0021 codes. Always inspect the connector and wiring for breaks, oil contamination, or corrosion before replacing parts.

Diagnosis Steps

1. Verify the code with an OBD-II scanner.
2. Check the engine oil level and condition. Ensure the correct oil filter is installed. If the oil is low, dirty, or the wrong viscosity, perform an oil and filter change with 5W-30 full synthetic oil and a Motorcraft filter. Clear the code and see if it returns. This is the cheapest and most critical first step.
3. Using a capable scan tool (like FORScan), monitor the desired vs. actual camshaft angle PIDs for Bank 2 (e.g., VCT_INT2_ANG and VCT_INT2_DSD). A significant, lagging deviation confirms the problem.
4. Inspect the electrical connector and wiring going to the Bank 2 intake VCT solenoid for any visible damage, oil saturation, or corrosion.
5. Test the VCT solenoid. TSBs suggest using a scan tool to cycle the solenoid 10 times to try and clear debris. A more definitive 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 over-retarded), the solenoid is confirmed faulty.
6. If the solenoid and oil are good, the next step is to suspect a mechanical issue like a stretched timing chain or a bad cam phaser. This typically involves listening for the 2-5 second startup rattle after a cold soak. Confirming this requires significant engine disassembly and is best left to a professional.

Parts You'll Likely Need

• Variable Camshaft Timing (VCT) Solenoid (OEM #BL3Z-6M280-B (Motorcraft)) — This is the most common component to fail or stick due to oil debris, as noted in manufacturer TSBs. It's a relatively inexpensive and accessible part. Note: This part number may supersede older versions.
  Trusted brands: Motorcraft, Dorman, Standard Motor Products (SMP)
  OEM price range: $50-$90
  Aftermarket price range: $30-$70
• Engine Oil and Filter (OEM #XO-5W30-Q1FS (Oil), FL-500S (Filter)) — Low or contaminated oil is a primary cause of VCT system faults. Using the correct OEM-specified 5W-30 oil and a quality filter is crucial for proper hydraulic operation.
  Trusted brands: Motorcraft
  OEM price range: $60-$120
  Aftermarket price range: $40-$80

Related Codes That Often Appear With This One

• P0012 — Intake Camshaft Position Timing - Over-Retarded (Bank 1). Seeing both codes could indicate a systemic issue like low oil pressure or dirty oil affecting both banks.
• P0021 — Intake Camshaft Position Timing - Over-Advanced (Bank 2). This code appearing with P0022 could point to an erratic VCT solenoid or phaser on Bank 2, or a wiring issue causing intermittent signals.
• P052D — Cold Start Intake (A) Camshaft Position Timing Over-Retarded (Bank 2). This code specifically points to the timing being off during a cold start, often seen with cam phaser issues. A 2019 Expedition owner reported both P0022 and P052D together, pointing towards the known phaser rattle problem.
• P0345 — Camshaft Position Sensor 'A' Circuit (Bank 2). This indicates a problem with the sensor or its circuit, which provides the data for the PCM to set code P0022.

Technical Service Bulletins (TSBs) & Recalls

• SSM 54366: Lists P0022 with other VCT codes and points to specific diagnostic procedures.
• SSM 47170: Suggests that small debris causing the VCT solenoid to stick can be a cause for P0022.
• SSM 50067: Repeats the guidance from SSM 47170, indicating debris can cause the VCT solenoid to stick.
• TSB 23-2142: Addresses cold start rattle on 2018-2020 models due to worn VCT units (phasers), a root cause for timing codes.

Platform-Specific Known Issues

• Debris in VCT Solenoids: → Shop Engine Variable Valve Timing (VVT) Solenoid TSB SSM 47170 and SSM 50067 note that P0022 (and other VCT codes) may be caused by small debris making the VCT solenoid stick. The bulletins advise against component replacement before using a scan tool to cycle the solenoid to attempt to clear it.
• Cold Start Rattle / Worn VCT Units: TSB 23-2142 (which supersedes several older TSBs) addresses a ticking/rattling noise from the front of the engine on 2018-2020 Navigators after a cold soak. This is attributed to worn VCT units (cam phasers) and the fix is to replace all four phasers. This mechanical issue is a common underlying cause for VCT-related codes like P0022.

Mechanic-Grade Diagnostic Values

• VCT Solenoid Resistance — expected: 6.9 to 7.9 Ohms at 68°F (20°C). Failure: A reading of zero indicates a short, while an infinite reading (OL) indicates an open circuit.
• Engine Oil Pressure at Normal Operating Temperature — expected: 10–15 psi (69–103 kPa) at idle; 30–40 psi (207–276 kPa) at 2,000 rpm. Failure: Pressure below these specifications can indicate worn components (oil pump, bearings) or blockages, leading to VCT system malfunction.
• Camshaft Position Sensor (3-wire Hall-effect) Signal Voltage — expected: Switches between approximately 0 volts and 5 volts (or battery voltage) as the engine is rotated.. Failure: No voltage or a constant, unchanging voltage indicates a failed sensor or wiring issue.

Scan Tool Commands That Help

• Ford IDS (or equivalent professional scanner): VCT Solenoid Pinpoint Test HK — As per TSBs SSM 54366 and SSM 47170, this function cycles the VCT solenoid 10 times. It's used as a first step to attempt to dislodge small debris causing the solenoid to stick before replacing the part.

Real Owner Repair Stories

• Reddit user in r/Ford (2016 F-150 3.5L EcoBoost) — Rough idle (jumping from 1100 to 400 RPM), Check Engine Light with code P0022.
  ❌ Tried (didn't work) A full timing job including timing chain, tensioner, and 'all VCT units' (likely phasers) for $4000 CAD., Replacing spark plugs for $500 CAD.
  ✅ What actually fixed it The issue was not resolved. After the expensive timing job, the code P0022 returned. The dealership then quoted another $3300 to replace the VCT solenoids, which the owner believed should have been part of the initial repair, highlighting a potential misdiagnosis or incomplete repair.
• Ford Truck Enthusiasts Forum user (Ford F-150 (year not specified, 5.4L 3v engine)) — Rough idle after warming up (especially after freeway driving), stalling, CEL with P0022.
  ❌ Tried (didn't work) A complete timing job including cam phasers, oil pump, timing chain, guides, and VCT solenoids.
  ✅ What actually fixed it The issue was ongoing but symptoms changed. After the full timing job, the rough idle would appear but then correct itself after a minute or two, whereas before it was constant. The user suspected an underlying hot idle oil pressure issue that was not resolved by the timing component replacement and was planning to have the oil pressure tested next. Unplugging the VCT solenoids temporarily resolved the rough idle, pointing to a persistent control issue.

When the Usual Fixes Don't Work

• In one documented case on a 2016 F-150 with the 3.5L EcoBoost, a dealership performed a complete timing system overhaul (phasers, chain, tensioner) to fix a P0022 code, but the code and rough idle returned almost immediately. The shop then wanted to replace the VCT solenoids, which were supposedly not changed during the initial $4,000 repair. This indicates that even a full, expensive timing job may not fix the code if the root cause is a faulty (or overlooked) VCT solenoid.

OEM Part Supersession History

• AT4Z-6M280-A / AT4Z-6M280-B → HL3Z-6M280-A — Part redesign and update for newer model years and engine revisions.
  Heads up: The original part number listed in the Pass 2 data, BL3Z-6M280-B, is for the first generation 3.5L EcoBoost (up to 2016/2017). The 2017+ models with the 2nd Gen engine use a different solenoid, often listed as HL3Z-6M280-A. Using the wrong solenoid can result in fitment or performance issues.

Model Year Variations Within This Range

• 2015-2017: These models use the first-generation 3.5L EcoBoost engine. The VCT solenoids are typically part number BL3Z-6M280-B or a similar predecessor.
• 2018-2021: These models use the second-generation 3.5L EcoBoost, which features significant updates to the engine and VCT system. The VCT solenoids were updated to part number HL3Z-6M280-A. These later models are also more specifically targeted by TSBs related to cam phaser rattle.