P0024 on 2015-2020 Ford Fusion V6: Causes and Fixes for Over-Advanced Cam Timing

What's Unique About the 2015-2020 Ford FUSION

This code is specific to the V6-equipped Ford Fusion models, primarily the Fusion Sport (2017-2019) with the 2.7L EcoBoost engine, as four-cylinder models do not have a 'Bank 2'. The 2.7L EcoBoost's Variable Camshaft Timing (VCT) system is hydraulically operated, making it very sensitive to oil quality and pressure. Ford has issued multiple Technical Service Bulletins (TSBs) for this platform, noting that P0024 can be triggered by small debris in the engine oil causing the VCT solenoid to stick. [SSM 47170, SSM 50067] This makes checking oil level and quality the most critical first step before replacing any parts. The issue is common enough that Ford's diagnostic procedure for this code specifically includes cycling the solenoid with a scan tool to try and dislodge debris before recommending replacement.

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 illuminated
• Rough, unstable, or shaking idle.
• Engine may hesitate, stall, or be hard to start.
• Noticeable loss of power and sluggish acceleration.
• Decreased fuel economy.
• Rattling, ticking, or knocking noises from the engine, particularly from the valve cover area.

Most Likely Causes

1. Low, Dirty, or Incorrect Viscosity Engine Oil 🔴 High Probability Ford TSBs SSM 47170 and SSM 50067 directly state that debris in the oil can cause the VCT solenoid to stick, triggering this code. The VCT system relies entirely on oil pressure to function.
   How to confirm: Check the engine oil dipstick for low level. Inspect the oil's color and consistency; if it is dark black, thick, or gritty, it is overdue for a change. Verify the oil viscosity used matches the manufacturer's specification (found in the owner's manual, typically 5W-30 for the 2.7L EcoBoost).
   Typical fix: Perform an engine oil and filter change using the correct grade of high-quality full synthetic oil and a new filter. Clear codes and see if P0024 returns.
   Est. part cost: $50-$100
2. Failing or Sticking Bank 2 Exhaust VCT Solenoid 🔴 High Probability → Shop Engine Variable Valve Timing (VVT) Solenoid This component, also called an oil control valve (OCV), is the actuator for the cam phasing system and is highly sensitive to oil contamination. As noted in Ford TSBs, it is the most common point of failure for this code.
   How to confirm: After confirming oil is good, this is the next step. A mechanic can command the solenoid with a scan tool. For DIY, you can remove the solenoid (located on the driver's side valve cover) and test it by applying a 12V source to see if the internal plunger moves. You can also check the solenoid's resistance with a multimeter; a reading outside the manufacturer's specified range of approximately 6-12 ohms indicates failure. 🎬 See how to tell if your variable valve timing solenoid is bad.
   Typical fix: Replace the Bank 2 exhaust VCT solenoid. It is often recommended to replace both the intake and exhaust solenoids on the same bank at the same time, and some owners choose to replace all four (intake and exhaust on both banks) as preventative maintenance.
   Est. part cost: $30-$90
3. Damaged Wiring or Connector for VCT Solenoid ⚪ Low Probability → Shop Engine Variable Valve Timing (VVT) Solenoid Wiring can become brittle from heat cycles in the engine bay. One owner on an F-150 forum with a similar engine found a shop had damaged the pigtail connector during a separate repair, causing a P0024 code.
   How to confirm: Visually inspect the wiring harness and connector leading to the Bank 2 exhaust VCT solenoid for any signs of fraying, corrosion, melting, or loose pins. Check for voltage at the connector with the key on.
   Typical fix: Repair the damaged section of the wiring harness or replace the pigtail connector.
   Est. part cost: $15-$50
4. Failed Camshaft Phaser ⚪ Low Probability → Shop Engine Camshaft While less common than a solenoid failure, the phaser itself can fail mechanically by getting stuck in the advanced position due to internal debris or wear. This is a known, though less frequent, issue on Ford EcoBoost engines.
   How to confirm: This is a more complex diagnosis. If a new VCT solenoid and clean oil do not fix the code, the phaser itself may be mechanically stuck. This requires significant engine disassembly (removing the valve cover and timing cover) to inspect and test. A technician can test the phaser by applying compressed air to the oil passages on the camshaft to check for rotation.
   Typical fix: Replace the Bank 2 exhaust camshaft phaser. This is a labor-intensive job that also typically involves replacing the timing chain, tensioners, and guides at the same time.
   Est. part cost: $150-$400 for the part, but labor is significantly higher.

Rare But Worth Checking

• Worn Timing Chain or Failed Tensioner: → Shop Engine Timing Chain While less common for an over-advanced code, a stretched timing chain or a failed tensioner can cause the camshaft timing to be physically incorrect, leading to correlation codes and potentially P0024. This is usually accompanied by rattling noises from the front of the engine, especially on cold starts.
• Faulty Powertrain Control Module (PCM): → Shop Engine Control Module (ECM) This is extremely rare. The PCM should only be considered after all other possibilities, including mechanical timing and wiring, have been exhaustively ruled out by a professional.

Diagnosis Steps

1. Verify the engine oil level is correct and the oil is clean and of the proper viscosity (typically 5W-30 synthetic). If low or dirty, perform an oil and filter change. Clear the codes and drive the vehicle to see if the code returns.
2. Locate the Bank 2 exhaust VCT solenoid. On the 2.7L EcoBoost, Bank 2 is the cylinder bank on the driver's side. The exhaust solenoid is typically the rearmost of the two solenoids on the valve cover.
3. Inspect the electrical connector and wiring to the solenoid for damage, corrosion, or a loose connection.
4. Using a capable scan tool, command the Bank 2 exhaust VCT solenoid on and off while monitoring the camshaft angle PID to see if it responds. Ford's TSBs suggest cycling it multiple times to clear potential debris. A professional scan tool like Ford's IDS can perform this actuator test.
5. If a scan tool is unavailable, remove the single 8mm bolt holding the solenoid in the valve cover. Carefully remove the solenoid, twisting as you pull.
🎬 Watch: Step-by-step walkthrough for replacing VVT solenoids on the 2.7L engine.
6. Visually inspect the solenoid's screens for metallic debris or sludge. Clean if dirty and test for function by briefly applying 12V and ground to its pins to see if the internal plunger clicks or moves.
🎬 Watch: How to clean your VVT solenoids and oil control valves.
7. If the solenoid is stuck, dirty, fails the electrical test, or appears damaged, replace it. It is recommended to use a Motorcraft OEM part.
8. If the solenoid and wiring are good, the problem may be mechanical. Further diagnosis of the camshaft phaser and timing chain is required, which is best left to a professional due to the complexity and need for special tools.

Parts You'll Likely Need

• Engine Variable Valve Timing (VVT) Solenoid (OEM #F2GZ-6C535-A (Motorcraft)) — This is the most common point of failure for code P0024, often getting stuck due to oil debris as noted in Ford TSBs.
  Trusted brands: Motorcraft (OEM), Dorman, NGK, Standard Motor Products (SMP)
  OEM price range: $60-$100
  Aftermarket price range: $30-$90
• Motor Oil and Filter — The first and most important step. Incorrect or dirty oil is a primary cause of VCT system faults.

Related Codes That Often Appear With This One

• P0025 — P0025 is for 'Timing Over-Retarded' on the same camshaft (Bank 2 Exhaust). Seeing both may indicate an erratic VCT solenoid or a wiring issue causing inconsistent operation.
• P0014 — This is the same 'Over-Advanced' code but for Bank 1 (Exhaust). If both P0014 and P0024 are present, it could suggest a systemic issue like low oil pressure or severe oil contamination affecting both banks.
• P0018 / P0019 — These are crankshaft/camshaft correlation codes for Bank 2. If seen with P0024, it could point more strongly towards a mechanical timing issue like a stretched timing chain or a jumped tooth on the phaser.

Technical Service Bulletins (TSBs) & Recalls

• SSM 47170: Notes that P0024 may be due to small debris causing the VCT solenoid to stick.
• SSM 50067: Repeats the guidance from SSM 47170 regarding debris in the VCT solenoid.
• SSM 54366: References specific pinpoint tests in the workshop manual for diagnosing P0024.

Platform-Specific Known Issues

• TSB #SSM 47170 and #SSM 50067: Ford notes that vehicles may exhibit P0024 due to small debris causing the VCT solenoid to stick. The bulletin advises checking for this before attempting component diagnosis or replacement.
• TSB #SSM 54366: This bulletin points technicians to a specific diagnostic procedure (Pinpoint Test HK) in the official workshop manual for troubleshooting VCT codes including P0024.
• Location of Bank 2: On the transversely mounted 2.7L EcoBoost in the Fusion Sport, Bank 2 (cylinders 4-5-6) is the bank closer to the radiator/front of the car, which is on the driver's side. Bank 1 is against the firewall.

Mechanic-Grade Diagnostic Values

• VCT (OCV) Solenoid internal resistance — expected: Between 6.0 and 12.0 ohms.. Failure: A reading outside of this range, or an open circuit (infinite resistance), indicates a faulty solenoid coil.
• Camshaft Position Sensor voltage — expected: 0.5V - 4.5V. Failure: A voltage that is consistently too high, too low, or erratic can indicate a sensor failure, though this is less common for a P0024 code.
• Camshaft timing deviation (via scan tool) — expected: Actual position should closely match desired position.. Failure: A difference of more than 20 degrees between the actual and desired camshaft position can trigger the P0024 fault code.

Scan Tool Commands That Help

• Ford IDS (Integrated Diagnostic System) or equivalent professional scanner: VCT Solenoid Actuator Test / Bidirectional Control — This command is used to manually cycle the VCT solenoid on and off while the engine is running. If the engine hesitates or stalls when the Bank 2 exhaust solenoid is activated, it indicates the solenoid is mechanically functioning. This test helps differentiate between a stuck solenoid and a deeper mechanical issue like a failed phaser.

Wiring & Ground Locations

• PCM Grounds — Located on the firewall in the engine bay. There may be one or two ground points depending on the model year and specific vehicle configuration.. A poor ground for the Powertrain Control Module (PCM) can cause erratic sensor readings and incorrect command signals to actuators like the VCT solenoids, potentially leading to timing codes.
• Main Engine Ground — On similar Ford platforms, a primary engine ground strap connects the engine block to the chassis or battery negative terminal, often near the starter.. A weak main engine ground can affect the performance of all engine sensors and actuators that use the block as a ground reference, including the VCT system components.

Real Owner Repair Stories

• Reddit user dubiouscubanx (2017 Ford Fusion Sport, 2,300 miles) — Check Engine Light came on.
  ❌ Tried (didn't work) The user did not specify initial diagnostic steps, but the vehicle had been in the shop twice before for a battery drain issue.
  ✅ What actually fixed it The dealership diagnosed the issue and is replacing the cylinder heads to resolve the problem. This points to a severe mechanical defect rather than a simple component failure.

OEM Part Supersession History

• BC3Z-6C535-A → Unknown, but is one of several similar part numbers for valve cover seals. — Part number evolution for different engine applications or model years.
  Heads up: The VCT solenoid seal is often included with the valve cover. Part numbers like BC3Z-6C535-A, BR3Z-6C535-A, and K2GZ-6C535-A exist for various Ford engines (6.7L, 3.5L, 2.3L respectively). It is critical to verify the correct seal part number for the specific 2.7L EcoBoost engine, as they are not interchangeable.