P0024 on 2015-2019 Ford Taurus: Exhaust Cam Timing Over-Advanced Causes & Fixes

What's Unique About the 2015-2019 Ford TAURUS

On the Ford 3.5L 'Cyclone' engines common in the 2015-2019 Taurus, the VCT system is notoriously sensitive to oil quality and maintenance schedules. Ford has issued multiple Technical Service Bulletins (TSBs) acknowledging that small debris or sludge in the engine oil can cause the VCT solenoids to stick, making this a particularly common failure point on this platform. [SSM 47170, SSM 50067] Unlike some other vehicles, this issue is more frequently a stuck solenoid rather than a more severe mechanical problem like a failed phaser or stretched timing chain. A key challenge for this repair on the Taurus is that Bank 2 (the bank against the firewall) houses the solenoids under the valve cover, requiring removal of the upper intake manifold for access.

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 (MIL) is on
• Rough or uneven idle
• Reduced engine power and poor acceleration
• Engine may hesitate or stall
• Decreased fuel efficiency
• Abnormal engine noise or rattling, especially on startup
• Hard starting condition

Most Likely Causes

1. Low, Dirty, or Incorrect Viscosity Engine Oil 🔴 High Probability The VCT system is entirely dependent on oil pressure to function. Ford TSBs confirm that debris in the oil is a primary cause of VCT solenoid issues on these engines. [SSM 47170, SSM 50067] Sludge can clog the small passages and screens in the solenoids, causing them to stick.
   How to confirm: Check the engine oil level on the dipstick and inspect its color and condition. If it is low, dark, or past its recommended change interval, this is the likely starting point. An oil change is the cheapest and easiest first diagnostic step.
   Typical fix: Perform an engine oil and filter change using the full-synthetic oil of the correct weight (e.g., SAE 5W-30) as specified in the owner's manual. Use a quality filter like Motorcraft.
   Est. part cost: $40-$80
2. Faulty VCT Solenoid (Bank 2 Exhaust) 🔴 High Probability → Shop Engine Variable Valve Timing (VVT) Solenoid As noted in Ford TSBs SSM 47170 and SSM 50067, these solenoids are known to stick due to small debris in the engine oil, causing them to fail. This is the most common component failure for this code.
   How to confirm: After an oil change, if the code persists, the solenoid is the next suspect. A diagnostic test involves swapping the Bank 2 exhaust solenoid with the Bank 2 intake solenoid. If the code changes to P0021 (Intake Cam Over-Advanced), the solenoid is confirmed to be faulty. A bi-directional scan tool can also be used to command the solenoid to cycle; if the engine hesitates or stalls, the solenoid is likely working.
   Typical fix: Replace the Bank 2 exhaust VCT solenoid. On the 3.5L engine in the Taurus, the Bank 2 (firewall side) solenoids are under the valve cover, making replacement more labor-intensive as it requires removing the upper intake manifold. 🎬 See this step-by-step walkthrough for replacing the VCT solenoid.
   Est. part cost: $30-$90
3. Failed Camshaft Phaser ⚪ Low Probability → Shop Engine Camshaft While less common than a solenoid failure, the phaser itself can fail mechanically and get stuck in the advanced position. This is a more prominent issue on the 3.5L EcoBoost variant, often accompanied by a distinct startup rattle.
   How to confirm: This is typically diagnosed after replacing the VCT solenoid does not resolve the issue. It often requires more advanced diagnostics and is strongly indicated by a loud rattling noise from the engine for 2-5 seconds on a cold start.
   Typical fix: Replace the Bank 2 exhaust camshaft phaser. This is a significant mechanical repair that also involves replacing timing components.
   Est. part cost: $100-$250

Rare But Worth Checking

• Stretched Timing Chain: → Shop Engine Timing Chain While rare, the 3.5L EcoBoost engines in particular can suffer from stretched timing chains, which will throw off cam/crank correlation and can trigger this code. This is usually accompanied by a distinct rattling noise on startup and would likely be addressed alongside a cam phaser replacement.
• Wiring or Connector Issue: Damage to the wiring harness or a corroded connector for the VCT solenoid can interrupt the signal from the PCM, but this is less common than a stuck solenoid. A wiggle test of the harness while the engine is running can sometimes reveal a poor connection.
• Clogged VCT Oil Filter: → Shop Engine Oil Filter Adapter Many engines with VVT have a small mesh filter in the oil passage leading to the VCT solenoid. If this filter becomes clogged with sludge or debris, it can starve the solenoid and phaser of oil, causing timing codes. Cleaning or replacing this filter during a solenoid replacement is a good preventative measure.

Diagnosis Steps

1. Verify the code with a reliable OBD-II scanner. Check for any other pending or active codes.
2. Check the engine oil level and condition. If low, dirty, or overdue for a change, perform an oil and filter change with the manufacturer-specified oil (e.g., Motorcraft 5W-30 Synthetic Blend). Clear the code and test drive.
3. If the code returns, inspect the wiring harness and connector for the Bank 2 exhaust VCT solenoid for any visible damage, corrosion, or oil contamination.
4. Using a bi-directional scan tool, command the Bank 2 exhaust VCT solenoid on and off to check for a response. Monitor the camshaft angle PID to see if it changes as commanded. TSB SSM 50067 suggests cycling the solenoid 10 times to try and clear debris.
5. A cost-effective diagnostic step is to swap the exhaust and intake VCT solenoids on Bank 2. They are located next to each other under the valve cover. Clear the codes and drive the vehicle. If the code changes to P0021, the solenoid you moved is faulty and needs replacement.
6. If the solenoid tests good (or is replaced) but the problem persists, the issue may be a clogged oil passage or a mechanically failed camshaft phaser, which requires more intensive mechanical diagnosis, often involving timing cover removal.

Parts You'll Likely Need

• Engine Variable Valve Timing (VVT) Solenoid (OEM #7T4Z-6M280-C) — This is the most common failure point for code P0024 on this vehicle, as documented in Ford's own service bulletins. It gets stuck due to oil debris. [SSM 47170, SSM 50067] This part number is widely confirmed for 3.5L and 3.7L Ford/Lincoln applications from 2007-2019.
  Trusted brands: Motorcraft, Dorman, Gates
  OEM price range: $70-$90
  Aftermarket price range: $30-$60
• Valve Cover Gasket Kit (OEM #7T4Z-6584-B) — Because the Bank 2 VCT solenoids are located under the valve cover on the 3.5L engine, the valve cover must be removed for access. The gasket must be replaced during this procedure to prevent oil leaks.
  Trusted brands: Motorcraft, Fel-Pro
  OEM price range: $30-$50
  Aftermarket price range: $20-$40
• Upper Intake Manifold Gasket Set — To access the Bank 2 (firewall side) valve cover on a transverse 3.5L V6, the upper intake manifold must be removed. These gaskets are single-use and must be replaced to prevent vacuum leaks.
  Trusted brands: Motorcraft, Fel-Pro
  OEM price range: $25-$40
  Aftermarket price range: $15-$30

Related Codes That Often Appear With This One

• P0021 — This is the code for the intake camshaft on the same bank (Bank 2). If you swap the intake and exhaust solenoids for diagnosis, seeing the code change to P0021 confirms the solenoid is the faulty part.
• P0014 — This is the equivalent over-advanced code for Bank 1 (radiator side). If both P0014 and P0024 appear, it strongly points to a systemic issue like low oil pressure, severe oil contamination, or incorrect oil viscosity affecting both banks of the engine.
• P0025 — This is the code for an over-retarded condition on the same camshaft (Bank 2 Exhaust). Seeing both P0024 and P0025 intermittently can indicate an erratic VCT solenoid or an oil flow problem causing the phaser to move uncontrollably.
• P0300, P0304, P0305, P0306 — These are misfire codes for the cylinders on Bank 2 (P0300 is random misfire). Incorrect cam timing disrupts the air/fuel mixture and combustion process, which can lead to misfires on the affected bank.

Technical Service Bulletins (TSBs) & Recalls

• SSM 54366: Notes that various VCT codes including P0024 can occur and points to specific diagnostic procedures in the workshop manual (Pinpoint Test HK). [SSM 54366, 13, 14]
• SSM 47170: Specifically calls out that P0024 may be due to small debris causing the VCT solenoid to stick. [SSM 47170, 2, 8]
• SSM 50067: Repeats the guidance from SSM 47170 regarding sticking VCT solenoids caused by debris and suggests using a scan tool to cycle the solenoid to attempt to clear it. [SSM 50067, 7, 14]

Platform-Specific Known Issues

• Ford Technical Service Bulletin SSM 47170 states that vehicles may exhibit P0024 due to small debris causing the VCT solenoid to stick. It advises against immediate component replacement and suggests performing an oil and filter change first.

Mechanic-Grade Diagnostic Values

• VCT Solenoid Internal Resistance — expected: 5-14 Ohms is the broad range, with 6.9-7.9 Ohms being the more specific target.. Failure: A reading of 0 Ohms (short), infinite resistance (open circuit), or a value significantly outside the expected range indicates a faulty solenoid.
• VCT Solenoid Connector Voltage (KOEO) — expected: Battery voltage (approx. 12V) on the power supply pin.. Failure: Voltage below 10.5V suggests a problem in the power supply wiring or fuse.
• Engine Oil Pressure (Hot Idle) — expected: At least 15-25 PSI at hot idle, measured with a mechanical gauge.. Failure: Pressure below 15 PSI indicates oil starvation which will prevent the VCT system from functioning correctly.
• Scan Tool VCT Error PID (e.g., VCT_EXH_ERR2) — expected: Should be close to 0 degrees at warm idle when no VCT adjustments are being commanded.. Failure: A consistently high positive value (e.g., >5 degrees) indicates the camshaft is advanced when it shouldn't be, pointing to a stuck solenoid or phaser.

Hidden / Shadow Codes Worth Checking

• Mode 6, Test ID $A2-$AD: While not a hidden code, Mode 6 data can reveal intermittent misfires on specific cylinders before they are frequent enough to set a P030x code. Since incorrect cam timing can cause misfires, checking the misfire counters for cylinders on Bank 2 (4, 5, 6) can provide supporting evidence of a performance issue on that bank. (see via An advanced scan tool like FORScan or a professional-grade scanner that can display OBD-II Mode 6 data.)

Scan Tool Commands That Help

• Ford IDS, FORScan, or other advanced bi-directional scanner: VCT Solenoid Duty Cycle Command / Output State Control — This function allows a technician to manually command the VCT solenoid on and off at idle. A working solenoid and phaser will cause a noticeable change in engine idle, often making it run rough or stall. If there is no change, it confirms a problem in the VCT solenoid, oil passage, or phaser. TSBs SSM 47170 and SSM 50067 suggest cycling the solenoid multiple times may dislodge small debris.

Wiring & Ground Locations

• Main Engine-to-Chassis Ground — On a 2014 Taurus (and likely similar models), the main ground strap is located on the transmission case, below the brake booster.. A poor main ground can cause widespread electrical issues and erratic sensor readings. While not a primary cause, verifying this ground is clean and tight is a crucial step in any electrical diagnosis.
• PCM Engine Harness Ground — There is a ground for the PCM engine harness on the body, which on a 2014 Taurus is a multi-wire connector bolted to the chassis.. This ground is critical for the proper operation of the PCM and all the sensors and actuators it controls, including the VCT solenoids. A loose or corroded connection here could cause unpredictable behavior, including timing codes.
• VCT Solenoid Connector — A two-pin connector directly on the VCT solenoid.. This is the primary test point for the solenoid circuit. One pin should have battery voltage with the key on, and the other is the control wire that the PCM pulses to ground to activate the solenoid. Checking for voltage here is the first step in diagnosing a circuit fault.

Real Owner Repair Stories

• Ford F150 Forum user (2013 Ford F-150 3.5L EcoBoost) — P0024 code accompanied by a timing chain rattle on cold starts.
  ❌ Tried (didn't work) The user immediately suspected a mechanical issue beyond just the solenoid due to the rattling noise.
  ✅ What actually fixed it A shop confirmed a timing system issue. The final repair involved replacing the timing chain, VVT solenoids, and water pump. The total cost was approximately $3,400 ($1,900 in parts, $1,500 in labor). This resolved both the code and the startup rattle.
• YouTube user diagnosing P0014 & P0024 (Vehicle with both P0014 and P0024, indicating a systemic issue.) — Check engine light with over-advanced codes on both banks.
  ❌ Tried (didn't work) Direct replacement of solenoids without addressing oil condition.
  ✅ What actually fixed it The first step was an engine flush (using Seafoam) followed by an oil and filter change. This action alone resulted in a 'huge improvement' in camshaft variance readings on a scan tool. The user then proceeded to replace the solenoids as a final step, which resolved the issue. This highlights the critical role of oil condition.

When the Usual Fixes Don't Work

• While a faulty VCT solenoid is the most common cause, it is not the only one. As seen in a documented repair on a 3.5L EcoBoost, a P0024 code accompanied by a startup rattle was ultimately caused by a stretched timing chain. In this case, simply replacing the solenoid would not have fixed the root cause, leading to a comeback. This underscores the importance of diagnosing all symptoms; if a rattle is present, a more serious mechanical issue like the timing chain or phasers should be suspected.

OEM Part Supersession History

• 7T4Z-6M280-A, 7T4Z-6M280-AA, 7T4Z-6M280-B → 7T4Z-6M280-C — Standard part revision and improvement by the manufacturer.
  Heads up: No known incompatibilities. The -C revision is the correct and direct replacement for the earlier versions for 3.5L/3.7L applications.

Model Year Variations Within This Range

• 2015-2019: No significant variations have been identified for the 3.5L V6 engine's VCT system within the 2015-2019 Ford Taurus model years. The diagnostic and repair procedures are consistent across this range.