P0024 on 2020-2021 Ford Transit: Exhaust Cam Timing Over-Advanced Causes & Fixes

What's Unique About the 2020-2021 Ford TRANSIT

For this generation of Ford Transit with the 3.5L V6, the VCT system is a known trouble spot shared with its platform mates like the F-150 and Expedition. Ford has issued Technical Service Bulletins (TSBs) acknowledging that codes like P0024 are frequently caused by small debris in the engine oil that makes the VCT solenoid stick. [TSB #SSM 50067] The TSB even recommends a specific diagnostic step for technicians: use a scan tool to cycle the solenoid 10 times to try and dislodge debris before replacing the part. This highlights the system's sensitivity to oil quality and makes an oil change or solenoid replacement the most common fix.

Diagnostic Flowchart

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

Symptoms You May Notice

• Illuminated Check Engine Light
• Rough or unstable engine idle
• Engine may hesitate or stall, especially at low speeds.
• Noticeable loss of power and poor acceleration.
• Decreased fuel economy.
• Difficulty starting the engine.
• Engine rattling or metallic knocking sound, especially on cold startup (can indicate a more serious cam phaser issue).

Most Likely Causes

1. Low, Dirty, or Incorrect Viscosity Engine Oil 🔴 High Probability The VCT system is hydraulic and extremely sensitive to oil quality and pressure. The TSBs for this vehicle directly link oil debris to VCT solenoid failure. Forum users on related platforms report that oil sludging can clog the tiny screens on the solenoids, causing them to stick.
   How to confirm: Check the oil level on the dipstick and examine its color and consistency. If the oil is low, dark black, gritty, or past its recommended change interval, it needs to be changed.
   Typical fix: Perform an engine oil and filter change using the manufacturer-specified grade (e.g., Motorcraft 5W-30 Synthetic Blend and a Motorcraft FL-500S filter). In some cases of heavy sludge, a mechanic might perform an engine flush.
   Est. part cost: $40-$80
2. Sticking or Failed Bank 2 Exhaust VCT Solenoid 🔴 High Probability → Shop Engine Variable Valve Timing (VVT) Solenoid As noted in Ford TSB #SSM 50067, these solenoids are prone to sticking due to small debris, which interrupts their ability to properly regulate oil flow to the cam phaser. This is the most common point of failure after ruling out oil issues.
   How to confirm: After an oil change, if the code persists, this is the next logical step. A highly effective diagnostic test is to swap the exhaust solenoid with the intake solenoid on the same bank (driver's side). If the code changes from P0024 (exhaust) to P0021 (intake), the solenoid is confirmed faulty.
   Typical fix: Replace the Bank 2 (driver's side) exhaust VCT solenoid. The solenoid is located on the valve cover. 🎬 See this walkthrough on replacing the exhaust VVT solenoids.
   Est. part cost: $40-$70
3. Wiring or Connector Issue ⚪ Low Probability
   How to confirm: Visually inspect the wiring harness and connector going to the Bank 2 exhaust VCT solenoid for any signs of damage, corrosion, or loose connections. Use a multimeter to check for proper voltage and ground at the connector. Check for resistance across the solenoid terminals; a typical reading is between 6.9 and 7.9 ohms.
   Typical fix: Repair the damaged wire or clean/replace the connector.
   Est. part cost: $5-$50

Rare But Worth Checking

• Failed Camshaft Phaser: → Shop Engine Camshaft While less common than a solenoid failure, the cam phaser itself can get stuck in the advanced position. This is a more expensive and labor-intensive repair. It should be strongly suspected if a loud 'cold-start rattle' is also present, which is a notorious issue on the 3.5L EcoBoost engine family. 🎬 Watch: Identifying the cause of that 3.5L cam phaser rattle. A forum user with this code and a rattle paid $3,400 for a complete timing job including phasers.
• Stretched Timing Chain or Failed Tensioner: → Shop Engine Timing Chain If the timing chain has stretched or a guide/tensioner has failed, the physical timing of the camshaft will be incorrect. This is a major repair and is usually accompanied by significant engine noise (rattling or whining). This is often repaired at the same time as the cam phasers.

Diagnosis Steps

1. Check Engine Oil: Verify the oil level is correct and the oil is clean and of the proper viscosity (5W-30 for the 3.5L). If it's low or dirty, perform an oil and filter change with quality parts (e.g., Motorcraft), clear the code, and drive the vehicle to see if the code returns.
2. Scan for Other Codes: Use an OBD-II scanner to check for any other related trouble codes that could provide more clues.
3. Inspect Wiring: Visually inspect the electrical connector and wiring for the Bank 2 exhaust VCT solenoid (driver's side valve cover) for any damage or corrosion.
4. Test the Solenoid (Swap Method): The most practical DIY test is to swap the Bank 2 exhaust solenoid with the Bank 2 intake solenoid. They are located next to each other on the driver's side valve cover. Clear the codes and run the engine. If code P0021 appears, the solenoid you moved is bad.
5. Test the Solenoid (Scan Tool Method): As recommended by Ford TSB SSM 50067, an advanced scan tool can be used to command the solenoid on and off (Pinpoint Test HK12) to see if it responds and to potentially clear debris.
6. Check Resistance: Disconnect the solenoid and measure its resistance with a multimeter. Compare the reading to the manufacturer's specification (typically 6.9-7.9 Ohms, though some service documents state a broader 5-14 Ohm range). An out-of-spec reading indicates a failed solenoid.
7. Investigate Mechanical Timing: If all of the above check out, especially if a startup rattle is present, the problem is likely mechanical with the cam phaser or timing chain, which typically requires professional diagnosis and is a much larger job.

Parts You'll Likely Need

• Engine Variable Valve Timing (VVT) Solenoid (Exhaust, Bank 2) (OEM #KX6Z6M280A) — This is the most common component to fail for this code on this vehicle, as it gets stuck from oil debris, preventing correct camshaft timing adjustment. This is the exhaust solenoid for the driver's side.
  Trusted brands: Motorcraft, Dorman
  OEM price range: $50-$70
  Aftermarket price range: $35-$60
• Engine Variable Valve Timing (VVT) Solenoid (Intake, Bank 2) (OEM #HL3Z-6M280-B) — This part is not necessarily broken, but is required for the common 'swap test' diagnostic. If the code moves from P0024 to P0021 after swapping, you know the original exhaust solenoid was bad. It is identical in function but may have a different color connector for identification.
  Trusted brands: Motorcraft, Dorman
  OEM price range: $50-$70
  Aftermarket price range: $35-$60

Related Codes That Often Appear With This One

• P0014 — This is the equivalent code for the exhaust camshaft on Bank 1 (passenger side). Seeing both P0014 and P0024 at the same time may indicate a systemic issue like very low/dirty oil or sludge affecting both banks.
• P0021 — This code is for the intake camshaft on Bank 2. If you swap the intake and exhaust solenoids for diagnosis and the code changes from P0024 to P0021, it confirms the solenoid is the faulty part.

Technical Service Bulletins (TSBs) & Recalls

• SSM 50067: Notes that small debris can cause the VCT solenoid to stick, triggering P0024 and other related codes. Recommends cycling the solenoid with a scan tool before replacement.
• SSM 54366: Groups P0024 with other VCT codes and points to specific diagnostic tests (Pinpoint Test HK) in the official Ford workshop manual.

Platform-Specific Known Issues

• TSB #SSM 50067 notes that this code, along with others, may be caused by small debris causing the VCT solenoid to stick. It advises against component replacement before diagnosis and specifically recommends using a scan tool to cycle the solenoid 10 times to attempt to clear the debris.
• TSB #SSM 54366 also lists P0024 among a wide range of VCT-related DTCs and refers technicians to specific diagnostic procedures (Pinpoint Test HK) in the official Ford workshop manual.
• On the shared 3.5L EcoBoost platform, a P0024 code accompanied by a cold-start rattle is a strong indicator of a failing cam phaser, a more serious and expensive repair.

Mechanic-Grade Diagnostic Values

• VCT Solenoid Internal Resistance — expected: 6.9 to 7.9 Ohms at 68°F (20°C). Some Ford service documents allow a broader range of 5-14 Ohms.. Failure: A reading of 0 ohms (short), infinite/OL (open), or significantly outside the specified range indicates a failed solenoid.
• VCT Solenoid Connector Voltage (Key On, Engine Off) — expected: Greater than 10.5 Volts / Battery Voltage on the power supply pin.. Failure: Low or no voltage points to a wiring issue, blown fuse, or a problem with the PCM power relay.
• FORScan Live Data PID: VCT_EXH_ERR2 (Bank 2 Exhaust Cam Error) — expected: Should be near 0 degrees at idle and respond quickly to RPM changes.. Failure: A large, persistent error value (e.g., stuck at +/- 10 degrees or more) or a value that is slow to respond and overshoots its target points to a sticking solenoid or a mechanical phaser issue.
• FORScan Live Data PIDs: VCT_EXH2_DSD (Desired) vs. VCT_EXH2_ACT (Actual) — expected: The actual angle should closely follow the desired angle commanded by the PCM.. Failure: A large, consistent discrepancy between the desired and actual values confirms a control system fault.

Scan Tool Commands That Help

• FORScan / Ford IDS: VCT Solenoid Duty Cycle Command (e.g., VCT_EXH_SOL2) — This bidirectional control allows a technician to manually command the solenoid on and off to listen for an audible click, confirming electrical function. Per TSBs, cycling it multiple times can sometimes dislodge debris and temporarily fix the issue, confirming a sticking solenoid is the cause.
• Ford IDS: Pinpoint Test HK — This is the manufacturer-specified diagnostic routine for a wide range of VCT codes, including P0024, as referenced in TSB #SSM 54366. It guides a technician through a step-by-step electrical and mechanical test procedure.

Wiring & Ground Locations

• G104 (Ground) — On the passenger side inner fender, often near the battery junction box.. This is a major engine and chassis ground point. While not specific to the Bank 2 VCT circuit, a poor connection here can cause a variety of unpredictable electronic issues, including erratic sensor readings and actuator behavior.
• Bank 2 VCT Solenoid Connector — On the front of the driver's side valve cover.. This is the direct connection point for the VCT solenoid. The wiring pigtail or the connector itself can become damaged or corroded, leading to an open or shorted circuit that will trigger P0024. One owner reported a shop damaged this pigtail during a repair, causing the code.

Real Owner Repair Stories

• Ford F150 Forum (2012 Ford F-150 3.5L EcoBoost) — Engine noise and a P0024 code appeared after a shop replaced the timing chain cover gasket.
  ❌ Tried (didn't work) The shop returned the vehicle with the code active.
  ✅ What actually fixed it The owner traced the issue and found the shop had cut the pigtail to the driver's side exhaust camshaft position sensor and used faulty butt connectors to repair it. Properly repairing the damaged wiring resolved the code.

OEM Part Supersession History

• HL3Z-6M280-A → HL3Z-6M280-B — Part revision or manufacturer change. HL3Z-6M280-A is no longer sold by many OEM suppliers.
  Heads up: HL3Z-6M280-B is the correct replacement for the intake solenoid on the 3.5L. The original part number in the Pass 2 data, HL3Z-6M280-B, appears to be the current correct part, superseding HL3Z-6M280-A.
• Unknown → KX6Z-6M280-A — This is the current part number for the exhaust solenoid.
  Heads up: This part is listed for 2.0L and 2.3L applications in many catalogs, but is also the correct exhaust solenoid for the 3.5L V6 in this vehicle.