P0024 on 2020-2021 Lincoln Aviator: Exhaust Cam Timing Over-Advanced Causes & Fixes

What's Unique About the 2020-2021 Lincoln AVIATOR

The 2020-2021 Aviator uses a sophisticated 3.0L Twin-Turbo V6 engine (shared with the Ford Explorer ST) where precise oil pressure and cleanliness are critical for the Variable Camshaft Timing (VCT) system. Lincoln has issued Technical Service Bulletins (TSBs) specifically for this family of engines, noting that small debris in the engine oil can cause the VCT solenoids to stick, triggering codes like P0024. This suggests a particular sensitivity to oil condition and makes regular, high-quality oil changes a key preventative measure. Owner forums on Reddit reflect that the 2020-2021 models can be prone to various electronic and mechanical issues requiring dealer visits, making a proper diagnosis of P0024 important to avoid unnecessary repairs.

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 on
• Rough or erratic idle
• Poor acceleration or hesitation
• Reduced fuel economy
• Engine may be hard to start
• Stalling at low speeds
• A rattling or ticking noise from the engine, particularly on startup

Most Likely Causes

1. Low, Dirty, or Incorrect Viscosity Engine Oil 🔴 High Probability The VCT system is hydraulic and highly dependent on oil pressure and cleanliness. TSBs confirm that debris in oil is a primary cause of VCT issues on these engines. This is the first and most important check for any VCT-related code.
   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 past its service interval, this is the likely cause.
   Typical fix: Perform an engine oil and filter change using the full synthetic oil of the correct viscosity specified by Lincoln (SAE 5W-30). Clear the code and test drive to see if the fault returns.
   Est. part cost: $50-$100
2. Faulty VCT Solenoid (Oil Control Valve) 🔴 High Probability → Shop Engine Variable Valve Timing (VVT) Solenoid As noted in TSB #SSM 50067, these solenoids are known to stick due to small debris, a common issue for this platform. The bulletin explicitly states this as a likely cause before any component replacement.
   How to confirm: A capable scan tool can command the solenoid to cycle on and off; a change in engine sound indicates it's working. TSB #SSM 50067 specifically advises cycling the solenoid 10 times to attempt to clear debris. Another proven method is to swap the Bank 2 exhaust solenoid with the Bank 2 intake solenoid (if they are identical parts). If the code changes to P0021 (Intake Cam Over-Advanced), the solenoid is confirmed faulty. The solenoid's internal resistance can also be tested with a multimeter; a reading outside the expected 5-14 Ohm range indicates failure.
   Typical fix: Replace the Bank 2 (driver's side) exhaust VCT solenoid. It is highly recommended to perform an oil change at the same time to prevent the new solenoid from failing due to the same contaminated oil.
   Est. part cost: $40-$90
3. Failing Camshaft Phaser 🟡 Medium Probability → Shop Engine Camshaft While less common than a solenoid failure, the mechanical phaser itself can fail, getting stuck in an advanced position due to internal wear or oil pressure issues. This can sometimes be preceded by the 'cam phaser rattle' common on other Ford EcoBoost engines.
   How to confirm: This is a more advanced diagnosis. If a new solenoid and clean oil do not fix the issue, a mechanic may need to inspect the phaser for play or use an oscilloscope to analyze cam/crank correlation.
   Typical fix: Replace the Bank 2 exhaust camshaft phaser. This is a labor-intensive job that also requires replacing the timing cover gasket and other related components.
   Est. part cost: $150-$300

Rare But Worth Checking

• Worn Timing Chain or Failed Tensioner: → Shop Engine Timing Chain If the timing chain has stretched or a tensioner has failed, it can cause the base engine timing to be incorrect, leading to correlation codes like P0024. This is usually accompanied by rattling noises from the front of the engine.
• Wiring or PCM Issue: Damage to the wiring harness for the VCT solenoid or a fault in the PCM driver circuit is possible but rare. This would typically be diagnosed after all mechanical causes have been ruled out by checking for voltage at the solenoid connector.

Diagnosis Steps

1. Check the engine oil level and condition. If low or dirty, perform an oil and filter change with the correct spec oil, clear the code, and re-test. This is the most critical first step.
2. Use a diagnostic scan tool to read the freeze frame data and check for any other stored codes.
3. Observe live data for the commanded vs. actual camshaft position for Bank 2 Exhaust. Note the degree of error using Ford-specific PIDs like VCTADVERR2. A consistent error greater than +/- 5 degrees indicates a problem.
4. Using the scan tool's bidirectional controls, command the Bank 2 exhaust VCT solenoid on and off. Per TSB #SSM 50067, cycle it 10 times to attempt to dislodge any debris. Listen for a change in engine idle or a clicking from the solenoid.
5. Inspect the wiring and connector at the Bank 2 exhaust VCT solenoid for damage, corrosion, or loose connections.
6. If a scan tool is not available, you can test the solenoid by removing it and applying 12V to its terminals to see if the internal plunger actuates. You can also test its resistance with a multimeter; it should be between 5 and 14 Ohms.
7. Perform a 'solenoid swap'. If the intake and exhaust solenoids are identical, swap them. Clear the codes and drive the vehicle. If the code moves with the solenoid and returns as P0021, you have definitively identified a bad solenoid.
🎬 See this walkthrough for diagnosing and replacing VVT solenoids.
8. If the problem persists after confirming the solenoid is good and the oil is clean, the issue may be with the camshaft phaser or the base timing, which requires more in-depth mechanical diagnosis.

Parts You'll Likely Need

• Engine Variable Valve Timing (VVT) Solenoid (OEM #FT4Z-6M280-B (supersedes FT4Z-6M280-A)) — This is the most common failure point for code P0024 on this engine, as documented in manufacturer TSBs. It gets stuck due to oil debris or internal failure.
  Trusted brands: Motorcraft, Standard Motor Products, NGK, Gates
  OEM price range: $55-$85
  Aftermarket price range: $25-$60
• Engine Oil and Filter — Low or dirty oil is a primary trigger for VCT system faults. An oil change is a required first step and is necessary maintenance when replacing a solenoid.
  Trusted brands: Motorcraft, Mobil 1, Castrol
  OEM price range: $60-$100
  Aftermarket price range: $40-$70

Related Codes That Often Appear With This One

• P0014 — This is the same over-advanced fault but for Bank 1 (passenger side). Seeing both P0014 and P0024 together strongly suggests a systemic problem like low/dirty oil affecting the entire engine.
• P0025 — This code is for an 'over-retarded' condition on the same camshaft (Bank 2 Exhaust). Seeing both codes intermittently can point to an erratic VCT solenoid that is sticking in both directions.
• P0021 — This code relates to the intake camshaft on the same bank. If you swap the intake and exhaust solenoids for diagnosis and the code changes from P0024 to P0021, it confirms the solenoid you moved is the faulty part.

Technical Service Bulletins (TSBs) & Recalls

• SSM 50067: VCT codes may be caused by small debris causing the VCT solenoid to stick. Recommends cycling the solenoid with a scan tool before replacement.
• SSM 54366: Points to updated diagnostic procedures for a range of VCT codes including P0024.
• SSM 47170: An earlier TSB from 2018 also identifying sticking VCT solenoids from debris as the cause for this group of codes, showing a history of this issue.
🎬 Watch: A mechanic explains common Ford EcoBoost VCT solenoid failures.

Platform-Specific Known Issues

• TSB #SSM 50067: Sticking VCT Solenoid from Debris: → Shop Engine Variable Valve Timing (VVT) Solenoid Notes that DTCs P0011, P0012, P0014, P0015, P0021, P0022, P0024, and/or P0025 may be caused by small debris causing the VCT solenoid to stick. It advises against immediate component replacement and instead directs technicians to use a scan tool to cycle the affected solenoid 10 times to attempt to clear the debris first.
• TSB #SSM 54366: Updated Diagnostic Procedures: Acknowledges the same group of VCT codes, including P0024, and directs technicians to an updated diagnostic procedure (Pinpoint test HK) in the workshop manual, indicating this is a well-documented and evolving issue.
• Owner Forum Discussions on Reliability: While not always specific to P0024, Reddit threads for the 2020-2021 Aviator mention a variety of electronic and powertrain issues that require dealer visits. This context suggests that while P0024 is often a simple fix, other underlying problems can exist on these early-generation models.

Mechanic-Grade Diagnostic Values

• VCT Solenoid (Oil Control Valve) Resistance — expected: 5 to 14 Ohms. Some sources cite a tighter range of 6.9 to 7.9 Ohms.. Failure: A reading of 0 Ohms (short circuit), infinite resistance (open circuit), or a value outside the specified range indicates a faulty solenoid coil.
• Live Data PID: VCTADVERR2 (Bank 2 Cam Timing Error) — expected: Near 0° at idle and under load.. Failure: A value that consistently stays more than +/- 5 degrees from zero indicates the camshaft is not tracking its commanded position.
• VCT Solenoid Connector Power Supply — expected: Battery voltage (~12V) on one pin with the key on, engine off.. Failure: No voltage suggests a problem with the power supply from the main relay or a wiring issue.

Hidden / Shadow Codes Worth Checking

• Mode $06, TID $XX: Ford utilizes Mode $06 data for non-continuous monitor test results. While specific Test IDs (TID) for VCT performance can vary, a capable scanner can access this data to see raw test values and limits which can confirm a failure before a DTC is set. (see via A professional scan tool like Ford's IDS (Integrated Diagnostic System) or an advanced consumer tool like FORScan that can read Ford-specific Mode $06 data.)

Scan Tool Commands That Help

• Ford IDS, FORScan, or equivalent professional scanner: Output State Control / Actuator Test for VCT Solenoid — This is a key diagnostic step recommended in TSBs. It allows a technician to manually command the solenoid on and off (or cycle it repeatedly) with the engine running. A change in idle quality confirms the solenoid is mechanically responding. Cycling it multiple times can dislodge small debris, potentially fixing the issue without part replacement.

Wiring & Ground Locations

• PCM Grounds — Generally located on the firewall in the engine bay.. The PCM controls the VCT solenoids by pulsing a ground signal. A poor or corroded PCM ground can cause erratic behavior in any PCM-controlled component, including the VCT solenoids, leading to incorrect timing adjustments and codes like P0024.
• Bank 2 VCT Solenoid Connectors — On the top of the driver's side valve cover. There will be two 2-pin connectors, one for the intake solenoid and one for the exhaust solenoid.. This is the direct electrical connection point for the component. The connector and its wiring are common points for damage, corrosion, or oil contamination that can interrupt the signal from the PCM.

OEM Part Supersession History

• FT4Z-6M280-A → FT4Z-6M280-B — Standard part revision, likely for improved durability or to address the sticking issue.
  Heads up: The -B revision is a direct replacement for -A.
• FT4Z-6M280-B → ML3Z-6M280-B (Potential) — Further part revision.
  Heads up: Part number ML3Z-6M280-B is listed for 2.7L/3.0L engines in some applications and may be a newer compatible revision. Always verify fitment with a VIN before purchasing.