P0024 on 2017-2020 Lincoln Continental: Exhaust Cam Timing Over-Advanced Causes & Fixes

What's Unique About the 2017-2020 Lincoln CONTINENTAL

For this generation of Lincoln Continental, Ford has issued multiple Technical Service Bulletins (TSBs) that directly address P0024 and related VCT codes. These TSBs, including SSM 50067 and SSM 47170, state that the cause is often small debris in the engine oil causing the VCT solenoid to stick. This makes oil quality and maintenance history a primary diagnostic point, more so than on other vehicles where the cause might be more varied. The manufacturer's own documentation strongly suggests that an oil-related issue or a sticking solenoid is the first place to look, before suspecting more complex mechanical failures. 🎬 Watch: Ford's official guide to preliminary VCT diagnosis. The diagnostic procedure in TSB SSM 50067 even advises using a scan tool to cycle the solenoid 10 times to attempt to clear debris before 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 (MIL) is illuminated
• Rough, shaking, or uneven idle
• Poor acceleration or engine hesitation
• Reduced fuel economy
• Engine stalling at low speeds or when stopped
• Hard starting condition
• Engine may make a ticking or rattling noise, particularly on cold starts if cam phasers are also affected.

Most Likely Causes

1. Dirty, Low, or Incorrect Viscosity Engine Oil 🔴 High Probability The VCT system is highly sensitive to oil pressure and cleanliness. Manufacturer TSBs for the Continental specifically cite debris in the oil as a primary cause for VCT-related codes. The tight tolerances in the VCT solenoids can easily become clogged by sludge or small particles.
   How to confirm: Check the engine oil dipstick for a low level or dark, sludgy appearance. Verify that the oil viscosity meets the manufacturer's specifications (typically SAE 5W-30).
   Typical fix: Perform a complete engine oil and filter change using the correct grade of full synthetic oil. In a forum for F-150s with similar engines, a user reported a technician fixed P0014 and P0024 by running ATF in the engine to clean sludge before an oil change, which resolved the codes.
   Est. part cost: $40-$80
2. Sticking or Failing VCT Solenoid (Oil Control Valve) 🔴 High Probability → Shop Engine Variable Valve Timing (VVT) Solenoid As noted in TSBs SSM 50067 and SSM 47170, these solenoids are prone to sticking due to small debris, a known issue on this platform. They are the most common single component to fail and trigger this code.
   How to confirm: Use a capable scan tool to command the Bank 2 exhaust VCT solenoid on and off to check for a response, as recommended by TSB SSM 50067. The solenoid can also be removed and visually inspected for clogged screens or tested for resistance (typically 6.9-7.9 ohms). A common DIY diagnostic is to swap the Bank 2 exhaust solenoid with the Bank 2 intake solenoid; if the code changes to P0021, the solenoid is confirmed to be faulty.
   Typical fix: Replace the Bank 2 exhaust VCT solenoid. 🎬 Watch: Step-by-step VVT solenoid replacement on the 2.7L engine. An oil change is highly recommended at the same time to remove any debris that caused the original failure.
   Est. part cost: $40-$90
3. Failing Camshaft Position Sensor ⚪ Low Probability → Shop Engine Camshaft Position Sensor
   How to confirm: Monitor the sensor's output with a scan tool for erratic readings. However, this is less common than a solenoid or oil issue for an over-advanced code, as a sensor fault usually generates other codes.
   Typical fix: Replace the Bank 2 exhaust camshaft position sensor.
   Est. part cost: $30-$70

Rare But Worth Checking

• Worn Timing Components (Cam Phaser, Timing Chain, Guides): This is a more serious mechanical failure that should only be considered after oil and VCT solenoid issues have been ruled out. A worn phaser can get stuck in the advanced position. On the 3.0L V6 specifically, cam phaser rattle on cold starts is a more documented issue that can be related to timing codes. Worn timing chain guides can also cause chain slap noise at idle.
• Wiring or Connector Issue: Damage or corrosion on the wiring or connector for the VCT solenoid or camshaft position sensor can interrupt the signal, causing a fault. This should be visually inspected during diagnosis.

Diagnosis Steps

1. Check Engine Oil: The first and most important step. Verify the oil level is full and the oil is clean. If it's low, dirty, or past its service interval, perform an oil and filter change with the manufacturer-specified full synthetic oil. Clear the code and drive to see if it returns.
2. Scan for Codes: Use an OBD-II scanner to confirm P0024 is active and check for any other related DTCs.
3. Cycle the VCT Solenoid: Per TSB SSM 50067, use a capable scan tool to command the Bank 2 exhaust VCT solenoid to cycle 10 times. This may dislodge debris and temporarily fix the issue, confirming a sticking solenoid.
4. Inspect Wiring: Visually inspect the wiring harness and connector for the Bank 2 exhaust VCT solenoid for any damage, corrosion, or loose connections.
5. Test the Solenoid: If the problem persists, remove the solenoid. Inspect its screens for debris. You can test its mechanical function by applying 12V to its terminals to see if the internal plunger moves. You can also test its resistance with a multimeter, which should be between 6.9-7.9 ohms.
6. Swap Solenoids (If Applicable): If the intake and exhaust solenoids on Bank 2 are identical, you can swap them. Clear the codes and drive the vehicle. If the code changes to P0021 (Intake Cam Over-Advanced), you have confirmed the solenoid is the faulty part.
7. Check Cam Phaser: If the solenoid and oil are good, the issue may be a faulty camshaft phaser, which is a more involved and expensive mechanical repair.

Parts You'll Likely Need

• Engine Variable Camshaft Timing (VCT) Solenoid (OEM #FT4Z-6M280-C (for 2.7L/3.0L), AT4Z-6M280-A (for 3.7L)) — This is the most common point of failure for code P0024 on this vehicle, as confirmed by multiple manufacturer TSBs citing it gets stuck from debris. The part number FT4Z-6M280-A was superseded by FT4Z-6M280-B, and then FT4Z-6M280-C for the 2.7L and 3.0L engines. The 3.7L engine often uses a different part, such as AT4Z-6M280-A. Always confirm with VIN.
  Trusted brands: Motorcraft, Dorman, Standard Motor Products (SMP), SKP
  OEM price range: $55-$90
  Aftermarket price range: $30-$70

Related Codes That Often Appear With This One

• P0014 — This is the same 'Over-Advanced' fault but for the exhaust camshaft on Bank 1. Seeing both codes together strongly suggests a systemic problem like low/dirty oil affecting the entire engine.
• P0021 — This code is for an over-advanced intake camshaft on the same bank (Bank 2). If they appear together, it could point to an oil pressure problem on that cylinder head or a timing correlation issue.
• P0025 — This is for an 'Over-Retarded' condition on the same Bank 2 exhaust camshaft. Seeing both P0024 and P0025 intermittently can indicate a VCT solenoid that is sticking erratically or is slow to respond.

Technical Service Bulletins (TSBs) & Recalls

• SSM 50067: Illuminated MIL with various VCT DTCs due to sticking VCT solenoid from debris. Recommends cycling solenoid before replacement.
• SSM 54366: Updated diagnostic pinpoint test information for VCT-related DTCs.
• SSM 47170: Earlier bulletin noting that VCT codes can be caused by debris causing the VCT solenoid to stick.

Platform-Specific Known Issues

• TSB SSM 50067 and SSM 47170: Ford issued these bulletins for a wide range of vehicles, including the 2017-2020 Continental, for VCT codes including P0024. They state the cause may be "small debris causing the VCT solenoid to stick" and recommend a specific diagnostic procedure to cycle the solenoid with a scan tool 10 times before replacement.
• TSB SSM 54366: This bulletin updates the diagnostic procedure, pointing technicians to a specific pinpoint test (HK) in the official workshop manual for diagnosing P0024 and related codes, indicating this is a well-documented fault path.
• Part Number Supersession: The VCT solenoid for the 2.7L/3.0L engines, originally FT4Z-6M280-A, has been superseded multiple times, with the latest version being FT4Z-6M280-C. This can indicate design improvements over the original part. The 3.7L engine uses a different part number entirely.

Mechanic-Grade Diagnostic Values

• VCT Solenoid Internal Resistance — expected: 6.9 to 7.9 Ohms at 68°F (20°C). Some sources state a broader range of 7 to 14 Ohms is acceptable.. Failure: A reading of OL (Open Line/infinite resistance) or close to 0 Ohms indicates a failed solenoid.
• VCT Solenoid Connector Voltage (Power Pin) — expected: Approximately 12V (Battery Voltage) with Key On, Engine Off.. Failure: Zero or very low voltage indicates a break in the power supply circuit from the PCM.
• Scan Tool PID: VCT_ADV_ERR (VCT Advance Error) — expected: Should hover close to 0 degrees (+/- 5 degrees) when the system is in closed-loop operation.. Failure: A large, persistent error value indicates the phaser is not reaching the commanded position, pointing to a stuck solenoid or mechanical phaser issue.
• Scan Tool PID: VCT_EXH_DIF2 (VCT Exhaust Difference Bank 2) — expected: Should react quickly to changes in desired cam angle and remain stable.. Failure: Slow, lagging, or erratic graph curves that overshoot the desired value can indicate a sticking VCT solenoid.

Scan Tool Commands That Help

• Ford IDS / FORScan: Pinpoint Test HK11 / HK12: VCT Solenoid Cycle — As recommended by TSBs SSM 50067 and SSM 47170, this command should be used before replacing a solenoid. It cycles the solenoid 10 times to dislodge small debris that may be causing it to stick. If the code clears and performance improves, it confirms a contamination issue rather than a hard failure.
• Ford IDS / High-End Bidirectional Scanner: Actuator Test: Command VCT Solenoid Duty Cycle (%) — At idle, manually commanding the solenoid to activate (e.g., 25% duty cycle) should cause the engine idle to become rough or stumble. If there is no change in idle quality, it indicates the solenoid is not actuating, oil passages are blocked, or the phaser is mechanically stuck.

Wiring & Ground Locations

• Bank 2 VCT Solenoid Connector — On the top of the Bank 2 (front/radiator side) valve cover. It is a 2-pin connector.. This is the primary point for electrical testing. Pin 1 receives ~12V power from the PCM relay, and Pin 2 is the control circuit that the PCM pulses to ground to activate the solenoid. Checking for power, a good connection, and testing resistance occurs here.
• PCM Grounds — Generally located on the firewall in the engine bay. There may be one or more ground points.. The PCM controls the VCT solenoids via a pulsed ground signal. A poor or corroded main PCM ground can cause erratic behavior in multiple systems it controls, including the VCT system, leading to timing codes.

Real Owner Repair Stories

• Ford F150 Forum user (Ford F-150 with EcoBoost V6 (engine family related to Continental's 2.7L/3.0L)) — Rough idle, stalling at stops, and harsh shifting only after the engine was very hot (2+ hours of driving). Code P0022 (Bank 2 Intake Over-Retarded) was present.
  ❌ Tried (didn't work) Initial diagnosis was uncertain between a VCT solenoid and a more expensive cam phaser.
  ✅ What actually fixed it The user captured FORScan data logs while the issue was happening. Other forum members analyzed the graph for the 'VCT_INT_DIF2' PID and noted it was slow to react to commands and would overshoot the target, creating instability. This behavior was identified as characteristic of a sticking VCT solenoid, not a completely failed phaser, leading to the correct, cheaper repair.

Model Year Variations Within This Range

• 2017-2020 with 2.7L or 3.0L V6 EcoBoost: The VCT solenoids are located on the top of the cylinder heads/valve covers and are accessible without removing the valve covers. This makes replacement a significantly easier and faster DIY or professional repair.
• 2017-2020 with 3.7L V6: The VCT solenoids are located underneath the valve covers, requiring removal of the valve cover for access. This adds significant labor time and cost to the repair, as gaskets must also be replaced.