P0024 on 2015-2020 Lincoln MKZ: Exhaust Cam Timing Over-Advanced (Bank 2) Causes and Fixes

What's Unique About the 2015-2020 Lincoln MKZ

For this generation of Lincoln MKZ and related Ford vehicles with the 3.7L and 3.0L V6 engines, the VCT system is known to be sensitive to oil quality and maintenance schedules. Multiple Technical Service Bulletins (TSBs) from the manufacturer highlight that P0024 and other VCT-related codes are frequently caused by small debris in the oil that makes the VCT solenoid stick. This platform-specific issue means that checking oil condition and replacing the VCT solenoid should be the first steps, before considering more complex mechanical failures. TSBs even recommend a specific diagnostic procedure (Pinpoint Test HK) to cycle the solenoid multiple times with a scan tool to try and clear debris before replacement.

Diagnostic Flowchart

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

Generation note: This range covers the second-generation Lincoln MKZ. Models from 2015-2016 used the 3.7L V6 engine. The 2017-2020 models received a facelift and introduced the new 3.0L twin-turbo V6. The VCT system design is similar across these V6 engines, making the causes and fixes for P0024 largely consistent. The 2.0L I4 engine only has one cylinder bank (Bank 1) and therefore would not set a Bank 2 code like P0024; it would set P0014 for an identical fault.

Symptoms You May Notice

• Check Engine Light is on.
• Rough, shaking, or unstable idle.
• Poor acceleration or feeling of sluggishness.
• Decreased fuel economy.
• Engine may hesitate or stall.
• Hard starting condition.
• Rattling or ticking noise from the engine, especially on startup.
🎬 Watch: See how a bad VCT solenoid affects your engine

Most Likely Causes

1. Dirty, Low, or Incorrect Viscosity Engine Oil 🔴 High Probability The VCT system uses oil pressure to adjust timing. The solenoids have very small passages that are easily clogged by sludge or debris from old or improper oil, a fact highlighted in manufacturer TSBs.
   How to confirm: Check the oil dipstick for level and condition. If the oil is dark, gritty, below the 'add' line, or if the service interval is long past, this is the likely starting point.
   Typical fix: Perform a complete engine oil and filter change using the manufacturer-recommended grade of high-quality full synthetic oil (e.g., Motorcraft SAE 5W-30).
   Est. part cost: $50-$100
2. Failed Variable Camshaft Timing (VCT) Solenoid 🔴 High Probability → Shop Engine Camshaft The solenoids themselves can fail electrically or mechanically, getting stuck in one position. This is the most common component failure for this code, as noted in TSBs and countless owner forums.
   How to confirm: After an oil change, if the code returns, swap the Bank 2 exhaust solenoid with the Bank 2 intake solenoid (they are identical). Clear the codes and drive. If the code changes to P0021 (Intake Cam Position Timing Over-Advanced, Bank 2), the solenoid is confirmed to be faulty.
   Typical fix: Replace the Bank 2 exhaust VCT solenoid. It is located on the front valve cover (closer to the radiator). 🎬 See this walkthrough for replacing the VCT solenoid
   Est. part cost: $40-$90
3. Wiring or Connector Issue to VCT Solenoid 🟡 Medium Probability → Shop Engine Variable Valve Timing (VVT) Solenoid Engine vibration and heat can cause wires to fray or the plastic connector to become brittle and fail, interrupting the signal to the solenoid.
   How to confirm: Visually inspect the wiring harness and connector leading to the Bank 2 exhaust VCT solenoid for any signs of damage, melting, or corrosion. Wiggle the connector with the engine running to see if it affects idle.
   Typical fix: Repair the damaged section of wiring or replace the connector pigtail.
   Est. part cost: $10-$50

Rare But Worth Checking

• Worn Camshaft Phaser: → Shop Engine Camshaft While less common than a bad solenoid, the phaser itself (the gear on the end of the camshaft) can fail mechanically. It can get stuck, or the internal locking pin can shear. This is a more expensive and labor-intensive repair, often requiring removal of the valve cover.
• Stretched Timing Chain or Worn Guides: → Shop Engine Timing Chain If the timing chain is stretched or its plastic guides are broken, the base mechanical timing will be incorrect, which can trigger a VCT-related code. This is a major mechanical repair and is usually accompanied by distinct rattling noises, especially on startup.
• Faulty Powertrain Control Module (PCM): → Shop Engine Control Module (ECM) This is extremely rare. The PCM is the computer that controls the engine, and an internal fault could cause it to misinterpret signals or send incorrect commands. All other possibilities should be exhausted before considering PCM replacement.

Diagnosis Steps

1. Check the engine oil level and condition. If it is low, dirty, or overdue for a change, perform an oil and filter change first using the correct OEM-spec oil. Clear the code and drive the vehicle to see if the code returns.
2. Using an OBD-II scanner, observe the live data for commanded vs. actual camshaft position for Bank 2 Exhaust (B2E). A significant, persistent discrepancy points to a problem. The fault may be set if the difference exceeds 20 degrees.
3. Locate the Bank 2 VCT solenoids on the front valve cover. The exhaust solenoid is one of the two. Inspect its electrical connector and wiring for any breaks, corrosion, or loose connections.
4. If you have a bidirectional scan tool, use the specific function (often in Pinpoint Test HK) to command the solenoid on and off to check its response and potentially clear debris.
5. Swap the Bank 2 exhaust VCT solenoid with the Bank 2 intake solenoid (they are identical parts). Clear the codes and drive the vehicle. If the code changes to P0021 (Intake Cam Position Timing Over-Advanced), the solenoid is confirmed to be faulty and must be replaced.
6. If the code P0024 returns after the swap, the problem is not the solenoid. At this point, the issue may be mechanical, such as a faulty camshaft phaser or timing chain issue, which requires more advanced diagnostics and likely removal of the valve cover.

Parts You'll Likely Need

• Engine Variable Valve Timing (VVT) Solenoid (OEM #AT4Z-6M280-A or AT4Z-6M280-B (for 3.7L, confirm with VIN)) — This is the most common point of failure for code P0024 on this vehicle, often getting stuck due to oil debris or internal failure.
  Trusted brands: Motorcraft, Dorman, Standard Motor Products, NGK
  OEM price range: $60-$90
  Aftermarket price range: $40-$75
• Engine Oil and Filter (OEM #Motorcraft FL-500S (Filter)) — Dirty or low oil is a primary cause of VCT system malfunction and this code. An oil change is a critical first step in diagnosis and repair.
  Trusted brands: Motorcraft, Mobil 1, Castrol, Valvoline
  OEM price range: $60-$100 (for oil and filter)
  Aftermarket price range: $50-$80 (for oil and filter)

Related Codes That Often Appear With This One

• P0014 — This is the equivalent code for the exhaust camshaft on Bank 1 (rear bank). Seeing both P0014 and P0024 strongly indicates a systemic issue like dirty oil or low oil pressure affecting both banks.
• P0025 — This code is for an 'over-retarded' condition on the same camshaft (Bank 2 Exhaust). Seeing them together or intermittently can point to an erratic VCT solenoid or oil flow problem.
• P0021 / P0022 — These codes relate to the intake camshaft on Bank 2. If you swap the intake and exhaust solenoids for diagnosis and the code changes to P0021 or P0022, it confirms the solenoid is the faulty part.

Technical Service Bulletins (TSBs) & Recalls

• SSM 47170: States that P0024 may be due to small debris causing the VCT solenoid to stick and refers technicians to a specific pinpoint test.
• SSM 50067: An updated version of the previous TSB, this covers vehicles up to 2021 and again points to debris in the VCT solenoid as a likely cause, recommending a diagnostic cycling procedure before replacement.
• SSM 54366: Points technicians to an updated diagnostic procedure in the workshop manual for this family of codes, indicating it's a well

Platform-Specific Known Issues

• Manufacturer TSBs SSM 47170 and SSM 50067 directly state that P0024 (among other VCT codes) may be caused by 'small debris causing the VCT solenoid to stick' and advise against immediate component replacement without proper diagnosis.
• TSB SSM 50067 specifically recommends using a scan tool to cycle the affected VCT solenoid 10 times to attempt to clear debris before replacing it.
• The 3.7L V6 in the MKZ shares its VCT design with many other Ford products, making this a well-documented issue across multiple vehicle lines.

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 0 Ohms indicates a short circuit, while an infinite reading (OL) indicates an open circuit. A reading outside the specified range suggests a failing coil.
• VCT Solenoid Connector Voltage (Key On, Engine Off) — expected: One pin should have battery voltage (approx. 12.6V).. Failure: No voltage suggests a problem with the power supply from the PCM power relay or a break in the wiring.
• Live Data: Commanded vs. Actual Camshaft Position Error — expected: Near 0 degrees at idle and should respond quickly to changes in engine RPM.. Failure: A persistent difference between the commanded and actual position, especially one that exceeds 7-10 degrees at steady RPM or spikes significantly when letting off the throttle, indicates a problem. The PCM may set the P0024 code if the error is more than 20 degrees.

Hidden / Shadow Codes Worth Checking

• Mode $06, Test ID $56 (on some Ford models): Mode $06 provides results from onboard diagnostic monitoring tests. While not a 'shadow code' in the typical sense, it can reveal underlying issues before a DTC is set. For VCT systems, specific monitor IDs can show the pass/fail status and measured values for camshaft timing response, which can help pinpoint a lazy phaser or solenoid. Test ID $56 has been associated with total misfire counts on some Ford models, which can be a symptom of incorrect timing. (see via A professional scan tool or an advanced OBD-II reader with Mode $06 capability is required.)

Scan Tool Commands That Help

• Ford IDS (Integrated Diagnostic System) or equivalent bidirectional scanner: Variable Cam Timing (VCT) Actuator Test or Output State Control — This command allows the technician to directly activate and deactivate the VCT solenoid while the engine is running. If commanding the Bank 2 exhaust solenoid ON causes the engine to run rough or stall, it confirms the solenoid and phaser are mechanically responding to commands. If there is no change in engine operation, it points to a stuck solenoid, clogged oil passage, or failed phaser. This is a key step in Pinpoint Test HK mentioned in TSBs.

Wiring & Ground Locations

• Fuse F9 (2017) or F8 (2018-2020) in Engine Compartment Fuse Box — The power distribution box is located on the driver's side of the engine compartment.. This fuse supplies power to the Powertrain Control Module (PCM), which in turn powers and controls the VCT solenoids. A problem with this fuse would likely cause multiple engine-related codes, but it's a crucial part of the circuit.
• VCT Solenoid Connector — On the front valve cover, closer to the radiator. It is a 2-wire black connector.. This is the direct connection point to the solenoid. One pin is the power supply (typically 12V with key on) and the other is the control line (ground-side switched) from the PCM. Testing for voltage and ground pulse at this connector is a primary electrical diagnostic step.

Real Owner Repair Stories

• Ford F150 Forum user (Ford F-150 with a similar V6 engine architecture.) — P0014 and P0024 codes appearing simultaneously.
  ❌ Tried (didn't work) Initial diagnosis pointed towards replacing solenoids or phasers.
  ✅ What actually fixed it The problem was oil sludging that clogged the VCT phaser oil screens. A technician performed an engine flush by replacing the engine oil with Automatic Transmission Fluid (ATF), running the engine to temperature, and then performing a standard oil and filter change. The codes did not return. The owner now performs more frequent oil changes (every 4,000 miles) and adds a quart of kerosene to the old oil, idling for 10 minutes before draining, to keep the engine clean.

OEM Part Supersession History

• AT4Z-6M280-A → AT4Z-6M280-B — Part revision for improved durability or performance. The -B revision is the current replacement for the VCT solenoids on the 3.7L and other Ford V6 engines.
  Heads up: The parts are interchangeable, with AT4Z-6M280-B being the recommended replacement for a failed -A part.

Model Year Variations Within This Range

• 2015-2016 vs 2017-2020: The primary difference is the engine: 3.7L Cyclone V6 for 2015-2016 and the 3.0L GTDI (twin-turbo) V6 for 2017-2020. While the fundamental VCT system operation is the same, the exact part number for the 3.0L GTDI VCT solenoid may differ from the 3.7L. However, the diagnostic principles and common causes (oil quality, solenoid failure) remain consistent across both engines.