P0025 on 2019-2021 Lincoln Nautilus 2.7L: Exhaust Cam Timing Causes and Fixes

What's Unique About the 2019-2021 Lincoln Nautilus

For the 2.7L EcoBoost engine in the Nautilus, Ford has issued Technical Service Bulletins (TSBs) acknowledging this specific issue. TSB SSM 50067 notes that P0025 is often caused by small debris in the engine oil that makes the Variable Camshaft Timing (VCT) solenoid stick. This highlights a known sensitivity in the VCT system to oil contamination, making regular oil changes with high-quality, Ford-specified 5W-30 synthetic oil especially critical on these direct-injection, turbocharged engines. Furthermore, TSB 23-2049 specifically addresses a cold-start rattle on this engine caused by internal VCT phaser failure, indicating 🎬 See what a 2.7L cold-start rattle sounds like a more serious potential root cause for timing codes.

Symptoms You May Notice

• Check Engine Light is on
• Rough, unstable idle or stalling, especially when coming to a stop
• Reduced engine power and poor acceleration
• Decreased fuel economy
• Engine may be hard to start
• Audible ticking or rattling noise from the engine, which could point to a more serious timing chain or phaser issue

Most Likely Causes

1. Low, Dirty, or Incorrect Viscosity Engine Oil 🔴 High Probability The 2.7L EcoBoost's VCT system is hydraulic and highly sensitive to oil condition. Sludge or debris can easily restrict oil flow to the VCT solenoids and phasers, preventing them from adjusting cam timing correctly, a condition Ford explicitly addresses in service bulletins.
   How to confirm: Check the engine oil level on the dipstick and inspect its color and consistency. If the oil is below the minimum mark, black, or feels gritty, it needs to be changed.
   Typical fix: Perform an engine oil and filter change using the correct OEM-specified full synthetic 5W-30 oil and a high-quality filter.
   Est. part cost: $70-$120
2. Failing Bank 2 Exhaust VCT Solenoid 🔴 High Probability → Shop Engine Variable Valve Timing (VVT) Solenoid TSB SSM 50067 directly states that P0025 may be due to small debris causing the VCT solenoid to stick. This is the most common component failure for this code on the 2.7L EcoBoost engine family. A real-world example from a Ford Fusion Sport owner with the same engine showed that swapping the intake and exhaust solenoids on Bank 2 caused the code to change from P0025 to P0021, confirming the exhaust solenoid was the faulty part.
   How to confirm: Use a bi-directional scan tool to command the solenoid on and off per TSB SSM 50067. Alternatively, swap the Bank 2 exhaust solenoid with the Bank 2 intake solenoid. If the code changes to P0021 ('A' Camshaft Position - Timing Over-Retarded), the solenoid is confirmed bad.
   Typical fix: Replace the Bank 2 exhaust VCT solenoid. It is located on the valve cover closer to the radiator.
   Est. part cost: $40-$150

Rare But Worth Checking

• Stretched Timing Chain or Failed Tensioner: → Shop Engine Timing Chain While much less common than oil or solenoid issues, a stretched timing chain can cause timing correlation codes. This is usually accompanied by a rattling noise on startup. An owner of a mechanically similar 2016 Ford Edge with the 2.7L engine reported that codes P0019 and P0025 were only resolved after a full timing chain, guide, and tensioner replacement, as new VCT solenoids did not fix the issue.
• Damaged Camshaft Phaser (VCT Unit): → Shop Engine Camshaft The mechanical phaser that the solenoid controls can fail internally. TSB 23-2049 was issued for the 2019-2023 Nautilus 2.7L for a 2-5 second cold-start rattle caused by stuck internal VCT phaser components. The official fix is to replace all four VCT units, a complex job estimated at 14.7 labor hours, confirming 🎬 Watch: A walkthrough of the complex timing chain and phaser replacement this is a known, though rare, root cause.

Diagnosis Steps

1. Verify the engine oil level is correct and the oil is clean. If it is low, dirty, or past its change interval, perform an oil and filter change with Ford-specified 5W-30 full synthetic oil.
2. Clear the code and perform a drive cycle. If the code returns, proceed to the next step.
3. Inspect the wiring harness and connector for the Bank 2 exhaust VCT solenoid (on the front valve cover) for any visible damage, corrosion, or loose connections.
4. If you have a bi-directional scan tool, follow the procedure from TSB SSM 50067: access the appropriate pinpoint test (HK12) and command the Bank 2 exhaust VCT solenoid to cycle 10 times. This may dislodge debris and resolve the issue without parts replacement.
5. If the previous step does not work, the most likely cause is a failed VCT solenoid. Replace the Bank 2 exhaust VCT solenoid.
6. If the code persists after replacing the solenoid, the issue may be more severe, such as a stretched timing chain or failed VCT phaser. Professional diagnosis is recommended, especially if a startup rattle is present.

Parts You'll Likely Need

• Variable Camshaft Timing (VCT) Solenoid (OEM #FT4Z-6M280-B (superseded by FT4Z-6M280-D)) — This is the most common component failure for P0025. It gets stuck from oil debris, preventing it from correctly adjusting the camshaft timing, an issue noted in Ford TSBs.
  Trusted brands: Motorcraft, Dorman
  OEM price range: $80-$150
  Aftermarket price range: $40-$90
• Engine Oil and Filter (OEM #FL-2062-A) — Incorrect oil viscosity, low level, or dirty oil is a primary cause of all VCT system malfunctions. Using the correct full synthetic 5W-30 oil is a critical diagnostic and maintenance step.
  Trusted brands: Motorcraft
  OEM price range: $70-$120
  Aftermarket price range: $50-$90

Related Codes That Often Appear With This One

• P0015 — This is the same over-retarded timing code but for Bank 1 (firewall side). If both P0015 and P0025 are present, it strongly suggests a systemic issue like very low/dirty oil or low oil pressure affecting the entire engine.
• P054D — This code is for 'Cold Start Exhaust (B) Camshaft Position Timing Over-Retarded (Bank 2)'. Seeing this with P0025 strongly points to a sticking VCT solenoid or oil pressure issue that is most pronounced when the engine and oil are cold. An F-150 owner with the 2.7L engine reported this exact combination of codes along with P0019 and P0025.
• P0019 — This code indicates a 'Crankshaft Position - Camshaft Position Correlation Bank 2 Sensor B (Exhaust)'. It often appears with P0025 because both point to a timing discrepancy on the Bank 2 exhaust cam. Its presence can heighten suspicion of a mechanical timing issue like a stretched chain or failed phaser.

Technical Service Bulletins (TSBs) & Recalls

• SSM 50067: Notes that various VCT codes, including P0025, may be set due to small debris causing the VCT solenoid to stick. Recommends a diagnostic procedure to cycle the solenoid with a scan tool (Pinpoint Test HK12) before replacement.
• TSB 23-2049: Addresses a cold-start ticking/rattling noise on the 2019-2023 Nautilus 2.7L caused by stuck internal VCT phaser components, which can be a root cause for timing correlation codes. Requires replacement of all four VCT units.

Platform-Specific Known Issues

• This engine platform is subject to TSB SSM 50067, which explicitly states that P0025 may be caused by small debris causing the VCT solenoid to stick. It recommends attempting to clear the solenoid by cycling it 10 times with a diagnostic tool before replacement.
• TSB 23-2049 addresses a cold-start rattle lasting 2-5 seconds from the VCT units (phasers) on the 2019-2023 Nautilus 2.7L, indicating potential for more serious mechanical issues within the VCT system that can lead to this code. The fix is a 14.7-hour replacement of all four phasers.

Mechanic-Grade Diagnostic Values

• VCT Solenoid Internal Resistance — expected: 6.9 to 7.9 Ohms at 68°F (20°C). A wider acceptable range is 5.0 to 15.0 Ohms.. Failure: A reading of 0 Ohms (short), OL/infinite (open), or a value significantly outside the expected range indicates a faulty solenoid coil.
• Voltage at VCT Solenoid Connector (Pin 1, VPWR) — expected: Battery Voltage (approximately 12V) with Key On, Engine Off. Should be greater than 10.5V.. Failure: Voltage below 10.5V suggests a problem in the power supply circuit (wiring, fuse) rather than the solenoid itself.
• Engine Oil Pressure at Hot Idle — expected: Minimum of 15 PSI.. Failure: Pressure below 15 PSI at normal operating temperature can cause insufficient hydraulic force for the VCT phasers to operate correctly.
• Scan Tool PID: VCT_EXH_ERR2 (Bank 2 Exhaust Cam Timing Error) — expected: Should hover close to 0° with an allowable tolerance of +/- 5° during stable engine operation.. Failure: A large, persistent deviation from 0° indicates the camshaft is not at its commanded position, confirming a fault.

Hidden / Shadow Codes Worth Checking

• Mode $06, Test ID $53: This test shows cylinder-specific misfire rates. While not a direct VCT test, incorrect cam timing can cause misfires. This data can help identify if a specific cylinder on Bank 2 is misfiring consistently, even without a P030x code, pointing to a localized problem. (see via A scan tool capable of reading Mode $06 data, such as Torque Pro or professional-grade scanners. The Component ID (CID) corresponds to the cylinder number (e.g., CID $04, $05, $06 for Bank 2).)

Scan Tool Commands That Help

• Ford IDS (or equivalent professional scanner): Pinpoint Test HK12 - VCT Solenoid Cycle — Per TSB SSM 50067, this function commands the suspect VCT solenoid to cycle 10 times. It should be used as a diagnostic step to potentially dislodge small debris and fix the issue without replacing the part.
• Ford IDS (or equivalent professional scanner): Datalogger - VCT PIDs (VCT_EXH_ERR2, VCT_EXH_CMD2, VCT_EXH_ACT2) — Used to monitor the commanded vs. actual position of the Bank 2 exhaust camshaft in real-time. Graphing this data during a drive cycle can reveal if the cam is sticking, slow to respond, or not moving at all, which confirms a control problem.
• Ford IDS (or equivalent professional scanner): Power Balance Test — While observing the power balance graph, manually activating the VCT solenoid should cause a noticeable change in engine operation or a dip on the graph. This helps confirm the cam phaser is mechanically capable of moving when commanded.

Wiring & Ground Locations

• Bank 2 Exhaust VCT Solenoid Connector — On top of the front valve cover (radiator side), plugging directly into the exhaust VCT solenoid.. This 2-pin connector provides power and control. Pin 1 is the power supply (VPWR) and Pin 2 is the ground-side control from the PCM. Oil contamination or heat damage to the connector or wires can cause an open or short, preventing the solenoid from operating.
• G104 / G105 — General location for primary engine grounds on Ford platforms is on the engine block, cylinder head, or a strap to the chassis frame in the engine compartment. A specific diagram is needed for the exact location on a Nautilus.. The PCM and camshaft position sensors rely on a clean ground reference to function. A loose or corroded engine ground can introduce electrical noise into the sensor signals, potentially causing false or intermittent timing codes after mechanical parts have been ruled out.

Real Owner Repair Stories

• Ford Edge Forum user report, cited by Go-Parts (2016 Ford Edge Sport 2.7L EcoBoost) — Check Engine Light with codes P0019 and P0025.
  ❌ Tried (didn't work) Replaced all four VCT solenoids, Performed multiple engine oil changes
  ✅ What actually fixed it The timing chain was found to be stretched. A full replacement of the timing chain, tensioners, and guides resolved both codes.

When the Usual Fixes Don't Work

• While replacing the VCT solenoid is the most common fix after an oil change, it is not a guaranteed solution. As documented in a case with a mechanically identical 2.7L engine, codes P0019 and P0025 persisted after replacing all four solenoids. The root cause was ultimately a stretched timing chain, which is a much more involved and expensive mechanical repair. This indicates that if the code returns after a solenoid replacement, investigation into base timing components (chain, guides, tensioners) is warranted, especially if any startup rattle is present.

OEM Part Supersession History

• FT4Z-6M280-A → FT4Z-6M280-B, then FT4Z-6M280-C, then FT4Z-6M280-D — Likely internal improvements to materials or design to increase resistance to sticking from oil debris.
  Heads up: All revisions (A, B, C, D) are generally considered interchangeable, but using the latest available version (FT4Z-6M280-D) is always recommended to benefit from the most recent design updates.

Model Year Variations Within This Range

• 2019-2021: The core 2.7L EcoBoost V6 powertrain and VCT system are consistent across this range. A significant interior refresh occurred for the 2021 model year, introducing a larger 13.2-inch SYNC 4 infotainment screen and a new 'piano key' shifter, but these changes do not affect the diagnosis or repair of code P0025.

Diagnostic Flowchart

Other Known Issues on This Vehicle

Issues unrelated to this code that are worth knowing about as an owner of this generation:

• Leaking RTV-Sealed Oil Pan 🟠 Medium — Common on models built on or before August 1, 2019. The original plastic pan with RTV sealant can warp and seep oil. (Ref: TSB 19-2387 (later superseded by TSB 23-2075) advises replacing the original pan with an updated version (KT4Z-6675-D) that uses a more reliable press-in-place gasket.)
• Catastrophic Intake Valve Failure 🔴 High — Affects a specific batch of 2021-2022 models. Failure is often sudden and at low mileage, causing complete engine destruction. (Ref: Ford recall 24S55 (NHTSA ID 24V-635) was issued for vehicles with improperly heat-treated intake valves that can fracture and drop into the cylinder.)
• Cold Start Cam Phaser Rattle 🔴 High → Shop Engine Timing Gear — Affects 2019-2023 models. Presents as a 2-5 second ticking or rattle from the engine front after a cold soak of 6+ hours. (Ref: TSB 23-2049 identifies the cause as stuck internal VCT phaser components. The repair is a major 14.7-hour job to replace all four phasers.)
• Faulty 8-Speed Transmission 🟠 Medium — Most commonly reported on the 2019 model year. Owners report hard/jerky shifting, unresponsive acceleration, and sometimes complete failure requiring replacement.

Used vs. New Parts: Buying Guide for This Vehicle

When a used part is the smart pick: For this specific repair, using a used VCT solenoid is generally not recommended. The part is known to fail from internal contamination and wear, and the cost of a new OEM or quality aftermarket part is low enough that the risk of a used part failing quickly outweighs the potential savings.

Donor-vehicle mileage cap: roughly under 50000 miles for the part to have meaningful remaining life.

What to inspect on the donor part:

• If considering a used part, source it from a vehicle with the lowest possible mileage.
• Inspect the electrical connector for any cracks, brittleness, or signs of oil contamination.
• Check the small filter screens on the solenoid body; they should be perfectly clean and free of any metallic debris or sludge.

OEM-only on this vehicle (don't cheap out):

• Engine Oil Filter: It is highly recommended to use the OEM Motorcraft filter (FL-2062-A). Some aftermarket filters have been anecdotally linked to oil pressure issues on Ford engines, which can directly cause VCT problems.

Aftermarket brands forum-validated for this vehicle:

• Standard Motor Products (SMP): Often considered a high-quality OEM equivalent, with some parts featuring design improvements like anodized components to resist sludge.
• Walker Products: Positions itself as an OE-calibrated replacement, matching original flow rates and response times.
• Cloyes: A well-regarded brand specifically for timing components like chains, guides, and tensioners, should the problem be more severe than a solenoid.

Brands owners have reported issues with on this vehicle:

• No specific brands have widespread negative reports on forums for this application, but caution is advised with unbranded, 'white-box' parts from online marketplaces due to inconsistent quality control.

Real Owner Stories

Aggregated from forums and TSBs cited above. Mileages and costs reflect what owners reported in those sources.

Related OBD-II Codes

• P0021 — 'A' Camshaft Position - Timing Over-Retarded (Bank 2). This code points to the intake camshaft on the same bank. It often appears as a diagnostic confirmation code after swapping a suspected faulty exhaust VCT solenoid (P0025) with the intake solenoid.
• P0019 — Crankshaft Position - Camshaft Position Correlation (Bank 2 Sensor B). This code frequently appears with P0025, indicating a more significant timing discrepancy between the crankshaft and the Bank 2 exhaust camshaft, often pointing towards a stretched timing chain.
• P054D — Cold Start 'B' Camshaft Position Timing Over-Retarded (Bank 2). This is a highly specific companion code that points to the exact same fault as P0025 but flags that the issue is detected specifically during a cold start, often related to failing VCT phasers as described in TSB 23-2049.
• P0300 — Random/Multiple Cylinder Misfire Detected. If the exhaust camshaft timing is sufficiently retarded due to the P0025 fault, it can disrupt the combustion process and cause misfires across the cylinders in Bank 2.

Frequently Asked Questions