P0022 on 2018-2021 Ford F-150 3.5L EcoBoost: Intake Cam Timing Over-Retarded Causes and Fixes

What's Unique About the 2018-2021 Ford F-150

The second-generation 3.5L EcoBoost engine in this F-150 range is known for issues related to its VCT system. While the code's definition is standard, this platform is particularly susceptible to two main issues: VCT solenoids getting stuck from oil debris and a well-documented cam phaser failure that causes a distinct cold-start rattle. Ford has issued multiple Technical Service Bulletins (TSBs) for both the solenoids (SSM 50067) and the phasers (TSB 23-2143), acknowledging these common failure points. Manufacturer service bulletin SSM 47170 also notes that an illuminated MIL with P0022 may be due to small debris causing the VCT solenoid to stick. The phaser issue is so common that a long-running thread on F150Forum.com titled "2018 3.5 Ecoboost cold start rattle" has dozens of pages of owner experiences.

Generation note: The 2018-2020 models are part of the 13th F-150 generation, and the 2021 model is the first year of the 14th generation. However, both use the second-generation 3.5L EcoBoost engine, making the causes, symptoms, and repairs for code P0022 virtually identical across this year range. The cam phaser issue is specifically noted in TSB 23-2143 for 2017-2020 models built before Nov 30, 2019.

Symptoms You May Notice

• Illuminated Check Engine Light
• Rough or unstable idle
• Engine stalling, especially when coming to a stop
• Hesitation or lack of power during acceleration
• Reduced fuel economy
• Rattling, ticking, or tapping noise from the front of the engine, especially on a cold start lasting 2-5 seconds

Most Likely Causes

1. Low or Dirty Engine Oil 🔴 High Probability The VCT system is hydraulic and extremely sensitive to oil pressure and cleanliness. Sludge or debris can easily clog the small passages in the VCT solenoids, causing them to stick. Some owners report the code appearing after an oil change, possibly from dislodged sludge.
   How to confirm: Check the oil level on the dipstick and inspect its color and consistency. Check the vehicle's oil life monitor or service records. An oil change is the cheapest and easiest first step.
   Typical fix: Perform an oil and filter change using the manufacturer-specified oil (Ford recommends 5W-30 Full Synthetic for the 3.5L EcoBoost) and a quality filter like Motorcraft.
   Est. part cost: $50-$100
2. Failed Bank 2 Intake VCT Solenoid 🔴 High Probability Ford has issued multiple TSBs (e.g., SSM 50067) acknowledging that these solenoids can stick due to small debris in the oil, causing timing codes. The TSB suggests using a scan tool to cycle the solenoid 10 times to try and clear debris before replacement. Manufacturer bulletin SSM 54366 also lists P0022 as a code that may require following Pinpoint test HK in the Powertrain Control and Emissions Diagnosis manual to address VCT issues.
   How to confirm: After verifying oil is good, this is the next logical step. A diagnostic scan tool can be used to command the solenoid on and off to check for response. A common DIY method is to swap the Bank 2 intake and exhaust solenoids; if the code changes to P0024 (exhaust over-retarded), the solenoid is confirmed bad.
   Typical fix: Replace the Bank 2 (driver's side) intake VCT solenoid. The solenoid is located under the valve cover. 🎬 Watch: Step-by-step guide to replacing the intake VCT solenoid.
   Est. part cost: $40-$100
3. Failed Camshaft Phasers 🟡 Medium Probability A widely known issue on 2017-2020 3.5L EcoBoost engines is premature wear of the cam phasers, leading to a distinct rattle on cold starts as oil pressure bleeds off. This mechanical failure prevents proper timing control and can trigger P0022.
   How to confirm: Listen for a loud rattle from the front of the engine for 2-5 seconds immediately after a cold start (sitting for 6+ hours). 🎬 Listen: Hear what the signature cold start rattle sounds like. The noise is a strong indicator of phaser failure. The presence of this noise along with code P0022 points directly to this issue. A Reddit user reported a dealer quoting $5500 for this repair after P0022 appeared.
   Typical fix: Replace all four camshaft phasers, along with the timing chain, tensioners, and guides. This is an extensive and costly repair. Ford has released updated parts under TSB 23-2143 for vehicles built on or before 30-Nov-2019.
   Est. part cost: $500-$1000

Rare But Worth Checking

• Stretched Timing Chain: While often replaced during a phaser job, a stretched chain on its own can cause timing codes if it has jumped a tooth or created too much slack. This is more likely at higher mileage and can be a consequence of running with other VCT issues for too long.
• Wiring Harness Issue: An open or short in the circuit for the VCT solenoid can prevent it from operating correctly, mimicking a failed solenoid. This should be checked with a multimeter if a new solenoid doesn't fix the issue. Check for damage to the harness or connector pins.

Diagnosis Steps

1. Check Engine Oil: 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 correct 5W-30 full synthetic oil and a Motorcraft filter. Clear the code and see if it returns.
2. Scan for Other Codes: Check for any other related codes that could provide more clues (e.g., P0012, P052D, P0021).
3. Listen for Noise: On a cold start (after the truck has sat for 6+ hours), listen for a distinct rattle from the front of the engine lasting 2-5 seconds. If this noise is present, the cam phasers are the likely cause, as described in TSB 23-2143.
4. Test the VCT Solenoid: If there is no rattle, the VCT solenoid is the primary suspect. Use a scan tool to monitor commanded vs. actual cam position for Bank 2 Intake. Per TSB SSM 50067, you can command the solenoid to cycle 10 times to attempt to clear debris.
5. Swap VCT Solenoids: A practical DIY test is to swap the Bank 2 intake and exhaust VCT solenoids. They are located next to each other under the driver's side valve cover. If the code changes to P0024, the solenoid you moved is faulty. A user on F150Forum.com reported this swap successfully diagnosed their issue.
6. Inspect Wiring: If a new solenoid does not resolve the issue, inspect the wiring harness and connector for the Bank 2 intake VCT solenoid for any damage, corrosion, or loose connections. Test for continuity and voltage with a multimeter.
7. Mechanical Timing: If all else fails, the issue is likely a deeper mechanical problem, such as worn cam phasers or a stretched timing chain, requiring a more intensive repair as outlined in TSB 23-2143.

Parts You'll Likely Need

• Variable Camshaft Timing (VCT) Solenoid (Bank 2, Intake) (OEM #HL3Z-6M280-A, HL3Z-6M280-B) — This is the most common failure part for P0022 on this engine, often getting stuck from oil debris. It's the most logical and cost-effective part to replace after checking the oil.
  Trusted brands: Motorcraft
  OEM price range: $40-$100
  Aftermarket price range: $25-$70
• Cam Phaser and Timing Chain Kit (OEM #ML3Z-6C525-A (Phaser Part Number)) — If a cold-start rattle is present with P0022, the cam phasers have likely failed. This is a well-known issue, and Ford has updated the parts. The repair should include all four phasers, chain, guides, and tensioners. The ML3Z-6C525-A part supersedes older versions like HL3Z-6C525-C. 🎬 See how Ford's updated phasers fix the rattle issue.
  Trusted brands: Motorcraft
  OEM price range: $500-$1000 (for full kit)
  Aftermarket price range: $300-$700 (for full kit)

Related Codes That Often Appear With This One

• P052D — This code is for 'Cold Start Intake (A) Camshaft Position Timing Over-Retarded (Bank 2)' and is often a precursor or companion to P0022, specifically pointing to the timing issue during startup. An Expedition owner with the same engine reported both codes together, pointing to the phaser issue.
• P0012 — This is the equivalent code for Bank 1 (passenger side). If both P0012 and P0022 are present, it strongly suggests a systemic issue like low/dirty oil or low oil pressure affecting both banks. A Reddit user reported both codes appearing after a supposed dealer fix, with dirty oil being the suspected cause.
• P0021 — This is for 'Intake Camshaft Position Timing - Over-Advanced (Bank 2)'. Seeing both advanced and retarded codes for the same camshaft can indicate an erratic VCT solenoid or phaser that is not controlling cam timing predictably.

Technical Service Bulletins (TSBs) & Recalls

• TSB 23-2143: Supersedes TSB 22-2200. Addresses a cold start rattle (2-5 seconds) on 2017-2020 F-150 and 2018-2020 Expedition/Navigator with the 3.5L EcoBoost built on or before 30-Nov-2019. The cause is worn VCT units (cam phasers). The fix is to replace all four VCT units.
• SSM 50067: Applies to various 2015-2021 Ford/Lincoln vehicles. States that codes like P0022 can be caused by small debris causing the VCT solenoid to stick. Recommends using a scan tool to cycle the solenoid 10 times to try and clear it before replacement.
• SSM 54366: Notes that Ford and Lincoln vehicles may exhibit an illuminated MIL with P0022 and directs technicians to Pinpoint test HK in the Powertrain Control and Emissions Diagnosis (PC/ED) manual.
• SSM 47170: States that vehicles may exhibit an illuminated MIL with DTC P0022 due to small debris causing the VCT solenoid to stick, and advises checking this before component replacement.
• SSM 49583: Specific to 2019-2020 F-150s equipped with a 5.0L engine. Instructs technicians that vehicles may exhibit an illuminated MIL with P0022 and noise near the front of the valve covers from the intake variable camshaft timing.

Platform-Specific Known Issues

• Cold Start Rattle (Cam Phaser Failure): Many 2017-2020 models with the 3.5L EcoBoost suffer from a loud rattle on cold starts caused by faulty cam phasers. Ford has issued multiple TSBs, with the latest being TSB 23-2143, which provides updated parts (ML3Z-6C525-A) and repair procedures for vehicles built on or before Nov 30, 2019. A user on F150Forum.com noted

Mechanic-Grade Diagnostic Values

• VCT Solenoid Internal Resistance — expected: 6.9 to 7.9 Ohms at 68°F (20°C). Some sources give a wider acceptable range of 5-15 Ohms.. Failure: A reading of 0 Ohms (short circuit) or infinite/OL (open circuit) indicates a failed solenoid.
• VCT Solenoid Connector Voltage — expected: Battery voltage (approx. 12V) on the power supply pin with Key On, Engine Off.. Failure: Low or no voltage points to a wiring issue, a bad connection, or a problem with the PCM power supply circuit.
• Scan Tool PID: VCT_ADV_ERR (VCT Advance Error) — expected: Should be close to 0 degrees at idle. A difference no greater than +/- 5 degrees for an excessive time is allowable.. Failure: A consistent error value outside the +/- 5 degree range indicates a timing deviation that can set the P0022 code.
• Scan Tool PID: VCT_INT_DIF2 (Bank 2 Intake Camshaft Position Difference) — expected: Near 0 degrees at idle and during steady-state driving. The value will fluctuate during acceleration and deceleration as timing is adjusted.. Failure: A value that is consistently non-zero at idle or does not respond as expected to engine load changes suggests a problem with the VCT system.
• Engine Oil Pressure (3.5L EcoBoost) — expected: A minimum of 20 psi at 1,500 RPM when the engine is at normal operating temperature.. Failure: Pressure below the minimum specification can starve the VCT system, leading to timing codes.

Hidden / Shadow Codes Worth Checking

• Mode 6, Test ID $81: This specific Mode 6 test monitors the bank 2 variable camshaft timing position. Failing test values can indicate a VCT system problem, sometimes even before a persistent DTC like P0022 is stored. (see via A high-level scan tool with Mode 6 data capability.)

Scan Tool Commands That Help

• Ford IDS / FORScan / High-End Scan Tool: VCT Solenoid On/Off Test or Cycle Command — As referenced in TSB SSM 50067, this function rapidly cycles the solenoid (e.g., 10 times) to attempt to dislodge small debris causing it to stick. If the code clears and drivability improves, it strongly suggests oil contamination was the issue, not a failed solenoid.
• Ford IDS / High-End Scan Tool: Output State Control / Actuator Test: Command VCT Solenoid % — When the engine is idling, commanding the solenoid to activate should cause the engine to run rough or stall. If there is no change in engine operation, the solenoid is likely clogged, stuck, or has failed electrically.

Wiring & Ground Locations

• G104 / G105 — G104 is located on the right fender behind the battery. G105 is on the frame below the washer fluid container.. These are major chassis and engine bay ground points. While not exclusively for the VCT circuit, a poor or corroded ground at these locations can cause erratic voltage and signal issues for various engine sensors and the PCM, potentially contributing to timing codes.
• VCT Solenoid Connector — On the top of each VCT solenoid, located under the driver's side (Bank 2) valve cover.. This is the primary connection point for testing voltage and resistance of the solenoid. The pins can become contaminated with oil, and the wiring can become brittle from heat, leading to poor connections that mimic a failed solenoid.

Real Owner Repair Stories

• Ford F150 Forum thread (2017 Ford F-150 3.5L EcoBoost with 99k miles) — Check Engine Light with codes P0021 (Over-advanced) and P0025 (Over-retarded) on the same bank after a full timing job.
  ❌ Tried (didn't work) Swapping the new VCT solenoids with the original ones., Verifying mechanical timing marks were correct with the valve cover off.
  ✅ What actually fixed it The wiring harness connectors for the intake and exhaust VCT solenoids on Bank 2 had been accidentally swapped during reassembly. Correcting the connector positions resolved the codes.

OEM Part Supersession History

• HL3Z-6C525-C (and other HL3Z variants) → ML3Z-6C525-A (Exhaust Phaser), ML3Z-6256-A (Intake Phaser) — The original 'HL3Z' phasers were prone to premature wear and failure, causing the well-known cold start rattle. The 'ML3Z' parts are the updated design intended to resolve this issue.
  Heads up: Some dealer service departments were reportedly still using up old 'HL3Z' stock even after the new parts were released. A forum member reported their phasers failed again after only 19,000 miles because the old-design parts were used in the first repair. It is critical to ensure the 'ML3Z' parts are used for a durable repair.
• HL3Z-6M280-A → HL3Z-6M280-B — Minor revision to the VCT solenoid. Both parts are generally considered interchangeable for this application.

Model Year Variations Within This Range

• 2018-2020 (built on or before Nov 30, 2019): These model years are specifically called out in TSB 23-2143 for the cam phaser cold start rattle issue. Vehicles built after this date are presumed to have updated phasers from the factory, making the issue less common, though not impossible.

Diagnostic Flowchart

Used vs. New Parts: Buying Guide for This Vehicle

When a used part is the smart pick: For this specific repair, using used parts is generally not recommended. The primary failure components (VCT solenoids, cam phasers, timing chains) are all wear items that are highly sensitive to oil quality and maintenance history. The risk of acquiring a part that is already worn or contaminated is very high.

Donor-vehicle mileage cap: roughly under 30000 miles for the part to have meaningful remaining life.

What to inspect on the donor part:

• If considering a used part is unavoidable, demand a detailed service history of the donor vehicle, specifically looking for frequent, on-time oil changes with full synthetic oil.
• Avoid any parts from a donor vehicle that shows signs of engine sludge when the oil cap is removed.
• Never buy used timing chains, guides, or tensioners.

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

• Cam Phasers: Given the known defects with early versions, only new OEM Motorcraft parts with the latest 'ML3Z' part number should be used to ensure a lasting repair.
• VCT Solenoids: While some aftermarket options exist, OEM Motorcraft solenoids are strongly recommended due to the sensitivity of the VCT system.

Brands owners have reported issues with on this vehicle:

• Unbranded or 'white-box' VCT solenoids and timing components from online marketplaces are a significant gamble and have a high failure rate.

Real Owner Stories

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

Related OBD-II Codes

• P0024 — Bank 2 Exhaust Camshaft Position - Timing Over-Retarded. This code is directly related as it can be intentionally triggered during diagnosis. If you swap a faulty intake VCT solenoid (causing P0022) with the exhaust solenoid, this code will appear, confirming the solenoid is the problem.
• P0012 — 'A' Camshaft Position - Timing Over-Retarded (Bank 1). This is the identical fault code but for the opposite engine bank (Bank 1, passenger side). Seeing both codes together often points to a systemic issue like low/dirty engine oil affecting the entire VCT system.
• P052D — Cold Start 'A' Camshaft Position Timing Over-Retarded (Bank 2). This code frequently appears with P0022 and is a strong indicator that the root cause is failing cam phasers, which lose oil pressure and cannot maintain correct timing after the engine has been off for several hours, as described in TSB 23-2143.
• P0021 — 'A' Camshaft Position - Timing Over-Advanced (Bank 2). This code relates to the same camshaft as P0022 but for the opposite timing error (over-advanced). It can be caused by the same failing components, such as a VCT solenoid sticking in a different position or a faulty cam phaser.

Frequently Asked Questions