Cam Phasers

[Dieselpowered]

My 2008 ford Edge with 9000 miles has been at the dealer for over a week. I called on Friday and they said the engine was out. Tech said has bad cam phasers. I been having issues with engine tapping and the check engine light coming on since I bought it. Has anyone else had this type of problem ? Has anyone else had to have the engine removed from their Edge.... Frank B.

[hydro]

Neither of our Edges have had motor isues. Here's a link to somebody who has had a motor pulled....almost sounds like your problem

 

http://www.fordedgeforum.com/index.php?showtopic=3196

Edited May 11, 2009 by hydro

[BlazedUp]

I had an exhaust control valve solenoid replaced along with the camshaft position sensor. Same symptoms as yours. Edge was only in shop 4 days though. I know the CPS is in front of the motor and motor removal was not necessary. Repair took a half day, waited 3 days for parts to come in.

[Dieselpowered]

Got my Edge back from the dealer last week put about 100 miles on it so far. They had the engine out to install new cam phasers. They also changed the VCT solenoids. Car runs ok but now it seems I have other problems. Engine idles too low, push the gas and car puts you into the seat. Still have the ticking noise in the engine at start up. Ford says there is nothing wrong with the engine because it ticks at start up. I say there is, Chevy's dont tick, Dodge's dont tick and others that I have l driven. Spent 32 grand on this car and expected it to last 100,000 miles or more. Last Ford I ever Buy.

[druck52]

Got my Edge back from the dealer last week put about 100 miles on it so far. They had the engine out to install new cam phasers. They also changed the VCT solenoids. Car runs ok but now it seems I have other problems. Engine idles too low, push the gas and car puts you into the seat. Still have the ticking noise in the engine at start up. Ford says there is nothing wrong with the engine because it ticks at start up. I say there is, Chevy's dont tick, Dodge's dont tick and others that I have l driven. Spent 32 grand on this car and expected it to last 100,000 miles or more. Last Ford I ever Buy.

 

 

The tick noise is the injectors and is normal. There is nothing that can be done about that.

[hydro]

Got my Edge back from the dealer last week put about 100 miles on it so far. They had the engine out to install new cam phasers. They also changed the VCT solenoids. Car runs ok but now it seems I have other problems. Engine idles too low, push the gas and car puts you into the seat. Still have the ticking noise in the engine at start up. Ford says there is nothing wrong with the engine because it ticks at start up. I say there is, Chevy's dont tick, Dodge's dont tick and others that I have l driven. Spent 32 grand on this car and expected it to last 100,000 miles or more. Last Ford I ever Buy.

I'm a little confused. The engine was repaired at no cost to you, hauls ass when you hit the gas and the engine ticks like every other Duratec when cold and you aren't happy and won't buy another Ford?

Chevy and Dodge don't tick but, that doesn't mean squat. Look who's taking your tax dollars and pissing it away .

[anpbabaki]

Just bumping this because my 09 SEL is about to have new Cam Phasers installed for the exact same issue as the OP. This is the 4th time its in the shop, the last 2 times they replaced the VCT solenoids. I actually initiated lemon law procedures so a factory engineer is coming out today as well.

[kdd01]

sorry to hear about this guys, I traded mine in after 3 leaking PTU replacement attempts, the thing just plain old stunk.. Good luck and hope it gets fixed!

[2008U387]

Another one reporting replaced cam phasers, vct solenoids. Mine is a 2008 Edge with just over 10,000 miles. Last week started idling rough and immediately got the CEL. Dealer kept it for a week and replaced Mass Air flow sensor, and bunch of cam timing stuff (phaser, solenoid etc). I had a loaner Focus thankfully, so the 1 week repair time didn't bother me. Again, they had to take the whole engine out to perform this repair and some 17hours were billed to warranty.

 

Picked up my Edge yesterday and first thing I noticed is a loud ticking noise at RPMs higher than about 2000 (this was definitely not there before). The ticking cannot be heard at idle or while steady cruising at 45mph. Will monitor the situation and report back.

[Patriotsnhfan]

I was told today by my dealer that I have to have the camshaft position phaser replaced. The check engine light came on my 2008 Edge SEL AWD. The dealer said that I can still drive it until the parts come in (tells me this is a pretty big issue if the parts are back ordered).

 

Is it safe? I have to wonder.

[akirby]

I was told today by my dealer that I have to have the camshaft position phaser replaced. The check engine light came on my 2008 Edge SEL AWD. The dealer said that I can still drive it until the parts come in (tells me this is a pretty big issue if the parts are back ordered).

 

Is it safe? I have to wonder.

 

If it's running and the check engine light isn't flashing then it should be safe. Back ordered parts are common even for small problems. They just don't stock many parts nowadays. As you can see it's happened a few times but it's certainly not a widespread problem.

[badlogin]

Wanted to add my problem. I know the thread has been dead for a while. I just bought my wife a used 2008 Edge. If the car sits over night and then started it ticks until it warms up. It's not injectors and it does not idle rough or have a light on. It sounds exactly like a lifter noise. It's at the Ford dealer now being checked. The first guy that looked at it put up red flags saying it didn't right so they had another mechanic look at it and they said it was just injectors. They said they called in the heavy line mechanic to listen to the car while I'm there. I'm going to see the car tomorrow morning. I hope this isn't the beginning of a headache.

Edited February 27, 2011 by badlogin

[WWWPerfA_ZN0W]

Wanted to add a technical note. The cam phaser used on the "Mustang" 3.7L engine (2011+) is of a different design than the 3.5L, and does not rely on oil pressure, per this article from Car & Driver:

 

"Most modern variable valve-timing (VVT) systems use a cam phaser that rotates the position of each cam­shaft relative to the timing chain. Think of making a record turntable go faster or slower by spinning it with your hands. The cam phaser has two basic com­ponents: an outer sprocket connected to the timing chain and an inner rotor (connected to the camshaft) that varies the valve timing by adjusting the rotation angle of the cam.

 

This inner rotor consists of a set of lobes, and oil fills the space between the outer housing and the lobes. Left alone, the rotor will simply spin at the same rate as the outer housing. If you add oil to one side of the lobe and remove it from the other, the rotor moves, and—voilà!—there’s your variable valve timing.

 

The majority of these VVT systems use oil pressure to push the rotor back and forth, but BorgWarner thinks its cam-torque-actuated (CTA) system marks an important step forward. Oil-pressure-actuated (OPA) systems require an upsize oil pump to pro­duce the extra pressure that’s required to work the cam phasers, which saps some of the fuel-economy gains of VVT. With a mechanical oil pump, OPA systems don’t work well at low engine speeds because the pump doesn’t build pressure and volume until the revs get higher.

 

The CTA system avoids those pitfalls by using Newton’s Third Law of Motion—for every action there is an equal and opposite reaction—to move the oil in the cam phas­ers. When a cam lobe pushes a valve open, the valve spring resists that force and pushes back. Similarly, when the valve spring pushes a valve closed, it also pushes on the cam lobe in the opposite direction from the valve opening. When multiplied over an entire camshaft, there is enough energy from these back-and-forth forces to make cam phasing work.

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Another trick to BorgWarner’s system is the way it moves oil. A center spool valve, controlled by a solenoid inside the cam-phasing rotor, directs the flow. With the valve open in one direction, oil flows into only one side of the oil pockets and can’t leave. By sliding the valve back and forth, the system can mete out the precise amount of oil flow on either side of the rotor lobes.

 

The key advantages of the CTA system are that it responds quickly even at idle and can operate using a standard engine’s oil pump. But there are downsides. As engine speeds increase, the CTA system becomes less effective. This happens because the valve events occur more frequently, reduc­ing the time available to move the oil. Con­versely, OPA systems work better as oil pres­sure increases and are better at high rpm. So there’s not much of a peak power gain from a CTA system; it improves performance and efficiency in other areas of the rev range. Also, CTA cam phasing is at the mercy of the natural oscillations of those forces on the camshaft. Valve openings and closings in an inline-six are spaced too closely for the sys­tem to work well. But a V-6 (or inline-three) is perfectly suited because there isn’t as much overlap between each valve event. The system also works on V-8 engines.

 

CTA variable valve timing debuted on Ford’s 3.0-liter Duratec V-6, beginning with the 2009 Escape and the 2010 Fusion. The 3.7-liter V-6 in the Mustang uses BorgWar­ner’s system, too, as do the 2011 Edge and Lincoln MKX. You can also find it on the Mustang’s 5.0-liter V-8 as well as the V-8 engines used in Jaguar and Land Rover vehi­cles. These engines’ efficiencies show the vir­tues of the CTA system."

 

http://wn.com/borgwarner_morse_tec_cam_torque_actuated_cta_variable_camshaft_timing_technology

 

CTA

Ti VCT

Edited September 6, 2015 by WWWPerfA_ZN0W