2006 Linc Navigator - 5.4L Fluctuating Oil Pressure FIXED

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a&mauto
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2006 Linc Navigator - 5.4L Fluctuating Oil Pressure FIXED

Post by a&mauto »

I know its been a long time since Ive been on here but I need help.
2006 Navigator 5.4 Loses power after brief warm-up. (not plugged exhaust or fuel delivery problem). The timing chains start to rattle. Long story short, the cam actuators are jumping back in forth. When the solenoids are un plugged, the cam actuators mellow out. We were thinking the actuators might be failing. Before spending the 10 hours to change them we decided to check oil pressure at the o.p sensor port. The oil pressure gauge is fluctuating like crazy. Up 70 down to 0 so fast that you can not see the needle. We are thinking that with the solenoids for the actuators unplugged that the actuators should not affect the oil pressure. It might just be a bad oil pump (relief valve). Anyone out there see this before?
Thank You,
Adam
Last edited by a&mauto on Thu Feb 06, 2014 11:21 am, edited 1 time in total.
Adam Jadovitz
A & M Automotive
Lake Elsinore, CA
951-245-1562
http://www.aandmautorepair.com
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brianp87
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Re: 2006 NAVIGATOR FLUCTUATING OIL PRESSURE

Post by brianp87 »

This is what I see.

Tests/Procedures:

1. Cam codes such as these, along with misfire codes on one bank, usually suggest either the timing chain is off by one or more teeth or that bank has incorrect oil flow for the variable cam timing system. In the case of an engine rattle as well, it is likely either the cam phaser is damaged, or there is an oil flow problem to the phaser and tensioner.

2. Before beginning variable cam timing tests, it is important to warn your customer that variable cam timing concerns on this engine can be a very expensive repair. In many cases, the internal passages feeding the phaser or the tensioner will be plugged with debris; getting this debris out can be extremely difficult and sometimes results in the need for a new engine. Informing the customer of this possibility before extensive diagnosis and repair attempts, is recommended.

3. To start diagnosis, run engine at hot idle. When the engine is running poorly, backprobe a ground wire into the variable camshaft solenoids (located at the top of each valve cover) at the following wires, one at a time. Only tap the ground to the wire briefly.

a. Driver's side, Violet and Light Blue wire.

b. Passenger side, Dark Green and Orange wire.

4. If tapping a ground to either solenoid resolves the concern, the solenoid was stuck open either because of debris stuck in the solenoid or because the solenoid itself was stuck.

5. If the concern is still present, unplug both solenoid connectors, if the engine now runs smoothly, suspect circuit faults between the solenoids and the PCM. Note, these solenoids should only be actuated off idle similar to an EGR valve.

6. If the concern is still present with the solenoids unplugged, install a lab scope with at least two channels on the camshaft position sensors (located on the timing cover, one on each side). Install the positive leads at the following wires, install the negative lead to ground.

a. Driver's side, Dark Green wire.

b. Passenger side, Orange wire.

7. Now start the engine; the waveforms should be in exact sync with each other, if one waveform is even slightly out of sync with the other, either the chain has jumped, the sensor is faulty or there is a concern with the phaser assembly. A code P0012 suggests a problem on the passenger side bank, P0022 suggests the problem is on the driver side bank.

8. To rule out a sensor problem, simply swap the sensors bank to bank, if the concern follows the sensor, replace the affected sensor.

9. If the sensor is ok, you will now have to begin determining if this is a phaser concern or a timing chain problem.

10. A phaser that is over-retarded at idle can either be a hydraulic or a mechanical failure. First, swap the solenoids bank to bank, if the concern follows the solenoid, then replace the affected solenoid.

11. If the fault is still present on the same bank, then the timing cover should be removed at this point for removal and inspection of the variable cam timing components.

12. First remove the phaser and inspect for broken trigger, bent trigger, damaged return spring. Replace as necessary. While phaser is removed, inspect the phaser bolt orifice for blockage, clean and replace as necessary.

13. Next remove the solenoid valve body, inspect all orifices for blockage, clean and replace as necessary.

14. If all orifices are ok, reassemble, verify proper chain timing. Restart the engine, if the concern is still present, suspect plugged orifices as discussed in step 2.

Tech Tips:

See the attached illustration for aid in inspecting the variable cam timing system. Also, see the attached procedure for timing chain repairs. Be aware, it is necessary to have 25 PSI of oil pressure on a hot engine. Any less than 25 PSI oil pressure will result in variable cam timing problems. Note, some engine noise from the VCT system is normal; if there are no drive symptoms, compare the noise to a known good truck before extensive diagnosis.
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a&mauto
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Re: 2006 NAVIGATOR FLUCTUATING OIL PRESSURE

Post by a&mauto »

Thanks for getting back so fast Brian. We have dealt with a couple of these before. The thing that is so different on this one is the fluctuating oil pressure. Its just like an a/c compressor with bad valves. The high side needle fluctuates so fast you cant see it. That what this is doing on our mechanical oil pressure gauge.
Adam Jadovitz
A & M Automotive
Lake Elsinore, CA
951-245-1562
http://www.aandmautorepair.com
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steven kiser
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Re: 2006 Linc Navigator - 5.4L Fluctuating Oil Pressure

Post by steven kiser »

How many miles on it? It seems the oil pressure is the issue and I would go right to the pump screen. Worked on a fleet of Ford Exploders and a few had this issue and after the first one (sludge in oil pan) taking the pan down and getting the plastic debris and black flakes out the issue was resolved. We developed a tool where we could pump pressurized solvent into oil pan and wash it out. We would place a white absorbing matt on top of the oil drain funnel and were amazed on how much crap came out. The silt and debris would take a bit of time to get to the screen and when the engine was shut off would float away from it and settle in the pan waiting for the engine to start again.
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Re: 2006 Linc Navigator - 5.4L Fluctuating Oil Pressure

Post by brianp87 »

It spounds like a pump issue or maybe a restriction of some sort?
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Re: 2006 Linc Navigator - 5.4L Fluctuating Oil Pressure FIXE

Post by a&mauto »

When we started to disassemble this engine we found too many things that looked bad. 3 strikes you are out! We replaced the engine with a fresh Jasper 5.4 and all is good.
Adam Jadovitz
A & M Automotive
Lake Elsinore, CA
951-245-1562
http://www.aandmautorepair.com
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Re: 2006 Linc Navigator - 5.4L Fluctuating Oil Pressure FIXE

Post by brianp87 »

That's the safe bet. Smart choice. Just had a gm with no oil pressure and some valve train noise. Pan full of sludge and customer could not afford engine. Cleaned out new pump engine flush and its surprisingly quiet.
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Re: 2006 Linc Navigator - 5.4L Fluctuating Oil Pressure FIXE

Post by steven kiser »

It's not like years ago. Todays engines are so complicated and intricate that anything with over a 100k with engine issues is on the fast track to get a Jasper installed. I'll do a valve job, timing chain, as long as there isn't any other engine issues.
never argue with a fool, they'll drag you down to their level and beat you with experience
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