P0022 Code: "A" Camshaft Position Timing Over-Retarded (Bank 2)
The bank 2 intake cam can't advance as far as the PCM asks; phaser, oil pressure or a worn bank 2 chain.
At a glance
Severity: Moderate
- Meaning
- "A" Camshaft Position Timing Over-Retarded (Bank 2)
- System
- Fuel & Air Metering · Powertrain
- Safe to drive?
- With caution
- Typical repair cost
- $120–$4,500
- DIY difficulty
- Hard
P0022 is set when the bank 2 intake cam on a V or boxer engine stays later than commanded for longer than allowed. The PCM asked for advance, usually just off idle or at cruise, and the phaser couldn't deliver it, or the cam reads late even when it should be parked. As the bank 2 version of P0012, the same shared-versus-local logic applies: P0012 and P0022 together point to oil pressure, oil quality or the primary chain, while P0022 alone points to the bank 2 phaser, its control valve, or the chain, guide and tensioner on that side. Engines with a separate chain and tensioner for each head can wear one side faster, and a broken bank 2 guide lets the cam fall back by several degrees. A knock or tick at warm idle that disappears with a little throttle is a common sign of a worn phaser.
Can I keep driving? Short trips are fine if the engine is quiet, but performance will be down, especially when towing or climbing hills. A loud knock at idle or a rattle from the timing covers is a reason to park it until the cause is found.
How to read P0022
- P Powertrain
- 0 Generic (SAE)
- 0 Fuel/air & emissions (aux.)
- 22 Specific fault
Symptoms
- Weaker acceleration from low rpm, most obvious when loaded or towing
- Knocking or ticking from the front of the engine at warm idle that fades with throttle
- Rattle for a few seconds after a cold start
- Fuel economy down, particularly around town
- P0022 alone, or paired with P0012 when both banks are short of oil pressure
Possible causes
Ranked by how often each cause is behind this code (editorial estimate).
- Bank 2 intake phaser worn: lock pin sticking, leaking vanes or internal damage
- Bank 2 timing chain, guide or tensioner worn or broken
- Low oil pressure at hot idle from low level, pump wear or bearing wear
- Bank 2 oil control valve stuck toward retard or its screen plugged
- Oil thinner or thicker than the manufacturer specifies
- Bank 2 camshaft timed late after a head or chain repair
Diagnosis step by step
Pair it with bank 1
Check whether P0012 is stored too, then compare the actual intake cam angle of both banks at 2,000 rpm under the same command. Both late points to oil supply or the primary chain; only bank 2 late points to bank 2 hardware.
Tools: OBD-II scanner
Listen at warm idle
With the engine fully warm, listen at the front of bank 2 with a mechanic's stethoscope or a long screwdriver. A knock or tick that fades as soon as rpm rises above idle is typical of a phaser with worn internals.
Tools: Screwdriver
Measure oil pressure at hot idle
Fit a mechanical gauge at the oil pressure sender and read it at hot idle and at 2,000 rpm. Phasers need a minimum pressure to hold position, and a tired pump or worn bearings show up first at hot idle.
Tools: Torque wrench, Flashlight
Command advance and time the response
At 1,500 to 2,000 rpm, command intake advance and time how long each bank takes to reach its target. If bank 2 is much slower than bank 1 with a good control valve fitted, the phaser or the seal rings feeding it are leaking.
Tools: OBD-II scanner
Inspect the bank 2 control valve
Remove the valve and check its screen, its O-rings and the spool movement with brief 12-volt taps. A spool that stays toward the retard side keeps the cam late regardless of the command.
Tools: Screwdriver, Multimeter
Check the bank 2 chain components
If the cam reads late even while parked, remove the bank 2 valve cover and inspect the chain guide and tensioner. Pieces of broken guide in the valve cover or oil pan confirm the diagnosis.
Tools: Flashlight, Torque wrench
Where the parts are
- 1Ignition coil
- 2Spark plug
- 3Fuel injector
- 4Camshaft sensor
- 5Crankshaft sensor
- 6Engine computer (ECM)
- 7Intake manifold
Repair options & costs
| Repair | DIY? | Estimated cost |
|---|---|---|
| Replace bank 2 intake oil control valve | Yes | $120–$380 |
| Replace bank 2 intake cam phaser | No | $700–$1,700 |
| Bank 2 timing chain, guides and tensioner | No | $1,200–$2,500 |
| Full timing set with both phasers on a V8 | No | $2,500–$4,500 |
| Oil pump replacement | No | $600–$1,600 |
Rough US estimates for parts and labor; shop rates vary by region. Not a quote.
Notes by brand
Ford
The 5.4 three-valve V8 in the F-150, Expedition and Navigator is well known for cam phaser trouble that causes a knock or tick at warm idle and codes such as P0012 and P0022. Low hot-idle oil pressure and worn chain guides are usually part of the same picture, so the typical repair covers phasers, chains, guides and tensioners together.
Emissions / smog test impact
Will fail
Emissions stations in OBD-II states fail any car with the check engine light on, so P0022 has to be resolved first. After phaser or chain work, give the truck or car several days of mixed driving to set the monitors before the retest.
Frequently asked questions
What's the difference between P0022 and P0021?
P0021 means the bank 2 intake cam is too far advanced or responding poorly; P0022 means it's too far retarded. An advanced cam usually can't get back home, while a retarded one can't get far enough out, which points more toward low oil pressure, a stuck lock pin or chain wear.
Why does the knock go away above idle?
Oil pressure is at its lowest at hot idle, so a worn phaser isn't held firmly and its internals clack against each other. A few hundred rpm more raises pressure enough to hold it steady and the noise disappears.
Will a thicker oil or an additive fix it?
Thicker oil can quiet a worn phaser for a while but doesn't repair it, and it can upset timing control on the other bank. Use the specified grade and fix the actual wear.
Can I replace just the bank 2 phaser?
If the chains, guides and the bank 1 phaser test fine, yes. On engines where both phasers and chains wear at similar rates, many technicians replace them in pairs to avoid a second teardown.
Sources
- SAE J2012 – Diagnostic Trouble Code Definitions
- ISO 15031-6 – Road vehicles, diagnostic trouble code definitions (EOBD)
- Manufacturer public service information (cross-checked)
- NHTSA Complaints API
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