Main Question: Okay, so as the heading says, I’m intrigued how you can say if they’re worse in a more tangible way than a sound without pulling the covering, or if that’s even possible. I’d hate to suspect that it was the phasers replacing them, and it’s just the VCT magnets or the injector hiss. Does anyone have any ideas?
Replacing a a VCT magnets with a defective adjuster still in the vehicle is likely to put more stress on the system as the old adjuster was most likely damaged by the defective adjuster.
This also implies that your new VCT will more than most likely be affected in the same way after some time.
There are also no moveable parts in a VCT magnet, so the ticking is definitely not getting away. Really distant phasers can destroy a VCT, causing the timing of the engine to be so far away that it won’t even be in idle (or start) when it gets warmer and the system goes out of “warm-up” mode, so be aware to change a possibly bad VCT and not change the associated phasor.
As for diagnostic, you may notice a slight swallow that can sometimes feel like a flop when you try to get up and walk. On my Truck it was especially perceptible at highway speeds when I tried to go over the 50mph and try to get going again.
It can also cause a ripple, although no one has ever told me what was causing it after letting me know that it was being caused by the orientation pins on the adjusters being bent.
Maybe a real engineer can come by and give you more inside views, but I hope I helped at least a little. My truck also had a loud tick, specially with a light pedal (like driving through a passage).
The noise came from one of the plastic leads that was cracked and came into the chain’s contact due to wear on the track tensioners, so the chain could hit it several times and break it. It also made my trunk sound as if the cold start-up was about marbles in the engine as the chains hit the broken parts of the guideways and tensioning devices located at the bottom of the front case.
To be honest, I’m ignorant about the redraft. I know when I had my trucks repaired the parts that came back in, just like the parts that came out of the truck. I’m working on the assumption that there’s no “better” redesigned part from this experience.
That or the workshop was incompetent, which is quite likely if you consider that it is a point of purchase. To better understanding, the Cam phaser and the VCT System, watch this film. It’s for a DOHC Inline 4, but the principle and functionalities are the same for our trucks, we only have one cam, one VCT, and one cam adjuster per bank. In this system, when the PCM sends the 0% PWM signal or is simply turned off, the control valve is moved so that the oil can move the time completely forward.
With this system, complete progress is simply normal or no change in timing. When the PCM sends a PWM signal greater than 0%, the control valve moves and begins to equalize the pressure between the feed and delay sides of the phaser.
At a PWM signal of 50%, the valve is in the neutral position so that neither oil can flow nor pressure can build up on either side of the phaser. The PCM is essentially capable of holding it wherever it is. As the PWM signal increases, the cam controller is delayed. By simply pulling the VCT magnet, the piston valve is preset to the fully extended position. If any faults in the system are detected, the PCM keeps the solenoid off so that the phase controller remains in the standard position.
The locking pins are prone to failure and inadvertently cause the camshaft sprocket to rotate separately from the chain when it is not currently active. When the camshaft rotates, it fights against the valve spring force, causing the phaser to jump back and forth at lower speeds.
This causes it to rattle. These excessive forces on the chain can also lead to failure of the control tensioner, chain or guide. This battle of tension is the reason why heavier oils 5W-30 can soften the rattling of the phaser that strikes its veins back and forth. I have done a tremendous amount of work on the 2008 5.4 Triton engine, and I have a lot of answers that I think the people in these posts are asking.
Through trial and error, I understood most of this engine. I doubt very much that this is your phaser is ticking. If you open the valve cover, you will probably see that the rocker arm is loose and the central bearing is torn in it.
They cost about $6 each, and only for the Ford 5.4 spring compressor is it very easy to remove and replace without removing the camshaft. If your truck heats up, it will stop when you park it and restore it, and it will leave, then this is your VCT solenoid. This will return horsepower, fuel consumption and will work much better if you replace them.
We offer a comprehensive, permanent solution to the cam phaser problems of the modular engine 4.6 and 5.4. Our noise repair kit in the cam phaser eliminates the moving part of the phasing cams, which lacks lubrication, by fixing them in place, which greatly reassures them. Of course, we always recommend that you make sure that during this installation there are no other problems, such as a broken timing chain guide or something similar. In addition to the usual culprits, these engines are very durable and have proven their long trouble-free life. We have clients who tell us every day that they would like to find our solution earlier.
You can replace all the components of the gas distribution mechanism, but this will not help the phasers not get the right oil and lubricant pressure.
If we can help with anything or if you have any questions about the kit, please feel free to contact us.