Diagnosing a Ford 5.4 Cam Timing Issue — Before You Tear It Down

This vehicle (2013 Lincoln Navigator 5.4L) came in with a P0017 cam/crank correlation fault and nearly 40° of cam advance at idle on one bank — with misfires showing up on the opposite bank.

At first glance, this looks like a straightforward timing chain / phaser job.
But making that call without proving what’s actually wrong is how techs get buried in expensive mistakes.

In this video, we slow the process down and focus on decision-making before teardown.

In this case study, you’ll see:

How scan data can point you in the right direction — and still mislead you
Why a relative compression test with a lab scope matters before selling major engine work
Common scope mistakes that trip people up (amp clamp orientation, sample rate issues)
Why clear-flood cranking can shut down ignition and lie to your scope
How to rule out a suspected misfiring cylinder without removing a single part
Why bidirectional controls may not work with hard faults — and what to do instead

This isn’t a “replace parts and fix it” video.
It’s about protecting the customer, protecting yourself, and understanding what the data is really telling you before committing to teardown.

If you’re a technician who wants to improve how you think — not just what you replace — this one’s for you.

Chapters are included for those who want to jump directly to the scope work, relative compression testing, or VVT diagnostics.

0:00 – 39° cam timing at idle (commanded zero, something is clearly wrong)
0:30 – Quick setup & why the car is here (shop context, symptoms, no teardown yet)
1:57 – P0017 cam/crank correlation overview (what the PCM is actually watching)
3:02 – Solenoid vs phaser discussion (what can physically cause 39° advance)
5:34 – Misfire logic & why #6 matters (when misfire data can lie)
6:29 – Code info & possible causes list (what should be verified first)
8:30 – Live scan data: bank 1 vs bank 2 cam timing (chain slack vs hard fault)
9:53 – Oil pressure concerns before teardown (don’t bury yourself early)
10:20 – VCT solenoid checks already performed (power, ground, manual control)
11:27 – Cranking cadence & compression concern (why #6 is still questioned)
13:42 – Clear-flood crank test logic (no command vs oil-pressure movement)
15:18 – Rev test: solenoid bleed vs phaser theory (what should change if it’s bleeding)
16:35 – Conclusion from rev test (points toward phaser, not solenoid)
18:22 – Quick mom update (real life moment)
20:06 – Relative compression test setup (low amp probe, clamp placement)
21:32 – Amp clamp orientation trap (why pulling the zero line up matters)
23:52 – Need cylinder sync (compression pattern alone isn’t enough)
25:07 – Coil wire ID without a diagram (shared power vs unique control wire)
27:16 – Clear flood shuts coils off (why ignition sync “disappeared”)
28:19 – Sample rate / peak detect fix (signal was there the whole time)
29:25 – Coils confirmed disabled during clear flood (test method matters)
29:59 – Disable fuel pump for proper cranking (Ford fuse box reality)
31:32 – Compression waveform explained (what each hump represents)
32:26 – V8 firing order & cylinder counting (why the pattern looks wrong at first)
34:30 – Mapping low cylinders to the bad bank (confirming cam timing effect)
35:28 – #6 cylinder ruled out before teardown (protecting the customer)
36:20 – Scan tool bidirectional VVT blocked by hard fault (why it won’t respond)
37:55 – Manual VVT actuation under hood (ground-side switching explained)
39:22 – Solenoid responds but returns to 39° (not stuck, not bleeding)
40:23 – Zero readings explained (scanner/PCM behavior, not a failure)
42:32 – Final diagnostic direction (phaser/timing chain territory)
44:14 – Wrap-up: hard faults block bidirectional tests


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⚠️ Disclaimer:
ScannerDanner LLC is not responsible for misuse, unauthorized modifications, or incorrect application of any information provided. Always follow proper safety procedures when working on vehicles. Use this content at your own risk.