Cam and Crankshaft Synchronisation Ford Ranger PX

Any issues related to FORScan application
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Lord Farringdon
Posts: 6
Joined: Sun Jul 11, 2021 10:51 pm
Vehicle: 2015 Ford Ranger Super Cab XLT, 3.2 Durotorq.

Cam and Crankshaft Synchronisation Ford Ranger PX

Post by Lord Farringdon »

Hi Guys,

2015 Ford Ranger PX2 3.2 Durotorq Diesel. Auto. 145000kms.

This truck gets used quite a lot (about 25000k a year) but I do pamper it a bit and I don't drive it hard. It doesn't have to tow very much in terms of weight either. I have been getting a bit more ticking which is undoubtedly injectors because the noise disappears when the foot comes off the accelerator and the scanner shows injectors have no fuel flow. Once the fuel flow comes back as speed is going down through 20 km/h, the ticking starts again.

I have tried various diesel Injector cleaning additives but no avail. I ran across a shop recently that sold Fuel Doctor, something which I didn't think we could get in New Zealand. Many US diesel guys seem to swear by it so I shocked dosed the tank with a full bottle and filled the tank to shut off.

Now as I said, I don't normally drive the truck too hard but some have said that when you add a cleaner, get the truck to do some work, both to raise the temps and to blast the build up off. So a couple days later on my way home I gave it some heavy acceleration up some steep hills. The truck was light and it lifted pretty well under heavy pedal, and with no smoke. Apart from that ticking, it was fine. But when I came into my driveway and was waiting for the security gates to open, all of sudden the truck started rough idling, semi stalling then died. I started it again and it was missing like a machine gun and then died a gain. So I drove it gingerly into the garage trying not to hit the wall as the truck surged and missed and semi- stalled before it finally died again. It was a mess.

I jumped out scratching my head, looked under the hood with the obligatory thousand yard stare and wondered, where the hell do I start with this?

After dinner and bit of internet research, it was time to throw FORscan on and start taking some readings. This would be maybe 2 hours after I had shut it down. Much to my surprise,the truck started quick and was idling like a purring pussycat. The was no CEL illuminated and a FORscan DTC check came up with nothing. So I took it for a drive. I could not get it to replicate the problem although I didn't drive it hard since I felt if there was something broken, I didn't want to aggravate the situation and do more damage. I drove it to work today and no problems, even idling in traffic.

I haven't had a lot of time to spend on this yet, the weekend arrives tomorrow. Given the way the engine seemed to be trying to kick its way out from under the hood last night, it got my undivided attention and unfortunately that meant I didn't think to check the temp after the hard run but to be honest, a light truck up a series of steep but short hills, not exceeding the speed limit? Hardly work but I'm sure it fed more fuel through the system than it was used to which was the aim after all.

So the first thing I did when I got out was to check the oil and the coolant. Both were fine. The truck is due for an oil change in another 5000k so its done 10,000k with no issues so it cant be an oil pump prime issue associated with all that 10 min oil change drama. I change the fuel filter at every oil change too. I have replaced the EGR valve some 5000k ago and replaced all the antifreeze at the same time. The coolant holding tank is at the correct level. Yes I have used all the correct Ford spec oil and coolant. I have also replaced the glow plugs at 3000k ago and replaced all inlet and inlet extension seals....again (I had just done that with the EGR job!) Going back 30,000k when I first bought the vehicle, it had a rear main bearing seal leak. I had the vehicle inspection centre do the work which obviously involved removing the auto trans.

So, the preponderance of answers I got on the internet as to what might have happened centered around the crankshaft position sensor. Basically, if the PCM gets a bad feeling about the position of the crankshaft in relation to the camshafts (they are chained together after all) it shuts the engine down to prevent possible damage. Seems sensible and a good feature :). But why? I cant imaging a bit of hard (ish)running would cause this. But I did also read that apart from the 10 minute oil pump prime drama (solved) the EGR valve (replaced), the poor quality rear main seal (fixed) and the EGR Cooler (I hope this never happens :shock:), that the Crankshaft Position sensor is another known 'weakness' of the PX Ranger. So maybe this is where I am at now? It seems the sensor is located in a bracket that holds it in a very specific position and height above the timing teeth on the fly wheel. The bolts on the bracket apparently come loose and the sensor drops down onto the timing teeth and smashes. Naturally, the transmission has to be removed to access it. :x FFS! It was also interesting to note the bracket itself can be broken or damaged during auto transmission removal/attachment...oh oh! The bracket is made of pig metal so no surprises there I suppose.

Anyway, with my focus now on this I tried to find anything in FORscan that could help. I'm at work at the moment and don't have the scanner in front of me but from memory there was a PID in the PCM called Camshaft and Crankshaft Synchronisation. The result was NO! I assume that's a binary condition but it never changed when I took the vehicle for a test run last night. So I conclude that maybe this is an equipped status for this vehicle and in this case vehicle is not equipped with Camshaft and Crankshaft Synchronisation.? Or does it mean the sensor has failed and is not synchronising? I can think of worst things this might mean but I hasten to remind you all that the engine is purring like kitten at the moment!

Fatigue and expletives got the better of me last night so, tonight I will check battery terminals to ensure nothing has come loose. The charge is good, I know that much.

So after all that explanation, this is where I ask you guys with help with FORscan. What should I check considering the problem has not been replicated. Is there a way to read the PCM Crankshaft Position Sensor data? I have trial Extended License for a few more weeks. Am I going down the wrong path? Should I be looking for something else? Also, does FORscan suggest pending DTC's that are still waiting for a predetermined number of drive cycles before generating a DTC error code and associated CEL? I am certainly surprised this event didn't generate a DTC or a CEL.


Thanks Guys.

Terry
AFR
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Joined: Sun May 29, 2016 4:37 am
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Re: Cam and Crankshaft Synchronisation Ford Ranger PX

Post by AFR »

Crankshaft and cam sensor only sync on start up. Once its sync'ed you can disconnect the crankshaft sensor and it will run. On the other hand do the same to the cam shaft sensor it will stop the motor. Your symptoms sound like a lash adjuster, I would check the oil pressure first, The original oil pumps have a plastic impeller and self disintegrate, you dont even know its doing it until its too late . Even though the oil pressure light is off ,the actual oil pressure is actually too low. The lifters get pumped out and insufficient oil to replenish causes the tapping noise. Worse case scenario they throw one out the cam box. A turbo shaft with excessive movement is another indication of low oil pressure, Check if the compressor wheel has touched the compressor housing. When the oil pressure finally is too low the piston oil squirters will stop spraying as they have a check valve that requires oil pressure to lift the ball bearing of their set. Once oil pressure drops too much number 1 piston is the first to suffer from lack of oil and once you hear the knock its all too late. damaged is done. You description is ticking not of knocking so it rules out fuel issue. The siemens injectors are noisy regardless hence the insulation in the rocker cover. But the Siemens injectors are notorious for blow torching pistons. The siemens injector pumps is common to be unable to regulate fuel pressure and will go full fuel pressure and runaway is inevitable.
An easy check to see if a cylinder is affected is to watch injector compensations. If an injector reads a high delivery then its adding fuel to speed up the piston. If the other are low numbers then they are pulling fuel out to slow the pistons. The engine tries to add or reduce fuel to keep the speed between each piston stroke the same. By looking at these numbers it can narrow you search to an offending piston, valve etc. Reading live data is a better tool than a fault code. Once a fault code appears .it can be all tool late.
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