P0022 code Help!

Newbie here! My son’s 2011 Tacoma V6 std transmission has a P0022 code for camshaft over retarded on bank 2. Oil control valves are clean and working correctly. He’s in Myrtle Beach SC and looking to get it fixed. The dealership said they can replace the bank 2 timing gear for BIG $$$, but no guarantees it will fix the issue. Any one else have this issue? What was your fix? Any decent mechanics local to Myrtle Beach?

Any help or advice is appreciated! Thank you!

 

Forgot to mention he has already cleaned both oil control valve filters

 

@Jimmyh

@Bishop84

@Dm93

Any tips for this fella?

 

How many miles are on the truck? This MAY be a stretched chain or worn chain guide tho that is kinda rare with decent oil changes.

If your son can pull the oil control valves he can also pull off the bank 2 valve cover and visually check timing, and pull off the little inspect cover on the front of the engine to check how far the main chain tensioner piston is extended

 

He has 196,960 miles. He has religiously changed the oil every 5,000 miles. Truck runs great no noises (chain slap) or lack of power. Just a CEL, which has him concerned.

 

How did he check the solenoids?

Oil level and condition is good?

 

The oil level and condition is good.

The dealership stated on the diagnostic RO “active test oil control valves and found to be operating properly”

 

I mean there's 4 main possible causes:

Oil Control Solenoid
Oil Control Valve Screen (unlikely if the engine is clean inside)
Physical Cam Timing (Stretched/Jumped Chain)
Camshaft Actuator (Cam Gear)


Being that high mileage it definitely could be a stretched chain, the only way to check that is with an oscilloscope looking at cam and crank signals or removing the valve cover and checking it visually.
Option B is toss a solenoid in it and see if you get lucky.

 

It's hard to verify, but I stick to my guns, if the phasers move and the screens are clean. It's almost always a stretched chain.

Easiest way to tell is to look at the tensioner itself and see how far it is sticking out. 4 bolt hole cover passenger side.



This one is normal.



They look like this one when over extended, to the 1st ring.

Ideally you'd use an oscilloscope and do a correlation, but not a lot shops or techs can do this anymore.

 

What happened exactly? Did the truck go to limp mode at all or just CEL and thru the code? My 2012 has been sending me that code on my ultragauge about 10 times a year for the past 7 years. Usually at the same 3-4 spots. My truck doesn't show the CEL though. I just clear the code and keep going. Regular oil change at the dealership. In my case, I suspect my chain might be a tad loose, and it registers as too loose when hitting a wavy road just at the right speed and RPM. I'm at 240k km and that problem hasn't deteriorated since the fist year it appeared.

 

I will have him check this. What’s it cost to replace the chain and tensioner?

 

Nothing happened, CEL came on, truck runs fine. Has cleared the code and continued to drive it, returns randomly but again no loss of power or chain slap noise.

Occasional high idle but that’s it.

 

Kind of depends on your area and whether you have it done at a dealer or independent. But it is a bitch of a job with a lot of engine disassembly; valve covers have to come off, every accessory and pulley at the front, timing cover, and possibly oil pan. It would be way easier to do it with the engine out.

 

Use scanner to observe both commanded intake angle (what the computer wants)and actual angle ( the angle the computer is seeing based upon the cams position as determined by the cam position sensor).If the angle matches at low numbers and gets close but not all the way on high numbers, that is a stretched chain. The stretching makes the phaser somewhat retarted and this prevents the phaser from taking the cam to extreme advances, though it can get there at the lesser advances. If they always mismatch or intermittently mis match, that points to a bad solenoid, bad phaser or actuator or a bad cam position senensor. Actuator is not a minor undertaking, so would probably start with solenoid or CPSfirst. Really need an expert to diagnose commanded vs actual to make determination on the likely component. Solenoid and cps are far more likely to fail than the phase.

 

Post #9 shows easy access to chain tensioner (very cool). That should allw phaser replacement without pulling the timing cover. Can’t confirm that, as new to tacos, but pretty sure that is why they put the cover there. I just did a cam replacement on a jeep/chrysler 3.6 (nasty QC issue on their rocker arms) and used a special tool to compress the tensionor from the top (not as nice as toyota to give an access panel). No need to pull timing cover. Just need to control the chain so it does fall off a tooth on th crank gear.

 

Toyota doesn't give you the desired cam angle, they only give you actual angle and the duty cycle for the oil control valve.

 

Oh, well that sucks. I thought i had seen that before but must be mistaking it with the Ford Escape i just did with similar issues. That should still be enough for a talented mechanic to get pointed in the right direction. I would rev the engine. Angle should go climb without excessive duty cycle. High duty cycles should point to computer trying to get more advance that it is not seeing get delivered. That does make it hard to distinguish between a solenoid and phaser issue.

 

The phaser/gear in the nose of the intake cam can be replaced without pulling the timing cover, but not the main timing chain. He asked about doing that, and that’s what I responded to

 

Sorry, read too quickly.

 

Yea Ford, GM, and I believe Chrysler give you actual and desired but Toyota does not that I have seen.

Would be very easy to check base timing with a scope (Toyota even gives you known good waveforms in service info) without removing anything but unfortunately most shops still don't own one and many that do don't use it.