05 4.0 head gasket issue. P0012 code Houston area

Have you cleaned the VVT screens - both of them? And as said above, test both solenoids on the bench with 12V.

 

Where is the other at? Cleaned the one next to the dipstick. Bank 1 . Replaced ocv sensor on bank 1 as well .

 

Other one is in exact same location on the other head. Gotta move the alternator out of the way to get to it.

Did you test the VVT *solenoids* - not the sensor?

 

Damn move the alt .Wouldn't that throw code p0016 as it's on bank 2 side? Aren't they both the same thing? Ocv valve and vvt soleinoid?

 

Without the info and pics I asked for in your other thread, all anybody can do is guess. And you're seeing some very wild guesses here, e.g. start tearing into bank 2 (driver side) for a bank 1 error code.

Bank 1 timing aligns differently than bank 2 during assembly. The intake cam sprocket (VVT actuator) timing mark aligns with a different mark on the intake cam bearing cap, and the timing chain colored endlink aligns with a different mark on the VVT actuator than bank 2. It's an easy mistake to make during installation, and the pics will give clues.

Also, your camshaft failure may have damaged the VVT actuator internally. It's a big 3-blade aluminum vane with a locking pin inside the housing. If it took a shot and was damaged, or sheared the skinny locating pin at the reluctor wheel which allowed the wheel to move independently of the sprocket, it will need to be replaced. If the timing marks show up aligned perfectly with the crank on zero mark, next move is to replace the VVT actuator to rule it out.

Get your guy moving on the pics.

 

Im at the point where if I keep bugging him he will prob not do it on purpose. I'm not quite sure what to do anymore besides giving him an ultimatum and taking my truck back and see if he will refund me or what??

 

Put a thicker gasket on .runs bad still . Replacing chains sprockets. Tensioners to see if it helps?

 

With no pics showing timing mark indexing, I'm still unable to add much to the diagnosis other than pointing out what appears to be a big problem in the making. The blow-up pic attached looks like FIPG sealant applied to the o-ring seal at the pressurized oil passage from the timing cover into the cylinder head. This passage is the sole oil supply from the filter to the engine, and there appears to be FIPG sealant protruding into the oil flow path. If so, it's a "heart attack" waiting to happen.

This is a big no-no, as the FIPG can detach in chunks and cause blockages in the oil system at critical areas such as bearings. The shop manual specifically says not to apply sealant to this area, see the gray-shaded circle in the shop manual procedure step and accompanying instructions.

 

At this point you're just throwing random parts a problem that hasn't really been identified. It sounds like you need to get that truck to a competent shop.

 

He's the one that has to fix it till it's correct .Idk I'd this pos is worth putting more money into .might just go and scrap it at this rate .

 

Nearly to the point where he should cough up for a good used engine.

 

Definitely mentioned it to him to swap engines. I've spent over 3k on tires and this issue on this truck .I'm just done with the shitty design flaw on these models and toyoa being a little bitch about not holding themselves responsible

 

Not really sure why you think that Toyota should be responsible for it when its 13 years old and you chose to have the work done by a 3rd party mechanic...

I'm pretty sure that the error code being thrown is something that, were the VVT operating correctly, it would be able to compensate for any slight difference introduced by milling the head, and since you mention that a thicker head gasket was installed to compensate for the milling, I think you are now at the point where you can consider that the problem has been successfully narrowed down to VVT. Something went wrong at some point in the whole process.

Here is the thing. The way that the VVT works, is it is watching all of the input conditions (throttle position, engine speed, etc.) and calculating an appropriate camshaft offset. It compares the camshaft offset with the crankshaft offset continually in order to determine if it needs to adjust the camshaft forward or backwards. It does the adjustment by adding or removing OIL from the actuator. If it calls for an adjustment to the camshaft timing, but then reads that it didn't happen, then it throws a P00XY code where X=1 means timing over retarded, X=2 means over advanced, Y=1 means bank 1, Y=2 means bank 2. Since you've got a P0012, it means bank 2 over retarded.

Now drilling into that further, you *add* oil to the actuator in order to ADVANCE the timing. So what it sounds like is one of these two possibilities;
1) It is not driving oil into the actuator,
2) The oil is escaping from the actuator.

This problem does NOT require an engine swap.
What it requires, is proper diagnostics of the VVT and actuator.

My guess is that at some point messing around with the BROKEN CAMSHAFT, something was damaged, or came apart and wasn't put back together correctly. But at the end of the day, that is the area where you need to focus. And of course, that doesn't mean just throwing parts at it until it works, it means actually *TESTING* the parts until you find the one that isn't behaving correctly.

If you can't walk your mechanic through this, then bring it to a TOYOTA dealer. They should be able to diagnose this problem, and for that matter, even repair it, fairly quickly. You can then send the bill to your guy.

 

What do you mean why. Because it was a defective design to begin with . Hence why they updated it a year later.

 

Wrong. P0012 is for bank 1.

Error Code P0012: Camshaft Position A – Timing Over-Retarded (Bank 1)

 

Whatever. Point remains. Follow the code and test the hell out of every single part, AND SIGNAL, involved.

 

@morelia , did you ever compare the way your reluctors, on the intake cam gears look, compared to mine? In the picture that I posted?

I have seen where people have installed the intake cam gear, slightly off of the alignment dowel, and get a similar issue.

 

IMPROVED is not the same as having previously been defective. If it was defective, it would have failed back in 2005. Following your logic, you could make the same argument about every single part that was altered in any way between 2005 and 2018. Yeah, your exhaust manifold is defective because it doesn't have the port for the air injection assembly.

It worked for you for 13 years. It wasn't defective.

 

So what are saying is that you have nothing worthwhile to add to the discussion? Noted .

 

I told you exactly how to fix your truck. But if you would rather be all emotional, then by all means, I'll stop wasting my time here.