2.3L timing chain rattle - take it in or leave it alone?

[Frenchy]

been there ......... even had the bag phone at one time.........

So what you are saying is at one point I'm the 80's you called in "Air Support"?!

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[Kristina]

When did you last changed oil with filter?
Take the truck in and let them check it. Experienced tech tells timing chain from far but you’ll get to know what’s going on there.

 

[got3fords]

sorry posted from my phone at work, really hard to type on those new fangle things.........

LOL! That's better! It's all good.

 

[RAYJAY]

So what you are saying is at one point I'm the 80's you called in "Air Support"?!

yep lol

 

[ccasanova22]

What Amsoil are you using? OE, XL, or signature, and are you using an Amsoil Filter?

OE, and WIX filter. The sound has gone away with the warmer weather, it’s been in the 90’s to almost 100’s lately.

I will wait for another cooler day where I can cold start it after sitting for a while and listen carefully.

Definitely hear it on start-stop, but is most apparent on a cold start.

It doesn’t seem like the HPFP, because it lasts only a second.

 

[airline tech]

A few things that make / possibly make some noise when first start. (To Note)

I am focusing on things that could possibly give a loose chain rattle sound, so I am looking for something that moves and would be metallic.

The very noisy Waste Gate Actuator, you hear this just by opening the driver's door.
It will move and cycle to the correct position just after starting up.
You can definitely hear this. Known as the R2-D2 sound on this forum, has been known to spook a few owners who happened to be near truck when it decides to cycle, it is also mis described as the Fuel Pump priming.

The Fan Clutch may be making a noise as the (Internal) fluid is ported the correct amount for desired fan speed. (This would be Temperature-Related)

The belt tensioner - loading up from relaxed state and starts moving with the belt flex.

Issue with the VCT - Variable Camshaft Timing the Actuator for this connects between the Cam and Timing chain.

VCT System
The VCT system consists of an electric hydraulic positioning control solenoid, a camshaft position (CMP) sensor, and a trigger wheel. The CMP sensor trigger wheel indicates the camshaft position signal for that bank. A crankshaft position (CKP) sensor provides the PCM with crankshaft positioning information in 10 degree increments.

1. The PCM receives input signals from the intake air temperature (IAT), engine coolant temperature (ECT), CMP, throttle position (TP), mass airflow (MAF) (if equipped), and CKP sensors to determine the operating conditions of the engine. At idle and low engine speeds with closed throttle, the PCM controls the camshaft position based on engine coolant temperature, engine oil temperature, intake air temperature, and mass airflow. During part and wide open throttle, the camshaft position is determined by engine RPM, load and throttle position. The VCT system does not operate until the engine is at normal operating temperature.

1. The VCT system is enabled by the PCM when the correct conditions are met.

1. The CKP signal is used as a reference for camshaft positioning.

1. The VCT solenoid valve is an integral part of the VCT system. The solenoid valve controls the flow of engine oil in the VCT actuator assembly. As the PCM controls the duty cycle of the solenoid valve, oil pressure/flow advances or retards the cam timing. Duty cycles near 0% or 100% represent rapid movement of the camshaft. Retaining a fixed camshaft position is accomplished by dithering (oscillating) the solenoid valve duty cycle.
   
   The PCM calculates and determines the desired camshaft position. It continually updates the VCT solenoid duty cycle until the desired position is achieved. A difference between the desired and actual camshaft position represents a position error in the PCM VCT control loop. The PCM disables the VCT and places the camshaft in a default position if a concern is detected. A related DTC also sets when the concern is detected.

1. When the VCT solenoid is energized, engine oil is allowed to flow to the VCT actuator assembly which advances or retards the camshaft timing. One half of the VCT actuator is coupled to the camshaft and the other half is connected to the timing chain. Oil chambers between the 2 halves couple the camshaft to the timing chain. When the flow of oil is shifted from one side of the chamber to the other, the differential change in oil pressure forces the camshaft to rotate in either an advance or retard position depending on the oil flow.

The only other thing I can think of would be the Oil itself, might try the Motorcraft (OEM) just to see if makes a difference as this would tie into cold start oil pressure affecting the Timing Chain and VCT system

As previously posted.
HPFP , balancing out fuel pressure.
OAD - Alternator Coupling, cycling into desired position.

Just some things to check, being that the sound is short (timed) may be hard to pin-point.

So, is this sound very pronounced and could you post a sound bite of it, maybe someone has the same noise and knows what it is.

 

[ccasanova22]

Well I now am seeing consistent oil consumption in the summer months (and oil level slightly rising after some winter use) so will take it in to the dealer. I might pull a Blackstone too, as the last one was done about 7k miles ago. Here is my last oil analysis:

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