2019 Ranger 2.3 ecoboost no start, low compression

[RangerBill]

I think I would try - disconnecting the (Exhaust) VCT Solenoid, and attempt to start the truck, to see if that helps.
As unless the solenoid is stuck, it should allow the exhaust valves to (relax) closed except for the cam lobe operation and take electrical control of it away

The VCT would only affect the timing of valve operation (open/closing). I wouldn't hold a valve open, only a camshaft lobe would open a valve. A bad VCT could cause improper timing of the affected camshaft.

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[airline tech]

My thought process is, that if the PCM is seeing the Exhaust VCT solenoid (advanced) it may be disabling the fuel pump- Do you get to view the VCT positions when you did the Live Data and did you view both Cam Shaft Position sensors?

 

[airline tech]

The VCT would only affect the timing of valve operation (open/closing). I wouldn't hold a valve open, only a camshaft lobe would open a valve. A bad VCT could cause improper timing of the affected camshaft.

Correct - but the VCT is advancing the Exhaust Cam (and holding the valves) open (this is the Low-Compression) issue. During start the VCT should be (0) and I am thinking it is not in (0) position.
Holding open would be (when the lobe) has them closed but the phase advance still has them opened off the seat.
The PCM is seeing this and knows it's off and is not allowing fuel pump operation.

Again, this is my initial thought process, and by disconnecting the VCT, the PCM cannot see its position, this would hopefully pinpoint down the issue - now granted it will run crappy, but we are looking to at least get a successful start.
I have a hunch that the VCT is stuck and the most important issue to address is the (low compression) as a starting point.

Or at the very least, disconnect both VCTs and do another compression test and or pull the vct and see if is actually stuck you should be able to view it - moving by applying power to it.

 

[RangerBill]

Holding open would be (when the lobe) has them closed but the phase advance still has them opened off the seat.

I may not be understanding your comment here, but only the camshaft lobe can open a valve. The VCT only rotates the camshaft in relation to the camshaft drive sprocket to advance or retard the timing of the camshaft, it does not cause the valves to open independently of the camshaft lobe.


I agree that if the VCT is malfunctioning, it could affect compression if it causes the camshaft to be out of time (too much overlap with the intake valve).

 

[seasprite]

My thought process is, that if the PCM is seeing the Exhaust VCT solenoid (advanced) it may be disabling the fuel pump- Do you get to view the VCT positions when you did the Live Data and did you view both Cam Shaft Position sensors?

What do think about tapping on the solenoid and the timing chain cover on the exhaust side ?

 

[Jason B]

I may not be understanding your comment here, but only the camshaft lobe can open a valve. The VCT only rotates the camshaft in relation to the camshaft drive sprocket to advance or retard the timing of the camshaft, it does not cause the valves to open independently of the camshaft lobe.


I agree that if the VCT is malfunctioning, it could affect compression if it causes the camshaft to be out of time (too much overlap with the intake valve).

Although I'm not up to tech on VCT, I have to agree. There's no way ALL exhaust valves are held open by the cam all at the same time. And I would hope that if the valve timing is malfunctioning, there would be a 'sweet spot' that would still allow the engine to run, just not at max efficiency.
How timing variation does the VCT affect, anyway? A few degrees +/- form center is my (uneducated) guess. And one more, isn't VCT controlled by oil pressure?

 

[airline tech]

If it is a stuck solenoid - you can try - disconnecting the connector, and jumper straight to the battery, and quickly apply and take away the ground - this will get the solenoid to click (move) and it may free it up.
Or yes even a light tap on the solenoid may work

Green Wire = Positive
Bank 1 (Intake) - Yellow/Orange = Ground
Bank 2 (Exhaust) - White/Orange = Ground

The VCT system should be disabled in Crank.
It takes oil pressure flowing through the solenoid to move the Cam (Advance / Retard)
So, in crank (Low Oil) Pressure, and with a stuck solenoid could be affecting how the oil pressure is being applied.

The Cam Position sensor is seeing out of sync - for a Start and this is disabling Fuel and Spark

This is my THEORY

 

[airline tech]

Although I'm not up to tech on VCT, I have to agree. There's no way ALL exhaust valves are held open by the cam all at the same time. And I would hope that if the valve timing is malfunctioning, there would be a 'sweet spot' that would still allow the engine to run, just not at max efficiency.
How timing variation does the VCT affect, anyway? A few degrees +/- form center is my (uneducated) guess. And one more, isn't VCT controlled by oil pressure?

I am learning the VCT, but the VCT operates with the engine running and it moves (adjusts) the camshaft to advance or retard the timing of the camshafts (x2) intake & exhaust for better engine performance.
Its default is (0) degrees, so a base engine without the VCT system and using solely the camshaft lobes.
In order to get full compression all (4) valves need to be closed (in each cylinder) - Compression Stroke.
So, if we throw in a faulted solenoid (stuck) oil pressure could be by-passing and not allowing the cam to relax back to (0) degree (default) position

Yes, it takes oil pressure to move the cam, how much I am looking into it as there is not a clear direction for this scenario - Yes it can be jumped time (timing chain)
But I think it would be a good idea to at least attempt to investigate the idea of a stuck solenoid before tearing the front engine apart.

There are 2ea solenoids (one for each) camshaft Intake & Exhaust, so if 1 is bad it will affect the whole bank (this is why ALL cylinders have Low Compression)
The timing of the valves themselves is off, same as a jumped timing chain and ALL valves are not fully closing and there is not enough compression for a start plus, I think the cam position sensors are picking this up and the PCM is not allowing Fuel & Injectors and Coils

 

[DukeCanBuildit]

.

Holy crap, I'm glad I grew up with old V8's, points and setting the dwell. All this moogly googly about VTC'S, FLP'S, FRP'S, TDC'S makes me dizzy. I just know I bought the extended warranty and for a hundred bucks Ford can fix it. ?

You and me both, Eric.

 

[airline tech]

What I am trying to find is - what happens when you shut the engine off, doe the CAM spring back to (0) or does it require oil pressure to move it and or a stuck solenoid block the oil path to allow it to relax.
Being that this is the 2nd time in a few weeks for the same exact issue, and same situation. Ran Fine then (no start) - leads me to something electrical controlled (not mechanical)

 

[RangerBill]

The timing of the valves themselves is off, same as a jumped timing chain and ALL valves are not fully closing

Again, the valves won't be held from closing with a bad cam phaser. It will merely affect the timing of the closing. The valves will still open and close normally, but at the wrong time in relation to the other camshaft and crankshaft position.

If it were me, I would check for fuel pressure at the fuel rail and for spark, before tearing into engine timing. Forscan can be used to see if there is fuel rail pressure. The OP stated that the low pressure fuel pump ran for a second or so when the key was turned? This may be normal operation. If in fact that he has no low pressure fuel, I would find that problem and repair it first.

I am not saying that it couldn't be an engine timing problem, but I would check the simple things first.

 

[seasprite]

A good reason not to tear into it yet is the crank and cams aren't keyed. Don't know what type of special tools for setting timing are or how much.

 

[RangerBill]

To eliminate engine timing as an issue, there is a PID called SYNC that can be monitored while cranking. If it says "yes" then the camshafts and crankshaft are timed correctly. It should say "no" until the engine is cranked, and then switch to yes while cranking or running. Forscan can monitor this PID. From the shop manual:

Gasoline Engines PCED A6 CHECK FOR CRANKSHAFT POSITION (CKP) AND CAMSHAFT POSITION (CMP) SYNCHRONIZATION

• Access the PCM and monitor the SYNC (MODE) PID.
• Crank the engine while viewing the SYNC PID.

Does the SYNC PID read YES?

Yes	No
GO to A7 .	GO to Pinpoint Test JD .

A7 CHECK FOR SPARK AT THE CYLINDERS

• Ignition OFF.
• Remove the fuel pump fuse to disable the fuel pump.
• Disconnect the ignition coils from the spark plugs on half of the number of cylinders on the engine.
• Connect the Adjustable Ignition Spark Tester THX458 or equivalent to a spark plug boot and repeat for half the number of cylinders on the engine.
• Observe the spark tester while cranking the engine.

Is a bluish-white spark present for each tested cylinder?

Yes	No
GO to A8 .	For Fiesta 1.6L TiVCT, GO to Pinpoint Test JE . For all others, GO to Pinpoint Test JF .

 

[5thranger]

Try unhooking battery and holding terminals together and see if it causes a reset also pray while doing this and have a beer with a anti-anxiety pill.

 

[Stevedbvik1]

.

You and me both, Eric.

And make sure you use a claw hammer

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