How to determine if a variable timing control solenoid is damaged from being jammed by gauze filter

What engine ? It's a solenoid , usually located in the front of the valve cover , top or side .
Variable Camshaft Timing (VCT) System

The VCT enables rotation of the camshaft(s) relative to the crankshaft rotation as a function of engine operating conditions. There are 4 types of VCT systems.

• Exhaust phase shifting (EPS) system - the exhaust cam is the active cam being retarded.
• Intake phase shifting (IPS) system - the intake cam is the active cam being advanced.
• Dual equal phase shifting (DEPS) system - both intake and exhaust cams are phase shifted and equally advanced or retarded.
• Dual independent phase shifting (DIPS) system - where both the intake and exhaust cams are shifted independently.

All systems have 4 operational modes: idle, part throttle, wide open throttle (WOT), and default mode. At idle and low engine speeds with closed throttle, the powertrain control module (PCM) determines the phase angle based on air flow, engine oil temperature and engine coolant temperature. At part and wide open throttle the PCM determines the phase angle based on engine RPM, load, and throttle position. VCT systems provide reduced emissions and enhanced engine power, fuel economy and idle quality. IPS systems also have the added benefit of improved torque. In addition, some VCT system applications can eliminate the need for an external exhaust gas recirculation (EGR) system. The elimination of the EGR system is accomplished by controlling the overlap time between the intake valve opening and exhaust valve closing. Currently, both the IPS and DEPS systems are used.
Variable Camshaft Timing (VCT) System
The VCT system consists of an electric hydraulic positioning control solenoid, a camshaft position (CMP) sensor, and a trigger wheel. The CMP trigger wheel has a number of equally spaced teeth equal to the number (n) of cylinders on a bank plus one extra tooth (n+1). Four cylinder and V8 engines use a CMP 4+1 tooth trigger wheel. V6 engines use a CMP 3+1 tooth trigger wheel. The extra tooth placed between the equally spaced teeth represents the CMP signal for that bank. A crankshaft position sensor (CKP) provides the PCM with crankshaft positioning information in 10 degree increments.

1. The PCM receives input signals from the intake air temperature (IAT) sensor, engine coolant temperature (ECT) sensor, engine oil temperature (EOT) sensor, CMP, throttle position (TP) sensor, mass air flow (MAF) sensor, and CKP 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 ECT, EOT, IAT, and MAF. 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 CMP 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 is also set 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.

P0022 Toyota - Camshaft Position \'A\' Timing Over-Retarded Bank 2



























Possible causes




- Dirty Oil

- Faulty variable valve timing (VVT)

- Faulty oil control valve (OCV)

- Variable Valve Timing (VVT) harness is open or shorted

- Oil Control Valve (OCV) circuit is open or shorted

- Damaged Engine Control Module (ECM)




Tech notes



If the engine oil is clean and the VVT and OCV circuits are OK, replaced the VVT to resolve the problem.





When is the code detected?


After the ECM sends the target duty cycle signal to the OCV, the ECM monitors the OCV current to establish an actual duty cycle. The ECM determines the existence of a malfunction and sets the DTC when the actual duty cycle ratio varies from the target duty cycle ratio.


Possible symptoms


- Engine Light ON (or Service Engine Soon Warning Light)

- Lack/Loss of power

- Engine rough idle


P0022 Toyota Description


The Engine Control Module (ECM) controls the Oil Control Valve (OCV) to regulate the intake camshaft angle. As a result of the angle change, the engine timing is advance or retard. Optimizing engine timing will help the engine improve torque and fuel economy, and the exhaust emissions decrease under overall driving conditions. The Variable Valve Timing (VVT) system includes the Oil Control Valve (OCV) and VVT controller. The ECM detects the actual intake valve timing using signals from the camshaft and crankshaft position sensors, and performs feedback control.

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I did find this information...
An idle air control actuator or idle air control valve (IAC actuator/valve) is a device commonly used in fuel-injected vehicles to control the engine's idling RPM. In carburetted vehicles a similar device known as an idle speed control actuator is used.
Description The IAC actuator is basically an electrically controlled valve, which gets its input from the vehicle's ECU. The valve is fitted such that it bypasses the actual throttle valve. The actuator consists of a solenoid that controls a plunger/valve which variably restricts air flow through the device's body. Electric current through the solenoid determines how much (or less) the plunger constricts air-flow which means that the amount by which the valve opens can be controlled by an electric current. Thus, the ECU can control the amount of air that bypasses the throttle when the throttle is fully closed, thereby controlling the engine's idle RPM.
Without the IAC, the only way to control idling is by adjusting the throttle valve itself - this may be inefficient in terms of mileage and/or emissions. Electronically controlling the air enables allowing just the right amount of air needed to maintain the designated idle RPM irrespective of the ambient and/or engine conditions. This also allows the ECU to dynamically respond to changes in engine load where the driver does not press the accelerator whilst putting the vehicle in gear (i.e., anti-stall feature). Thus the driver can more easily move the car from stand-still by merely releasing the clutch (manual transmission) or the brake (automatic transmission) without having to simultaneously press the accelerator pedal.
Problems with IAC Although the IAC is supposed to last the vehicle's lifetime, various reasons may cause it to fail/malfunction prematurely. The most common failure mode is partial/complete jamming of the valve (due to dirt/dust or even oil) where it cannot be smoothly controlled. The result is an engine that idles very rough and frequently stalls. A valve that is only jammed may be restored simply by cleaning it. However a valve that has stopped working due to a fault in its solenoid will need replacement.

Read more: http://www.answers.com/topic/idle-air-control-actuator#ixzz2Bv0SzvmF

Or...possible temp sensor failing. Easy to change yourself. Most are located close to the engine block, sometimes by oil filter. There will be a wire connected to the sensor, remove wire, unbolt temp sensor and replace with new.
I have also found vacuum leaks that can cause the symptoms you are having. Run engine at idle, wear safety glasses,spray brake, or carb cleaner on your vacuum lines, and around intake manifold. If there is a leak its easy to find because the engine will idle faster when the solvent gets sucked into the intake system through the leak. Fix or replace bad hose, or gasket.
Also bad gas can cause problems. run tank near empty and put 2 bottles of heet additive to fuel and run as close to empty as possible without running out. Refuel and add 2 more bottles of heet, and a fuel system cleaner additive to a full tank. After running a full tank of fuel through system, if it has not solved problem, try replacing your fuel filter. Also a professional intake fuel cleaning system will defiantly clean some gunk out of your intake system, and should run noticeably better after 1 tank of fuel. And it will increase fuel efficiency and performance. Also good to change the air filter when dirty. Also have someone do a coolant pressure test to see if your system has a leak. I have also seen vehicles that don't leak on the ground, but use coolant. Its bad news when you have a head gasket leak and its burning through your engine exhaust system. Another way to tell this is to carefully smell the exhaust out of the tail pipe. If it smells sweet like antifreeze and dripping more than normal condensation, then its bad news. Hope this helps you.

VCT solenoid ????? IAC - idle air control valve . YOUR Vehicle has an IAC valve . Your vehicle does not have a VCT solenoid Variable Cam Timing
Variable Camshaft Timing is an automobile variable valve timing technology developed by Ford. It allows for more optimum engine performance, reduced emissions, and increased fuel efficiency compared to engines with fixed camshafts. It uses electronically controlled hydraulic valves that direct high pressure engine oil into the camshaft phaser cavity. These oil control solenoids are bolted into the cylinder heads towards the front of the engine near the camshaft phasers. The powertrain control module transmits a signal to the solenoids to move a valve spool that regulates the flow of oil to the phaser cavity. The phaser cavity changes the valve timing by rotating the camshaft slightly from its initial orientation, which results in the camshaft timing being advanced or retarded. The PCM adjusts the camshaft timing depending on factors such as engine load and RPM.

these vehicles have a variable timing solenoid that has oil that goes through it. dirty oil will damage it causing these problems. GM knows about bad design and is selling these cheaper than most parts stores. make sure you change your oil every 3000 miles and use a good filter to help preventing happening again

Hello
The engine and automatic transmission in this vehicles drive train are fully electronically controlled by a computer called the PCM (Power Train Control Module). Whenever a problem like this occurs the computer stores a record of the problem (there are of course some exceptions to this, like the fuel pump, engine coolant temperature sensor and MAF sensor for instance) in the form of a fault code in its memory, to read these fault codes you must have the systems memory scanned with a special tool. Once the fault code(s) are read you then must perform the appropriate diagnostic testing to find and resolve the problem(s) DO NOT REPLACE ANY PARTS UNTIL A TRAINED TECHNICAIN HAS DIAGNOSED THE PROBLEM TO AVOID SPENDING YOUR HARD EARNED MONEY ON PARTS THAT MAY NOT CORRECT THE PROBLEM

CHECK AIR FILTER NEED CHANGING COULD BE CLOGGED OR CLEAN IDLE AIR INLET PASSAGES REMOVE IDLE SPEED CONTROL VALVE DONT SPRAY CARBURETOR CLEANER ON IDLE AIR CONTROL VALVE YOU WILL DAMAGE IT. AND USE CARBURETOR CLEANER TO CLEAN THROTTLE BORE AND THROTTLE PLATE FROM CARBON DEPOSITS MAKE SURE ENGINE TUNED UP YOU HAVE FUEL INJECTORS CLEAN NEW FUEL FILTER.NEW SPARK PLUGS AND WIRES IF ENGINE HAS 100000 MILES ON IT.

A code P0011 refers to the VVT (variable valve timing) or VCT (variable camshaft timing) components and the car's PCM (powertrain control module, also called an ECM). That consists of a few different components but the P0011 DTC specifically refers to the camshaft (cam) timing. In this case, if the cam timing is above a set limit (over-advanced), the engine light will be illluminated and the code will be set. The "A" camshaft is either the intake, left, or front camshaft.
A P0011 DTC trouble code may be caused by one or more of the following:

• Incorrect camshaft timing
• Wiring problems (harness/wiring) in intake timing control valve control solenoid system
• Continuous oil flow to VCT piston chamber
• Failed timing valve control solenoid (stuck open)

This DTC code is a result of a mechanical fault of the VCT unit or related components, so there is no need for electrical diagnosis. Refer to vehicle specific repair manual to perform component tests for the VCT unit. Notes: Dealer techs have advanced tools and the ability to follow detailed troubleshooting steps, including the ability to test components using a scan tool.
Thank you for using fixya

Yes it could be a vacuum leak at the intake manifold, could also be the MAF sensor (especially if you use a gauze/oil air filter).

1 Inspect M.A.P. Sensor Faulty M.A.P. Sensor. 2 Inspect EGR Valve Improperly Functioning or Faulty EGR Valve. 3 Inspect Fuel Injector Dirty or Worn Fuel Injectors. 4 Inspect Idle Air Control Valve Damaged, Loose, or Faulty Idle Air Control Valve. 5 Inspect Idle Speed Actuator Damaged, Loose, or Faulty Idle Speed Actuator. 6 Inspect Throttle Position Sensor Faulty or Incorrectly Connected Throttle Position Sensor. 7 Inspect Fuel Filter Clogged or Dirty Fuel Filter. 8 Inspect PCV Valve Plugged or Damaged PCV Valve. 9 Inspect Carburetor Worn, Faulty or Damaged Carburetor. 10 Inspect Valve Burned, Worn, or Sticking Exhaust Valves. 12 Inspect TimingSet Slipped TimingChain or Worn TimingGear(s). 13 Inspect Fuel Pump Faulty Fuel Pump. 14 Inspect Camshaft Camshaft Lobes Worn. 16 Inspect Point Set Burned, Worn or Incorrectly Set Ignition Points.