P0022
Powertrain"A" Camshaft Position - Timing Over-Retarded (Bank 2)
The camshaft phaser on bank 2 uses oil pressure to advance and retard the cam timing on the fly, and a solenoid feeds that oil where the ECU wants it. With P0022 the timing is sitting more retarded than the ECU asked for, so the cam isn't swinging back when commanded. The engine ends up running on timing it didn't choose, which hits idle quality, power and economy. On a V6 or V8, bank 2 is the cylinder bank that doesn't have cylinder number one.
ⓘ Information only. This page provides general educational information about fault code P0022. We do not assess the urgency or safety implications of any specific fault. That requires in-person diagnosis by a qualified mechanic. Full terms.
Recommended next steps
Whether a fault is urgent, drivable, or routine depends entirely on the cause on a specific vehicle, and that can only be determined by a qualified mechanic with diagnostic equipment. If a warning light is illuminated, the most reliable next step is professional diagnosis.
What does P0022 mean?
P0022 is a Powertrain (engine, transmission, fuel system) fault code. It indicates: "A" Camshaft Position - Timing Over-Retarded (Bank 2).
This is a standardised OBD-II code. The technical definition is the same regardless of the make or model of vehicle, although specific causes and symptoms can vary between vehicles.
Symptoms commonly associated with this code
Symptoms that drivers often report alongside this code. Not all may apply to every case:
- • Engine warning light on, sometimes with a slightly lumpy idle alongside it
- • Hesitation or a flat spot when you put your foot down
- • Worse fuel economy than you're used to, more obvious on a tank-to-tank basis
- • Harder starting from cold
- • Stalling at idle or when crawling in traffic
- • A rattle or knock from the engine bay on start-up, usually the phaser if oil pressure is low
Possible causes
Causes commonly associated with P0022, listed in approximate order of typical investigation. The actual cause on a specific vehicle can only be confirmed by professional diagnosis.
- 1. Low or dirty engine oil, the most common trigger by far. The whole VVT system runs on clean oil at the right pressure, and sludge or a low level chokes it
- 2. Sticking or clogged camshaft timing solenoid on bank 2, often gummed up with old oil varnish
- 3. Worn camshaft phaser (actuator) that can no longer hold or change position properly
- 4. Wrong oil viscosity in the engine, a thicker grade than the maker specifies struggles to fill the phaser quickly
- 5. Blocked oil feed galleries to the bank 2 timing components
- 6. Stretched timing chain throwing the cam timing out, common on higher-mileage engines
- 7. Faulty camshaft position sensor feeding the ECU duff readings
How mechanics typically diagnose
A typical diagnostic sequence used by mechanics, provided here for educational reference only. Diagnostic work should be performed by a qualified mechanic with the appropriate tools and training.
- 1. Check the oil first. Level, condition and grade. A low or sludgy sump is behind a huge number of these codes, and it's a five-minute check before you spend a penny
- 2. Pull all stored codes and write them down. A P0022 sitting next to misfire or low oil pressure codes tells a different story than one on its own
- 3. Read live cam timing data and watch the bank 2 figure against the commanded value. If it won't advance off its resting position, the phaser or its oil supply is the suspect
- 4. Inspect the wiring and connector at the bank 2 timing solenoid and the cam sensor for corrosion, oil contamination or chafing
- 5. Test the solenoid. Check resistance against spec and, if you can, command it with the scan tool to see if it actually moves. Pull it out and look for grit or sludge in the screen
- 6. If oil, wiring and solenoid all check out, you're looking at a worn phaser or a stretched chain, which means deeper investigation
Common questions about P0022
How do I know if it's the solenoid itself or just dodgy wiring? +
Check the connector and wiring at the bank 2 solenoid before you condemn the part. Oil weeping into the plug, green corrosion on the pins or a chafed loom can all throw P0022 with a perfectly good solenoid. Measure resistance across the solenoid against the workshop figure for your engine, and back-probe the connector for a clean supply. If the wiring is sound and the solenoid is out of spec or won't click when you command it, then it's the solenoid. Clean oil that's overdue a change can also gum a good solenoid solid, so don't write it off until you've ruled that out.
How long does this take to sort out? +
Depends entirely on the cause. An oil and filter change to clear a marginal fault is under an hour. A bank 2 timing solenoid is usually an hour or two of labour once you can get at it, though on a transverse V6 the rear bank can be buried and that pushes the time up. Replacing a worn phaser or a stretched timing chain is a serious job, often the best part of a day or more, because you're into front covers and getting the engine back into time afterwards.
Is a budget solenoid off the internet worth fitting? +
For a timing solenoid I'd stick with OEM or a known brand like Hitachi or Delphi. The cheap unbranded ones often have weaker internal springs or sloppy tolerances, and the ECU is fussy about how fast the cam responds, so a poor part can set the same code straight back. The price gap isn't huge on a solenoid anyway. Where it matters even more is the phaser. Fit a no-name actuator on a Ford, BMW or VW engine and you can be back inside the cover within months, so pay for a quality part once.
Information only, not professional advice
The information on this page is provided for general guidance and educational purposes only. It is not a substitute for diagnosis or repair advice from a qualified mechanic. Always verify any fault before paying for repairs. carfaultcodes.co.uk accepts no liability for decisions made based on this information. Full terms →