Couple things here....how many degrees off are you on the "camerorr2" pid? Is it off all the time, part throttle or when? Each tooth is worth approx. 17 degrees of timing on this engine. In other words if the chain jumped 1 tooth you will get approx. 17 degree error. The phasers retard a maximum of 60 degrees on this engine. How I diagnose these codes is start the engine and monitor the VCT pids. Take a jumper wire and ground the PCM side of the affected bank VCT solenoid. It should retard the cam 60 degrees within a few seconds. If it's slow or doesn't move at all, the next step is to verify base oil pressure. It must be 25psi minimum at warm idle. If ok, then could be a phaser, localized oil problem in the VCT solenoid and or manifold assembly. For example, if I have a cam that has a 17 degree error and I ground the VCT solenoid on that bank, I should end up near 77 degrees in the VCT pid. If I do, I know the phaser, base oiling system are good. I know it's out of time 1 tooth for some reason. If I start at approx a 34 degree error and I gound that VCT solenoid and it goes to 94 degrees, then I know I've jumped 2 teeth. If I have an error that is 25 degrees for example, then I know it did not jump time...it could be a stuck phaser. In that case, if I ground the VCT solenoid at the cam goes to near 60 degrees, and as soon as the jumper wire is removed goes back to 25 degrees, I know I have a stuck phaser. Does this make sense? The service manual does a shitty job explaining this and the trouble trees are complete waste of time! I know the scanner says "advance" on all engines in the Ford world but remember this....if I have a signal cam engine, it will always RETARD when it phases. If I have a double cam engine, the intake cam will always ADVANCE if it has a VCT phaser and the exhaust cam with always RETARD if it has a VCT setup. Use the above method with caution. In other words if I have an error that already at 80 degrees for an example, gounding the VCT solenoid may not be a good idea...If it works it will retard another 60 degrees and could cause engine damage. I do not know the point where interference occurs and I don't want to find out the hard way. On any VCT equipped engine you have to make all of your diagnosis before you tear it down. This assumes the engine still runs of course. Once you tear it down and everything lines up and you have a code you can't get rid of, then it makes the job that much tougher. I want to know how much I'm off and if the phaser can move 60 degrees and back within seconds. Vein style phasers move very quickly unlike the old 2.0 Zetec one from 15 years ago. Good luck and I hope this sheds some light on the issue.
Chris Hamann
Port Clinton Ford Mercury
Port Clinton, Ohio