Each one of these 4 sensors, 2 right before the throttle body and 2 in the intake manifold are identifiable and constantly ping the HS/CAN - canbus twisty wire system. Are PIDS and are graphable. If they go south at the same time the fuel goes south you are on to something. If the fuel continues to go south while the other 4 sensors are graphing normal then it is different problem probably looking at the way the throttle body closes down and the fuel PSI goes south, a ECU control shut down of the throttle and the fuel PSI. While you're pedal to the metal, the puter is shutting off the fuel and closing the throttle body?
Things working normally you are traveling 60 MPH and passing someone you go pedal to the metal, the thing is down shifting and you are screaming 6500 RPM's and upshifting like a Bull Buffalo rolling in the dust.
Ultimately I Thin that MAPIAT2 in the intake manifold controls it all. Sending its info to the PCU to shut down the fuel/ & close up the throttle body opening ? Defective or shorted out with H2O ?

 

Papa you smoking out of the same pipe as wwest ?

 

No, try reading your PID's in real time with a good code reader ? Then compare them while driving near the dew point or in the rain if you suffer condensation failure ? You can drive with the OBDII code reader plugged in for over 1/2 hour constantly recording. Selecting the PID you want to monitor. The code reader will calibrate to the proper frequency to graph the selected pid.
You may notice abnormal frequency pulse width failure of the PID when the condensation reaches a certain level in the CAC ? Maybe there is a warning time before the misfires begin ? If so aftermarket MODs will jump on it with products that monitor the condition to warn the driver ? who knows, when/if safety is involved. In the end it may all come down to misfire-system starts shutting the fuel psi and throttle body closed commands, all because of condensation build up.
https://www.f150forum.com/members/pa...0&ref=gnr-next
Explains what the sensors do. There are several pictures there for info if interested.
Purchase a good code reader that will graph in real time the pids and record flash frames is good.
Will Ford ever fix it?

 

Thought I would chime in as one who has had the complete loss of power issue a number of times.

My misfire was so predictable that when the conditions were correct, I could make it happen at will. In the end I had a service tech. who was willing to go the extra mile and got a diagnosis of a bad COPS module (coil pack). Since getting the new module I have not had a single loss of power event and It's not for lack of trying.

In my (somewhat qualified) opinion, the "fall on it's face" loss of power was due to a sub-par coil pack. I have seen no evidence to suggest otherwise.

The shuddering is a different issue. It is still occurring. The coil pack replacement did not seem to affect it in the long run. I would be interested to see what the mode 6 misfire counts look like during normal smooth operation vs when the shudder is occurring. At least that would give us an idea as to whether we should be complaining about the engine or transmission.

 

Maybe you are one of the ones who needs a torque convertor ?

 

Check the spark gaps. I've never had the power loss but had slightly rough idle and the shudder going up hills. The gaps on my plugs were all off do regapped and the issue seems to be gone.
Fingers crossed!

 

I would check your spark pug gap. Just like MadocHandyman's my spark pug gap was off regaped pugs no more shudder.

 

What gap did you go with?

 

I would also check the spark plug gap. The 3.5L and the 3.7L list the same spark plug. An Iridium. Easily damaged electrode. I have about 85,000 miles experience with the Iridium plug with not a misfire. If the gap is off or the plug was dropped during production it could be a fault ? Switching it to another hole won't work if it doesn't register a misfire from being cracked or damaged. 30 years ago the resister plug would misfire, broke a few apart and found corrosion inside the plug itself by the resister. It was a multipiece plug, even had a small spring in there.
Believe NGK originally made the spark plug for the small turbo six. When it changed production to Cleveland the Autolite Motocraft plug took over. Denso also offers the plug also an iridium. And $8 or more each.

 

Thank you for this first hand information. I'm trying to figure out if it could possibly apply to my truck. Do you know if after your loss of power there were any fault codes set/pending? If so, was it for a misfire on just one cylinder or on multiple cylinders? With my truck no faults will be set prior to an event. But afterwards there will be set or pending faults for cylinders 4, 5 and 6 misfires.

I know I'm not the most knowledgeable person about engines, but it seems unlikely to me that one bad coil module would cause 3 out of 6 cylinders to misfire.