How many threads are there on this issue? First I've heard of it across multiple forums for three different Ford models with this technology.

pvagabond- fighting, or countering a motion, is not the same as over-reacting, which results in excess motion in the desired direction. Yeah, my wife feels the same, anything that is not exactly what she wants is fighting her, but I only say 'ok' to her because I have to live with her.

 

Here is one place to seach....SSM 47589. There is a quite long thread started when tmcolger posted the last update of the SSM last year. It's real, the steering feels like I'm (and many others, including pvagabond) driving a '78 F150 with a worn out recirculating ball steering rack. Ford hasn't done anything since although the problem goes across 4 model years. A solution I found was to disable "Pull Drift Compensation" using Forscan.
The IVD calibration is a new twist that I'm trying to wrap my head around.
My quick search: https://www.f150forum.com/search.php?searchid=16875326

 

Not questioning the reality of your situation, just your comment that this is something that Ford can't get right. If they couldn't build and set up IVD correctly, I would expect the threads on steering issues to be endless.

As I've stated elsewhere, the complexity of these vehicles takes a higher level of understanding of mechanics and electronics, as well as trouble shooting than what most understand. I equate working on a modern vehicle to working on a RADAR system. Understanding how to log sensor data, let alone interpret it, is not a common trait among dealership 'techs'.

What is the response bias? What is the response range? What is the application curve? Under what conditions is the response to be modified or overridden?

 

Sorry I should have tried the link after I put it in my response, I didn't know it went nowhere. This is where you seem to have a block....Do a search for steering, pull, drift compensation or anything you might think of because there are endless threads of owners complaining, a few trying to figure out what is wrong. I'm seeing 2019's showing up now on this forum.
As for complexity, these systems have been evolving and developing for 30 years now, it's not exactly new technology but it seems Ford lost it's handle with the 2015 MY. Mustangs and the SUVs have been suffering the same.
Since I have worked on radar systems, I'm an instrument engineer, I'd say they are no more or less complex. It's trying to get the information, which Ford keeps tight to the vest and understanding it's role. Is it my job to solve fords logic problems? No, they have engineers and some smart ones they need to devote to resolving the issues. I have found a work-around that abates the problem in my truck but it isn't "operating as designed" because one piece of the puzzle is disabled. I would like to have it fully functioning because I one: paid for it. Two: Ford designed it, I presume, as a "system" which is to enhance driving safety.

 

Exactly right WA. My point is this: the vehicle was sold to me with all kinds of high tech crap that rather than enhance safety turned a 2018 into a '78 with worn out steering components. Ford delivered it to the dealer out of spec components, incompatible components, or a design flaw and dealers - do the typical response - "we can't reproduce the problem".
Again, it is better than it was; probably all it will be. I love everything else about this F150.

 

exactly my thoughts too! It seems we have individuals making more progress on a fix than Ford is willing to do, so I commend people like WA for sharing his progress with us, personally I think Ford has created a mess for which there is no fix or they would already be letting dealerships turn off drift control, and trying to remedy this.

 

Based on driving a few F150's of different configurations, sometimes 2 of the same config feel a lot different, but on this is for sure, the wheel with more offset and wider tires are much worse. ( I compared about 6 configurations ) and the worst I've driven, by far, is my 2018 with OEM PVD 20's and 305/50's, the best is the 2019 with OEM 17's, in between is my 2019 with OEM 20's.

The 2018 / 305/50 combo is absurdly bad. It doesn't tramline at all, but it pulls all over the place, mostly when there is wheel "ruts" (still paved road - Manitoba is a big ghetto), 2 wheel alignment and 3 tire balancing's later...

 

Hey J, My 2018 2WD came with 20" PVD and Michelin LTX 275/55. SUV tires, not true LTs. If I didn't like the wheels or didn't like money in my pocket, I would go to 18s. Following ruts is what I am calling Tramlining. Weight in the form of payload or tongue weight made it worse. And it wasn't good on roads that a good handling vehicle would not have "noticed" the ruts.
T

 

What is an IVD?.

IVD (Interactive Vehicle Dynamics) is designed to minimize loss of vehicle control due to loss of traction. The IVD system could be activated when a vehicle is taking a turn too quickly or when encountering an icy patch.

When an ABS or stability control fault has been corrected or a new component has been installed, the ABS module must be calibrated. The calibration procedure is required for the stability control sensors to learn the zero-position of the vehicle which means the vehicle must be on a level surface and not moving. The calibration procedure (IVD Initialization) is carried out using a diagnostic scan tool. Apparently in the procedure the ABS module resets the offset values learned for the yaw rate sensor, lateral accelerometer and roll rate sensor. This may not be a complete answer, but it gives me thoughts on how a corrupted system error could continually be attempting to correct a person's driving intention, if that's the only thing that was changed.

 

Cool necropost, bro.