kds083

Bought it in Grand Rapids, siemens couldn't match the price but I gave them a chance. Still not one problem with them when I take it in telling then no codes were stored they pretty much have done what I told them. I have until october to lemon.

TwinTurboFx4

What's your build date?

kds083

Think it was february 2011 if i remember right have to check to be sure.

TwinTurboFx4

So you have a very very early ecoboost. Did you have the leaking transmission problem?

kds083

Nothing other than 55 mph shudder and loss of power. If they could fix the two it would be a great truck, not to hopeful though.

TwinTurboFx4

Hmm. Did you do the PCM reprogram?

tophog

Same here however I would add that you can also expect loose/clunky steering eventually which will require a new steering rack.

HoustonFordGuy

The following publication covers much of the OBD codes and stuff on Ford engines. Much of the F150 stuff is covered on pages 47-48 and pages 136 to the end. It was published July 2011 and covers much of the 2011/2012 F150.

I do not see anything regarding condensation issues, like the Ford patents of 2011…………..but I could have missed it. I did not read it closely.

If the condensation was being processed like the EVAP on pages 47-48, then there would be similar circuits to remove the water from the IC/CAC. After all its not rocket science.

http://www.motorcraftservice.com/vdirs/diagnostics/pdf/OBDSM1202.pdf

HoustonFordGuy

http://reviews.ebay.com/Reasons-for-...00000002803746



While this is not a bible perfect source, does this sound familiar?


And for those that do not like to read:



Now the question is: How many have had their CAT replaced more than once on their new truck?

How many have had it replaced once?

acdii

Well, lets see, Excess fuel can burn out a CAT, so if you have a misfire, excess fuel can get dumped into the cat. If the injectors dump more fuel out that they are supposed to, it can overwhelm the spark, and cause a misfire and burn out a cat.

So this points to one of 2 possible issues, either the one bank of COPS is shorting out, or, the one bank of Injectors is flooding. It could very well be just one cylinder causing it too.

It reminds me of the Cackle issue with many 7.3 Powerstrokes where #8 cylinder ran lean and made a knocking sound. The problem was traced to fuel rail starvation as #8 was the furthest injector from the pump, the fix was to crossover the rails at the rear of the heads, which solved the majority of the cackle problems. Some still persisted due to low fuel pressure.

In this case, it could be one cylinder is dumping raw fuel, which will cause all the above! If an injector goes wide open, fuel pressure will drop across the entire system, and you will loose power immediately. It will also cause the one cylinder to shunt the spark to ground, and not have any spark. This should cause a CEL to come on for low fuel pressure and a shorted COP. It will also cause the cat to burn out or clog up. The question is, has anyone had the oil checked right after this happened to see if it has higher then normal fuel saturation? With the high compression, the fuel may not get past the rings in any huge amounts, so you wouldn't smell gas in the oil, but enough may leak past to be traceable in an analysis provided it was done right after the incident happened and before it would dissipate from further driving.

Just some thoughts. Water itself wouldn't foul a CAT, Antifreeze can, but plain old water wont. In fact by the time water got to this point it would be more like steam and would clean the cat instead. The water in the IC theory is not holding up for me. What is though is an electrical problem that rears its ugly head under damp conditions, such as long trips in rain, or damp condensing mornings. Back in the old day when cars and trucks used points(remember those?), on damp days, sometimes they wouldn't start, or if they did, ran pretty crappy. The same thing may be happening on some of these trucks, could be something as simple as a spot on the wiring harness that is allowing moisture to get in, problem with that is, Extremely, I mean EXTREMELY hard to find.

One method of detecting would require putting the truck on a dyno, and simulating a damp day by misting the entire engine compartment when running up the engine. You would have to make sure you can get the mist in anywhere it can in normal driving at highway speeds.

From what some have reported on before and after affects, I am not buying water in the IC. It just doesn't compute. I have to see it to believe it.