Originally Posted by F150Torqued

I did not mean to be demeaning, only EMPHATIC, and for that I apologize to @dougiefresh if he took it that way. I admit I assertively challenged (what I considered -and do consider- to be) "mis-information" that other members might take to heart as reliable information. I challenged the comment that "The truck takes off with great power...", (under the post title line of "Final Repair AND Lockouts only way to go.) which misleads the reader as to the effect of installing lockouts.


My sole objective is to relate information I have so others can evaluate and learn from my experiences ... uncontaminated by mis-information. I have done considerable probing (even 'hacking') of the 5.4L OBDII system with my scan tool and driven miles while logging or monitoring gauges and grafts of phaser operation. I can assure you that when "taking off with great power", the ECU has the phasers set firmly at maximum advance. That is the same position forced by lockouts, so therefore there would be NO DIFFERENCE in feel or anything else, and should not be the measure of comparison for installing lockouts. What I also can assure you is that under a VERY LARGE percentage of driving conditions, the ECU is feeding in some degree of retard. (ALL of that -for whatever design reason- is defeated with the lockouts, which forces the phasers to the OPOSITE position!) Good or bad? You decide, but its the opposite position. A lot of my research is described and detailed here with several screenshots from my scan app:
http://www.ford-trucks.com/forums/11...l#post15647418


You'll notice, I got BLASTED for that post too.



And then, there's this mis-information ...:



Timing adjustments are limited to ONLY two (2)- either retard OR advance. The ECU currently does it - are we to think it is less than the maximum advance corrections that could be achieved? Besides, retard is for a totally different effect that cannot be replicated by ANY degree of advance changes. There are NO timing adjustments that can compensate (even minimimally) for lockouts effect on powerband - and no explation was offered to support this claim. Advancing timing (too much) at low RPM will produce no additional power, only cause a labor knock (and more nox emissions from 'hotter' combustion temps). So please explain to us what "timing adjustments" the Livernois ECU Update is supposed to do to "to make sure the powerband is minimally affected". In fact, it may sound more "sexy", what the Livernois update does in actuality is only equvilent to cutting the trace to the MIL on the instrument cluster.


Then @GrimaceTimus struggles to conceed the real truth about effect on emissions by stating "the lockouts produces (slightly) more emissions". Please explain. With NO EGR effect - there is NO combustion process cooling and fuel trims must run richer to maintain proper lambda in the complete absence of recirculated exhaust gases. (this HAS TO result in less MPG and reduced CAT life. And, without cooling combustion temps at all, there is nothing to curb NOX emissions. This would be exacerbated by excessive timing advance.)

Refering to the Livernois Lockouts - @NOTAGT states "Defeating the now unrequired VCT solenoids ensures better engine oiling all around now." Excuse my French, but that's - BULL BUTTER. The VCT is a "spool valve" that routes ALL the oil passing through it to either advance OR retard chambers perportionately based on the ECU's "duty cycle" input control signal. When NO RETARD is commanded, (at idle, deceleration or heavy load conditions), the ECU is applying ZERO duty cycle (same as being unplugged). See the screen shots at the above link. Thus - 100 % of ALL available oil is being routed to the advance chambers of the Phaser, with all residual pressure going to the chain tensioners. There would be ZERO difference (or improvement) in engine oiling. It would be EXACTLY THE SAME AS with or without lockouts. A good visual of VVT oil flow (although its the new Ti-VCT system - its operation is the same as the 5.4 triton) is here: car engine ford Ti VCT 3d - YouTube


Additionally - a matter that has not been touched on at all in this discussion --- I am not at all sure installing lockouts, or manufacturing them for sale, is not a violation of federal law and a number of state laws. U.S. Code › Title 42 › Chapter 85 › Subchapter II › Part A provides in relevant part:
42 U.S. Code Part A - Motor Vehicle Emission and Fuel Standards
§ 7522 - Prohibited acts:
...
(3)(A) ... or for any person knowingly to remove or render inoperative any such device or element of design after such sale and delivery to the ultimate purchaser; or
(3)(B) for any person to manufacture or sell, or offer to sell, or install, any part or component intended for use with, or as part of, any motor vehicle or motor vehicle engine, where a principal effect of the part or component is to bypass, defeat, or render inoperative any device or element of design installed on or in a motor vehicle or motor vehicle engine in compliance with regulations under this subchapter, and where the person knows or should know that such part or component is being offered for sale or installed for such use or put to such use; ...


The statute provides a $3,500 penalty per occurance for an individual and a $37,500 per day penalty for a manufacture who "defeats" an emission device or system. When a SOHC engine uses VVT in lieu of an EGR, does defeating it fall within this statute. I submit that a case could be made that it does.


I'm certain the disclosure laws would make a person liable if the modification was not disclosed when the vehicle is sold.


For ALL these reasons. It is my opinion that @s_vares presents the best Phaser repair solution here: https://www.f150forum.com/f4/final-r...-sound-141266/


Sorry for the lengthy post, but it is an important subject - with lots of mis-information floating around to sort through.

Originally Posted by NOTAGT

You are aware that the Livernois tune deactivates the VCTs ? ...

Originally Posted by NOTAGT

... Hence oil will now not be going to the phasers. ...

Originally Posted by NOTAGT

... Bull butter ?

Originally Posted by s_vares

Some of you have have ticking, listen in your front wheel wells. Studs on the exhaust manifold like to break and they are hard to see, these manifold crack too Injectors on these trucks make noise.

Originally Posted by vintageman

I have seen and heard of many of our trucks still running great with bad phasers, mine ran great, just sounded like hell. I read your other thread on the stalling issue, did you do the battery relearn process after disconnecting you battery? It may help. I usually have inconsistent stalling for about a week when I disconnect my battery and the idle does the same thing. Idles at about 475 to 500rpms then after about a week, I'm back to my normal 550rpms and no more stalling. How is your FPDM, if you haven't checked it, drop your spare tire and look on the crossmember. They corrode real bad and can cause stalling. The new ones are mounted with spacers between the FPDM and the crossmember to help improve the corrosion effect. Good luck, let us know what you find. Tom

Originally Posted by Dukus832

I have not done a relearn on the battery I have never heard of it, what is that and I do not know what a FPDM ether that's a new one on me too but I will check it out thanks!

Originally Posted by Dukus832

I have not done a relearn on the battery I have never heard of it, what is that and I do not know what a FPDM ether that's a new one on me too but I will check it out thanks!