F150torqued-- Can you read forscans .fsl files? I captured some data on a 15 min drive to work and would like for you to scan it. Before I left I took the TB off and cleaned it and unhooked the batt for a relearn if any of the values look weird.
Thanks,

 

I would be happy to TRY. If they are flat file, Excel, or a format that I can get a foothold on. I'm not a Forscan user at this point. But I've had plenty of experience looking at 'RAW' obd data.

 

Thanks
In NO way am I affiliated with forscan but just using it for an hour or so. I'm impressed. Older models are limited but newer models have allot of tinkering options.

 

I finally had a chance to configure and try the real time chart option. Here is a test run to town. I have just a screen shot of the first couple minutes (after about 9 min VCT is disabled). This shot shows the cold startup, around the driveway then downhill for about 15-20 seconds, then accelerate up to 60 and hit cruse. I have a couple of hills then flat road.




I also noted that when VCT is disabled, the error on cam one stays about 50'. Does that mean the locking pin is not going in place? I can tell that when VCT is active, the ECM tries to control it but it seems very unstable and swings either too far of not enough. I am thinking at this point it is a the cam tensioner leaking on that bank but I don't understand the 50' retard when VCT is off

Keshka

ps, no I have not done testing to see why requested retard varies so little on this truck.

 

@Keshka


Great diagnostic graph. Couple of pointers: I usually turn off Pause Marks and Trip Marks (unless they are specially important), and look at the Scale Factor setting of lower value elements such as On/Off (Zero or One) traces. You can set scale factor to X10 or X100 and move them away from the typically busy zero line. Real Time Charts for Torque Pro is a great Plug-In App. (If you noticed, when you scroll through your saved graph file, the legend at top shows the reading of each logged value at the white dot in center of graph).


First off - I am VERY concerned about _VCT Retard Requested (RCAM) being STUCK at 43.91 Crankshaft Degrees. It is NOT normal in any way. (43 cks Deg retard is way too much for startup and down the hill.... should be zero somewhere in the first couple of minutes). The PCM should be requesting ZERO cks degrees retard until conditions dictate applying some (variable) amount of cam retard. It appears that at time mark 04:02:46 both banks VCT Solenoids went to zero -- but RCAM 'stayed' constant at 43.xx. THAT does not make sense.


It also appears (at 04:02:46) that when VCT Solenoid Duty Cycle went to zero, Bank 1 VCT Cam Error (CAMERRR) went to negative 50 camshaft degrees (over retarded). I agree that (If ignoring the problem with RCAM), when the VCT duty cycle goes to zero, the phaser should return the camshaft to base, locked position. Call it full advance or full NO RETARD, but yours seemed to go all the way retarded. That could be the result of a blown tensioner gasket resulting in low oil pressure in that head, and cam rotational drag (from cam lobe to valve spring resistance) dragging all the way to the phaser retard limit. Return of sufficient Oil pressure required to push it toward advance may have returned on acceleration.

I notice VCT Solenoid 1 duty cycle runs normally much higher than bank 2 VCT, but how much of any of that can be trusted - with the unknown about the real BASE signal, or signal that controls VVT based on feedback of CAM Error?

What I do not understand about your _VCT Retard Requested (RCAM), is that is just a 'number' calculated in the PCM software that 'IT' desires for cam retard under present conditions. THAT number is stored in an internal memory location, and digitally presented on an OBDII port (for diagnostic equipment consumption), not internal operations. The contents of this memory location is just 'serially' transmitted to the scanner when the scanner requests that PID. There is - in my mind - no way that can short out or get screwed up, short of PCM failure. If that is the case - all bets are OFF. I still wonder if a tune is involved here, or if a 'reflash' of the PCM is in order.


I am attaching a similar graph from my truck's vvt operation for comparison. This is likewise leaving my neighborhood - start stop. Note RCAM is fed in according to engine load, and both VCT solenoids AND Cam Error run very close together. Cam Error 'spikes' when RCAM changes quickly as the cams reposition to get in proper requested position.

 

should both VCTDC values be close together? my vct1 runs mid to high 40's and vct2 runs mid to high 30's. p0010 update I changed the right vct today and knock on wood after 25 miles and 4 ignition cycles no codes. The "new" one I pulled out did not have the removable screens like the replacement or OE has. It looks like perforated a metal screen. Now to track down the mis....

 

Yes, ideally - both VCTDC values should be close together. It indicates oil pressure, cam bearing / lobe-roller / valve spring drag, Phaser actuation, is the same on both banks. And the duty cycle pulse widths have to be positioning the VCT solenoid 'spool valves' the same.


The VVT system is a 'CLOSED LOOP', positive feedback system between cam error and VCTDC on each bank individually - in the exact same manner as O2 sensor to Fuel Trim on each bank individually. A difference in VCTDC is directly equivalent to unbalanced Fuel Trim. It is an equally STRONG diagnostic indicator.


Fortunately mine runs very - very close (within about 0.1%) as can be seen in the attached screenshots taken several months apart, under different driving conditions, and the graph above.


Again - from what I see in your live screenshots and graph, I cannot rationalize what is happening or what it is doing. It appears it is attempting to do something with cams - but without RCAM, the rest is a guess.

 

I have had a very noticeable tick on my 05 5.4L engine since it had 20k miles on it (now has 96k). I've always chalked it up to the phaser issues like mentioned in here. Over the weekend I was messing under the hood and actually got my ear up near the top of the intake and noticed that the noise wasn't coming from the front of the motor, but rather from the middle of the passenger valve cover. It doesn't get louder if I move me ear towards the exhaust, but is loudest between the valve cover and the intake manifold. Any thoughts on if this could be a lifter or lash adjusters, and is there a good way to check on what it could be? I haven't ruled out a fuel injector, but is it possible one could be louder than the others?

 

set cruise on 65ish and took a snapshot




I'll change out the drivers VCT tomorrow and repeat test to see if the numbers get closer together

 

you can get one of those cheap mechanic stethoscopes and probe the cam cover and injectors.