F150Torqued

I was referring to the VVT system!! We have to be careful how we phrase things dealing with 'RETARD' - as with all those Torque Pro things I use for my 'anti-dementia' exercises. LOL.

AND --- don't let that 'other' old codger down there in Florida fool you about being a novice. He did a complete timing job about the same time (and age) I did and well knows how to keep one running good. Also, he won't let you complain about having no friends. When I did, he just tagged me right quick!! Thanks @redfishtd. @houtxfdcapt, I don't know ANYTHING about red fish, but get your truck running right and pull it over here to Canyon Lake (@redfishtd you're invited too) and well try to catch something.

houtxfdcapt

Took her for a 10 mile drive to get more engine oil. At the stop sign doing the same idle to low wanting to die and when I accelerate nothing, until something happens and I start to creep forward. But good thing is I have video and screenshots this time...

This picture is from a Cold start leaving the house. IMRC was on for a little while but shut off. .





Still on the way to store.








Checked codes at store.





Leaving store after the vehicle was shut off for about 15 minutes.





Sorry its blurry, still on the way home.





I tried to upload the video straight from my computer but it didnt like it. Then I uploaded to youtube and it wouldnt let me past the link either. You really need to see the video of the truck in drive stoped at a light... its crazy. let me know how to post it.

also on the way home you notice VCTENA is off. When it is off it behaves at a stop but you can see what the cams are doing...

thanks!

F150Torqued

As far as I know, while the youtube video is playing, if you click in the address bar at top left of screen and press ' Control "C"', that will copy the link, and you can go to your post and press 'Control "V"' where ever you want to _plop_ it down. Same if you want to edit it into your previous post.

BigBlockRanger

IMRC: The black w/ white stripe wire is merely a feedback monitoring wire that tells the PCM that the IMRC vanes are open. The IMRC actuator grounds it when the vanes are open. You can ground it and trigger the "IMRC On" PID at will. A stuck open condition is preferable to a stuck closed condition P2006 (= ridiculously retarded timing and no power ).

redfishtd

The only thing I could get out of this is phasors aren't responding , Imrc is acting up . You already freed the linkage . But there are plastic parts there that are known problems . I think you replaced VCTS but can dirt be jamming them ? The cams are not where the pcm wants them they are oil driven and spring helped . They are new ford and both failing would not be reasonable , dirt in galleries or vcts bodies is all my feeble mind can come up with .
I did an engine flush right at my timing job ,boy did it get worse it broke stuff loose and caused it to look like this but I also had a roller thrown to the side . I too had throttle problems way back when tps did not fix it . I had bad throttle body but this is separate from your 0012,0022 nothing to do with that .
You say nothing happens at stop with you applying pedal , no increasing rpm ? and then something happens and it creeps forward . Pcm should see pedal and send a signal to throttle body and if it doesn't feed back from tps position it should fail/shutdown and go to limp mode . Of course if pcm doesn't see pedal signal thats another story, I almost went there on my intermittent tb failure . I'm not much help here , I would be looking at my old torque screens for things I am more familiar with but still may not point me in right direction . You guys have some special stuff on your screens.
You did clean out oil pu and oil pan didn't you ?Mine was jammed with fibers .plus there is an oring on that tube but you aren't having lack of oil noise . You must have because you did thrust washers-- DA!

F150Torqued

There are some REAL CRAZY readings in your last post. Stuff that doesn't make ANY sense at all.

Your Torque Pro data in post #1 and Post #14 looks perfectly 'plausible' for the symptoms and conditions.

HOWEVER - the latest are INSANE!!!!! I know that the PCM runs a separate 'closed loop' type control on bank1 and bank2 cams. And I know the PCM reports stuck IMRC on separate bank basis (IDK how), but I can phantom NO LOGICAL REASON for the PCM to request MAXIMUM RETARD on one bank and zero retard on the other. EXPECIALLY WHEN VCT SOLENOID duty cycle at ZERO!!!! WTF??

Other things as well exhibit total impossible conditions. Readings for CAM ERROR exceed the maximum physical limits of the phasers ( ~ 31.5º positive or negative). /// Admittedly - I had lots of trouble working out the formulas for that parameter. Ultimately 'tweaked it' to what it is based on maximums observed obtained by artificially energizing my VCT solenoids 100% at idle. CAM ERR would instantly go to maximum - but THAT WAS NOT -75º or +56º. /// What the heck is going on?

Torque Pro is just stupid computer programming that does a nice job reading / displaying digital data read from the PCM. It is not going to discriminate against one reading, and not another.
Likewise, OBDII is just a bunch of 'post office boxes' that the PCM deposits digital readings into for scanners to come open up and read. The digital transmission from PCM through the bluetooth to Torque is a serial train of PID readings and includes integrity checking. A 'glitch' can occasionally occur, but not with such regularity as to indicate a normal 'within range' to one PID and a stupid wild one on another.

I don't like seeing that. We have to be able to trust the data. And I don't have a good intelligent recommendation - other than making sure electrical connections are clean and secure.

What @BigBlockRanger just reported is helpful - and might point in the same direction.

As for VCTENA being OFF. Before my timing job - my PCM would shut VCTENA 'off' under certain conditions (I never determined exactly what). When it did, there should be NO MORE 'RCAM' request, and thus no VCTDC, - and in my case NO more CAMERR. The VCT system would just shut down for the duration of that Drive Cycle. I concluded it was having too much trouble maintaining its desired retard, got pissed off, and just quit till the ignition was cycled.

F150Torqued

@houtxfdcapt

I have a request of you please. May be a waste of time, but maybe not. There are a number of FMEM (Failure Mode Effects Management) conditions, some of which can (and will) affirmatively limit power (slang term Limp Mode). My documentation indicates 16 different MFEM flags in two PIDs at #1105 and #1106. If NO failure mode is implemented they should both report ZERO. (This is ALL that I have ever witnessed on my truck).

Would you throw together two custom PIDS and check these two. You can actually view their live by just throwing in a custom PID and using "TEST" function at the bottom of the Add Custom PID screen. You don't even have to create a dashboard gauge. I would like to know if they are zero - or if any bits are set - (what the decimal value is). I have never been able to 'verify' which bits represent which sensor or system against my documentation because I can't check them against a failing system - but it _MIGHT_ shed light on your issue if a FMEM mode is being implemented. ( ie: Vehicle Speed Sensor FMEM, or Transmission Line Pressure MFEM. IDK - just an inexpensive / easy thing to check).

Mode/PID 221105
Long Nm: MFEM 1
Short Nm: MFEM 1
Min/Max: 0 / 255
Equation: A

Mode/PID 221106
Long Nm: MFEM 2
Short Nm: MFEM 2
in/Max: 0 / 255
Equation: A


I agree with @redfishtd - but there are about 4 throttle position PIDs and even a separate processor involved that does a constant 'rationality' test. ANY crazy mismatch will force limited power exactly as you describe, but should throw a code.

ALSO. - Does your vehicle have 'Traction Control Assist'? (If it does, it might be F'd up and limiting power - PID #162A should show secondary throttle duty cycle)

Some of all this does SMACK of a flaky wiring connection or intermittent short somewhere.

redfishtd

Kudo's to BigBlockRanger for that Imrc indication info . I can't believe the master is stumped at this point . Its over my head . At least we learned one thing today . Maybe the rats got to the wiring harness .

BigBlockRanger

That p2006 is the code I fought for a while. When the IAT's were high, the PCM would pull a stupid amount of timing and it would barely accelerate. After logging it for a while, I realized that when the IMRC indicated it was on, the truck ran much better even though the vanes were stuck closed. Just no power over 3000 due to lack of airflow. I grounded the black/white wire and the timing normalized. Drove it that way for over a year. Finally wired the IMRC vanes open and it can breathe over 3000 rpm now.

houtxfdcapt

https://www.youtube.com/channel/UC9p..._as=subscriber



Try these guys.

also, all previous data except for yesterday was from my driveway. Even the data at 19xx rpms just in park. Yesterdays data is after a drive.

ALSO, in my mind I have ruled out OIL PRESSURE because of the melling M360HV pump. But yesterday I went and bought a mechanical oil pressure gauge and put it inline. To my suprise, hot idle in the driveway produced only 16 or so psi.

Either I have a container problem, or the pickup tube is not on tight(which Im pretty damn sure it is) or it spit my shim.

so maybe with the oil hot it will only pressure up one VCT or intermittent ... ?

Tomorrow when I get home I will put in the new PIDs and check, then I will drop the pan check the pickup tube and see if the pan has any surprises in it.

let me know if the link works for youtube, hopefully cause its crazy