I plan on playing with the forscan app again but I wish I had access to a more in depth diagnostic tool

 

I can't see how. Actually, can't see how timing components or Dorman phasers (- which I believe are frequent EARLY failures) could contribute either. Chicken or Egg first kinda thing. I think what ever is happening with ignition is causing noise on the CAN bus - resulting in the U1900 and ABS code.

There is a noise suppressor (capacitor) on the front of each bank. Do not know if one of them going bad would cause your issue. Never seen or heard of it. But with multiple P035x --- you have SOMETHING related to electrical in the COP circuits. And I thing the source since the control side constitutes essentially eight separate circuits to the PCM.

I don't know if one BAD cop could cause enough noise on the CAN bus to cause all your trouble - but I'm thinking it is something in this area.

I have Forscan - know it is Ford specific, but don't know much about it. Have spent all my time drilling down on Torque Pro. There's no silver bullet. Even if you had a $50,000 Integrated Diagnostic System at the Ford dealership - you wouldn't get a lot more than you are getting from cheap code reader. We still gotta' apply the reading results and make the determination what is not right (ie: what is wrong).

/// Based on your OBDII report, I still say I would move COP 1 to another location - clear the codes - and test again to see if the Code P0301 would follow. If it did, I would stick 'one' new COP in that position and see what the result ///

The cause of Misfire codes P030x is instructive. The PCM employs a high speed processor (probably multi-core processor) that actually monitors crankshaft rotational speed, and determines a misfire by detecting the absence of crankshaft speed acceleration after it commands a spark ignition on a specific cylinder. That P0301 says that plug fired! There WAS current in primary - there was reverse EMF from the secondary, AND the crank did not accelerate!!!!

 

I am not clear on whether the primary failures have come back on 125678 or were just a one time thing . You do have some s -junc points for 12vdc power as its jumping around engine . But I don't know about this can bus failure, it could happen if you connected reader with engine running , it could have lost comm with abs at that point ... Is it staying cleared ? If so I would look at no 1 misfire fix . I don't know about your fuel trims ,I'm guessing its not that far off if I'm reading it right . At least it doesn't look real bad .Mode six counts would be nice .

 

I put one new coil on each cylinder one by one and there was no change. Like i said in my first post it was a sudden event. One second everything is fine and then the next it feels like I have two dead cylinders. It's been the same with no change since.

One thing I dont think I mentioned is when lugging the engine in overdrive there is an intermittent popping noise. Sounds kind of like a backfire but also sounds like possibly mechanical on the passenger side low on the motor. At least by ear that's where it sounds like it's coming from. I have not noticed it since I changed VVT solenoids but I'm also not driving it much unless I'm looking at forscan.

Getting a little frustrating but im trying not to throw parts at it. Dont want to drive it a lot either to try and get it to throw codes again. Not knowing exactly what's wrong I dont want to cause more damage.

 

Also thinking about a junkyard PCM to see if maybe that's my problem. Maybe that's why I have always had trouble with it refusing to throw codes without excessive driving while the problem occurs. This isn't the first issue I've had that ran me in circles because the truck wouldn't give me anything to work with. First time the VVT solenoids went out I chased it with coils before i found fordtechmakuloco on YouTube. The symptoms I had were the same he described when talking about the solenoid failures

 

This is what I got after a short drive. Still getting p035x codes but not on as many cylinders and only one cylinder on bank 2.

 

@rpsguy sorry for those dumbass codes sticking around.

I'm not familiar with the diagnostic app you are using, and not sure what the suffix (-FF and -C, etc) means - if anything. I think it has to do with the OBDII 'header' included in the query command sent. ???

But the P1000 is nothing to worry about (Just that all OBDII monitor routines haven't completed at least once since clearing DTCs). No Problem. But, that B2296 is not in my FORD FACTORY list of DTCs... ???? WTF?

So, I'm we're back to the P035x. I wonder if the reason there aren't as many is because of the short trip since clearing DTCs. The P035x series are sticky (when one occurs, it sticks until it is cleared or a couple of drive cycles without further occurance.

I'm far from a genius on any scale other than the Redneck scale. I know the P035x is circuit related, either COP primary or secondary. Being separate devices, they aren't ALL bad. I do not know what the circuitry looks like inside the PCM. Knowing two out of three isn't too bad for a Redneck. So, here is how I would eliminate one of them.

There are lots of connections in the COMMON circuit feeding the COPS (from the battery to fuse box, ignition switch, Run/Start switch --- etc etc. So, I would clear codes; Start the engine; run me a jumper wire from Battery "+" and connect it DIRECTLY INTO the COP COMMON in the wiring harness on Bank 1 _AND_ bank 2; Drive the vehicle that way for some distance; Read codes again and see if there are any P035x codes. ((NOTE::: ((( REMOVE, the jumper wire after the drive - before turning Key Off))).

If there were no 35x codes, it would indicate a poor connection in the primary circuit SOMEWHERE. If there are 35x codes, my only theory is effectively eliminated, pointing toward the PCM.

 

When a misfire is detected on one bank, it is my understanding (and experience) that Ford's cut fuel to both that cylinder, along with one on the opposite bank to balance it. If it wasn't for the Dorman phasers (which have been known to fail right out of the box), I'd say it was a bad coil; I had 1 bad coil fail back in January within 500 miles of installation, which dropped it 2 cylinders. Replaced that one coil, 6k later all is good.

 

F150

I like that idea. I'll have to give it a try. Borrowed an ohmmeter to go through and see if I can find anything.

Duke

I bought one new coil and put it on every cylinder with no change. I have heard of new plugs being bad out of the box or failing prematurely. I may pursue that this weekend when I have more time to work on it. Still got a suspicion my pcm may be at fault but I want to rule everything else out first.

 

Went all over under the hood with the ohmmeter and couldn't find anything suspicious. Did not try the jumper since all voltages were normal and steady. Not sure where to go from here.

I forgot I had torque on my phone but I'm not familiar with it at all and I couldn't get any more info out of it than I could with forscan. Tried the test results but everything kept coming back as incomplete or failed.

Did get a new pending code. Forgot to write it down but said bank 2 too lean.