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A few lame comments about your codes that might help narrow things down.
1st and most important: P035x is a special animal - technically NOT a misfire. But rather a report that the cylinder couldn't draw a spark when it tried. ( ie: a poor electrical connection where the PCM does not detect 'current' drawn in the primary circuit. OR doesn't see the expected reverse voltage spike in the primary that occurs when plug sparks - right after spark is commanded.) The later might happen with the crappy plug in the photo
This is VERY different from a P030x code, which occurs when the Primary / secondary electrical test are satisfactory and the PCM "DID NOT" detect the epected slight acceleration in crankshaft rotational speed immeiately after commanding spark to that cylinder. ie: too lean or too rich fuel mixture, low compression from valve timing, IMRC, injector or fuel delivery problems.
In your case, the PCM was unable to draw a 'spark' on any one of the offending cylinders. (except in your second statement "I had _misfires_ on #5 & #6" - where the TYPE is undefined).
I agree with @djfllmn , that plug looks like $h|t. I would Get rid of it - and torque the replacement properly. Do a hospital clean plug job as @redfishtd suggested and stop the antifreeze or oil from getting in the well.
Your P0420 code is a normal result of misfires dumping too much unburned fuel into exhaust. Your A/C clutch relay is disabled by the PCM when misfires are occurring. So ignore those issues until misfires are cleared up.
Those have to be the most educational “lame comments” I’ve ever read!
A few lame comments about your codes that might help narrow things down.
1st and most important: P035x is a special animal - technically NOT a misfire. But rather a report that the cylinder couldn't draw a spark when it tried. ( ie: a poor electrical connection where the PCM does not detect 'current' drawn in the primary circuit. OR doesn't see the expected reverse voltage spike in the primary that occurs when plug sparks - right after spark is commanded.) The later might happen with the crappy plug in the photo
This is VERY different from a P030x code, which occurs when the Primary / secondary electrical test are satisfactory and the PCM "DID NOT" detect the epected slight acceleration in crankshaft rotational speed immeiately after commanding spark to that cylinder. ie: too lean or too rich fuel mixture, low compression from valve timing, IMRC, injector or fuel delivery problems.
In your case, the PCM was unable to draw a 'spark' on any one of the offending cylinders. (except in your second statement "I had _misfires_ on #5 & #6" - where the TYPE is undefined).
I agree with @djfllmn , that plug looks like $h|t. I would Get rid of it - and torque the replacement properly. Do a hospital clean plug job as @redfishtd suggested and stop the antifreeze or oil from getting in the well.
Your P0420 code is a normal result of misfires dumping too much unburned fuel into exhaust. Your A/C clutch relay is disabled by the PCM when misfires are occurring. So ignore those issues until misfires are cleared up.
Thanks for the info. I am on my way to get new plugs, carb cleaner and a wire brush now. Good to know about the A/C clutch relay, never made the connection. By the way just loaded your .csv PID file into torque so I can better monitor this thing.
Thanks for the info. I am on my way to get new plugs, carb cleaner and a wire brush now. Good to know about the A/C clutch relay, never made the connection. By the way just loaded your .csv PID file into torque so I can better monitor this thing.
Pulling everything out of the way so I can get my pressure washer down in these spark plug tubes and I came across a part that I am not familiar with. It might be an issue looking at how the rubber has contracted and the wires are bare at the connection. Any ideas? Oh yea I was joking about the pressure washer before anyone jumps on me.
I missed the fact you listed codes 35X .I just jumped to misfires . Plus I got it in my head that you had recently changed plugs ,my bad . Nobody should change cops until they change plugs /boots -springs .
I'm not sure what that rusty stuff is on plug snout . If anything put on it it would be a thin coat of nickel anti-seize its good for 2400 deg f .
You say there isn't much in there but sand , why then is it coated in oil .Are your valve cover seals bad . Plugs are only good for 60k now ford changed it . Don't pull that plug until you clean wells out ,you don't want that stuff in cly . I'm guessing you have original boots on there .
But still clean that snout area with carb cleaner anyway you can, carb cleaner will melt carbon , plugs can break going in if carbon tight . You should be using sp546 plugs torqued 25-28 foot pounds- not by feel . Use contact cleaner on cop connectors ,if they are not locking on buy new and solder in , you can get sets of 8 on ebay .
It takes an old hand like f150t to keep us straight .
Looks like a pcv heater to me . Keeps pvc lines from freezing and blocking below 35 degrees or so .Water vapor burns off crankcase due to condensation if it runs long enough in winter . Short trips are murder on oil system when cold .
Pulling everything out of the way so I can get my pressure washer down in these spark plug tubes and I came across a part that I am not familiar with. It might be an issue looking at how the rubber has contracted and the wires are bare at the connection. Any ideas? Oh yea I was joking about the pressure washer before anyone jumps on me.
Here is a pic.
It is the PCV heater tube. ("PVC" kind of a misnomer because it is not 'positive' crankcase ventilation at all). It's Negative Crankcase ventilation, with "filtered AND metered" air drawn into the passenger side valve cover, throughout the crankcase, out driver side valve cover and to the above device into the belly of the intake manifold. The pressure drop of engine vacuum can cause icing / clogging up crankcase ventilation. The PCM turns the heater on below 35 degrees ( IDK if that's ambient or IAT). But yours looks like the heater has ran A LOT, overheating and/or shrinking the protective coating. If you don't live in a pretty cold area, you might monitor voltage across the heating element. I don't know of an OBDII parameter that you can use Torque Pro to see if it is energized.
But - bottom line, there is nothing metalic in the intake manifold for it to short out on - so I wouldn't worry about it, other than trying to figure out if it is running when it shouldn't (perhaps by a BUM reading from Ambient sensor or IAT element in the MAF.
It is the PCV heater tube. ("PVC" kind of a misnomer because it is not 'positive' crankcase ventilation at all). It's Negative Crankcase ventilation, with "filtered AND metered" air drawn into the passenger side valve cover, throughout the crankcase, out driver side valve cover and to the above device into the belly of the intake manifold. The pressure drop of engine vacuum can cause icing / clogging up crankcase ventilation. The PCM turns the heater on below 35 degrees ( IDK if that's ambient or IAT). But yours looks like the heater has ran A LOT, overheating and/or shrinking the protective coating. If you don't live in a pretty cold area, you might monitor voltage across the heating element. I don't know of an OBDII parameter that you can use Torque Pro to see if it is energized.
But - bottom line, there is nothing metalic in the intake manifold for it to short out on - so I wouldn't worry about it, other than trying to figure out if it is running when it shouldn't (perhaps by a BUM reading from Ambient sensor or IAT element in the MAF.
Not cold enough here for that think to come on more than 2-3 times a year, Charleston SC. Sounds like it's not a big deal so I will just throw it back in there. Thanks for the info.
UPDATE
Cleaned tubes and changed plugs on cylinders 5,6,7,8
All coil packs replaced
Still have a steady misfire on #5 code P0355 Powertrain Ignition Coil "E" Primary / Secondary Circuit
I switched the coils on #1 & #5 and still problem on #5.
I tried to retrieve some data from Torque app but I don't think I am going about that the correct way. Here is what I retreived.
Vehicle VIN: 1FTPW12V27KC66825 Vehicle Manufacturer: Ford Vehicle Calibration ID: RXDG4A2.HEX
Freeze frame information: ------------------ Fuel Status = 0 byte Engine Load = 48.627 % Engine Coolant Temperature = 39.2 °F Fuel Trim Bank 1 Short Term = 0 % Fuel Trim Bank 1 Long Term = 0 % Fuel Trim Bank 2 Short Term = 0 % Fuel Trim Bank 2 Long Term = 0 % Engine RPM = 1,263.75 rpm Speed (OBD) = 0 mph Timing Advance = 12.5 ° Intake Air Temperature = 48.2 °F Mass Air Flow Rate = 22.6 g/s Throttle Position(Manifold) = 19.608 % Fuel trim bank 1 sensor 1 = 0 % Fuel trim bank 2 sensor 1 = 0 % Run time since engine start = 1 s Fuel Rail Pressure (relative to manifold vacuum) = 39.557 psi Fuel Level (From Engine ECU) = 90.196 % Distance travelled since codes cleared = 0 miles Evap System Vapour Pressure = -60 Pa Barometric pressure (from vehicle) = 13.198 psi Catalyst Temperature (Bank 1,Sensor 1) = 47.48 °F Catalyst Temperature (Bank 2,Sensor 1) = 47.48 °F PID: 41 = 0 Voltage (Control Module) = 12.668 V Engine Load(Absolute) = 32.549 % Commanded Equivalence Ratio(lambda) = 0.985 Relative Throttle Position = 6.667 % Ambient air temp = 35.6 °F Absolute Throttle Position B = 27.451 % Accelerator PedalPosition D = 19.608 % Accelerator PedalPosition E = 29.02 % Accelerator PedalPosition F = 18.039 %
End of report.
_______________________________________________
Freeze frame report generated by Torque for Android
================================================== =======
Vehicle VIN: 1FTPW12V27KC66825
Vehicle Manufacturer: Ford
Vehicle Calibration ID: RXDG4A2.HEX
Freeze frame information:
------------------
Fuel Status = 0 byte
Engine Load = 36.471 %
Engine Coolant Temperature = 127.4 °F
Fuel Trim Bank 1 Short Term = 0 %
Fuel Trim Bank 1 Long Term = 0 %
Fuel Trim Bank 2 Short Term = 0 %
Fuel Trim Bank 2 Long Term = 0 %
Engine RPM = 1,013.5 rpm
Speed (OBD) = 0 mph
Timing Advance = -3 °
Intake Air Temperature = 57.2 °F
Mass Air Flow Rate = 13.16 g/s
Throttle Position(Manifold) = 17.647 %
Fuel trim bank 1 sensor 1 = 0 %
Fuel trim bank 2 sensor 1 = 0 %
Run time since engine start = 1 s
Fuel Rail Pressure (relative to manifold vacuum) = 37.608 psi
Fuel Level (From Engine ECU) = 87.843 %
Distance travelled since codes cleared = 0 miles
Evap System Vapour Pressure = -42.75 Pa
Barometric pressure (from vehicle) = 13.198 psi
Catalyst Temperature (Bank 1,Sensor 1) = 542.3 °F
Catalyst Temperature (Bank 2,Sensor 1) = 542.3 °F
PID: 41 = 0
Voltage (Control Module) = 12.617 V
Engine Load(Absolute) = 22.353 %
Commanded Equivalence Ratio(lambda) = 1
Relative Throttle Position = 5.098 %
Ambient air temp = 33.8 °F
Absolute Throttle Position B = 23.922 %
Accelerator PedalPosition D = 19.608 %
Accelerator PedalPosition E = 29.02 %
Accelerator PedalPosition F = 18.431 %
Mode $06 report generated by Torque for Android
================================================
Vehicle VIN: 1FTPW12V27KC66825
Vehicle Manufacturer: Ford
Vehicle Calibration ID: RXDG4A2.HEX
Test report:
------------------
MID:$01 TID:$01
Rich to Lean sensor threshold voltage(constant) - O2 Bank 1 Sensor 1
Test incomplete or dependant test failed
--
MID:$01 TID:$80
- O2 Bank 1 Sensor 1
Test incomplete or dependant test failed
--
MID:$01 TID:$81
- O2 Bank 1 Sensor 1
Test incomplete or dependant test failed
--
MID:$02 TID:$01
Rich to Lean sensor threshold voltage(constant) - O2 Bank 1 Sensor 2
Test incomplete or dependant test failed
--
MID:$02 TID:$81
- O2 Bank 1 Sensor 2
Test incomplete or dependant test failed
--
MID:$05 TID:$01
Rich to Lean sensor threshold voltage(constant) - O2 Bank 2 Sensor 1
Test incomplete or dependant test failed
--
MID:$05 TID:$80
- O2 Bank 2 Sensor 1
Test incomplete or dependant test failed
--
MID:$05 TID:$81
- O2 Bank 2 Sensor 1
Test incomplete or dependant test failed
--
MID:$06 TID:$01
Rich to Lean sensor threshold voltage(constant) - O2 Bank 2 Sensor 2
Test incomplete or dependant test failed
--
MID:$06 TID:$81
- O2 Bank 2 Sensor 2
Test incomplete or dependant test failed
--
