No, fuel filter is original. I’m going to replace it this weekend.

 

Fuel injectors maybe?

 

If I don’t get any luck tracking the coil or with a new fuel filter, or FPDM, I’ll start looking at injectors.

 

As of this morning, still no codes at all. Truck is running and driving fine. I replaced the coil and let’s see if all is well with the world. I’m going to be keeping my scan tool in the truck.

 

just my 2 cents......I had to replace my FPDM on my 2011 5.0 ......It made a big difference in acceleration....also smoothness which ended up with
noticeable slight fuel mileage improvements!!

 

Has all its power came back?

 

I haven’t driven it since putting the new coil on it, but the entire morning on Saturday before I got the coil it was back to 100%. This is the hard part. It comes and goes.

 

I'm going to suggest you inspect the intake runner control behind manifold . it can be jammed by wires or bad plastic linkage,

its job is to change the airflow in the intake . Its very hard to change without pulling intake ,one guy with racoon hands did it . If you do pull intake carefully watch wire routing . They are supposed to be on top of linkage not underneath so its not intuitive .
Red circle is a vac connection used on 04 not 05 up .

 

@Lenn are you a Torque Pro user? If SO. With Torque Pro you can define and set up alarms that will monitor (ANY PID) and compare against set conditional parameters or values in the background - (while driving) no matter what else you are doing with the phone.

There are numerous conditions (FMEM - Failure Mode Effects Management) under which the PCM on our Trucks will limit power trying to KEEP Running and save itself from distruction. Even excessive Torque Convertor slip and out of bounds 'current profile' of Trans solenoids and other stuff. There are TWO flag bytes (16 total bits) in which flags are set indicating the various conditions. I know the PID address' (1106 & 1107), though In spite of my exhaustive research I have never been able to verify their 'identify' or accuracy for certain (hence the "?" marks in the table below. But I would monitor those two bytes and trigger an alarm if it becomes > Zero (any bit set). My truck runs perfectly and has no CEL, hence I've never caught one except Camshaft Position Sensor (because I unplugged it once). Whether the documentation I have is accurate or not - It might lead you in some helpful direction.

For those Torque Pro users who might like to try --- Please let me now if you find a bit ON and we will try to verify the documentaion.

PID#... Acrynom...Bit... Descriptin as I have it

1106... PCFM......b0?... In Electronic pressure control failure mode
1106... MAFFM.....b1?... Mass Air Flow in FMEM mode (mfmflg)
1106... ECTF......B2?... Engine Coolant Temperature Failure FMEM mode
1106... EGRFM.....b3?... EGR system in failure FMEM mode
1106... IATFM.....b4?... Intake Air Temperature Failure FMEM mode
1106... VSSFM.....b5?... Vehicle Speed Sensor Failure FMEM mode
1106... X?unk.....b6?... X?unk
1106... X?unk.....b7?... X?unk
1107... CMPFM.....b0.... Camshaft Position Sensor Fault MFEM Mode
1107... OSSFM....b1?... Transmission In Output shaft speed failure FMEM mode
1107... TFTFM.....b2?... Transmission oil temperature sensor failure FMEM mode
1107... TCCFM.....b3?... Torque Converter Clutch unlocked (FMEM) due to excessive slip
1107... O2S11_FL..b4?... HO2S11 Lack of switching failure
1107... O2S11FM...b5?... Exhaust Gas O1 sensor failure
1107... O2S21_FL..b6?... HO2S21 Lack of switching failure
1107... O2S21FM...b8?... Exhaust Gas O2 sensor failure

 

Very nice info. No, I’m not a TP user. If this continues to stump conventional diagnostic methods, I’ll bite the bullet and get a dongle and TP.