Reintroducing my truck:
1999 F150 4.2 4X4 Automatic 181,256 on original engine, 650 since replacement.

After hydro lock failure, I decided to have a re-manufactured engine installed.

The shop that did the work has been very cooperative and fair. When P1309 showed up on my first drive home, the following has been done: camshaft censor replaced, camshaft re-positioned, clogged catalytic converter replaced (did the pair), two O2 censors replaced, camshaft (and censor) replaced, crankshaft censor replaced. Most of this has been parts only, labor on the cats.

The truck is running strong, appears to have improved mpg but need a few more fill ups to confirm, shifting up and down smoothly, much improved power in overdrive. I am afraid of pushing my luck with the P1309 and fouling up what has been done.

Reading a couple of previous threads regarding P1309, it looks like I need to inspect the PCM grounds and cab to body ground. It also seems possible that all the previous censor replacements need me to do the 65 mph to 35 mph cycle three times to have the PCM relearn. Or, follow direction from an old post to go through two driving cycles.

If the PCM replacement is necessary and it is truly plug n play, I would do it myself after these previously described steps (or other steps the forum might suggest) do not take away the code. It is difficult to confirm the Ford PATS key type for my truck. The chart shows F150 Heritage 99-06 as having the Type C, but that is confusing information since Heritage is a 2003-04 name. My key looks like the Key #1 on the chart, but I only have one key, and two are required. The Cardone ProTech relearn procedures have me apprehensive to assume my truck is Type A. If it is, seems easy.

Anyway, most of the miles since the engine replacement have been back and forth to the shop. If I can do this myself, I would like to try and complete the troubleshooting and fix. If the scenario points me to best take it to my local Ford shop, I will. The PATS part causes me to think this is the better solution.

David

PATS Key Reprogram
PCM replacement
Reset PCM
PATS chart

 

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It's not your PCM, they just don't have your synchro installed right. Misfire monitor uses cam sensor to ID which cylinders are on what stroke of the 4 cycles in a 4 cycle motor. If the sycnro isn't installed right, the PCM can more or less figure it out and set this DTC. Your injectors will not be timed right when the synchro is out of adjustment too. This can reduce fuel economy at lower rpms and maybe some other light duty problems.

A tool is required for syncrho installation. I bet people try to get around that. Or they don't understand that Cyl#1 must be on TDC compression stroke when the tool is used. It's all in the manual.

 

Help me with the meaning of DTC.

I appreciate the feedback.

 

I don't believe it is an ECM issue. Way to many of those get replaced erroneously.
Is P1309 the only code you have?
Check the wiring at the syncro.
Didn't the rebuilt engine come with a sensor already installed? or was that a part to be reused?
Here is how to do the synchronizer. The tool is cheap and I believe can be borrowed for free from places like autozone.

 

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FYI - a lot of parts house synchronizers were coming with plastic version of the tool for a while. Don't know if they still are though. That said, those Dorman made parts don't seem to last very long.

I have the MAC tool. Pretty nice piece.

 

Geez put me on the spot. I guess the conditions aren't met to enable the monitor? One of the PID's I used to log on the IDS datalogger was "sync" and the output is "yes" or "no". It indicates if the cam sensor and the crank sensor are synchronized or not. The missing tooth of the "36 minus 1" crank trigger wheel has to pass the crank sensor within a time window for a pulse from the cam sensor. If the cam or crank sensor falls out of that window the conditions for "sync" aren't met and eventually 1309 is set. I used to check for an out of time cam sensor by killing a cylinder while watching a cylinder contribution test called "power balance". If it was pretty good and far out of adjustment, you could kill cylinder number 1 but the power balance test would indicate that another cylinder was missing. So it really jacks with the PCM's ability to know which cylinder is missing.

 

So, you left the shop with your new engine and no SES/CEL (service engine soon) light, the light turned on sometime on the way home, so you took it back to the shop. They took out what should have been a new camshaft position synchronizer (CPS or CMP) already and installed a different new one? Then repositioned the camshaft (reset cam timing)? Then the light came on again and the same code?

Something seems off from the beginning. The shop that built the engine got the CPS installed wrong then the second shop did too? Did the shop rebuild the engine or did they buy a long block and stick parts in it? Maybe it's the wiring, not the CPS. Why would they need to "reset the camshaft". Did they actually install a new camshaft?

Only really interested because I have a new CPS waiting for me to install it. Good luck.

 

Is P1309 the only code you have?
As this process has unfolded there has also been specific misfire codes, for instance prior to the cats being replaced. When I picked up the truck on Monday, the SES light was on and the codes were 1309 and 0300.

Didn't the rebuilt engine come with a sensor already installed? or was that a part to be reused?
This was a long block installation. The original camshaft sync was used, then the censor was replaced when I returned, then the camshaft sync was replaced. After all of this, the owner feels certain the sync is properly positioned since they were dealing with it a few times. When the codes returned, they moved on to the crankcase censor since I understand it was next on the list for fix. Now, the PCM is next on the list. I am still operating with a level of trust that the shop owner means what he says and the sync is in the right position. The test of removing a cylinder that Ray describes sounds like more than I can do without a particular set of scan tools, If it is as simple as pulling #1 plug wire to see if the PCM identifies cylinder #1 misfire or not, I can do it. If I need a particular tool, probably not.

I am such a rookie that going through the positioning process on my own seems problematic, and opens the door to everyone raising their hands and saying it's my fault.