maplelakeduckslayer

The thing I find interesting is I can start my truck, hop in and start driving and get to a hill where I can make it "misfire" under load within 5 minutes of driving. Again, only when dewpoint and temperature are close, and it did not do it all Summer til now.

#1 Do you think this "miss" under load, when dewpoint and temp are close, is caused by a buildup of condensation in the intercooler?

#2 If so, is it plausible that enough condensation would build up in a 5 minute drive to cause this? Or is there something completely different going on?

I know others have felt this issue is separate from the loss of power issue, but I don't really feel that way. Especially as I am starting to collect data regarding the weather. Its gonna be too warm for a stretch here and probably won't get my truck to do it, but the next cool down I'll be paying close attention again. The other thing I'm going to do is haul a trailer over a prolonged period at night when the temp and dew point are close, just for the heck of it, to replicate the last time I had the loss of power issue.

HunterSmitty

Exactly. It affects the same cylinders. Perhaps one issue ends up leading to the other, but it is most definitely related.

HoustonFordGuy

No way to really answer that specific question. Like how long did the truck sit before you started it up and drove away and then notice the misfire? Did the intercooler have water left in it from a previous highway drive?

After my truck went into its near hydro lock state this last Sunday, and the dealer worked on it Monday…………..now on the trip back to Houston I now have “missing” all the time going up- hill, when accelerating just enough to go from 6th gear down to 5th.

Whether this is from bent valves from the near hydro lock state on Sunday, or some other “new” issue I have no idea.

Also, the intercooler can still be full of water from a previous day’s driving on the highway. But no, I do not see a short 5 minute drive enough time to create condensation in the intercooler. My truck only makes enough water to make the engine act up (assuming the intercooler has no water in it to begin with), with the right climate conditions and at least 50 miles or more of highway driving. Typically it is 100 miles or more for me.

papa tiger

If you are to use a OBDII code reader that graphs the pid's in real time you can monitor the different sensors ( graphed ) to see if one or more MALf as the miss starts. Misfires on the same plugs, maybe move the COP's to see it the miss moves. If you have no Malf's then you can start to believe it is a mechanical condition. For instance I believe the Volkswagon Golf can only injest about a tablespoon of water without suffering some hydroloc, of course the compression ration and piston clearance if much more and less clearances. Damage to the engine valve train/pistons/rods would be permanant and always the issue. I believe there are around 7 pints of water available each day at dew point times when driving thru it. So it is possible I do think for water injestion or freezing to occur. I would use trailer tow or M for shifts more like a truck manual trans to help clear it out more often. If you notice a decrease in occurences by doing it than you are on to something.

maplelakeduckslayer

Usually the truck will either sit all night 8 hrs then do it on the way to work, or sit all day 8-12 hrs and do it on the way home. But like I said its only doing it in cool enough conditions now, its not doing it every day. I have a feeling once Winter comes it will, just like last year.

I do flush the system with heavy acceleration usually a few times a week, and haven't had it fall on its face while doing that at all, so I would have to believe there isn't a large amount of water leftover in the I/C at all times. Usually get on the highway once or twice a week and peg it to the boards up to 80-85 mph just to see if I can get it to lose power, but hasn't happened.

canon_mutant

Going through LL proceedings now so haven't been chiming in for a while but I am a firm believer in the dew point - air temp ratio theory on both shudder and falling on its face though I do believe there are different versions of shudder. I just about thought mine was beginning to behave going through some "summer" downpours here in "hot" Kansas without any problems but then the wife and I went to Colorado on vacation the 2nd week of July and almost died. Literally.

Out there at altitude it was mid 60s with the typical daily rain showers. Almost every incline in the mountains I would experience shudder until I just put it in manual and kept it in 3rd to keep the rpms way up. Then coming home early morning, east of Pueblo, it was again mid 60s and raining. I pulled out to pass a couple of cars only going 50mph on US50 [65mph zone] and completely lost power. Problem was a guy behind me was trying to "draft pass" along with me right on my rear bumper and we just damn near had a 4 car cluster-freak.

Tried to get it in for service when I got home and they wouldn't even take it because of the past history on the same problems which they never could even duplicate here [wasn't cool and damp the particular days it was in] and there was no CEL = no codes = no problems right? So, I started LL through the Kansas BBB and Ford Customer Care suddenly called again all concerned wanting me to try the new 12-6-4 TSB. But after some back and forth, the dealer had no faith in the TSB plus didn't have the part and Ford Customer Care then stopped returning my calls. But they managed to delay LL proceedings almost a month with all the back and forth . . .

Now have a LL law firm involved just in case. It's sad. People are going to die over this if they haven't already.

I'm done. Not even driving it any more. Don't want to risk any potentially costly incidents before the settlement. Just hope Ford doesn't drag this on and on.

papa tiger

Sounds like you caught it/the dew point/ right on that trip. Glad nothing bad happens, I would certainly drive a lot in M, probably locking out 6th at dew points to try to keep down the H2O injestion/water condensing. Also gradually stepping on the throttle will downshift early for a hill to draw it out. I can remember downshifting the 4 speed to third much before starting to pass, looking out for oncoming traffic a few times before actually giving it gas but that was a different time. Probably need to drive these trucks like you have a manual transmission more and less .automatic transmission ( lazy, tired, auto minded driving) . I do believe these companies know the rigs are going to dewpoint choke and ignore it. Airlines know planes ice up under the same conditions and answer it with deicer. I am with hope, there is little else.

Glock17

Maybe if Ford starts to get these back is when they will finally look at more then a $11 plastic fix

maplelakeduckslayer

Unfortunately its supposed to be fairly warm here the next week or so with lows only cooling to around 60, so I most likely will not be able to get it to happen again for a while. Anybody know what PID's may be good to track on the Torque app to try and monitor this as it happens?

papa tiger

It would be easiest to be recording your Freeze Frame Data as you drive along with it Misfiring. A code reader able to record in live time is best. Once you have downloaded the data to your puter you can see the results and watch the voltage changes. At this point you are ready to follow the PID's that you suspect in real time live graph mode. The graph will calibrate for the different values needed.Since you have 2 maps and AIT's + a boost pressure and boost temp sensor also. Cat temps also graph as do O2's. Fuel system sensors/closed loop and open loop also. My pics contain some you can look at reading from left to right for my reference in the future. I would believe MAP/AIT's would fluctuate with immediate cat temp changes.