F150 No code intermittent misfire issues

52Tele wrote:

Here is an image of what I'm talking about on top.

There may be something else going on at the time you took that screencap. There's a difference between the commanded equivalence ratio PIDs. One bank is 13.349, the other is 12.649. Maybe this was taken during changing load conditions? Maybe the PCM was running an invasive emissions test at the time.

OK I'll check and see what it shows when I'm in the truck next. Now that it is only bank 2 at 3500 rpm that is calling for more short term fuel. What are everyone's thoughts? I changed all bank 2 fuel injectors to bank 1 and had no change (also reset the KAM during this test). Does everyone think I still need to do a fuel pressure test next?

Or Does it lean more towards VCT issues now?

So yesterday the air fuel ratio pid showed 13.8:1. It stayed at that number the entire drive. The commanded and what the upstream o2 sensor was reading of course was moving up and down. What does this specific pid represent? Is it what the computer is wanting air fuel ratio to be? Pid at the top of the image is the one I'm referring to.

Tested 2014 F150 for issues yesterday. Commanded and equivalence all good. microamps reading as should with heavy acceleration and fuel cutoff. pretty much as Tyler's post earlier.This vehicle problem is a vacuum leak. I used a launch CRP scanner. I know you said you have another scanner. Try it -see what it says.I do not think computer wants the air /fuel ratio to be at 13.8:1 My opinion only. Forgot to add but may be some good info for someone someday.   On decel the following: Commanded EQ ratio 12.44 :1, EQ Ratio (Lambda) 2, EQ (Lambda) Bank 2, Sensor 1(:1) 29.28:1, Exhaust Gas Oxygen Sensor Current Bank 2 Sensor 1 (uA)  2519.5 uA.

The first reply I typed didn't post for some reason.
I did try 2 scanners at that time and they both had the same reading on that Pid.
I refueled the day after that and then yesterday that pid is back to normal.

I'm going to share 2 images one of mode 6 data. You'll see the amount of misfires registered during that drive cycle and the mode 6 data will show the amount on cylinder 6.
Since my issues first started cylinder 6 has always had the most misfires. 
What I'm leaning towards currently is an intake manifold leak just on cylinder 6 or a possible valve issue. The intake manifold on this truck has individual gaskets per cylinder 
I know typically vacuum leaks show up worse at idle. Is that the definite rule or can it be different with a MAP sensor controlled vehicle with an intake manifold like that?

Any input appreciated.

Here are the images 

Correction on the air fuel ratio pid today it is back to 13.8:1

Holy miss counts!   You're onto something with the #6 miss. Have you done a crankshaft variation learn?

The 13.8:1 AFR totally makes sense now. It's the PCM changing the mixture on bank two in response to a misfire. Fix the miss, fix the AFR.

Besides plugs, have you changed anything else? 
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I have done the misfire profile relearn if that's what you mean. Have changed plugs, ignition coils, and have swapped injectors from bank 2 over to bank 1. I have ran a camera into the cylinder other than looking a little dirty didn't notice anything. Relative compression test on scan tool is fine. 
 

Also what would cause fuel to come out of the filler neck when the amount in tank gets lower. I notice sometimes when I go to refuel it's wet. Not like it has lost a lot but it's definitely letting fuel out.

Also in response to where you said fix the miss fix the air fuel ratio. It's not a constant misfire but the air fuel ratio had been saying that for a while.
Also doesn't the lower AF ratio number mean that there is less air and should be calling for more fuel.

Does anyone have any additional input?
Also is there anyone who has experience with VVT systems?

Does anyone have any additional input?

Does this engine have gasoline direct injection (gdi) and port fuel injection?
I have seen some Fords with 2 sets of injectors. The traditional low pressure ones you can see in the rail, and high pressure GDI injectors in the heads under the intake where you can't see them.
The emissions control label under the hood should say "GDI" on it somewhere if that's the case. I'm with Tyler, find and fix that intermittent misfire and everything else should fall in place.

It does not it only has traditional port injection

That is what I'm trying to accomplish is fixing the no code intermittent misfire. The problem is being hard to diagnose though and that's why I reached out here.
I ended up replacing bank 2 VCT solenoids about 2 weeks ago and it helped the desired minus actual data pid readings on bank 2. Unfortunately the misfires are still happening. I took a picture of the intake camshaft on bank 2 the cam lobe in the picture has scratches that can be felt with my finger nail. Those scratches are on the intake camshaft at cylinder 6 which is where my misfires are happening. Anyone have any input?

Here are the images