Help us help you. By posting the year, make, model and engine near the beginning of your help request, followed by the symptoms (no start, high idle, misfire etc.) Along with any prevalent Diagnostic Trouble Codes, aka DTCs, other forum members will be able to help you get to a solution more quickly and easily!
So after watching that I had previously watched it before and had done the test where you unplug the VCT solenoids. If I remember correctly I still showed some difference between required vs actual. When I get of work I can test again and check.
Noah, Tyler and others on forum would know far more on vvt than me. I know they recommend oil changes as stated by manufacturers. Looking back, your scanner said both banks lean at 3500 rpm, bank 2 far leaner than bank 1. Just saying.
No problem, send it to my wife's email. It is the following, all small letters: eileensullivann@eastlink.ca
Put F150 in subject line, so I know who sent it. Thanks.
Just wanted to give a small update. The fuel pressure tester I tried didn't have an adapter that would work with the quick connect fuel line so I'm going to find something different.
One interesting thing that has changed. I did an oil change and ran some Marvel mystery oil in my fuel and oil. Now at 3500 rpm these are the consistent results I'm getting.
At 3500 long terms at or around zero for both banks. The screenshot I took 2 days ago shows Short term bank 1 -0.78 and bank 2 30.47.
Now the interesting part. That bank 2 number builds to that level at 3500 rpm. If I go past 3500 about when I get to 3800 bank 2 short term drops and equals out close to what bank 1 is at the time.
So my questions are would those results be symptoms of stuck closed injectors on bank 2 that re-open when I go past 3500 rpm?
Or can the same thing happen with the VCT system.
If I'm thinking about this wrong let me know. Couldn't the VCT system be keeping the valves open incorrectly which would then call for more fuel to be injected? And then once the rpm is higher the solenoids aren't sticking as bad.
Most of the misfires occur on cylinder 6 so even before I was on the forum I swapped the cylinder 6 injector to the opposite bank with not much change.
I hope that today after work I'll have time to swap all injectors from bank 2 over to bank 1 and see if the issue follows.
Would yall agree that is a good next step until i can get another fuel pressure tester?
This is directed to anyone with a lot of wide band sensor readings See in this thread reply #64954. see the jpeg 2024-03-19. Bank number 1-86 ua. Bank number 2- 35 ua. Does this look right??
Those values seem pretty normal for Ford AFR's. For reference, this is off a known good 2011 F-150 5.0L at idle and during a WOT run:
HPTuners displays the AFR's in mA, but the Autel shows uA, so there'll be a little mental math involved. .027 mA would be 27 uA.
I find that fluctuations of +/- 100 uA is pretty normal for those systems. That's not a rule, just a trend I've noticed.
As long as the commanded equivalence ratio and the actual generally agree, I wouldn't sweat the AFR's too much. Here's another capture of a test drive with the equivalence ratios for both banks, plus a math channel of the difference between commanded and actual. The only real difference comes during decel fuel cut off:
Thanks Tyler- I was looking at his beginning and after wide open throttle posted by 52 Tele. At your convenience, look at his sorry this is after screenshots. At 3947 rpm was his lowest lambda number for bank one .72, bank 2 .76 At 5508.25 rpm the lambda number was .83 for both banks.
Thanks Tyler- I was looking at his beginning and after wide open throttle posted by 52 Tele. At your convenience, look at his sorry this is after screenshots. At 3947 rpm was his lowest lambda number for bank one .72, bank 2 .76 At 5508.25 rpm the lambda number was .83 for both banks.
Yep, looks good to me. Matches what I saw in that 2011 capture I posted. Those values show good power enrichment at WOT.
Hey guys sorry it took a little bit for me to get back on. Yesterday I swapped injectors over from bank 2 over to bank 1. At 3500 rpm still having same issue.
bank 2
short term was 25
long term was -.08
I have the original factory upstream o2 sensors from when I changed them. I replaced them with NTK because from what I researched they were the manufacturer for the Motorcraft. Is there any reason to be concerned about them?
Hey guys I also noticed something odd when I plug in either scanner. There is a Pid in the Ford data stream for air fuel ratio and it states 13.7:1 instead of 14.7:1 I'm pretty sure it used to say 14.7:1. Any ideas on this?
