Fuel pump waveform analysis

2004 Ford 5.4 f150
i installed a new engine for a customer in a 2004 ford f150 with the 5.4. The engine came as a long block with new spark plugs installed. The company I work for purchased new fuel injectors for the vehicle as well. The engine has a slight rough idle and when given throttle it hesitates and has no power and has a hard time getting speed. The only codes that came back after the repair were po174 (bank 1 lean) and po175 (bank 2 rich). The fuel trims on bank 2 were in an acceptable range at idle and when revved, bank 1 fuel trims when revved were pegged +25 and at idle are around +12. My bank 1 O2 sensor at WOT and at a snap were stuck lean, indicating a fuel delivery issue. I did smoke test vehicle and found no vacuum leaks. I removed vac. Line to electronic fuel regulator on rail and fuel pressure did not increase as it should. I looked at my fuel pressure via scan tool and  on a snap it would increase in fuel pressure from 42 psi to 52 psi but the +10  fuel pressure increase on a snap was not consistent with every snap and would
sometimes stay at idle psi or increase by 5 psi or completely drop below idle psi on a snap (clear indication of a fuel pump issue). I put my lab scope on the power supply for the fuel pump and the waveform did not have consistent humps and are irregular and jagged, as the brushes on the pump are going bad. 

the first picture below is the waveform for provided by Mitchell of what the fuel pump waveform should be, the second picture below is the waveform capture I took. 

the manager at the company gave the vehicle to another tech, denying my claim of a faulty fuel pump. After 8 coils, a throttle body, and fuel filter, issue still persists. 
Just want your thoughts on the subject and if I’m making the correct call. Thank you

 

3 valve 5.4, new style f150? 2004 was a split year with a "Heritage" (previous generation) available along with the next generation body style. The wave form is a little messy looking, but I wouldn't hang my hat on just that, especially with the fuel pressure that the data was reporting.
This is an electronic returnless fuel system that uses a fuel pump driver module to regulate fuel pressure. That's a fuel rail pressure sensor on the rail, not a regulator. Removing the vacuum line will not effect pressure in the rail.
Since you have opposing trims, (one bank rich one bank lean) after having had the engine out, I think you may find either the upstream O2 sensor connectors have been crossed or possibly a restricted cat on one bank.
Usually the KOEO or KOER self test will set a code if the upstream o2s are connected to the opposite banks.
Ideally there will be 0psi back pressure in the exhaust @ ide.

the first picture below is the waveform for provided by Mitchell of what the fuel pump waveform should be, the second picture below is the waveform capture I took. 

What's your scaling on the waveform you took? 1A/div, 2A/div? I'm happy enough with the waveform itself. There's some variance in the motor segments, sure, but nothing excessive IMO. More interested in the overall current draw. 

Just want your thoughts on the subject and if I’m making the correct call. Thank you

Like Noah, I'm not completely sold on the fuel pump just yet. One test you can do is use the fuel pump bidirectional control. KOEO, command the pump on. Your Fuel Rail Pressure Sensor should show 75 PSI or more. This is basically a deadhead test for the pump and usually a good indicator of pump health. If it can't do 75 PSI, continue down the pump path. If you get 75 PSI or more, I'd move away from the pump.

What was your bank two O2 doing during your WOT run? One bank pegged lean and one bank pegged rich is often the result of a plugged cat. It's a difference in engine breathing between banks, really, but cats would be my first suspect.

The company I work for purchased new fuel injectors for the vehicle as well.

Was there a specific reason for the new injectors? Or is it 'just because' with a new engine?

Does anyone still have the old injectors around?