Failed Scanner reading with no CEL/IM Readiness Incomplete 6/9/21

Introduction: I was originally looking for an OBDII forum and this site came up. I am chasing gremlins and looking to see anyone here can help, unless there is a specific forum or scanner diagnosis forum I should go to. Sorry in advance for the long explanation.

Subject: 1999 Ford 5.4L 2V NO CODES!!! Maybe I should just wait until it triggers a code. I just want to keep ahead of it if I can. I can not afford surprise repairs.

Current Condition:
Intermittent rough idles, while engine idles RPM would drop and slowing increase as I guess the PCM make adjustments. While under acceleration I'm pretty sure I feel something I think is a miss. Once in a while, while stopped and at idle it feels like a transmission downshift and then followed by a rough idle. While cruising I feel a vibration (which I think might be me misinterpreting as a miss). I believe it may be bad rear axle bearing(s) or tire(s) looking into that soon. I'm getting worse mileage now under 10 mpg in the city 10 plus on the highway according to onboard computer. 

Previous Conditions

• OL - Fault (5/21): (CLEARS ITSELF)  May need to look into this further?
• Acceleration Issue (4/21): It would not even get up to 1 MPH, floored it same issue. Pulled over the truck had no power (no lights nothing while at idle it made a click then died. (RESOLVED)
• Knock: After A/C repairs (7/20). Not the engine or A/C compressor sounded like transmission. Seems to have cleared after sitting for five months.

Repairs:

• (05/21) Replaced - Alternator: Charging problem .  
• (05/21) Repaired - Exhaust: Leak between the the Y-pipe and the left exhaust manifold. I had new studs installed
• (05/21) Removed - Catalytic Converter: Left upstream catalytic converter was clogged. Left downstream catalytic converter left in place. The leak is now gone and runs better than before. 
• (05/21) Replaced - DPFE: downstream hose failure.
• (05/21) L.O.F. - Motorcraft Oil, Motorcraft Filter, and Lubed 
• (05/21) Replaced - Motorcraft Fuel filter
• (08/17) Rebuilt - Transmission
• (10/15) Replaced - Engine: includes new Motorcraft Spark Plugs, new aftermarket HE COP, Bosch Flow Matched 4 Hole Fuel Injectors.
• (04/0?) Replaced - Fuel Pump:

Possible Repairs needed:

• Catalytic Converter - Right upstream may be clogged?
• Knock Sensor(s) - May have failed causing possible miss? 
• Muffler - Sounds like Baffles are loose inside (my old knocking/rattling noise)?
• Vacuum - Possible leak sprayed everything with no change. Possible leak between back of engine to PVC.

Scanner Readings: (See latest test results below)
At Idle and acceleration to 60 - 65 mph both SHRTFTB1S1 and SHRTFTB2S1 show fluctuating readings, SHRTFTB1S2 shows zero continuously, and SHRTFTB2S2 stays fixed at 99.2. These were this prior to exhaust repairs.

The LONGFTB1 and LONGFTB2 both read 0.00 and rarely change.

O2 readings are all under 0.80

Rough start on the morning of 5/17/21

Recorded Fuel Trims that morning not sure if this is the correct way to do this.

I got 315 freeze frames in a 20 minute ride.

The Shorts got no lower than 20 and no higher than 26.9

The Longs never changed once and stayed at 00.0 the entire time.

Let me know if I did this wrong or if it was not even necessary.

Maybe I need a smoke machine? Any suggestions without the use of and air compressor? Maybe a DYI? I see Amazon has a few AUTOOL units for sale with built in air. I question the pressure on their SDT 106 unit. It has an output of 9-11 psi. I thought I read somewhere that an EVAP test should not exceed 1 psi. I questioned the seller and they replied with "9-11psi is the pressure range that the automobile pipeline can bear. If the pressure is too small, the leakage detection will not be carried out. I hope it will help you." Does this make sense?

Any help is much appreciated. Thanks in advance.

Hey JuanRiveras! Welcome to the forum. There's quite a bit of info in your post, so let me answer where and how I can.

Part of the problem is the SHRTFTB1S1/B1S2/B2S1/B2S2 PIDs. They're junk. :lol: Rather, they're very misleading. Any fuel trim PID you see with 'BxSx' attached to it is not your true fuel trims. The numbers you want are gonna look like STFTB1/2 %.

Speaking of, let's retake your fuel trim readings. Shorts + longs at idle, 1500 and 2500 in Park with loads off. I know the longs are stuck at zero, check them anyway.

Let's leave the catalyst monitor alone for now? Until we get a better idea of fuel trims.
 

Thanks for the welcome.

CAT is now complete this morning, EVAP still Incomplete.

Ran all three from a cold start have not driven the truck since late Saturday afternoon. Start up was rough see readings below. Idle got rough to a near stall and then recovered.

Idle:
FRAME 19
SHRTFT1(%) 21.9
SHRTFT1(%) 21.9
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 26
SHRTFT1(%) 03.1
SHRTFT1(%) 03.1
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 19
SHRTFT1(%) 21.9
SHRTFT1(%) 21.9
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 31 & 32
SHRTFT1(%) -09.4
SHRTFT1(%) -09.4
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 33
SHRTFT1(%) -13.3
SHRTFT1(%) -13.3
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 34 & 35
SHRTFT1(%) -15.6
SHRTFT1(%) -15.6
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 36 - 38
SHRTFT1(%) -19.5
SHRTFT1(%) -18.8
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 39
SHRTFT1(%) -14.1
SHRTFT1(%) -13.3
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 40 & 41
SHRTFT1(%) -11.7
SHRTFT1(%) -117
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 42
SHRTFT1(%) -10.2
SHRTFT1(%) -09.4
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 43
SHRTFT1(%) -07.8
SHRTFT1(%) -07.0
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 44 - 52
SHRTFT1(%) -01.6
SHRTFT1(%) -0.08
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 53 & 54
SHRTFT1(%) 25.0
SHRTFT1(%) 25.8
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 55 - 72
SHRTFT1(%) 32.8
SHRTFT1(%) 32.8
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 73 - 78
SHRTFT1(%) 03.1
SHRTFT1(%) 03.9
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 79
SHRTFT1(%) 03.9
SHRTFT1(%) 03.9
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 80
SHRTFT1(%) 04.7
SHRTFT1(%) 03.9
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 81 & 82
SHRTFT1(%) 04.7
SHRTFT1(%) 04.7
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 83 -85
SHRTFT1(%) 03.9
SHRTFT1(%) 03.9
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 86
SHRTFT1(%) 03.9
SHRTFT1(%) 04.7
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 87 & 88
SHRTFT1(%) 04.7
SHRTFT1(%) 03.9
LONGFT1(%)     .0
LONGFT1(%)     .0

>>> FRAME 89 -143 <<<
SHRTFT1(%) 03.9
SHRTFT1(%) 03.9
LONGFT1(%)     .0
LONGFT1(%)     .0

1500 RPMs: (from a restart)
FRAME 06
RPM:                   0
SHRTFT1(%) 18.8
SHRTFT1(%) 18.8
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 28
RPM:            1629
SHRTFT1(%) 09.4
SHRTFT1(%) 09.4
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 31
RPM:            1549
SHRTFT1(%) 07.8
SHRTFT1(%) 07.8
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 36
RPM:            1465
SHRTFT1(%) 06.3
SHRTFT1(%) 06.3
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 40, 43, 45 
RPM:            1416
SHRTFT1(%) 05.5
SHRTFT1(%) 05.5
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 47, 54, 57
RPM:            1465 
SHRTFT1(%) 04.7
SHRTFT1(%) 04.7
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 59, 61, 63, 66, 68, 70, 71, 73, 75, 77, 79, 80, 82, 83, 
RPM:            1460
SHRTFT1(%) 03.9
SHRTFT1(%) 03.9
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 85, 87, 89, 90, 91, 93, 95 - 116  
RPM:            1522
SHRTFT1(%) 03.1
SHRTFT1(%) 03.1
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 117 
RPM:            1525
SHRTFT1(%) 03.1
SHRTFT1(%) 02.3
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 119 - 143
RPM:            1503
SHRTFT1(%) 02.3
SHRTFT1(%) 02.3
LONGFT1(%)     .0
LONGFT1(%)     .0






 

2500 RPMs :(continued from 1500 RPMs)
FRAME 179 & 201 (same as 1500 RPM end reading)
RPM:            2570
SHRTFT1(%) 02.3
SHRTFT1(%) 02.3
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 202 
RPM:            2554
SHRTFT1(%) 02.3
SHRTFT1(%) 00.0
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 203 - 270
RPM:            2554
SHRTFT1(%) 00.8
SHRTFT1(%) 00.8
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 270 - 278 (frame 270 was not a duplicate the actually was two reads)
RPM:            2549
SHRTFT1(%) 00.0
SHRTFT1(%) 00.0
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 279 & 280
RPM:            2176
SHRTFT1(%) 00.8
SHRTFT1(%) 00.8
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 282
RPM:            2554
SHRTFT1(%) 00.0
SHRTFT1(%) 00.0
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 282
RPM:            2276
SHRTFT1(%) 00.8
SHRTFT1(%) 00.0
LONGFT1(%)     .0
LONGFT1(%)     .0

FRAME 283 - 287
RPM:            2276
SHRTFT1(%) 00.8
SHRTFT1(%) 00.8
LONGFT1(%)     .0
LONGFT1(%)     .0



 

I sat in the truck this morning before going out to watch the Idle from a cold start. 

• At start idles at 1100 RPMs
• After a few minutes it drops 800 then between 600 - 700 RPMs
• Once settled in it starts getting rough and starts dropping and gets almost to 400 RPMs
• Then the PCM catches up and brings it back up to 900 - 1000 RPMs
• Drove three blocks away and the idle drops at a stop..

After ten months now it trips a DTC, P0303.   I/M Readiness   

EVAP Incomplete

Initial Tank Vacuum

Total Engine Misfires

Cylinder #3 Misfire Data


Cylinder Events (not started today)

Pulled COP #1 looks almost new after 5.5 years. Cleaned the outside and figured I'd pulled it apart, inspect, clean the contact, then greased it and put back together to in #3s spot..

Pulled #3 wow.... 

I remember this COP pack and plug working their way loose a few years back, The plug went back in and torqued to spec without any issue, and the pack went back on as well. Don't remember it looking like that though. I would have changed the boot it's not like I don't more than one complete set laying around. LOL, I have a complete intake system in my basement plenum to carb less some Boots, Springs, and graphite rods now.

Repair/Replaced: Boot, Spring, and graphite rod all used Ford OEM and look new as well.

Before putting both COP packs back I checked to make both plugs did not loosen, both were tight and dry. Installed both of them, Cleared the codes. Ran all three trim readings again (stored on my scanner). Took it out for a long drive and did six 60/40 runs. 

Hopefully I do not have wait ten months to find out the COP pack moved to #1 is bad, at least it is number one now. Now waiting again for everything to completed again.

Still have Initial Tank Vacuum failure. 

 

another cold start. 

• At start idles at 1100 RPMs
• After a few minutes it drops down to about 750  between 700 - 800 RPMs
• The stayed in that range for quite a while I only felt one and only stumble.

I think the COP Boot caught the top of the plug and got bound up and bent. I surprised it never through a code earlier not being seated 100%.

Truck seems to be running better, 

Another Cold Start today....
Its 96 degrees out now.

• Started it revved up to 1200 RPM
• After a few minutes it drops down to about 850 RPM and gradually drops about 50 more settles, then continuously drops 50 more until it get to 691 - 712 RPM
• The RPM stayed in that range for quite a while and I only felt about three stumbles other that the idle was pretty good.
• Shorts went between 19.9 - 28.9 Long locked at 00.0 still. These numbers are supposed to cancel each other out right?
• Still have Initial Tank Vacuum FAILURE.
• Still show Cylinder Event as a FAILURE.
• I/M Readiness still show FOUR INCOMPLETE.

Any suggestions for next step(s)?

I thinking of going after the MAF Sensor for an inspection and cleaning. 

Went after the MAF sensor.

Intake Snorkel

• Removed the assembly from the fender to the Resonator Tube.
• Cleaned the outside like it really mattered.
• Pulled it apart
• Pulled out the Air Filter.
• Cleaned the inside of the section before the MAF sensor.

MAF Sensor

• Inspect the MAF sensor with a 40X LED Lit Loop.
• Saw little gray fuzzies on it
• Sprayed down the interior walls around the MAF sensor to get rid of anything loose in there.
• Sprayed down the MAF sensor, nice and shiny now.

K&N Air Filter E-0945: Annual cleaning and recharge.

• Sprayed it down with cleaner and let soak for 10 minutes.
• Low-pressure rinse from inside out with cool water until clean.
• Gently shook off the excess water and allow the filter to dry naturally. K&N recommends 45 minutes. I personally wait over three hours myself. 
• Charge/Oil the filter evenly and allow the oil to wick for approximately 20 minutes. Touch up light spots until there is a uniform red color on all areas.
• Reinstall - NOT, See Notes

Notes:

• K&N states filter only needs cleaning every 50,000 miles under normal highway driving conditions. I clean mine every spring/summer season and I'm lucky if I hit 12K a year.
• K&Ns YouTube video shows they're putting the filter back in after their touch ups. I let my K&N filer soak over night for14 plus hours so the oil some what dries and does not get onto the MAF sensor. I don't think the oil really ever dries, it's oil.
• I have only bought one filter in ten years, a Motorcraft it's used as a backup for when I know I'll be driving the truck that day or first thing the next morning. It's probably only been installed 6 or 7 times. 

Intake Snorkel

• Reassembled 
• Reinstalled in the truck 
• Reconnected the MAF sensor
• Started the truck
• Connected scanner to get fuel trims.
• A cold start and the usual rough idle, no real change.
• Same fuel trims except for at 1500 RPM the shorts went up to 32.2 and sat there then in a split second drop to 3.2 then to 0.0 across the board.
• Finished looking at the trims looked over and tripped a code.
• LOL, dumb ash me forgot to connect the IAT sensor.
• Cleared the code now need to wait for everything to complete yet again.

Where to next? Check the other COP packs, Injectors, Plugs, buy a smoke machine and look for a leak?