Wookie,
This is good advice by glc,
I just couldnt afford the motorcraft parts as my dealer loves to rape people price wise for motorcraft parts.
Do a price difference search between motorcraft at your dealer and the parts store pieces. If its not too much more, I suggest motorcraft also.

 

Let me add just a bit. Ford seems to think that the 0171 and 0174 codes are ALMOST always caused by vacuum leaks. Also talking to people experienced in working on the 5.4, the O2 sensor is ALMOST NEVER the problem and is usually a mechanic's rip off. I do not troubleshoot enough of these (and never will) to know for sure. One area I have not heard mentioned is the Automatic Temperature Control system in the cab. This area may have small leaks (very small) and not show in the controls. My codes get set almost invaribly when I start the truck. They do not appear any other time. The ATC is my next project.

 

See TSB 04-17-4 and TSB 01-9-7 for diagnostic assistance.

 

Motorcraft DPFE's are about 66 bucks from Rock Auto. You could also try Tasca.

 

That sounds like good advice! I know the aftermarket MAF sensors are JUNK I went through two of those before I broke down and purchased a Motorcraft piece. I have not purchased any parts yet and I know that Motorcraft will be a few $$ more but I think I may go w/ the OEM stuff. My 02 sensor on the upstream on the drivers side threw a code plus my truck had well over 100k on the oem o2's so that is why I replaced those.

I would purchase the parts online but I am the type of guy that likes to get the parts in town and replace them that day. I don't like wating for parts to arrive and then wait to put them on. My intent was to not offend anyone who goes online for parts it is just the way that I choose to do things.

I would have replace the parts today but I don't have access to a garage right now as my Uncle who lives close to me is out of town.Plus it has been kinda cold around the STL area and I don't care for freezin my chahone's off!!!

I did soak the hard EGR line w/ some wd-40 to help w/ the ease of it comming off.

Should I disconnect the battery while changing these parts or leave it connected? I know that disconnecting the battery will clear the code but even after the parts have been changed is there some chance that the light could come back on?I also plan to thouroghly clean my TB as well. All this can do is help the situation.

 

Yes, disconnect the battery.

 

Well I am going to pick up a Motorcraft egr, solinoid and the dfpe sensor in a few minutes and then going to my parents to replace parts and clean the throttle body wish me luck!!!

 

Wookie,
Do me a favor and give me a call before you go... 704-691-7964

Important...

Thanks,
Mike

 

Well, I guess he has already gone.

After 200 miles and no code... I got in my truck this morning and the damned ses light pops up. I take it up to the local advance auto and my buddy comes out and scan tools it... I have a po171 code showing only. Now why in the hell would I only have one code and not the other?

Im about fed up ... like Wookie.
Especially after I give my advice on what helped me, turn around and the crap starts all over again like a freakin nightmare.

Im done throwin parts at it,
Gonna schedule an appointment with a good Ford mechanic locally and get it fixed once and for all.

 

^ Mike! I changed all the stuff and guess what!! If I ever get to NC or you come to STL we are gonna get a CASE of brew and get drunk as sh*t!!!!!!!!!!Drove it twenty miles no light. Shoveled my Dad's driveway before I left got to first stoplight SES Well same freakin codes again but today I did notice somthing- The truck DOES have more power and I notice at idle it feels like its surging a little. I think it could/may be the fuel pressure regulator. How hard are these to change?

Oh I broke the bolt/stud on the EGR valve that goes to the bracket that holds the DPFE sensor. I had to drill it out and luckily my Dad had another bolt that fit!!

 

Man, Im with ya on the drunk part... Im a couple sheets in the wind tonight...haha Cold and snowed in down here near Charlotte NC so **** on the SES light tonight

The fuel press regulator could be the culprit too, Not sure where it is on ours, but will search and let ya know. Im sure others will chime in to help as well.
Also says it could be the fuel pump or leaky injector.

Its disheartning as hell to go through this and have that lil somebitchin light shine you right in the face...lol taunting and looking like this
devil smiley >

I will let you know what my Ford mechanic tells me he finds...probably early next week.

Later man

 

Usually, it's just a matter of time. If you were to check, you'd likely find that the LTFT for the the other bank is close to the limit.

You really need to read the TSBs I referred to previously.

 

Thanks man,

I have been browsing the TSBs.
Here are copies of some info...


P0171 - System Too Lean (Bank 1) The Adaptive Fuel Strategy continuously monitors fuel delivery hardware. The code is set when the adaptive fuel tables reach a rich calibrated limit. Fuel System:
· Contaminated fuel injectors
· Low fuel pressure or running out of fuel (fuel pump, filter, fuel supply line restrictions)
· Vapor recovery system (VMV)
Induction System:
· MAF contamination
· Air leaks between the MAF and throttle body
· Vacuum leaks
· PCV system concern
· Improperly seated engine oil dipstick
EGR System:
· Leaking gasket
· Stuck EGR valve
· Leaking diaphragm or EVR
Base Engine:
· Exhaust leaks before or near the HO2S
· Secondary air concern
Powertrain Control System:
· PCM concern


F4.) Tips Related to the Fuel System Monitor

1. HO2S sensors are not likely to be the cause of adaptive DTCs P0171, P0172, P0174, P0175: Most warranty-returned HO2S sensors (replaced for these DTCs) are found to function normally. Additional related DTCs will normally be present if there is a concern with the HO2S sensors. Do not replace an HO2S sensor unless verified through pinpoint diagnostic tests found in the PC/ED Service Manual.
2. DTCs P0171, P0172, P0174, and P0175 are not related to downstream HO2S sensors: When diagnosing a vehicle with a MIL On and DTC(s) P0171, P0172, P0174, and/or P0175 in continuous memory, do not replace the downstream HO2S sensors. These DTCs have no connection to the downstream HO2S sensor function nor its diagnosis for faults. Always verify the vehicle concern, then perform the pinpoint diagnostics from the appropriate PC/ED Service Manual.
3. Diagnosing lean conditions and lean DTCs P0171, P0174: Freeze Frame Data can often help to identify the type of lean condition, even if the fault is intermittent, by indicating how the vehicle was being driven when the fault occurred. Diagnosis of lean conditions and lean adaptive DTCs can be difficult, especially if the concern is intermittent. Verifying the concern is extremely important. There are different types of lean conditions. The ability to identify the type of lean condition causing the concern can be crucial to a correct diagnosis. When DTCs P0171 and P0174 are both present, there is a strong likelihood of another concern being present:
1. Vacuum leaks/unmetered air: In this type of condition, the engine may actually run lean of stoichiometry (14.7:1 air/fuel ratio) if the PCM is not able to compensate enough to correct for the condition. This condition is typically caused by air entering the engine through an abnormal source (opening), or due to a MAF malfunction. In this situation, the volume of air entering the engine is actually greater than what the MAF is indicating to the PCM. Vacuum leaks will normally be most apparent when high manifold vacuum is present, during idle or light throttle. If Freeze Frame Data indicates that the fault occurred at idle, a check for vacuum leaks/unmetered air when the engine is cold might be the best starting point.

Examples: Loose, leaking or disconnected vacuum lines, intake manifold gaskets or O-rings, throttle body gaskets, brake booster, air inlet tube, stuck/frozen/aftermarket PCV valve, unseated engine oil dipstick, MAF reading lower than normal, etc.
2. Insufficient fueling: In this type of condition, the engine may actually run lean of stoichiometry (14.7:1 air/fuel ratio) if the PCM is not able to compensate enough to correct for the condition. This condition is typically caused by a fuel delivery system concern that restricts or limits the amount of fuel being delivered to the engine. This condition will normally be most apparent when the engine is under a heavy load, when a higher volume of fuel is required. If Freeze Frame Data indicates that the fault occurred under a heavy load, a check of the fuel delivery system (checking fuel pressure with engine under a load) might be the best starting point.

Examples: Low fuel pressure (fuel pump, fuel filter, fuel leaks, restricted fuel supply lines), fuel injector concerns, etc.
3. Exhaust system leaks: In this type of condition, the engine may actually be running near stoichiometry (14.7:1 air/fuel ratio), but the exhaust gas mixture will be lean. This condition is caused by oxygen-rich air entering the exhaust system through an external source. This condition will cause the exhaust gas mixture to be lean, even though the actual combustion in the engine may not be.

Examples: Exhaust system leaks upstream or near HO2S, malfunctioning Secondary Air Injection system.
4. MAF concerns: If a MAF concern is suspected, see TSB 98-23-10 .
4. Checking fuel pressure: Check fuel pressure with engine under a load when diagnosing a lean concern. A partially plugged fuel filter can be difficult to detect and can be easily overlooked if fuel pressure is only checked at idle. The same is true for other types of fuel supply concerns (e.g., bent or kinked lines, degraded fuel pump).

At idle, an engine requires only a small volume of fuel. Due to the fact that there is a small volume of fuel needed at idle, a restriction in the fuel supply line in many cases will not cause the fuel pressure to be low. When the vehicle is under a load, the engine requires much more fuel than at idle. Under a load, a restriction in the fuel supply line will prevent the high rate of fuel flow that is needed to maintain the correct fuel pressure.

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Unfortunately I am only a backyard mechanic at best and dont have vital tools to diagnose my problems correctly.
I dont have a data logging scan tool , Fuel pressure guage or Vacuum pressure tool.
That is why Im just gonna let the mechanic handle mine.

Later,
Mike

 

Mike that info leads me to belive that I either have a bad fuel pressure regulator or a weak fuel pump. Anyone one else feel free to chime in.

 

Just dropped mine off with my mechanic.
He said he will smoke test for vac leaks and Fuel pressure test along with proper data logging to find the problem. He deals with these codes all the time. He did mention the possibility of it being an upper / lower intake gasket....one or both. He will just have to go through the various tests and see.

I will know tomorrow late, so I will post back with my findings.
The only reason I am posting this is to hopefully help wookie and give others some insight to the repair of this problem. Knowing that my problem might not be like yours at least it adds reference to people searching for help.

Stay tuned.