1999 f150 5.4 bucking.
Member
Joined: Dec 2015
Posts: 49
Likes: 1
yes I've bought a few parts due to wrong "guessing" over the years
I've always found I can buy a few parts, install them and still not have paid the insane shop labor rates or the over inflated shop parts prices.
Thread Starter
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Member
Joined: Oct 2016
Posts: 14
Likes: 0
Lol I've had 3 obII readers on it. 4 mechanics look it. bought a new iat and tested it and it tested the same as the iat on the truck. to say throwing money at it isn't the option is hard when out of all that nobody can figure anything out about it. had live data ran twice on it.
Senior Member
Joined: Oct 2002
Posts: 7,295
Likes: 125
From: St. Louis (Out in the woods)
The key is to have someone examine it who knows what they're doing and understands what the data actually means and how that correlates back to the performance issues that are manifesting.
Senior Member
Joined: Jul 2004
Posts: 6,200
Likes: 39
From: Easton, Pa.
Tyler, let me offer you a personal example.
I run a 257,000 plus mile 02 F150.
Last week it started to run ever so lightly intermittent as a misfire.
There was no code set, no CEL, no pending codes, no PID unfinished on repeated looks with a scanner.
This went on for almost a week until it got worst and still without a code set.
I needed to fix the soon because it can become a danger to the Cats.
Looking at data with my Scanner, I went right to the misfire records for all the cylinders.
There I found 7 cylinders with zero misfire counts and one with counts.
I changed out that coil and it cleared to misfires to this day.
This is an example of why when things get a bit obscure you need to go looking.
I understand that not everyone has this expertise but when they come here for help we need to get to this level of diagnostics with no room for excuses.
You have no idea how difficult it can become depending on replies from an owner for accuracy when trying to be of help.
If we don't push a little, trying to get the owner to move beyond the simple stuff , it don't get done.
Your dealing with total computer controlled systems and need to be able to look at and understand all of them when problems get difficult.
There just is not any other way no matter who does it.
.
Actually, there is still another level to go most shops do not have but dealers service do have factory equipment to actually send commands to the computer and look at the system responses.
Very often the dealer tech don't use it and customer service suffers as a result.
This is the world you live in.
I wrote this reply not only for you but others that need the understanding.
Good luck.
I run a 257,000 plus mile 02 F150.
Last week it started to run ever so lightly intermittent as a misfire.
There was no code set, no CEL, no pending codes, no PID unfinished on repeated looks with a scanner.
This went on for almost a week until it got worst and still without a code set.
I needed to fix the soon because it can become a danger to the Cats.
Looking at data with my Scanner, I went right to the misfire records for all the cylinders.
There I found 7 cylinders with zero misfire counts and one with counts.
I changed out that coil and it cleared to misfires to this day.
This is an example of why when things get a bit obscure you need to go looking.
I understand that not everyone has this expertise but when they come here for help we need to get to this level of diagnostics with no room for excuses.
You have no idea how difficult it can become depending on replies from an owner for accuracy when trying to be of help.
If we don't push a little, trying to get the owner to move beyond the simple stuff , it don't get done.
Your dealing with total computer controlled systems and need to be able to look at and understand all of them when problems get difficult.
There just is not any other way no matter who does it.
.
Actually, there is still another level to go most shops do not have but dealers service do have factory equipment to actually send commands to the computer and look at the system responses.
Very often the dealer tech don't use it and customer service suffers as a result.
This is the world you live in.
I wrote this reply not only for you but others that need the understanding.
Good luck.
Thread Starter
|
Member
Joined: Oct 2016
Posts: 14
Likes: 0
the egr on this truck doesn't have any means of actually seeing the diaphragm but I did the vac pump test and it did exactlyou what it's supposed to do if the egr is working correctly. idled rough and wanted to stall as soon as vac was applied to it. seems like it's working fine
Thread Starter
|
Member
Joined: Oct 2016
Posts: 14
Likes: 0
Tyler, let me offer you a personal example.
I run a 257,000 plus mile 02 F150.
Last week it started to run ever so lightly intermittent as a misfire.
There was no code set, no CEL, no pending codes, no PID unfinished on repeated looks with a scanner.
This went on for almost a week until it got worst and still without a code set.
I needed to fix the soon because it can become a danger to the Cats.
Looking at data with my Scanner, I went right to the misfire records for all the cylinders.
There I found 7 cylinders with zero misfire counts and one with counts.
I changed out that coil and it cleared to misfires to this day.
This is an example of why when things get a bit obscure you need to go looking.
I understand that not everyone has this expertise but when they come here for help we need to get to this level of diagnostics with no room for excuses.
You have no idea how difficult it can become depending on replies from an owner for accuracy when trying to be of help.
If we don't push a little, trying to get the owner to move beyond the simple stuff , it don't get done.
Your dealing with total computer controlled systems and need to be able to look at and understand all of them when problems get difficult.
There just is not any other way no matter who does it.
.
Actually, there is still another level to go most shops do not have but dealers service do have factory equipment to actually send commands to the computer and look at the system responses.
Very often the dealer tech don't use it and customer service suffers as a result.
This is the world you live in.
I wrote this reply not only for you but others that need the understanding.
Good luck.
I run a 257,000 plus mile 02 F150.
Last week it started to run ever so lightly intermittent as a misfire.
There was no code set, no CEL, no pending codes, no PID unfinished on repeated looks with a scanner.
This went on for almost a week until it got worst and still without a code set.
I needed to fix the soon because it can become a danger to the Cats.
Looking at data with my Scanner, I went right to the misfire records for all the cylinders.
There I found 7 cylinders with zero misfire counts and one with counts.
I changed out that coil and it cleared to misfires to this day.
This is an example of why when things get a bit obscure you need to go looking.
I understand that not everyone has this expertise but when they come here for help we need to get to this level of diagnostics with no room for excuses.
You have no idea how difficult it can become depending on replies from an owner for accuracy when trying to be of help.
If we don't push a little, trying to get the owner to move beyond the simple stuff , it don't get done.
Your dealing with total computer controlled systems and need to be able to look at and understand all of them when problems get difficult.
There just is not any other way no matter who does it.
.
Actually, there is still another level to go most shops do not have but dealers service do have factory equipment to actually send commands to the computer and look at the system responses.
Very often the dealer tech don't use it and customer service suffers as a result.
This is the world you live in.
I wrote this reply not only for you but others that need the understanding.
Good luck.
Senior Member
Joined: Jul 2004
Posts: 6,200
Likes: 39
From: Easton, Pa.
Well you actually don't know what all he looked at.
He needs to go to mode 6, test 53 to look at all the cylinders misfire monitors for high counts.
The standard misfire codes will not do it nor will any be set from a faulty coil with shorted turns.
The mode 6 record has no ability to set any code but does record misfires as a tally count in Hexadecimal notation because your looking at part of the program.
This is why it has to be looked at for the possible fault.
Mode 6, and test 53 is Ford program language and not some after market notation.
Some Scanners change how they present some of this data so it may not be recognized.
Another possible way if the Scanner has the ability built in, is to set up a Trap that triggers when the fault occurs and freeze frames the data revealing what was involved.
I've done it many times with my Scanner.
I'm sorry is's not simpler but I can't make it any easier to explain.
Good luck..
He needs to go to mode 6, test 53 to look at all the cylinders misfire monitors for high counts.
The standard misfire codes will not do it nor will any be set from a faulty coil with shorted turns.
The mode 6 record has no ability to set any code but does record misfires as a tally count in Hexadecimal notation because your looking at part of the program.
This is why it has to be looked at for the possible fault.
Mode 6, and test 53 is Ford program language and not some after market notation.
Some Scanners change how they present some of this data so it may not be recognized.
Another possible way if the Scanner has the ability built in, is to set up a Trap that triggers when the fault occurs and freeze frames the data revealing what was involved.
I've done it many times with my Scanner.
I'm sorry is's not simpler but I can't make it any easier to explain.
Good luck..
Last edited by Bluegrass; Nov 1, 2016 at 12:33 AM.
Thread Starter
|
Member
Joined: Oct 2016
Posts: 14
Likes: 0
Well you actually don't know what all he looked at.
He needs to go to mode 6, test 53 to look at all the cylinders misfire monitors for high counts.
The standard misfire codes will not do it nor will any be set from a faulty coil with shorted turns.
The mode 6 record has no ability to set any code but does record misfires as a tally count in Hexadecimal notation because your looking at part of the program.
This is why it has to be looked at for the possible fault.
Mode 6, and test 53 is Ford program language and not some after market notation.
Some Scanners change how they present some of this data so it may not be recognized.
Another possible way if the Scanner has the ability built in, is to set up a Trap that triggers when the fault occurs and freeze frames the data revealing what was involved.
I've done it many times with my Scanner.
I'm sorry is's not simpler but I can't make it any easier to explain.
Good luck..
He needs to go to mode 6, test 53 to look at all the cylinders misfire monitors for high counts.
The standard misfire codes will not do it nor will any be set from a faulty coil with shorted turns.
The mode 6 record has no ability to set any code but does record misfires as a tally count in Hexadecimal notation because your looking at part of the program.
This is why it has to be looked at for the possible fault.
Mode 6, and test 53 is Ford program language and not some after market notation.
Some Scanners change how they present some of this data so it may not be recognized.
Another possible way if the Scanner has the ability built in, is to set up a Trap that triggers when the fault occurs and freeze frames the data revealing what was involved.
I've done it many times with my Scanner.
I'm sorry is's not simpler but I can't make it any easier to explain.
Good luck..
Senior Member
Joined: Jan 2002
Posts: 5,994
Likes: 221
From: Wilmington,NC
Thanks for letting us know what did the trick!
Just curious though, what fuel injector cleaner did you use? Did you use one that contains PEA, polyetheramine, such as Gumout or Chevron techron? Supposedly PEA is the best cleaner.
I was getting a misfire and overheat alarm on one bank of my 99 Yamaha 150hp outboard. After boiling the thermostats to make sure they were working properly, I dumped two bottles of Gumout for high mileage engines in the tank and the misfire cleared up as well as the overheat alarm.
I also dump a bottle of Gumout in my cars and truck occasionally.
Just curious though, what fuel injector cleaner did you use? Did you use one that contains PEA, polyetheramine, such as Gumout or Chevron techron? Supposedly PEA is the best cleaner.
I was getting a misfire and overheat alarm on one bank of my 99 Yamaha 150hp outboard. After boiling the thermostats to make sure they were working properly, I dumped two bottles of Gumout for high mileage engines in the tank and the misfire cleared up as well as the overheat alarm.
I also dump a bottle of Gumout in my cars and truck occasionally.
Last edited by Roadie; Nov 18, 2016 at 11:13 AM.