If you had a code reader that can graph the PID's in real running time you could watchfor the good running bad running problem. Watch the close loop/open loop change over. That is when the cam moves from full advance to retarded % set by the O2/PWM Loop.

 

I was watching that yesterday. Had to go pick up the Mrs. @ work. I scrolled to that function on my scangauge. It stayed closed for about the first 6-7 minutes and shortly after it opened the symptom started creeping back.
Is that attached to the cam sensor? Or the VCT?

 

PCM orders the cam to retard thru the VCT Solenoid oil flow, this creates ERG to incoming fuel/air mix, reducing Ozones . Do you experience a lot of noise from onesideof the motor,up front? YOU CAN ALSO GRAPH your O2's and compare each side front to back. Front should be constantly turning on, while the back should be mostly off, with gaps in when they turn on. If they mirror the front/either bank the Catz is bad probably. Vct screens clog, become damaged/missing. The valves stick partially or fully on or off with gunk. The chain/guide/tightener break become damaged leading to much noise up front. If you experience any of these problems your cam time on either or both banks can drive you nutty. Pids can show you temps and much more. I have documented mine to compare good running at 60 mph with future problems. Good running pids and look at bad running pids. You can also compare your signwave/graph pid's with them as voltage readings / %. It /the meter, will tell you the values. If you are lighten the Cel you can also look at I/M sensor tests to see if you have a EVAP problem affecting combustion. The tests for the Carbon Canister/Evap are perty techy. Usually a vacuum/air seal problem /situation. Also a code pops up for an evap member malf. Same as a code will pop up if cam Timing is off/out of value. Vacuum/intake manifold/valves, can be/get hairy. A vacuum gauge shows up perty much low with such. Same as compression gage shows up low for such. To answer your question PWM/CanBus results from O2/catz circuits. It's like you are watching an ociliscope just for you.There is an incredible amount of information to absorb just by navigating the PID's Whenit starts running rough does the power %/ Throttle % vary dramatically?

From what I gather, the motor starts to struggle after it has warmed up to running temps? Is/has, moved off cold air/rich mixture.

 

So this could be a catz issue only? Or combination timing/catz?

As far as noise from up front.. nothing crazy, usual 3v gnashing I think. Sounds like I need another trip to the Ford Dealer.

EDIT: Also, the last 2 days or so, when I get the P0305 it just seems worse each time. Previously when I had a 0305 I'd just ease off the accelerator, go easy for a few and be able to slowly speed back up. Now it seems I have to come to a stop and let it 'rest' a min or two, then continue... scary stuff.

 

The air temp/Maf/ throttle fuel circuit and the O2/catz/VCT circuit constantly re-adjust each other with comands from the PCM. Disconnect the battery and reset it. Let it relearn. See if it helps. It take 50 miles or so. Several running/duty cycles. Than your code is the one you are dealing with. A burning exhaust valve gets progressivly worse. A compression test will find one once it has burned up some.

 

If you've switched the cop on #5 and that didn't work then switch the plug....it could have a crack in the porcelain....

 

OK tried that, no go.

 

OK i'm doing a 50 or so mile run tomorrow and about 40 today.

Just went for a ride. Loop stayed closed with engine at op temp ( fwt 193 for over 15 min) and gradual accel to 50mph+ .... thenl I would accelerate hard, engine knocks (loop staying closed) (you can feel it missing/losing power)and the loop opens when I take my foot off and knocking subsides.

 

Using/needing power Closed Loop. Puter not responding to knock sensor. Navigate your PID's to you come to timing and see whats going on. Around town timing will go anywhere from 8 degrees to over 40 degrees at times. Under acceleration the timing should adjust to compensate for knock. When it starts to knock the timing should drop significantly. If it does, Look to your fuel Pid's. Your pids are the key to electronic fuel/timing management of the PCM. You may have a Malfing knock sensor?

 

Just ordered the hose that runs from purge valve to manifold, it's shot. No visible holes but crumbles when touched. Might be where I'm getting fuel odor from.

 

That will also lean out the mixture. Vacuum leakage. When done try navigating to MAF Pid. The graph will be low when idle around and increase with speed up and down and go top garph under hard acceleration. You can also turn it to voltage .5 volts to 2.5/4.5 around town to + 11 under hard acceleration on the highway. If it doesn't do it, it is malfing on you too.

 

As soon as I figure out how to data log with the SCT x3

 

If you have installed that programming you may be programmed to 93 ocatane which will explain a lot of things if you are running 87 octane. LOL Look closely at all vacuum hoses and vacuum, if one is bad so are many most of the time. You may have one completely off at the back by the fire wall. Simply start recording to log data, it takes about 20/30 minutes to record 43 frames. The pids are constant running. You have found you major vacuum leak and fuel vaporl Check all of them back there closely. 1+ 1 = 2 leaks. Make sure to clamp them on. Good luck. The site seems to be having Microsoft interference problems. LOL

 

I have not installed the tunes. Tunes...they are 87, why would I get 93 and run 87 fuel? I wish that was the problem, lol.

Is the log data done Key on engine off?
Thanks PT!

 

not much point in logging a non-running engine ...