check your fuel pressure, could be possible your FPDM is bad, they like to corrode and they won't throw a code if they do start to fail.

 

So, a little update...

I have been driving it for the last year...I have gotten 3- P020X Fuel Injection codes over the last year...#2, #3, and last week #6. Replaced each individual injector as they popped bad. I have now replaced the remaining 5 over the weekend...It runs better, but not perfect...FWIW, #3 was replaced at about 81K with a Ford Injector...it lasted about 95k miles...

All injectors are BWD's...we will see how they hold up...

Regards!

 

Curious if there are any updates mine has a random rough idle after it has been running for a while when i come to a stop with foot on brake in drive not while in park though

 

My (FIXED) experience with your identical symptom has firmly convinced me that injectors are the source of 99% of the "Rough Idle" complaints. Although, I am not sure I can logically explain the "random" nature of it - I try later here. But I went through all the diagnostics exercises mentioned in this thread without anything success. Finally, I decided it HAD to be 'irregular' or 'mis-matched' fuel flow through the injectors. SO, as part of my major timing chain / Phaser job @ 212,000 mi, I replace all 8 with a set of new (not re-manufactured) Standard SIFJ66 Fuel Injectors. While the result is mixed in with new Phasers, liters, roller/followers, plugs and the works, NOW, the idle now could NOT POSSIBLY be smoother.

Litterally you cannot feel the engine running in the cab at hot idle, 600 RPM, in gear, A/C on. I cannot logically rationalize how any of those other components could have been producing the rough idle randomly.


@kcward seemed to have some success changing injectors, but did not change them as a 'set' - if that is a factor, IDK.


Regretably - I know of NO WAY to successfully diagnose proper/improper matched fuel flow in injectors, even with them removed. If one is passing too little fuel, the PCM will take the lean reading from the O2 sensor, and lengthen fuel trim on that bank - making the other three cylinders run rich - BUT only enough to satisfy the O2 sensor's fuel/air ratio. The 'reverse' will happen if one is passing too much fuel. (thus NOT effecting CAT Temp). This shots down my earlier theory quoted by @rocket_man here:



CAT TEMPERATURE is a function of proper fuel/air ratio as established by O2 sensor voltage output - NOT directly related fuel trim which is adjusted to satisfy the first condition! Thus CAT Temp would be constant.


@rocket_man suggests resistance tests:



I submit that that test is ineffective except for total failure (short or open) in the injector coil. But has no relationship to its fuel delivery from a given pulse width actuation. My old injectors all read within the variation he mentioned. - So do the new ones. PLUS - there are very reliable DTC's for electrical circuit malfunctions in injector circuits.


@Roadie 's suggestion here made sense to me.



But I had my CATS checked and had good flow. Nevertheless, before deciding to proceed with my major repairs, I carefully performed a wet & dry compression test. They ranged between 174 hi, 158 low, (within 10% variation). That (of course) remained the same AFTER the timing, and is not real bad for a 212,000 mile engine that does not burn oil.


I also believe this symptom, or phenomenon if you prefer, is the source of some reported "RANDOM MISFIRE" complaints. (I've had that one too!). But FWIW here is my reasoning: Believe it or not, the misfire detection algorithm in the PCM is accomplished by a calculating the slight acceleration in crankshaft rotational volocity 'expected' from a normal combustion. (See 'Misfire Monitor' in Motorcraft OBD II Theory of Operation Manual for a detailed explanation). This 'technique', by its very nature is threshold dependent. Therefore, I see no reason why a weak detonation from an insufficient amount of fuel at critical low RPMs / low load could not occassionally be detected - and registered - as a misfire. This 'insufficient' delivery could be the result of one injector delivering inadequate fuel, or three delivering inadequate fuel because ONE is delivering too much resulting in Fuel Trim for that bank being choaked down by the PCM. THIS is the reason RPM, engine load, and other parameters available from freeze frame data is so important in diagnosing misfires.


Wow. --- all you were looking for was an update! Sorry

 

No real updates on my truck...

I just rolled 194k this past weekend...so that's 18k since I started having the problems...

I did switch to 10W-30 oil two oil changes ago. It has helped somewhat. This would lead me to believe my problems may be more oil pressure related (tried this after reading about it on another forum). I did take it on a 900 mile trip in July to Scout camp. Ran Good the entire trip (maybe the gas in Oregon helped). Also with the 10-30 its not going through as much oil in between oil changes.

I really think F150torqued fixed his problems with the new oil pump.

So, my truck runs better more often since the oil weight change. I say better, but not right. I am just trying to nurse it to 200k...

I do have something going on with it when it shifts into OD...it boggs down at around 1200 rpm. Its not the same as the misfire I experienced previously when the #3 coil went bad. That was a jurking. This is a bogg down.

Regards!