Sorry about the erratic posts and replies. I work nights and on a rotating schedule, so I may not be Johnny on the spot but rest assured I do appreciate all the thoughts, input and time you guys are giving me.

 

I realize my original post was a little long, so let me condense down a little.

1. New plugs, wires, cap, rotor and coil about or around end of Feb./first of March = Truck runs fine.

2. New alternator, tensioner and belt around 2 weeks ago = Truck runs fine.

3. No start around a week ago. Replaced PIP and ICM. Timed with #1 at TDC, SPOUT out to 10° BTDC. Detonation and rough idle once truck is warm at this and any other setting with SPOUT in. Remove SPOUT, truck idles smooth and no detonation. No codes.

4. Replaced EGR valve, EGR solenoid and DPFE. No change.

5. Tried old ICM with SPOUT in, no change. SPOUT out, idles and runs smooth.

6. Road testing a couple days ago with SPOUT in. Truck loses all power, as in turning key to accessory results in zero power to gauges etc. Removed battery cable, reinstalled and truck has power. Truck fires right up albeit back to rough idle, bucking while driving and detonation.

 

The computer may need to be re-flashed at a Ford dealer.
By the way what is the calibration code on the drivers door post?

 

Calibration code is 6-53E-R10 according to the sticker on the door jam. Another number right beside of it is F6AE-6E061-SHF

 

I wonder why you have a F6TF-12A650-JE computer in it when the Calibration code of 6-53E-R10 crosses to:
PROCESSOR AND CALIBRATOR ASSY., (Powertrain Control Module - EEC-V - TYPE: ML1-442 - REPROGRAMMABLE) ENGINEERING NO. F6TF 12A650-JD and SERVICE NO. of F6TZ 12A650-JD.

I know that A-1 CARDONE lumps all the computers from the trucks with a Calibration code of 6-53E to one computer regardless of the last two or three letters and numbers to a 786706 replacement.

A-1 CARDONE 786706 {#F6PF12A650BPA, F6PZ12A650BPA, F6TF12A650JA, F6TF12A650JB, F6TF12A650JC, F6TF12A650JD, F6TF12A650JE, F6TF12A650JF, F6TZ12A650JA, F6TZ12A650JB, F6TZ12A650JC, F6TZ12A650JD, F6TZ12A650JE, F6TZ12A650JF} Reman. Engine Control Computer Info One of our most popular parts
Units are pre-programmed at the factory.; with Calibration # 6-53E; Emission Calibration/Tear Tag On Front Door Jambs, in Trunk, or Under Hood.; Parameter Reset May Be Required After Install if Modified Vehicle

 

Hmmm. So the suggestion is that the computer has been replaced once before. I never thought to cross reference the numbers on the jamb to what is on the computer, so thank you for pointing that out.

Is replacing the ECM the route I need to go down next?

 

I also now noticed the last three in the service number on the jamb....SHF. Add a T and she'd be spot on.

 

Unless you guys tell me otherwise, I'm about to order an ECM. Any other ideas before I drop a couple bills?

 

Did some more research and it appears that the last two digits refer to software update revisions as far as I can tell. I.e., JE instead of JD.

After reading all the horror stories about Cardone ECM's, I ordered from a place that my uncle orders from. He runs a transmission shop, so I figure if he has had good service from their parts, I'll use them. Shop is in Florida and the guy called me a few minutes after placing the order online to verify a few things. It was more than a Cardone, but if I have to pay for better quality and on the spot customer service, I've got no problem with that.

I'll update when the ECM gets here and I get it installed. Please pray that this fixes it. I'm running out of ideas quick.

 

Ok guys, the new computer didn't solve the problem. Here's the rundown:

With SPOUT in = Rough idle during cold start up and after reaching operating temp, bucking/jerking during light acceleration, detonation during light acceleration

With SPOUT out = Smooth idle, no bucking/jerking or detonation.

List of parts changed: New PIP (initial no start repair), new ICM (replaced with PIP), new EGR, new EGR solenoid, new DPFE, new ECM (all 3 changed to try and resolve above issue).

No codes.

Truck was running fine before the initial no start symptom.

Is it possible for a PIP to be bad but still "kind of" work?

 

Here's a question for someone that may know. What sensors communicate with the computer in regards to timing, fuel and air? I thought I remembered reading somewhere that there are sensors that work in conjunction with the PIP in order for the computer to know when and how much to advance timing. Would any of these sensors not throw a code? IAC, MAP, MAF etc.?

 

Sounds like you did not adjust the timing with the SPOUT out at 10 deg BTDC with a timing light.

The PIP sensor just tells the computer where the engines cam position is in it rotation and when the rotor points to #1 spark plug wire.

 

Timing was set with cylinder 1 at TDC (passenger side, cylinder closest to the front of the truck), SPOUT removed with an INNOVA Pro Digital Timing Light (DIS)Part#5568a. With SPOUT out, timing was checked and held solid at 10° BTDC. SPOUT in, timing jumps around. The computer has to be getting false information from somewhere, i.e. when and how much to advance the timing.

I don't want to run the truck without the SPOUT because I know I'll get reduced performance and even worse mpg.

 

After all the posts about timing, I started second guessing myself. So, tonight we pulled the distributor, found TDC compression stroke on cylinder 1 and reinstalled. Pulled SPOUT, set base timing at 10° BTDC and she idled nice and smooth and no detonation. Put the SPOUT back in and no change from before. Rough idle, detonation and bucking/surging were back. We used his code scanner this time (Autel MaxiSYS) which is light years ahead of mine. No codes stored or otherwise. Checked timing with timing light with SPOUT out and she held rock steady at 10° at idle. Scanner showed the computer trying to adjust timing erratically from base timing all the way up to 45°-50° at idle even with the SPOUT out. Plugged SPOUT back in and the timing jumped everywhere from 8° to almost 50° at idle according to the scan tool and the timing light. So now my question is, is this the norm for the computer to be adjusting the timing that much and that frequent (it never held steady) or are we finally getting somewhere in the troubleshooting stage?

 

The computer has no control over timing with the SPOUT out.
So you have a wiring problem or a bad ICM or a bad PIP sensor or a bad scanner.