yes I posted videos of it, and everything else I’ve done. It’s like the engine falls then catches itself and picks up again all within a split second

 

But you never lose sync is that right?

 

 

This problem would make complete sense as dropping cam or crank signals but you'd be losing sync.

I'm really suspicious that there's an intermittent failure between the ficm and one or more injectors causing the injector to not get the command to fire. Or possibly the FICM itself.

 

 

So with each injector disabled you create an additional dead miss, but you otherwise still get the exact same off again on again behavior from the engine when you give it some throttle?

 

Try this. Get a 5 gallon diesel can and fill it up. Pull out your lower fuel filter housing filter and take it out and put the cap back on without the filter in there. Disconnect the line from the lower housing that draws from the fuel tank and run a different line from there down into your 5 gallon diesel can. Fire it up and let it run for a couple minutes, then repeat your rev test.

Problematic fuel is where my head is at here and I think you need to get that filter out of the equation too for now.

 

 

 

It won't hurt but your per-injector disable test is pretty good really.

I hear you but this is so easy to do I think it's worthwhile.

 

Chase the cam sensor wire for changing. Starts at the fuel filter and trace it down. It goes into the block by the P/S pump. You maybe getting cam/crank sensor codes correct? The air filter assembly sits right above it. May have a rub through there too. The cam sensor on ring may be leaking oil too. It's most likely a injector due to poor duel delivery. You may have to go to Ford for a IDS scan.

 

Easy thing to check is the FICM relay if you suspect at all it may be dropping out momentarily

 

 

What does the ecu calculate to come up with a load percentage??

 

I actually don't know the algorithm used on the 6.0 and best I can do is feedback based on gasoline engines.

Load is either going to come from the MAF signal known as "MAF", manifold pressure aka boost known as "Speed Density", or RPM X TPS position known as "Alpha-N". Any of these MAF, Speed Density, and Alpha-N can be used to derive a load value or a blend of them can be used.

If you have a MAF sensor there's an excellent chance only MAF is used to derive load. Unplugging your MAF is worth a shot, the computer should default to a lookup table instead of using a live sensor value. It is possible a blend of MAF and Speed Density is being used but even then there would be value in checking the MAF sensor.
You can also look at the reported airflow PID of the MAF and see if it is also going nuts. It probably shows in grams per hour.

If you don't have MAF, and because this is a turbo engine, it's almost certainly only Speed Density that's used so you want to look at your MAP sensor but if you have problems here you should see that as the boost PID showing nonsense.

I got $20 that says it isn't using Alpha-N but if it were, your TPS tests should have had an impact.

Other sensors that can play havoc on fueling if they're giving garbage data are temperature sensors. Make sure your water, air, and oil temps aren't nonsense or erratic.