Hello, I broke down and bought Torque Pro and a Elm 327 mini off Ebay, total expense less than $10. I have been reading and following F150Torqued's posts and uploaded some of his PID.csv files and successfully created some dashboards.

I have NO Codes and the truck runs great except for yet unexplained engine noises, I have another post about that.

I'm just playing around with the app

Now some questions you experts maybe able to help me with or point me to the proper forum.

1) In Mode 06$ test I get the following "failed" items

MID:$03 TID:$81
- O2 Bank 1 Sensor 3
Max: 3A Min: 0.23A
Test result value: 0A
FAIL

MID:$07 TID:$81
- O2 Bank 2 Sensor 3
Max: 3A Min: 0.23A
Test result value: 0A
FAIL

Is this because there is no 3rd O2 senser on each bank?

2) Also, I don't know what to make of these

MID:$3a TID:$80
- EVAP Monitor (cap off)
Test incomplete or dependant test failed
--
MID:$3a TID:$81
- EVAP Monitor (cap off)
Test incomplete or dependant test failed
--
MID:$3a TID:$82
- EVAP Monitor (cap off)
Test incomplete or dependant test failed
--
MID:$3b TID:$80
- EVAP Monitor (0.090")
Max: 859.25Pa Min: -8,192Pa
Test result value: 104.75Pa
PASS
----
MID:$3c TID:$80
- EVAP Monitor (0.040")
Test incomplete or dependant test failed

3) And lastly, at least for today.
What's up with the VCT2ERRT value? I was just sitting in the driveway idling.



Thank you

 

Congratulations on your purchase. I do not think you will be disappointed. SO let the learning begin. I've been using Torque Pro for years, and - the Insatiably curious type that I am, I'm still learning more about Torque Pro AND OBDII. I'll take your questions one at a time.

YES. There is a surprisingly wide range of configurations that all the readers/scanners attempt to satisfy.


Perhaps the most important thing to say about ANY Mode $06 Report is: Mode $06 Diagnostic Tests are a just a series of "SNAPSHOT" readings at the time requested! Completely un-synchronized with the system being tested or reported upon. SO, one must view the readings with this AND current conditions/situations in mind. Example, a Mode 6 test result on upstream O2 Sensors -----??---- when they constantly swing between .1 volts to .9 volts. The Mode 06 current reading depends on when you hit the enter key. HOWEVER, a reading of Zero, or 40 volts would obviously be better than crawling under your truck to get to the damn Bank1 O2 sensors with your multimeter !!!. Similarily - if you run the test within 30 seconds of COLD startup, can't expect sensible readings concerning Catalytic Converters. OR right after Clearing Codes - obviously some systems that require multiple drive cycles to complete will not be ready.

The Monitor Tests (MID) an Test ID (TID) are coded. Best source for the coding information is the OBDII Theory of Operaton Manual for your truck, available FOR FREE from here: https://www.motorcraftservice.com/freeresources/obd . Specify Country and Language then > Free Resources and choose OBDII THEORY OF OPERATION, and select your vehicle.

The page snippit below contains the descriptions for my 2004 5.4L (probably same for yours). Some Monitor tests will NOT run until another has successfully completed. And from that I can tell you have not completed a drive cycle since codes were cleared (one of the reasons I advocate discretion before clearing codes freequently - since it is so easy with Torque Pro). The Mode $06 Monitor reports are common to MANY vehicle types, so the Report contains the Manufacturer's upper and lower limits for determining Pass/Fail so the system can work on 4, 6, 8 cylinder with all sorts of different configurations. But the scanner saw Zero InH2o result - and knew the monitor had never ran even once. Having said that, the EVAP monitor is the hardest one to get to complete. Ie: Speed has to be > 40mph, IAT must be between 40 & 90 degrees, Fuel level > 15% & < 75% an slosh test pass -- etc etc. So do not panic about the listed report items if you have NO DTC relating to it.

If you have not ran across this dashboard, you might find it interesting / usefull.
https://www.f150forum.com/f4/how-use...5/#post6188878





This one "_COULD_" be more problematic -- weighed against many other things. Note in the POST where the CAM PHASER dashboard came from The VCT TOTAL Errors gauge is not an OBDII PID item. I created that 'psuedo' gauge by simply adding (accumulating) ALL positive and negative OBDII CAM ERROR readings. Ie: every time Torque refreshes the gauges on that screen, CAM Error 1 and CAM Error 2 are added to their matching accumulator.

WHY?. I observed that when the PCM changes REQUESTED RETARD - it's like it takes a brief second for CAMs to get into the commanded retard or advance position. During that instant, CAM ERROR will 'bounce' either positive when moving to retard, or negative when moving back to NO RETARD or base timing. I theorized that if the cams responded to advance / retard commands equally - the NET result of that accumulation would be ZERO. Therefore, if NOT, it would indicate direction CAMS are lacking in response performance. This provides one additional tid-bit of diagnostics data. Before my timing job, my truck would accumulate LARGE negative numbers, more on bank 1. Post timing job, mine will grow both directions pretty much equally above and below zero - most times never exceeding + or - 100 to 150 over a 35 mile drive cycle. NOTE the specific value has no real sugnificance - just that the sum total should be around zero.

In your case: At idle in the drive way, the PCM should be requesting _NO_ retard and the CAMS should be locked at BASE timing - thus CAM ERROR should be ZERO. I know - HAVE WITNESSED) the PCM attempting to 'SHOCK' VCT solenoids if abnormal readings exceed some norms. Other than that, I have no explination for your slight posiive RCAM while RPMs are < 800 and Load is < 25%. But the growing negative CAM ERROR TOTAL would indicate that cam is retarded a little (each Torque update cycle is accumulating a negative number into the Accumulator) without seeing any offsetting positive numbers.

WHY?? Sticky VCT solenoid not closing off ALL the way. Chain Stretch that cannot be overcome by Tensioner Arms. Weak Phaser? May not be a serious problem. (Timming DTC's require CAM ERROR greater than 5 degrees for greater than 5 seconds to trip). Just watch things for a while.

 

 

I had the benefit of using F150Torqued's cam phaser dash prior to my timing job, even posted concearning to readings like you yourself did. My readings were similar to yours, I would have drastic differences; VCT2ERRT/VCT1ERRT Would be -650/+735. Now post timing job the numbers tend to stay within 100-150 points of themselves. I would start the truck and watch the number on bank 1 just climb, now when I start it they stay at 0 till I give it gas. Hope that helps with you trying to figure things out.

 

Thank you for the report @Sean04f150 . It is enormously satisfying to hear that my efforts have positively benefited a fellow forum member.

I well remember wondering WHY my truck would decide to 'disable' VCTENA during a drive cycle and stop even trying RCAM. Part of the reason I came up with the VCT ERROR accumulator was trying to establish some parameter under which the PCM software would decide to 'give up' on variable timing. (Never made a connection). But I did surmise that it was a useful indicator - even if it had no OBDII significance other than telling me the cams spent MORE time in the over-retarded or over-advanced state.

I also think if timing chains are worn and stretched to the point ghat the tensioners can no longer remove all the slack - (or actually if they ARE removing all the slack, but can remove NO MORE), I believe that actually results in the cams being "SLIGHTLY" retarded even if the Phasers are locked in the base Zero Retard Position. As both of you stated, at idle mine use to sit there and 'tick' the CAM ERROR up in the negative direction. Even though it ran generally OK except for rough idle and occassional stalling, and misfire troubles, and VCTENA would go false every drive cycle.

Cheers my friend. With wished for a long successful run on your timing job. I'm at ~40k and running beautifully.

 

I'm looking forward to a long life with this truck as I see it into my son's possession in a couple years. The combination of torque pro and your(F150Torqued) Dash's help me feel more involved with my vehicles health than ever before, so thank you sir!
As far as the VCT1/2ERR readings go..
is it safe to say that this number is in some way indicative of overall engine health?...in respect to the timing/VCT system?
In my mind the number represents the difference between what is needed and what is given, as far as cam advance and retard goes.
So if both sides are responding similarly to each other, wouldn't that be ideal?
And a number that is small relative to the time the engine is under load is a good thing, right?
Im trying to read the writing on the wall...

 

I think you have a good handle on it.

I did run a change of 20w50 in mine before my timing job. I saw a 'noticable' difference in the amount of 'SPIKE" in CAM ERROR readings. I surmised the small passageways would not pass enough oil fill retard/advance chambers in the phasers fast enough. Wasn't enough to trigger a DTC (which requires > 5 degrees for > 5 seconds according to specs). But now (post timing job), I'm running 5w30 and get warm fuzzy feeling in seeing ZERO cam error on both banks the majority of the time. And, I love to see the VCTDC on both banks run within one tenth to 4 or 5 tenths of a percent of each other!!!! That suggests to me cam and valve train drag on both banks has to be damn balanced.

 

Then we are sympatico.

 

Love it! Had to look that one up!

 

So I went for a drive today. Here are some screenshots in order throughout the trip. I noticed the vct solenoid duty cycles bouncing back and forth rapidly. F150torqued I believe you termed this "shocking" the solenoids? Anyway I don't think these screens look to good.

#1

#2

#3

#4

 

In my most humble opinion, no those do not look too good. If you don't mind me asking, what is the drive time involved? Are those after an hrs drive? 15mins? 2hrs?

 

We took a drive up the mountain to see the Fall Colors. We stopped about 4-5 times to hike around and take pictures. So the whole trip was 6 hr's total w/stops. My misfire total was 45 but I only noticed once a single misfire on #5, it's really hard to keep and eye on the gauges. The truck runs great, it use to rattle at cold start for no more than 2 seconds but now it doesn't. I did just switch to MC 5w-30 two oil changes ago from the 5-20. I've owned the truck since new and always serviced regularly. It's now got 120.9K on it so as preventative maintenance I am doing a full timing job before it explodes. Ford phasers & solenoids, all melling frt. cvr stuff w/ratcheting tensioners, HV pump, M65293V rollers/lashes. So when I'm done she should purrr

 

I get higher numbers when I tow all day, or go up alot of hills, so that could explain the high numbers; if you drove up and down the mountains all day for 6hrs. But I think it's a sign of things to come. I believe your plan for a timing job is a good one, and I think it's time. I wouldn't be surprised if there was a broken chain guide or two, and the seals on your tensioners were blown out. Done right though and it'll bring the truck back to life, so good luck!

 

Thank you, I'm ordering parts today.

And yes, those screenshots are due to a bit of hill climbing yesterday. We live west of Denver in the foothills at an elevation of 5672' and we drove over Guanella Pass which is at 11,706'.

 

You might be willing to experiment with a product out there called Auto RX. I used a couple bottles before I did my timing job to hopefully clear out some sludge because I was worried about putting new VCT solenoids into a gunky system. I noticed as it ran it's course through three thousand miles my numbers on torque pro tightened up. I actually ran two "cycles" of Auto RX before I did the timing job. I had what looked like cake frosting in the oil filler cap, so that was my motivation. When the mechanic cracked open my engine he said it looked pretty clean. Is it snake oil? Dunno. But I think it worked to clear out some of the sludge it accumulated over the 145K miles of its life to that point.