Strange you could not see the PID CSV tab... Sometimes there is a button at the top of the screen that says "enable editing" that must be selected. Then, ensure you are going to the PID CSV tab which I have pictured below with the red arrow pointing to the tab location. If that still doesn't work, let me know and I will make some changes and send it back to you via email so you can dissect it if you choose.



I believe you 100% that there is something going on, I don't think you would be wasting your own time going through pinpoint tests and spending money on a hoax.

Just to give you some more information on a "good running" IPR, I have attached a couple of my logs from July 25th.

This is when I first started the truck to warm up and tow the camper home. You can see from the EOT it was warming up from ambient temperature.



This log data is from when we arrived home and I was waiting to get the all clear from my wife to back into the parking spot for the 5th wheel.



Zooming in on your chart to a location that the RPM was low and at 706 is below.



The chart pinpoint information says "Point 232", but I am not exactly confident on how that relates to the raw data in the PID CSV tab. I don't know what line that Excel line "232" represents or what timestamp from FORScan "232" represents. My best guestimate is that it is the 232,xxx ms timestamp, but I would have to refer to @BWST to verify that. The 232,xxx timestamp in the raw data log corresponds somewhat to the pinpoint information indicating "232", so maybe that is right.

As for zooming in on the data, the chart can only populate the data that it is receiving from the program (FORScan) and the scan tool (BAFX, OBDLink). Even then, different scan tools have different sampling rates. For example, BAFX is around 40ms and OBDLink is about 12ms. Your right, the chart does help, but when dealing with something like you are experiencing, it helps, but it is not a pointing finger at all. If you want to visually zoom in, the slider bar in the bottom right can do that for you. But, the raw data tab is the true "zoom" when you can look at the data by the ms timestamp.

 

I like this method it goes a little deeper


This one is good for the explanation

 

That's correct, Sous. The charts are set up to display in seconds rather than milliseconds to reduce clutter. The tool grabs every 10th data point, rounds it to the nearest 10th of a second, and plots it on the chart.

 

OK, thank you for confirming this Jeff, I really appreciate it. I think I will draft something up between my question and your answer and put it in the PID Charting Tool thread for future readers and reference.

 

I finally tracked down where I got my last ipr, it was actually from overstock direct not amazon. Dealing with them has turned out to be a nightmare but fortunately I had a credit at a commercial parts house locally which is a motorcraft dealer, so I scooped up a new ipr. I was going to rebuild mine but pretty sure it was the original and wanted to be sure I could cross the ipr off the list. I only had to pay $45 out of pocket so I went for it. I will pop that in and let you guys know how it works. As far as the low voltage on the i circuit to the alternator, I was wondering if anyone might have a chance to test theirs out that doesn't have a DTC p1105. I think if someone else is able to verify that their voltage is under 12 volts koeo we might be able to say that the Ford service manual may be incorrect. It is the green wire going to the alternator clip, just have to turn your key to the on position and test voltage on the green wire. This would greatly help me and bwst as we both have the same DTC. if another person's reading is over 12 volts like the ford manual says it should be then I will further investigate why my voltage is low. Thanks again for any help

 

Sous thank you for the charts and pointers, I can't open in my phone but will try on my home computer. I do have a Bafx obd dongle so it may not gather info as fast as others. I like the raw data chart you posted, makes it easy to focus on 1 pid and see any changes as you go down the chart. Your ipr seems to be nice and steady. Hopefully I can get there with a new IPR, will let you know. If it's not the ICP or the IPR what else could it be causing the fluctuations?

 

Did you ever check the hpo by unplugging the injector harnesses? If so I'm curious what you saw. I like to record them showing ICP, DC%, and RPM so I can scroll back through and see what happened when.

 

Well I changed the IPR and that didn't change anything. Actually vibrates more now but probably still need to work the air out. Udsuth are you saying to unplug the injectors at the valve covers? Unplug both banks and crank while recording. The truck runs like a raped ape when you get on it and hits 3000 psi , wouldn't that mean the hpop is doing ok? It Holds around 2700 -2800 WOT. I can definitely try unplugging the injectors though, I'll try anything at this point. The truck does have a loud vibration/ growl at idle and it sounds like it's coming from the area of the hpop. I can't tell if it's the hpop or the compressor. I feel like this odd sound is probably what's contributing to my vibration at idle. It does not make this sound during the first few minutes of running after a cold start up but then it slowly starts coming on. I think this is because the rpms are higher at cold start up. My f450 does not make this sound at all. This is so frustrating because the truck runs great above idle.

 

Sorry to hear the IPR did not fix. These idle surge issues are tough - I would think we'd find a successful forum thread on this by now, but I haven't come across one that wasn't ICP or IPR.

Can you run the KOER On demand self test from FORScan Lite? Its under the Tests icon on the main screen.



Also a log of a WOT run with all 16 parameters selected per the FORScan class thread might be helpful - we can look for additional clues.

How is the idle in park vs in neutral vs in drive?

 

Here's a thread where replacing the engine harness fixed his idle surge.

https://www.powerstroke.org/threads/...ightly.955858/

I changed the scales on your ICP plugged in and ICP unplugged charts to get a better look. Like you said - no change to the idle surge. Wish I could tell you something you don't know.

 

No worries, I just appreciate you guys hanging in there with me. I completely forgot to post but i did do the KOER self demand test and the only DTC s that came up were my manifold intake heater which is removed and the ebpv which I deleted. I will definitely get a WOT log but it will probably be tomorrow. Truck is the same in neutral or park but I think it may actually get a little better in drive , I will have to double check that one.

 

I was just reading back through the thread for anything missed and saw that post. I was curious if you had done it and what the results may have shown. The IPR is ruled out now and I'd bet injector or hpop problems would likely show more symptoms.

I did see a thread yesterday doing a google search of someone claiming unplugging their ebs cured surging idle for them. I only mention it because we seem to be hitting the "try anything" stage.

 

When was the last time you pulled the belt and checked all the pulleys for play and spin freely. I wouldn't expect a dragging idler or tensioner to cause surge but growling and vibration sure. When my water pump was on the way out it was developing a growl as well.

What about double checking the torque on all the accessories and brackets? Heck the balancer for that matter.

 

Everything besides the compressor and water pump has been replaced, I have double checked to make sure everything is tight, even put on a fluidamper. I will unplug the ebpv sensor and see what happens...I do know that the growling noise is still there if I run the truck without the belt. Anyone ever heard of a hpop growling/ vibrating? The IPR duty cycle is now down at 10.3 % , this seems to make vibration worse. Before I changed the IPR it was up around 11.72- 12.72. this seems odd to me.....

 

I've seen DC% change like that between different IPR valves. Don't have an explanation for why though. Possibly differences in the winding in the solenoid?

I've heard of the bolt on the hpop gear getting loose. I could see where that could cause growling/vibration.