Ok, at 55mph and accelerating, here's the snapshot numbers ForScan read:

ICP, V: 2.05
ICP, kPa: 12203.1
ICP_DES, kPa: 12132.8
IPR, %: 50.00

I couldn't find 'duty cycle', but tracked this one cause it sounded maybe close:

LOAD, OBDII, %: 43.14

 

The IPR % is actually % Duty Cycle. There is no "positioner" on the IPR valve so we do not have any way of knowing what its position is. Besides it is a fast acting, duty cycled, type operation; and that IPR% value is ONLY a command signal from the PCM.

 

The ICP numbers look ok to me.

 

So what can we check next?

 

I would look for the exhaust leaks as discussed above, and also look into a fuel pressure sensor and gauge. Beyond that, I would only be guessing, but would say that the turbo might be the most logical culprit.

If you had access to the Ford IDS system, a cylinder contribution test might be helpful.

 

Would a blown seal or worn bushing on the turbine shaft cause this without effecting the tested parameters?

 

You haven't really done any tests to verify you are getting proper action of the turbo vanes or whether or not you are getting full boost pressures. So the test parameters we looked at, under acceleration conditions, were only ICP and IPR. Let me look for some resources to use for testing the VGT system.

 

https://www.powerstrokehub.com/servi...2073%C2%B0%20F

http://www.ford-trucks.com/ford-manuals/Tech%20Turbo%20Guide%20for%20the%206.0L%20Power%20 Stroke%20Engine.pdf

https://www.youtube.com/watch?v=be9YklDzn_Y

From ​​​​​@HydroTek :

Using ForScan to test the VGT system:

Click "read pid data" button - 3rd down, double click an empty gauge slot.
When the pop window opens, be sure at the top PCM is selected, then to the right select "Control" from the drop down box
Select the VGT, accept and close this window.

Now about mid way on the bottom bar of the main window is a button with sliders and an X on it -- labeled Control
Click that and the control window opens -- you will see a slider to control the VGT
You should already be monitoring MAP and EBP, you will need to watch these values
Slide to 99% and observe the sound and pressures -- then slide to 100%; The sound and pressures should change dramatically

To "exercise" the vanes, keep switching from 99 to 100% -- this fully closes the vanes and due to a glitch in ForScan, fully opens the vanes at 100
keep doing this exercise until the vanes operate quickly -- or until your finger is numb
you may need to rev the engine to about 1500-2000 to help with this

 

I did the procedure you listed from HydroTech. I recorded MAP and EBP values while the control slider was at 99 and 100. The vanes seemed to be responsive right away. At idle I could hear a difference. It sounded more "throaty" at 100. Even still, I followed the directions and jumped between 99 and 100. Every time it responded immediately. When at 1500 RPM, it sounded like it did before this problem. I mean, you could hear the whine and a jump in RPMs. I got a result! I switched between 99 and 100 at 1500 RM and it was also very responsive. Immediate like at idle.

Here's the EBP/MAP from the test at idle:

@ 99% -

EBP V: 1.30
EBP A kPa: 128.8
EBP DSD kPa: 17.0

MAP V: 1.30
MAP kPa: 100.3
MAP OBDII kPa: 100.3

@ 100:

EBP V: 1.01
EBP A kPa: 108.0
EBP DSD kPa: 17.0

MAP V: 1.30
MAP kPa: 100.3
MAP OBDII kPa: 100.0

 

I was having a tough time getting my probes on the pins on the VGT solenoid. Then the plug actually came half way apart, (it kinda crumbled, really brittle), so I'm gonna get another plug. I can use that pig tail to get a good test on the solenoid.

The few times I got what seemed to be an actual reading, they were under 3 ohms.

Ordering the plug right now.

 

Your numbers look OK, but they are off a bit. It sounds like the turbo is responsive though.

Just be aware that the EBP_A is in absolute pressure and the EBP_DSD is in gauge pressure (the difference will be what the Baro reads).

From post #24:

Your EBP_A (at 99%) of 108.8 will be the same as EBP_G of (108 - 100.8) or 7.2 psig. And EBP_DSD was 17. So that one is a little low, but again, that could just be the normal variability in the test.

Your EBP_A (at 100%) of 128.8 will be the same as EBP_G of (128.8 - 100.8) or 28 psig. And EBP_DSD was 17. So it is a little high, but that could ALSO just be the normal variability in the test.

Lets see what the connector does for you. It definitely needs to be solid and it is known for failing due to the turbo heat.

 

Testing with ForScan will not track with desired values at all

Main thing to get from that test is, will the vanes respond quickly, and do the EBP and MAP pressures rise
I would expect the EBP to be higher than MAP by about 10-15 psi

A leaking EGR valve could cause the pressures to be lower than expected
Does this engine still have the EGR cooler and valve ?

 

He is deleted.

 

Okay, I replaced the plug for the VGT. I got a consistant ohm reading of 4.4/4.5, According to a prior link, that is within range while hot.

Test drive shows no change. Still not getting the turbo.

What next?

 

Air filter clean? No crack in the MAP tube. MAP nipple clear. IDK, sounds like the turbo is working. You talked about it shifting into third differently - is your tranny starting out in first? Starting from second would bog bad and then catch some power at higher RPMs, kinda like you describe. You can monitor which gear you're in using Forscan. Are you monitoring fuel pressure while driving? All-in-all, my guess is the failing injector(s), maybe due to weak fuel pressure.