Ok well. Thanks to Jamin I was able to get my truck hooked up to AE, and ran some tests. At first it really felt like we had opened pandora's box. Here are the original codes:

B1352: Ignition Key in circuit failure GEM
B1371: Illuminated Entry Relay Circuit Failure GEM
B1869: AIR BAG WARNING INDICATOR LAMP CIRCUIT OPEN
P0237: Turbo Boost Sensor A Circuit Low Input
P0603: Internal Ctrl Mod KAM Error
P1280: ICP circuit out of range low
P1876: Transfer case 2-wheel drive solenoid circuit failure
P1464: A/C On During KOER or CCT Test
P1536: Parking Brake Applied Failure
P0220: Throttle Switch B Circuit Malfunction
P0704: Clutch Pedal Position Switch Input Circuit Malfunction
P0571: Brake Switch A Circuit Malfunction
P0703: Brake Switch B Circuit Malfunction
P0565: Cruise ON Signal Malfunction
P0566: Cruise Off Signal Malfunction
P0567: Cruise RESUME Signal Malfunction
P0568: Cruise SET Signal Malfunction
P0569: Cruise Coast Signal Malfunction

So after I wrote them down, we cleared them and ran some more tests.
Buzz test sounded good.
CCT:
#1: 0.1 P0269: Cylinder 3 Contribution/Balance Fault
#2: 0.0 P0284: Cylinder 8 Contribution/Balance Fault
#3: 1.6
#4: 0.6
#5: 1.1
#6: 0.0
#7: 0.0
#8: 4.4

After those tests, we did some runs to test out the hpop, I think they looked good, maybe a little bit weak, but not too bad. I will post those numbers once I get them typed up. It held around 2800 at the rev limiter in stock tune.

After the runs we checked for codes again:

B1352: Ignition Key in circuit failure GEM
P1209: Injection Control System Pressure Peak Fault
P1211: ICP Not Controllable - Pressure Abow/Below Desired
P1876: Transfer case 2-wheel drive solenoid circuit failure.

So IIRC the two codes I got from the cct are the same ones that have been paired with the new cps, (I think thats what jamin said also) which i do have. So thats suspect for thoes.
The other one I'm not sure about is P1209. I've found a few different descriptions for that one,
1: Injection Control System Pressure Peak Fault
2: ICP system fault IPR valve stuck
Which one is correct? And could that be the reason for the power loss. I know its a lot of info, but any ideas?

 

Are you running a gray cps? That could cause the 3 and 8 cylinders to fail the CCT. I had that, and swapped to a black one, and they all wouldnt move off 0.0%

 

Man, thats alot of codes, never seen that many. BUMP.....

 

I am running the gray cps, and I have a feeling that is what caused them to fail. I'm gonna change it out as soon as I can get one ordered.

 

That is a lot of codes, but most of them I'm not too worried about. The only ones that worry me are P0269, P0284, P1209. I'm pretty sure I know whats causing the first two, ( gray cps) But I'm not sure about the P1209.

 

I'd put money on it being the gray cps causing it. Pick up a black one from DP. I ordered two and had them in two days.

 

I'm pretty sure that's what is causing the first two, but what about P1209? I cant seem to find much info on it.

 

Maybe the P1211 is causing the 1209 to show up or the other way around.

EDIT: I found this on google and its part of FTE http://www.clubfte.com/users/screwy/73d.html

DTC Description Possible Cause
P1209 ICP system fault IPR valve stuck

 

Doesn't look too bad to me.

KE15 CONTINUOUS DIAGNOSTIC TROUBLE CODE (DTC) P1211, P1209

* DTC P1209 and P1211 indicates that injection control pressure was above or below desired level under normal driving conditions.
* Possible causes:
o incorrect oil or viscosity
o poor oil quality
o gel fuel/no fuel
o low fuel pressure
o damaged IPR valve
o high-pressure oil system leak
o damaged high-pressure oil pump
o damaged PCM
* Verify correct oil quality/viscosity and correct fuel grade are being used for the temperature conditions.

It sounds as if the 1209 was set after your hard runs. Since the 1209 & 1211 share the same part of the diagnostic tree, I'm guessing it just has to do with the HPOP not keeping up with the tuner.

The #3 doesn't look too high on the rotational velocity, so I'm a little surprised it threw a code in the CCT.

I get that key in ignition failure all the time since I upgraded to the new version of AE. I wonder if the door needs to be closed when you scan?

If you run some of the tests in AE you are supposed to push the brake pedal, clutch, e-brake, & cruise buttons in a certain order to check how those switches are working. If you don't do that (which I'm guessing you didn't) it will throw codes out there saying it did not receive input from those switches.

The only common code I'm seeing that may need to be addressed (besides swapping for a black CPS) is the P1876

 

I get the 1209 when I romp on it in 80E, but I have never see it when doing it in stock. Once cleared it will not come back until I romp it again in 80E. EDIT: I get 1211 along with it.

A lot of the P056x cruise codes are from running an on board system test and not hitting all the crusie buttons. There is a KOER test where you must perform certain functions, like moving gear selector through all positions, hitting the OD button on and off, and several other things while test is running and if you don't it will set a code for each function not performed or function failed.

Just my 2 cents.

 

Well, All that does make me feel better about all the codes. But at the same time it dose make me wonder about why its running so rough. This has been an ongoing problem, and I've posted a few times about it. The problem began long before the cps change, but it has gotten worse since I had it changed. I'm getting ready to order another black one and see if that helps.
Past Posts:
https://www.ford-trucks.com/forums/7...what-next.html

https://www.ford-trucks.com/forums/7...ower-loss.html

https://www.ford-trucks.com/forums/7...omplaints.html

 

Alright, sorry to bring this post back up, but its time I got started on this problem again. All the troubleshooting for this problem sort of got put on hold. I had a hydraulic issue with my clutch. But now that that is fixed, I'm back to working on this one. (btw, 180,000 miles on the stock clutch and its still got over 50% left.)

Anyway, I changed out the cps with a black one from dp. I also pulled the vc's and torqued everything, checked the uvch's while I was under there. But its still running rough, and it seems to be getting worse. If I unplug the ICP it does seem to clear it up some, but not completely. There is oil in the the top of the ICP but its only a few months old.

I'm thinking maybe the icp and ipr need to be changed. The only reason Im thinking about the ipr is because unplugging the icp didn't clear it up completely.

I guess I'm just looking for someone to steer me in the right direction again.