2018 F150 3.5L Gasoline engine P016D

Wow very cool issue. So here is my 2 cents. Does the rail pressure sensor respond? Example, if you disable the low pressure pump and run till it dies does the rail pressure sensor go to zero? After verifying it's operation sounds like the high pressure pump cam timing may have an issue. If you unplug the high pressure pump solenoid does the rail pressure max out or go to almost 0? Need to be…

I have not performed those steps at this time. It has new high pressure pump, cylinder heads, short block timing chain and tensioners and more…all by a certified Ford technician. Curious, what logic takes you to those steps based off what I wrote? Not disagreeing, just curious how you got there.

I'm sorry disregard everything I said. I did not see where you had found the rail pressure actual and desired discrepancy is normal on other cars. Also forgot its dual injection. Carry on!

I’m skeptical of the scan tool here. Have you used an IDS or FRDS ( not sure which is applicable) ? I saw the fuel tank pressure PID that looked improbable to me so I’d wanna know if the FRP info is accurate before I’d take a direction.

The fuel tank pressure sensor is at 2.6 volts and nearly atmospheric pressure Rusty. How is that improbable for an EVAP system?? Seems perfect.

2.6v looks ok but -131 "h2o

I have seen IDS show the same thing (398.7) on other vehicles. I have a lot of other data and FRP looks normal. I have cold start, hot start, test drive, IM240… I will look again but I checked purge system integrity pretty close.

Randy, As per the above YMM Ford PC/ED does not show P016D as a valid code. Is it maybe P016A? I also am not seeing a P2986 for a 2018 F-150…Is this vehicle running a tune?

I did typo the P2986 (P2198) but that's not important. I am wanting to know about the P016D. Here is the log file showing that is what the PCM sent: 0.4002 1 7DF Tx d … 0.4098 1 7E9 Rx d … 0.4202 1 7E8 Rx d …D 00 00 00

B1S1 o2 uA seems skewed rich to me? It's definitely not hovering around zero like B2S1. Biased o2 sensor perhaps? Leaking injector? Does high pressure fuel hold KOEO and increase in pressure due to hot soaking?

It is reading accurately. It is in closed loop fault, look at the loop PID 7th from the bottom. It is using B2 sensor for feedback and B1 is rich at this time. It will switch to the other bank as well.

That's the PID that stood out to me. It actually that rich on bank 1. Ok, so I would think the p061D is a result of the rich condition. I wouldn't chase that code without fixing the rich condition first. You're post below with the known good FRP data leads me to think there is an injector leaking. Also the low side fuel pressure is about 20psi higher on the problem truck? Compensating for a…

The Exhaust gas sensor current Bank to Bank is way off. B1S1 -570 to -425 B2S1 -62 to 47 That seems like a big problem

Read above. It's in closed loop fault at this time.

Now I need Bifocals …Side to side feedback uA o2's in PFI idle Mode ?.. It dont use Ford rears trim control ,that is a new one flip flopping banks feedback for fuel trim and say scanner verifies this -500 is pretty rich Is this what you're saying ????? Even ifs I would think for an adjustment but current stays sort of 100uA in bounds graphs even tho they look like a heater graph …..Me Ford…

Are all of the electrical reading sound? Rail pressure voltage is too high but the fuel volume control valve is commanded at 0%. Also rail temp is too high as well it should be closer to 120f. Even in 100f weather highest I've seen is 138f. If you disconnect the the rail pressure sensor does temp go to -40 and rail pressure go to 0?

Here is a 2019 F150 3.5L HO with no issues (right side) compared to the 2018 with rich DTC set and in closed loop fault (left side). Not necessarily in the exact same condition but close. The main difference is the 2018 was prolonged idle in a shop whereas the 2019 was right after a test drive and not in a shop. The freeze frames for the rich codes are always at idle with system in port fuel…

Hi Randy, You asked: “Also, can anyone explain why Ford desired fuel pressure does not match actual on at least most GDI Fords? Desired shows 398.7 psi with actual at 1999.5 psi in this picture. I have verified this same reading with other scan tools and other vehicles so it's not an issue, just a curiosity.” I only use IDS/FDRS on Fords; so my scan data experience is limited to that…

I was thinking that might be the case but wasn't sure. Thanks for the insight. I like your last thought.

That is some very valuable input, thank you!

Interesting case. Why are you focusing on the high pressure fuel system when the port fuel system is what operated during idle? Are you sure about the P016D code? I can't find it listed in any Ford information for the year and model of vehicle. Maybe the code is, P061D? P061D - Internal Control Module Engine Air Mass Performance Description: This DTC sets when an error occurs in the PCM…

Dang, you got it. I had written it down wrong and then I didn't see it correctly in the log file when I went to verify. Sometimes another set of eyes is what it takes. My excuse is, it took 4 hours of working on the vehicle before the problem showed up and I had been concentrating on the other DTCs and testing everything I could. When the problem finally showed up, I was working frantically to…

BTDT. Not sure how old you are, but my excuse is always bi-focals.

Ford DTC P016D Make: Ford Code: P016D Definition: Excessive Time To Enter Closed Loop Fuel Pressure Control Description: On every engine start with fuel temperature less than 40 °C (104 °F), the PCM checks the accuracy of the fuel rail pressure sensor by estimating the amount of effort required by the fuel pressure control valve to maintain pressure for a given fuel rail pressure…

I see that you’re headed in the right direction now. Given that this thing seemingly had a bank trim imbalance that may be related to a MAF measurement problem and since it got a new motor, I‘d be doing an exhaust back-pressure test. Thanks for the thread, I learned a few things.

It's speed density. The reason I didn't go into the actual issue is because it's difficult to show the events in the correct context and the context of the events are critical. In addition, the scan tools I am using have PID lists that don't work well for this issue. Here is a run on the dyne without the fault present (CO = 0.03 gpm): diag​.​net/file/f6w79erg6… ​ Here is idle with…

Is load at idle lower than 29% when the fault isn’t present? I’d expect it to be lower. It seems to me that a VVT issue would yield a DTC. Given the bank to bank trim variation I’m still leaning toward an exhaust restriction. Maybe a piece of substrate flopping around? Do we know what was wrong with the original engine?

The 2018 is the problem child and the 2019 is a known good. 2018 Idle calculated load = 31%: diag​.​net/file/f4gagj7ji… ​ 2019 idle calculated load = 31% : diag​.​net/file/f4o0gjz2x… ​ 2018 accel calculated load = 83% @ 25 mph: diag​.​net/file/f3qlw3phy… ​ 2019 accel accel calculated load = 83% @ 31 mph: diag​.​net/file/f44m6gzho… ​

Maybe I’m misinterpreting something. ??? In your earlier “fault” capture calculated load was about 29% which seems high to me at idle. In the two idle captures above of both trucks the load is displayed more appropriately around 15-17% yet you‘ve inserted 31% Do we know what the previous catastrophic failure was? Doesn't the truck have a turbo for each bank? Do we know if they‘ve been…

Which load do you want, calculated or absolute? I posted both, that’s the difference.

Look at grams per cylinder for air flow. The 2018 actually has less for the same condition. If you have less mass of air measured then FT should be positive if it is wrong.

Using “IT” in place of a name should be banned! ;-) Reading your above statement leaves me wondering exactly which “IT” is wrong, the MAF or the FT, or BOTH? lol

I hate that too, along with “they”, sorry. Kind of like saying “load” without defining which one. :) “..if it is wrong” refers to measured air flow as displayed in g/cy. I think air flow is fine, but I have been wrong before so I am happy to hear what Rusty has to say or what he sees. The truck has been running fine since that event.

Rusty ? He’s thoroughly confused. I think you said it was S/D and now we’re talking about MAF. I’ll assume we are talking about calculated airflow. If it was in my lap I’d wanna know the history, why it got a motor. My thoughts are this: Its intermittently rich at idle and one bank is worse than the other. If we assume fuel pressure is equal bank-to-bank then that tells me one bank has…

Thanks Rusty. It is S/D. Eric used the MAF term and in my airflow calculation data there is a confusing label I have that states MAF (GPS) and indicates it is from the scan data. It is not for S/D engines. I calculate GPS within my calculator and then enter it into the field MAF (GPS). There is no MAF PID on any of my scan tools for this vehicle and that calculator is all my own doing. Mistakes…

Following Duel Fuel P061D . I show exact same DTC sets as Eric .