do that and you will be doing headgaskets as well.... i did a seafoam treatment on a friends disco and it took all the crud out which was holding back the headgasket leak. if anything i would try seafoam in the oil OR switch to a lighter grade oil. but cleaning the engine i don't think is the problem here...

 

What does your scan gauge read at idle and normal acceleration? I'm thinking it's ecu to injectors since it's multiple cylinders

 

If I can't figure it out it's going on an engine stand and coming apart anyway...

 

RPM's? run 2 botttles of techron thru the fuel see if you can clean the injectors. i do that once a year.

 

Interested in 2k and 3k tps reading. I ran a bottle of heet water remover+ injector cleaner already. I'd assume the injectors are clean enough especially if they are pumping all this fuel

 

ill check it when i get home. i take the ford to work... until i buy a rangie.

 

IMHO maybe more than one sensor could make it too rich, and since ECM is reading the wrong value, no code is generated, because ECM belives the sensor must be telling the truth. Some of these sensors are temp related, so a data scanner might show actual values that are way off (like -40F when it is +10 F outside): (from RAVE with highlights):

The engine coolant temperature sensor is located in
the front of the thermostat housing. The sensor
provides engine coolant information to the ECM. The
ECM increases the injector opening time when cold to
provide improved driveability, and reduces the
opening time as the engine reaches normal operating

temperature

[So if unplugged or defective, could tell engine it is -40F, and more fuel than needed is supplied]

The engine fuel temperature sensor is located in the
rail on the RH side of the ram housing. The sensor
sends fuel temperature data to the ECM, the ECM on
receiving the data will adjust the injector open time
accordingly to produce good hot starting in high

ambient temperatures

[And if sensor is wrong, and telling ECU to dump more fuel?]

The idle air control valve will open and allow extra air
into the plenum chamber to maintain engine idle
speed when the engine is under increased (Electrical
and Mechanical) loads.
The idle air control valve will control engine idle speed

when the vehicle is stationary.

[So if IACV is dirty, would it make fuel mix unstable?]

O2 sensors -

The sensors monitor the oxygen content of the
exhaust gases and provide feedback information of
the air/fuel ratio to the ECM. Each sensor is heated by
an electrical element to improve its response time

when the ignition is switched on.

MAF:

The electronic module monitors the reaction of the
wires in proportion to the air stream and provides
output signals in proportion to the air mass flow rate
which are compatible with the requirements of the

ECM

[ECM will try to keep ratio of air to fuel at an "ideal" 14.7:1 ratio]


TPS:

The ECM lengthens
the injector open time when it detects a change in
output voltage (rising) from the throttle position

sensor.

When the throttle is fully open, the ECM will detect the
corresponding throttle position sensor voltage and will
apply full load enrichment. This is a fixed percentage
and is independent of temperature. Full load
enrichment is also achieved by adjusting the length of

the injector open time.

[If TPS sensor wrong, ECM delivers more gas]

 

I am thinking mine is the O2 sensors going bad. These were used ones from Will Tillery. I gotta give him a call very soon.

 

used o2 sensors? that is pretty ghetto! lol.

 

It was based upon the Quarterly Economic Forecast and the sad state of the current fiscal management teams performance and outstanding policies impacting the selection and availability due to the world climatic change conditions............