These are both working, if they were dead they would be flatline, likely at 0

 

In this view the US A is not working, I would not read too much in to DS B. BTW, DS and US sensors have opposite plugs, so they cannot be easily swapped.

 

I was thinking to swap upstream from bank A into upstream from bank B. The near zero volts from DS B is what I was expecting as the more normal value? Based on the two charts any guess on the issue? One bad 02, bad cats, some other issue?

 

Why are you so fixated on O2 sensors. O2 sensors won't shut your truck down after 5 minutes. It'll run like **** and smell horrible but wont shut you down

Question, is this a crank no start, or not even a click type event.
That simple question determines how you diagnose. this problem.

Crank no start. Means you are getting not getting fuel, spark.

No start with no response, that's a control unit problem.

 

Data... the Foxwell scanner reports a Lambda sensor or O2 sensor fault after it shuts down. Something is occurring to generate the error codes and shut the truck off..

After the truck shuts off and before I clear the codes and reset the ECU, it is a crank no start. Changing nothing but clearing the codes and resetting the ECU and the truck starts. So while indeed it may not be getting spark or fuel when it is not starting, it is not likely to be the fuel pump, fuel filter, injectors, coil pack, plugs or wires given it will start and idle.

 

okay.... that's consequential. Something is happening way before the truck shut off. Lack or abundance of fuel, air or spark during an ignition cycle will create a misfire. A misfire will sometimes will trip an O2 code. Sometimes. Didn't need to graph them to see it, just look for to see if they are responding. Graphing O2 data isn't going to magically show you what causes your shut down event but let me know how that works out for you.


Clarification goes a long way.

Have you inspected the ECU for corrosion. What about the harness? Both front O2 aren't reading at all. O2 sensors generate their own voltage and if the ECU isn't seeing any, then maybe you should start with either a wiring issue to the ECU or the ECU itself. It also takes an ECU reset (which is what you are doing every time you pull power) for it to run. Which in my experience, bypasses a wiring issue and points right to ECU with an internal fault (software or otherwise).

 

Your bank B chart shows the US sensor as sensor A, is that correct? Does the truck start running rough before it shuts off, or does it just die suddenly? Run a test with the MAF completely disconnected and let us know if it still dies. Record live data on the US O2 sensors, MAF sensor, ECT sensor, and Fuel trims from startup till it dies, preferably hot. Does it still die after 5 mins if you are going down the highway when the five minutes are up? Your sensors look like they are trending rich until the ECU tops out on fuel trims in spite of the sensor reading rich, it could die to rich mixture if that continues. As possible options it could be a bad MAF, at idle we would expect a steady reading, I can compare it with one of mine for the actual reading. It coudl be a bad ECT sensor, indicating the engine is cold when it is actually hot causing the ECU to keep cold fueling when it shoudl be leaning out due to temperature.

Report back what you find and we will see where we go from here.

 

As I recently learned something about how to export the data, I am not sure the charts had posted here are valid so I removed them given they are suspect.
I believe I mis labeled the earlier chart. I have posted some from today here. The truck just dies, it is idling fine, then the motor dies. I have not driven it as I have not wanted to get stuck on the road. I can put it up on the lift, put it in gear and "drive it" on the lift to simulate going down the road. I by chance do have a the MAF graph, I will rerun the test tomorrow with the MAF disconnected and collect the additional graphs as well. The O2 graphs are the same data plotted twice. First I am showing the two Bank A sensors then Bank B sensors, followed by both Up stream then both Down stream. The voltage on the Down stream B appears to stay near 4.7V where as Down Stream A is under 1 V.

 

Don't worry too much about the DS sensors, they have no impact on engine tune. The US B is working fine, so it would be good now to swap left and right and see what happens, although I don't think the oxygen sensor are at the root of your dying problem. The MAF should not be varying that much at idle, if at all. I think we may be on to the problem, although it might also be the idle air valve. Running without the MAF will tell us a lot.

It usually is easier for me to troubleshoot because I swap parts from a good running truck to a bad running truck, but you might consider buying presumed good used parts from ebay for testing purposes (IACV, MAF), then selling once you determine yours are good or bad.

Right now my thinking continues to be a bad MAF, I have seen it before.

 

I had some formatting issues with the data, hence the graphs were wrong... my apologies, learn something new.

Ok, so take the graphing with a grain of salt as the Foxwell outputs the data in a file format listed serial. I am having to take the data, paste into excel and index the data to graph each diag.I believe I have the data indexed correctly. With the MAF disconnected here are the US O2 and their respective Fuel Trims.