New Build - Won't start/run - Errors P0100 & U0121

RED09GT said:

Nah, I've just taken my car apart too many times.

Click to expand...

LOL. Should have accepted the compliment. This is the Interwebz and they seem to be rare these days. Yeah a ground will surely create all kinds of PCM havoc.

The U0121 code is an Antilock Brake lost communication code.

My bad, thought this was a coyote swap.
Must diag the maf code and correct it.
I would not pull timing cover just yet, as a timing chain issue should set a cam position code.
Too rich+ maf code. Just not sure why unplugging the maf does not matter. Is there a tune on this car?
It is possible a pcm issue is also throwing the abs light on.

Unplugging the maf should have put it in open loop iirc and it should have run, unless there is a mechanical issue.

jewc75 said:

Unplugging the maf should have put it in open loop iirc and it should have run, unless there is a mechanical issue.

Click to expand...

Or the tune is corrupt. Something is up with the pcm, thus the abs light is on.

BCM could have failed too. Usually a bad bcm will cause the abs light to trigger.

jewc75 said:

BCM could have failed too. Usually a bad bcm will cause the abs light to trigger.

Click to expand...

Good Point. Check the BCM in the passenger kick panel carefully for water intrusion. Could be clogged drains under the hood and water coming into the Evaporator box.

Are both front o2 sensors plugged in? Did you by any chance criss cross them?

Last night I tore the timing cover off and reset the timing. I had 2 other people double check the timing and we are all in agreement that it is in perfect time. I buttoned it up this morning and went to fire it up and have the same result. Running on a couple cylinders, next to no throttle response, runs for 5-10 seconds then dies, and is still throwing P0100. I have checked for 12V at the MAF (OK), and I have verified 0 ohm's between the 3 other connections and the PCM connectors.

@Grabber Blue 5.0 yes all 4 02's are plugged in and it is entirely possible I have them mixed up left to right as I had that entire harness pulled off. I'll grab the wiring diagram for the O2's and look into that right now.

A little more history on this car. It's a 2013, has had a ProCharger on it for the last 5 years running mostly on E85 and the car has 40K on it. Fuse 43 (I think) has been pulled for 5+ years disconnecting the ABS/Stabilitrak,and TC. When that code came up I installed the fuse to see if that would clear the code. The code hasn't come back yet but the ABS, TC, and Stabitrak lights are all on in the dash. The car was my Sunday fun car and I threw a rod in the original engine 8 weeks ago (but I have been pretty hard on it, so it's no surprise it failed). The car sits in a garage almost all the time and is rarely ever out in the rain. It has been in my shop since the engine failure. I do have another tune for it, it's a 93 octane tune. I can easily drain the fuel and switch tunes.

The new engine is a GEN2 block out of a '17 F150 with 22K miles. GEN1 intake came, GEN2 Exhaust, GEN1 timing components, GEN2 injectors, GEN1 intake (I also have tried with the BOSS intake I have), JLT GEN2 CAI, LTH, ORX, F150 O2's (for the longer pigtail).

Is the exhaust cam an F150 Gen 2 or a mustang gen 2?

The gen 2 F150 has a different firing order than the mustang.

It is clear, something has changed while swapping the engine out to cause the serious flooding you described. If there were no wiring modifications, than it leaves only 2 options IMO: something in the installation is not correct, or engine/fuel system mechanical issue. As it sounds like you did NOT flash a new tune with the installation of the engine.
So what else besides the engine was upgraded? (if anything)

Let’s talk about this GEN2 F150 firing order...Everything I read said the GEN2 exhaust cams were interchangeable. I had to change to my GEN1 intake cams but could use the F150 GEN2 exhaust cams.

Engine and tune changed. The ProCharger is not going back on this car for the time being. The old tune was E85/ID1000’s/ProCharger.

Gen 1 and Gen 2 mustangs have the same firing order 1-5-4-8-6-3-7-2

Gen 1 and Gen 2 F150's have different firing orders (Gen 1: 1-5-4-8-6-3-7-2, Gen 2: 1-3-7-2-6-5-4-8)



It will run exactly as you describe if you have have something with the wrong firing order.

Cylinders 1 and 6 have the correct timing and are running. 3-7-2-5-4-8 are on the intake stroke and exhaust stroke at the same time with your cam combination.

Pull a vale cover and watch cylinder 1 vs cylinder 2 as to when the intake valves and exhaust valves open. Cylinder 1 will open the intake, take a full revolution, and then open the exhaust. Cylinder 2 will open the intake and the exhaust will start opening probably just over a 1/4 turn later.

Good news is that because the cylinders that changed in the firing order are at TDC at the same time, there should not be any PTV contact by having the wrong exhaust cams in.

Holy shit! I did so much research on this too. Well, I guess it’s time to swap exhaust cams and then try it all over again. Thank you very much for the help and insight. I’ll update as soon as I get everything swapped over.

Cheat sheet for the stock cam part numbers stolen from another forum

I just confirmed the part numbers of the cams that are installed.

Left
Intake BR3E-6A271-EA
Exhaust FL3E-6A273-GA

Right
Intake BR3E-6A270-EA
Exhaust FL3E-6A272-GA

If that's the case, all Gen II trucks need Gen I cams both intake and exhaust to run.

She’s alive and running on all 8!!! I was getting so frustrated!! Thank you everyone for the help and guidance. @RED09GT I couldn’t have done it without your help! Now I just need to finish everything else up (again) and I can take it for a rip.

Glad to hear!
Sucks when something small causes big problems. I chased gremlins all of 2018 with my new motor build and it was a broken primary timing chain pivot pin-so I know the feeling.

So the issue was your had the wrong cams installed?

Yes. I did a bunch of research and found several sites and even YouTube videos that had GEN2 engines with GEN1 intake cams (because of the timing components) and using GEN2 exhaust cams so that was my plan. Unfortunately what I failed to learn was that the F150 GEN2’s have a different firing order. So while you can run GEN2 mustang exhaust cams, you can’t run GEN2 F150 cams.

Live and learn I guess. All this BS over just trying to take advantage of an extra 1mm of lift.