CMDP while going back to stock intake manifold?

[Someguy]

GlassTop09 thank you for your in depth explanation. I certainly will start looking into opening the valve covers and check the VCT solenoids. I haven't have the time to work on the car at all since i last posted due to work schedule and family needs. Progress on working this problem may be slow.

However i did get to drive the car once to work last week, and again while just cruising down the freeway, CEL light popped again and it was for both P0011 and P0021 together. This would be the second time a CEL with both codes since this whole problem started couple weeks ago. While it can all just be a coincidence that all these are happening together, i wonder if i should also look into a common factor that is causing the codes to come on for both banks of cylinders. Maybe EOP? I've read up on some modular engines with oil pressure issues that can cause the same codes. Another thing, while it may or may not be relevant, is that the engine oil was changed maybe 300 miles or so before the intake manifold swap and dyno, and engine ran fine during that 300 miles as before and never a CEL. I had the oil done by a shop while i stopped by for something else (a highly reputable shop i used before). Thinking back, i had not asked them specifically to use only the viscosity called out by Ford. I know they only use Schaeffer synthetic oil, but if they really did put a different viscosity oil, would it have contributed to the problems i am having?

I have been using Torque Pro app with a wireless OBD2 reader. I'll see if i can datalog the VCT CMP sensor signal as you said just to verify what it's doing.

I can more than likely get to work on the car after next week. Stay tuned

 

[GlassTop09]

GlassTop09 thank you for your in depth explanation. I certainly will start looking into opening the valve covers and check the VCT solenoids. I haven't have the time to work on the car at all since i last posted due to work schedule and family needs. Progress on working this problem may be slow.

However i did get to drive the car once to work last week, and again while just cruising down the freeway, CEL light popped again and it was for both P0011 and P0021 together. This would be the second time a CEL with both codes since this whole problem started couple weeks ago. While it can all just be a coincidence that all these are happening together, i wonder if i should also look into a common factor that is causing the codes to come on for both banks of cylinders. Maybe EOP? I've read up on some modular engines with oil pressure issues that can cause the same codes. Another thing, while it may or may not be relevant, is that the engine oil was changed maybe 300 miles or so before the intake manifold swap and dyno, and engine ran fine during that 300 miles as before and never a CEL. I had the oil done by a shop while i stopped by for something else (a highly reputable shop i used before). Thinking back, i had not asked them specifically to use only the viscosity called out by Ford. I know they only use Schaeffer synthetic oil, but if they really did put a different viscosity oil, would it have contributed to the problems i am having?

I have been using Torque Pro app with a wireless OBD2 reader. I'll see if i can datalog the VCT CMP sensor signal as you said just to verify what it's doing.

I can more than likely get to work on the car after next week. Stay tuned

EOP is a common denominator & wouldn't hurt to check it. If you do then the EOP specs for an OEM 4.6L is 75 psi @ 2,000 RPM's. Usually this is the next thing that should be done after verifying the issue (running datalog looking at both VCT CMP sensor readouts while driving w\ both VCT solenoids unplugged--I know your tuner had disabled the VCT in your last tune revision but unplugging them will ensure that they can't operate electrically) but I would also pull the valve covers & the VCT solenoids to 1.) get a good look at the condition of the engine internally, the VCT solenoid screens will give you a good barometer of the internal health as far as service maintenance of the rest of the engine. 2.) use a flashlight & look down into the front timing cover to inspect the timing chains to see if they are drooping away from the chain guides...if they are then this is indicating that chains, guides & tensioners are giving up thus a front timing job is warranted as this chain slack can also cause the same DTC's you're seeing.

Baseline oil specs call for a 5W-20 synthetic blend oil (usually a 50-50 mix of synthetic & conventional oil) but I wouldn't cross this line until you've found\fixed the issue w\ both cam phasers moving out of phase.