The map values you report (101 kpa koeo) and 25kpa at idle are typical values and suggest that you're located at sea level.... What does "high LTFT" exactly mean, in numbers? Don't disable it, unplug it. So if your total fuel trim on BK1 at idle is +24%, and at 2500 rpm it drops to about +20% or lower, then a vacuum leak is the cause of the high fuel trims. Don't have the AC running while you do this. But if the sensor is proportionally under reporting it might cause behavior like this. The ECM incorrectly thinks the engine has taken in less air than it actually has. Long term fuel trim high at idle engine. Finally, remember to clear the KAM after all driveability repairs are completed. What I do not understand is why when I blocked the BPV, it ran better for only a few seconds, then reverted. If you want me to do this and post the log for that too, just let me know. Avoid using carb cleaner.
Today I'll go for a good drive and check short term fuel trim, as I've read today that it's more important than long term. Spark plugs were a good colour if a bit worn: Fitted new plugs and coils all round. The Envoy, on the other hand, relies on the speed-density fuel management system. I had ta similar experience on my Alpina a few years ago.
I don't see any problem being resolved here. More shuddering at idle, too. Poor fuel quality can also cause a lean condition that could have you ready to throw in the towel. Long term fuel trim high at idle capacity. Errors in the actual MAF sensor output (bad sensor ground, contaminated hot wire/film, and the like) will show up with a lower than normal load PID value, the long term and short term fuel trim data will also point to the error in air calculation dependent on the MAF fault.
The LTFT and STFT are added together, so a LTFT of 10% and a STFT of -5% will equal 5%. I can't find any leaks anywhere. Now the induction system will hold ~20psi when I use a smoke tester on it so I am confident that there is no air leak. Long term fuel trim high at idle end. The MAF, do you suspect it is a cheap copy or something? Optimal combustion can only occur if the air and fuel is present in the exact stoichiometric ratio, which allows all the carbon and hydrogen from the fuel to combine with all the oxygen in the air, with no undesirable polluting leftovers.
Plug back in when done, reset computer. 5 and the LTFT sits around 9. There is a MAF sensor installed somewhere in the air intake system between the air filter and the throttle plate. Where did he tie into the engine for the smoke test? Each different vehicle manufacturer will use the inputs of these sensors differently, so don't think just because the GM product you worked on yesterday calculated air mass one way that Subaru that's here today will be the same. You never really know exactly where it's entering the intake. Both fuel management systems were able to keep the air/fuel ratio well in control and the exhaust emissions in check. But the perfect AFR isn't always best for proper engine performance and operation. When you're monitoring the MAF sensor, using the correct specs for the engine, keep in mind that even a small amount outside the specified range will cause an issue. MAF certainly looks like a proper it installed correctly and in the standard housing and all pipework etc? Fuel trim for diagnostics | Vehicle Service Pros. What if you don't have a vacuum leak? Going to the dealer on Friday, since the mechanic is no longer returning my calls -__-.
The ECU reads parameters from MAF, MAP, Oxygen Sensor (O2) and A/F Sensor. Quite surprised by that but it is very basic - a Bosch Motronic 5. Although I have already checked the exhaust, I will recheck this, because I think the information above suggests a leak near the O2 sensor, thoughts? V6 and V8 engines have two sets of both fuel trim PIDs, one for each side (bank) of the engine.
When we smoked the intake we found that the smoke was coming from the intake manifold runner control (IMRC) shaft that ran through the intake. The fact the car runs worse over time following a reset does rather suggest it's a sensor failure. Today a better rule of thumb is tighter: +/-5% total fuel trim. The primary O2 sensor is less than 6 months old and it posts very consistent values and very closely matches my new wideband sensor as well. Make sense of Long term fuel trim. Leaking injectors, broken fuel pressure diagrams, improper fuel pressure and skewed sensor readings are a few examples of issues that could result in a rich running condition. LTFT is a slower reacting PCM-based calculation that has no direct relationship to an exhaust sensor. STFT is the direct result of the feedback that the oxygen or air/fuel ratio sensors are providing to the PCM. Airflow as far as I can see is being well reported but it only needs to be a bit off to cause the issues I've been experiencing: This is the log straight after fitting the replacement fuel pump.
MAF sensors are tricky to monitor because their job is to react. I will check to see if this is out a tooth. In this case the idle would be low and you don't state the idle rpm are low. This gives the illusion that the MAF must be at fault but it's still an air leak somewhere. Try putting the stock fuel trim settings back and see if that works better. But both the STFT and LTFT returned to almost normal values when driving and accelerating, just as the customer had described. Speed-density And Mass Airflow Compared.
Today, though, some of the vehicles with boasting ultra clean exhaust emissions are using the speed-density system, so it would be a good thing to dig a little deeper into this strategy and compare the two fuel management systems. Side note: I attempted to re-configure every known value relating to fuel/trims/etc in order to trick the system into getting around this issue. I removed the plenum and fuel rail to inspect for a leaking injector and even without applying full fuel pressure the leaking injector was obvious. When using propane enrichment, slowly move the propane source along all likely vacuum leak locations while monitoring the O2 sensors. When the bypass valve opens, it vents the air to the turbo inlet, which is post-MAF and pre-turbo (Cold side). Post your own photos in our Members Gallery. I'd rather not spend £140 on a hunch that it's somehow bad, though. If it reads NO, the vehicle must be driven until the FF percentage can be learned. It then monitors STFT and stores the FF inferred (FF_INF) value. The fuel system monitor uses fuel trim tables stored in the powertrain control module (PCM) to make necessary changes to compensate for the inevitable wear and aging of the fuel system components. One the amount of air (mass) is determined by the ECM, it uses this formula to calculate the proper amount of fuel (also by mass) for correct engine operation. Certainly with the MAF unplugged, I would expect it to be open loop because of a fault.
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