Darkslider said: Are you 100% confident in your DIY test to rule out any more air leaks? Letting go drops it to 1. This item is critical. I will re-enable it and run with the CEL to see how it ta wrote: ↑ Thu Feb 18, 2021 10:38 am There's a couple of minor things and one major thing. However as the engine wears, the adjustment will be necessary. The car obviously stumbled when I popped the connector off, but quickly returned to "normal" and back to the 12-15AFR swinging. Before it wouldn't run I used my scan tool and looked at the short and long term fuel trim. Long term fuel trim high at idle sensor. What should i check? In my post earlier today where I shared my calibration with all 0 closed loop values, it idled perfectly around 14. TIP: Bear in mind that fuel trim values are only reliable if it is known that the oxygen -, or air/fuel ratio sensors are fully functional and in closed loop operation, and that there are no air/fuel metering or ignition related codes stored. When you're viewing o2 it in closed loop or open?
Not Allowed: to create new topic. Rotated tires a few months ago. Will log the o2 sensors when driving. Spark plugs were a good colour if a bit worn: Fitted new plugs and coils all round. Acceleration requires a richer mixture (12. Be very careful when using propane; it's very flammable.
I've checked the part number which is correct and it certainly looks genuine but the fact that the car runs better with it disconnected does rather point to it being faulty somehow. In practice, the ECU manages two distinctly different types of fuel trims, these being-. 7 while bank 2 was steady at 3. There's a couple of minor things and one major thing. High LTFT at Idle. - ScannerDanner Forum. ANY leaks after the MAF will cause idle issues. But the perfect AFR isn't always best for proper engine performance and operation.
Have you checked the oil pan for plastic, to see if the cam chain guides are worn? Join Date: Jan 2018. Positive Fuel Trim, Throttle Open At Idle. Almost immediately, the AFR's were cycling between ~15 AFR and ~12AFR as you can see in the logs. Long-term fuel trims are measured over longer time intervals by oxygen -, or air fuel ratio sensors downstream of the catalytic converter, and in practice, the signal voltages these sensors generate are not directly implicated in fuel delivery strategies, although there some exceptions to this rule.
It ran however with a rough, shuddering idle, acceleration with ac on was a strugglefest that made the car run rough and it started this weird chugging/loss of power that felt like a vibration but only between 50-68 MPH after it was warmed up. 99% sure it will fix the problem. Plug back in when done, reset computer. I am assuming that is not the case and idle is normal.
If one bank is running properly, and another isn't you can narrow down a developing problem to one side of the engine or the other. If, for some reason, the MAF sensor does not measure the air flowing through it properly or if the oxygen sensor feedback is not reported correctly, diagnostic trouble codes will be stored in the ECM and the Check Engine light will be illuminated. Make sense of Long term fuel trim. I think at 9 you should get a CEL. Jeff Taylor boasts a 32-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician.
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. In fact, fuel trim values offer insights into the overall condition of the engine and fuel system in ways that few other diagnostic methods can match, so use them to your advantage. The STFT was at +22% and the LTFT at +20%, and these trims were occurring at idle on a warmed-up engine. A lot of MAFs are replaced because they fail the 'unplug it' test, where in actuality unplugging the MAF results in the pcm utilising MAP sensor readings instead, creating a richer running condition for safety and bringing all the fuel trims back into line. The exhaust is now not leaking, but the LTFT remains at 25%. Here is an example of why we are stating the items to check. The only other thing that had to be verified before the installation of a new converter was the rough running issue when cold. Long term fuel trim high at idle point. You can't trust MAF or engine load (LOAD) parameters to indicate if there's a vacuum leak. Because the fuel trims data is pointing me in that direction... but it depends on the type of induction system the engine uses. When testing, if you strike an obvious problem, stop and do not go any further because all subsequent results will be invalid.
Everything is near perfect, especially idle hovering dead on at 14. But because all that air isn't being supplied into the cylinders, the PCM is supplying too much fuel, creating a rich mixture. Dribbling and leaking fuel injectors, on the other hand, will display a negative fuel trim at idle as more fuel is added than needed. Every injector setting in Flashpro is set to stock values. That was due for a replacement anyway and I put in a new (OEM) one, to no effect. If the displayed fuel trim value is a negative number, it means that the ECU is decreasing the injector pulse width to subtract fuel from the air/fuel mixture to lean out the air/fuel mixture because the input data it is receiving tells it that the mixture is too rich. If the desired AFR wasn't achieved the PCM will decide what corrections are needed to correct the AFR (this is fuel trim). You could scope it's output voltage, but without a known good to compare very small voltage differences can make a huge difference. High positive long term fuel trim at idle. Nsa said: nevermind fuel the o2 sensors suggesting rich or lean when driving? This is because the unmetered air entering the engine at 2500 rpm is a much smaller percentage of total air intake than the amount of unmetered air that's entering at idle; therefore, it has a lesser effect on fuel trims.
For example, the STFT could be +3% and LTFT would be around -2%, and it would not bring the LTFT any closer to 0% while holding this for 20 minutes. Join Date: Jul 2020. I replaced this and re-tested the exhaust for leaks. They read as follows: Live Data: Idle- STFT: 3-9% LTFT: 29.
The goal of the PCM is to maintain the appropriate AFR, and by using its fuel maps as a starting point, it will calculate the specific amount of fuel to inject. The ECU reads parameters from MAF, MAP, Oxygen Sensor (O2) and A/F Sensor. I am starting to see purge solenoids that will leak vacuum after they have passed the actual OBD-ll purge leak test, and will be closed when you are testing them. I let it idle for 30 minutes, and within the first minute the LTFT was already starting to post negative values and kept going negative until it hit the lower limit that I set to -15%.
The PCM uses input from the heated oxygen sensors (HO2S) to help maintain a stoichiometric air/fuel ratio (14. They should be able to pressurize the system pretty good if they are doing it right. This allows you to hold the tank away from the engine and pinpoint the placement of the propane with the end of the hose. Hi all, A few days ago I felt some misfires at idle, so I plugged in my scan tool and am indeed showing some misfires on Cyl 2 and 6, but only when completely unloaded (at idle and in park/neutral). This is due to air entering the engine that has not been properly measured.
Don't freak out about taking the IC off. If you connect a scan tool to such a vehicle, both the short and long-term fuel trim data will be displayed as percentages. This current, real-time information is used by the PCM to adjust the amount of fuel that is being injected into the engine. Just things I would check before I spent any deal of money. Here's how to determine if the high fuel trims are caused by a vacuum leak (refer to the screen captures above): •Record the total fuel trims for both banks individually at idle, with the engine at the temperature at which the DTC was set, as per freeze frame data. What's noticable is how much more willing to rev the engine is and how much smoother at idle it is with the AFM disconnected. After pulling it out, the fuel trims #'s are definitely even higher, with ST and LT at +25%. If nothing appears cracked, beaten, abused or misused, the next step is to determine if the lean condition is caused by a vacuum leak.
One rogue spark from an ignition wire or coil could surely ruin your day. Be careful about holding the propane under the intake manifold for too long, as this could cause a buildup of gas. It then monitors STFT and stores the FF inferred (FF_INF) value. I'm in the process of learning about BPV's right now, and correct me if I'm wrong, but the recirc hose basically acts like a duct at idle: it's funnelling air back to the hot side of the turbo, where it mixed with exhaust and spins the turbine. If there's a considerable change in the value, I know I have a contaminated MAF sensor. Power steering flush. Apologies, I can't get them to load in order.
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. You can use a can of carb cleaner/brake cleaner and gently spray around gaskets and hoses while the car is idling. A look at the freeze frame data showed a STFT of -10% and a LTFT of +6% when the code was set. If it is a MAP engine only, a vacuum leak would normally cause a high idle speed. Car drives and idles fine. I have cleaned the MAP sensor and this appears to work fine. The PCM uses the O2 sensor values, in closed-loop operation, only after it has determined that all the fuel is out of the lines, and the new fuel is at the tip of the injector. The vehicles that come to our shops use one of two types of fuel management strategies: speed-density or mass airflow as measured by the mass airflow (MAF) sensor. Has anyone seen something like this before, or has any suggestions for what to try next? Still feels plenty quick enough, but missing that last 10%. The Envoy, on the other hand, relies on the speed-density fuel management system.
You'll understand why below. You need to know the engine temperature when the DTC was set. Exhaust restrictions can set a P0172/P0175 (System Rich: Banks 1 and 2)) codes on some vehicles, depending on how the sensor software is written. While fuel trim values of 0% would be ideal, there is no such thing as a perfect engine, which means that in practice, achieving 0% fuel trim values consistently gets progressively more difficult as an engine ages. Wiggled around all 4 spark plug coil connectors, and even popped the connector off one to see if anything was loose etc. They may just be narrowbands, but can still give useful info.
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