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Rich codes and the drivability issues that accompany a rich running condition would be reflected with negative fuel trim numbers: an indication the PCM is subtracting fuel. Freeze Frame: STFT: 32. I've been reading the service manual for my car and researching these separate issues on other corners of the internet, but I can't find anything that refers to this peculiar set if circumstances. Tires about a year and a half ago (also re-inflated to 32 recently). Hope you find the issue before the dealer takes your $$$$. If the long term fuel trim (LTFT) for Bank 1 is 25 percent at idle, but then corrects to 4 percent at 1500 and 2500 rpm, consider factors that cause a lean condition at idle ¬– such as a vacuum leak. Be careful about holding the propane under the intake manifold for too long, as this could cause a buildup of gas. 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. A slight rise in water level, about ¼ to ½ in., is about 10% to 15% ethanol.
Nsa said: nevermind fuel the o2 sensors suggesting rich or lean when driving? Whether it's faulty or not, harder to say, and unplugging it doesn't really give a definitive notion as to whether it's faulty or not. Just to draw a quick line under this - it was the AFM. As you can see, within only a couple of minutes the AFR's went back to cycling between ~15 AFR and ~12AFR as you can see in the logs. Note also that fuel trim values should only be taken when the engine had been running at the above speeds for at least 30 seconds. Although if they are the absolute correct plug from Porsche.... An odd reading would indicate a faulty ECU ( surprisingly common). This forces the PCM to react to the lean condition with positive valued fuel trim readings. But I brought it to the mechanic, they did a proper smoke test with UV dye and found a leak in the intake manifold gasket on the driver's side (it was the FHI upper o-ring). Checked long term fuel trims at idle and bank 1 was steady at 4. Basic Speed-Density Strategies. They provide input on air entering the engine and the state of the exhaust gasses. I have experienced far more lean running conditions than rich conditions recently.
For the purposes of this article, we will assume that all oxygen -, or air/fuel ratio sensors work in the same way, in the sense that a low signal voltage indicates a lean mixture, and that conversely, a high signal voltage indicates a rich mixture. Overall I believe the issues are very related, and it seems that the closed loop operation is confused by not following the STFT numbers. I am assuming that is not the case and idle is normal. Other things such as the Evap control solenoid, if it leaks internally always venting this probably wouldn't have been caught when smoking it. Any line tech that has worked with OBDII knows that fuel trim PIDs are displayed in two ways, short term and long term fuel trims. You can use a can of carb cleaner/brake cleaner and gently spray around gaskets and hoses while the car is idling. But if it does make it run rich, it will be very obvious on the o2 sensors from before.
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. Be it the brake booster line as well, even these can leak internally. Or more indicates that the ethanol is in the 85% range. The O2 gets readings for STFT and is like uuuuh, too much air running lean, must add fuel.
The maf was changed by the previous owner a year ago when the air-oil separator was changed by clearly a slightly dodgy garage - those plugs should have been 3montys old and the coils were clearly not new. There is no winning here. 07-16-2020, 01:43 PM||# 15|. Keep in mind that non-FF vehicles will not tolerate any ethanol over 10%, maybe 15%. Also monitor the LOAD value, which is measured in percentage. When gasoline is the fuel being used, the optimum AFR or stoichiometric AFR is 14. The only other thing that had to be verified before the installation of a new converter was the rough running issue when cold. The MAP is manifold absolute pressure, the MAF is mass air flow. We got a new one and installed it and the car is running again and responds normally when I accelerate. It was popping and gurgling a bit more though which would indicate the engine running rich (I think - is this right? )
The file names run from a to g. Attachments: Forum Access. Don't clear the DTCs yet. You mention an emissions tests months was months ago. Religion says do, Jesus says done!
Not Allowed: to edit your message. In combination with the rough running cold dead miss, I was thinking about a bad fuel injector. 5 GT, and I've been banging my head against the wall with this one. Join Date: Jan 2018. If your engine is a 4 cylinder, then it has only one bank, Bank 1. This shows a -4% total fuel trim, an acceptable value, but the spread between the STFT and LTFT is 16% and this indicates that the PCM is struggling to maintain overall fuel control. This causes the fuel trim numbers to become negative during a boost situation. Everything is near perfect, especially idle hovering dead on at 14. •Depress and hold the throttle pedal to maintain an engine rpm of 2500. The engine is the 4. How on earth can I reconnect this vacuum line to the intake manifold?!?
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. Fuel trim information is of enormous value when it comes to many diagnostic decisions. O2 sensors are functioning as expected. There's no known problems with live tuning on the S2000 and I have not seen any bugs with it, but it is one more factor when trying to diagnose something. Since the pressure at the exducer is now less than the pressure in the lines currently. 5:1 to 14:1 AFR) for maximum power and the PCM may also request a richer mixture to prevent detonation under certain conditions. It's low miles but been a bit unloved recently. However, once the deviation reaches about 25% with the engine running at a steady speed, there is a problem that will almost always be indicated by a rich or lean running trouble code.
Hold that thought while we delve into the theory of fuel management. Thus is the reason to unplug it and force the computer to run on limp mode not looking at the MAF. If the numbers go to a negative decrease, then the fuel system is becoming rich. Will be interesting to see. As a registered member, you'll be able to: - Participate in all Tacoma discussion topics. How do I determine if a fuel trim problem exists in more than one engine operating range? Fuel trim tables are based on engine load, which is mostly determined by air mass. The trims will also work this way for a leaking purge solenoid or leaking fuel pressure regulator, since there is an excessive amount of fuel that is not accounted for by the PCM calibrations. If it isn't fixing the issue with that hose it is something that needed to be taken care of otherwise. Acceleration requires a richer mixture (12. If the HO2S indicates the engine is running lean, the PCM corrects the lean condition by moving the STFT into the positive range, adding more fuel to correct for the lean condition.
But this leaking injector wasn't bad enough to cause a continuous dead miss, or even set a misfire code once warmed up, but it did skew the fuel trims to the rich side, but again not enough to cause a rich code. Again, no known problems with using 0% but when trying to narrow things down it is best to eliminate as many possible problems as you can. I have carried out this test and it is 101KPA, so this suggests the MAP is good, however I will test this over a range of vacuum levels. I have tried with every possibility including the stock values. I shut off the engine and installed a fuel pressure gauge to investigate the hard start and rough running, being suspicious of a leaking fuel injector (the STFT was a clue to this as well indicating rich).
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. This is a good test, and it can be trusted. I'd rather not spend £140 on a hunch that it's somehow bad, though. When you're performing any diagnostics, whether it's a MIL or a squeaky front suspension, the visual inspection is your most valuable tool. They read as follows: Live Data: Idle- STFT: 3-9% LTFT: 29. I know there is a pressure sensor on the ECU for altitude adjustment but I don't know how to access it.
2 I believe which is pretty old school. Since the driver controls airflow (load) with the accelerator pedal, the ECU can only control fuel. This is not to say that it's really knackered, it just doesn't have the zing that other cars do. Your understanding of the BPV is not right.