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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. Fuel Trim: Finding a Vacuum Leak and Performance Issues Using Fuel Trim Data | Auto Service Professional. We will also assume that the engine is in good mechanical condition, there are no engine vacuum leaks, there are no misfires present, and there are no exhaust leaks upstream of the oxygen sensors. The diaphragm in the PCV oil separator assembly had ruptured, allowing full manifold vacuum to enter the engine (some manufactures will supply a crankcase pressure or vacuum readings for diagnostics, although GM doesn't for this vehicle). I'd watch your scanner for a sudden negative shift in short term fuel trims when you spray.
Checked long term fuel trims at idle and bank 1 was steady at 4. Even though the Envoy is struggling to stay at 60 mph, the data PIDs show nothing out of the ordinary. But then I went out tonight to do a very jenky DIY smoke test, I tugged on the BOV vacuum line and it came right out from underneath all these other hoses! 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? That's quite high, IIRC, and it's also normal for my car at idle and matches exactly what it normally shows, from before this problem developed. Long term fuel trim high at idle speed. This causes the fuel trim numbers to become negative during a boost situation.
After the repair and after clearing keep-alive memory (KAM), the fuel trims shot right back up. Buying a decent one cost the same as a decent second hand pump so I thought I'd just risk it. But if the BPV is partially open thats ok since it is metered air that has already entered the system. Positive Fuel Trim, Throttle Open At Idle. Since the driver controls airflow (load) with the accelerator pedal, the ECU can only control fuel. So then I suspected MAF or other input air sensor failure. If it is a bosch MAF on many BMWS the first thing to just try is unplugging it and starting the car. Below are some tips and tricks to diagnose the most common faults /defects / failures /malfunctions that cause rich air/fuel mixtures that result in high negative fuel trim values-. Started the car and read the data - no change in MAP or fuel trims. Car idles fine at 650-800 RPM at all times, even with AC on.
So my question to you guys is twofold: 1. ) Without a good understanding of each system operates, you will be wasting a lot of time diagnosing and repairing the problems that come to your bays. 07-03-2020, 10:29 PM||# 5|. What would cause high long term fuel trim. It's so easy to change and thus far I've not spent much money on chasing this problem. Today's powertrain control module (PCM) is going to try to maintain the AFR as close to stoichiometric as possible to keep the catalytic converter at optimal efficiency, limiting emissions, and provide the best drivability to the driver.
The exhaust stream is monitored by an oxygen sensor upstream of the catalytic converter, and the signal voltage it generates is directly proportional to the oxygen content of the exhaust stream. The air that the PCV system pulls through the crankcase is not metered by the MAF sensor, but is figured into the sum of the total air intake. •Add an equal amount of fuel to the bottle, cover the top and shake well to mix the fuel and water. Long term fuel trim high at idle bank 1. As the engine speed and engine load are increased, the trims will move back closer to normal. Try putting the stock fuel trim settings back and see if that works better.
Basic Mass Airflow Strategies. What should i check? The ECU reads parameters from MAF, MAP, Oxygen Sensor (O2) and A/F Sensor. Mass airflow engine air calculations are the simplest for me to understand. The code retrieved from the PCM was a P0420, a catalytic converter efficiency code.
Short-term fuel trims occur as a direct result of changes in the oxygen content of the exhaust stream. I'm not sure what is causing this. O2 sensors are functioning as expected. Isolate anything that has a vacuum hose. Make sense of Long term fuel trim. It uses sensors to measure or calculate airflow, consults an air/fuel ratio map in its permanent memory, then chooses the correct injector pulse width (the amount of time the fuel injector will stay open) to match that airflow. Yes unplugging the battery as stated above will suffice. The intercooler --> throttle body hose actually seemed totally fine when I pulled things off. Should have tried this trick sooner, but I was to focussed on other issues and I knew the AFM had just been replaced so wrote it off as a potential failure point. 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.
Values up to about +8/+7 on each bank. Just to draw a quick line under this - it was the AFM. This seems to go up in line with the intake air temperature. There is no winning here. 7 while bank 2 was steady at 3. The value occasonally drops, and the more the load on the engine, the lower the LTFTs. 7) is correct, as is the IAT. Made a smoke machine and found a significant leak caused by a missing O-ring on the brake booster vacuum take off.
NOTE: On some applications, most notably some GM products, the oxygen sensors are electrically opposite, meaning that a low signal voltage indicates a rich mixture, as opposed to the lean mixture it would indicate on most other applications. The BPV's purpose is to vent off extra pressure from the intake tract after the throttle body closes. Also the weather is considerably cooler then when I last tested. Could this issue be caused by a leaky intake valve? 0 tsfi, ltft at IDLE=13. Acceleration requires a richer mixture (12. Gasket between manifold and cats has been replaced (what a mission that was... ) to ensure a exhaust leak isn't causing the o2 sensors to report a lean condition. Some people have suggested resetting the fuel trims by doing a throttle re-learn (? ) The trims are now changing which indicates that closed loop is working. 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. When vacuum leaks were induced on each engine a big difference can be seen in the two fuel management systems. Later on there will be a case study on this issue.
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