Fuel Trim: Finding A Vacuum Leak And Performance Issues Using Fuel Trim Data | Auto Service Professional: Fastened In A Way Crossword Clue And Answer

July 20, 2024, 9:05 am

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. Just as with the air leak, fuel leaks at idle represent a greater portion of the total fuel getting to the cylinder at idle than it would at higher loads and engine speeds. 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). 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. Negative fuel trim values. High LTFT at Idle. - ScannerDanner Forum. We're trying to plug a hole in the universe, what are you doing?. I would expect 20 minutes of STFT +3% to bring the LTFT from -2% to +0-1%. Assuming that the engine is in excellent mechanical condition, and that all sensors implicated in metering both intake air and fuel, short-term fuel trim values should generally be between positive 10%, and negative 10% when the engine is running at a steady speed. Location: SE MI/SE WIVehicle: 2005 LGT. I tested the same scanner and phone on my father's Miata, and his long term fuel trim is a consistent 0% with slight variations up and down. 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. I'm with what was said above about returning the car to the shop who did the smoke test. The fuel trims will react with a negative value.

  1. Short term fuel trim at idle
  2. Long term fuel trim high negative at idle
  3. What should long term fuel trim be at idle
  4. Long term fuel trim high at idle pressure
  5. What would cause high long term fuel trim
  6. Long term fuel trim high at idle vs
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Short Term Fuel Trim At Idle

When vacuum leaks were induced on each engine a big difference can be seen in the two fuel management systems. 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. This means a miscalculation that results in too little fuel being added for the actual amount of air that has entered the engine. Long term fuel trim high at idle vs. Even more so Bosch lol. 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.

Long Term Fuel Trim High Negative At Idle

STFT could be 5% and then the LTFT will start to go negative. Fuel Trim: Finding a Vacuum Leak and Performance Issues Using Fuel Trim Data | Auto Service Professional. 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. However the car was running a lot better after disconnecting the battery (hence clearing the adaptions) then reconnecting as discussed above. 9V, and at 30 mph from. I have tried to find this leak by trying: applying propane from the throttle body on downstream.

What Should Long Term Fuel Trim Be At Idle

An expert is someone who knows each time more on each time less, until he finally knows absolutely everything about absolutely nothing. You performed the 2500-rpm test and your total fuel correction did not drop 15%. Short term fuel trim at idle. The fuel trims will return to almost normal during cruise and wide-open throttle when the throttle plate is open and there is little vacuum in the intake but lots of air flow into the engine. If there's a considerable change in the value, I know I have a contaminated MAF sensor. Im getting so tired of trying to find the problem, but I don't want to give up at all!

Long Term Fuel Trim High At Idle Pressure

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. Where did he tie into the engine for the smoke test? Total fuel trim spread should also be looked at and should not exceed 10% (-5% STFT plus +5% LTFT= fuel spread of 10%). This current, real-time information is used by the PCM to adjust the amount of fuel that is being injected into the engine. Long term fuel trim high negative at idle. Agree with post above. They provide input on air entering the engine and the state of the exhaust gasses. LTFT and STFT will usually stay close to 0%, which equates to no adjustment. Under boost it will be closed so that all the pressure is going to your engine not (bypassed back into the intake) The moment you lift off the gas it momentarily opens, pssshhh, and that extra pressure is fed through the hose that goes to your intake hose (inducer side). Although if they are the absolute correct plug from Porsche.... I've used a home-made smoke tester connected to a track pump which pressurised the intake assembly pretty effectively, so much so that undoing the oil fill cap (which is attached to the intake via various means) gave an audible 'whump' noise.

What Would Cause High Long Term Fuel Trim

The last thing I want to see is a P0171 or a P0174. 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. 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. The file names run from a to g. Attachments: Forum Access. If the MAP is out of calibration, the symptoms would suggest it's at the higher vacuum levels, if assuming it's faulty at all. Also, be sure that the MAF-V value moves almost exactly with the TPS-V value when accelerating. When you close the throttle body while the turbo is spooling, the pressure on bottom is greater than the pressure on top, so the piston opens. Doing as 4bang suggested is something you can do on your own in the meantime - spray carb cleaner at all the gasketed joints and vacuum junctions. Make sense of Long term fuel trim. You can see the effect of that here: I reconnected the bypass valve (stock, as is everything on this car) vacuum line to the intake manifold, bolted the TMIC back on, but left the recirculating hose completely disconnected.

Long Term Fuel Trim High At Idle Vs

Even some in-line four cylinders have two sets, one per cylinder pairing (cylinders 1-4 and cylinders 2-3 t ypically). All fuel trim values in the closed loop lambda part of the calibration are set for 14. During closed-loop fuel control, the fuel trim strategy makes and stores corrections to. Any data that is misreported by any of the sensors; MAP, TPS, O² sensor, ECT or IAT can cause a miscalculation in the air mass. You will need to take your intercooler off. 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. Knowing this information if the air can be sucked in anywhere that is air that hasn't been metered by the system (MAF). In the mass airflow strategy, the MAF sensor is in control of telling the ECM how much air the engine is inhaling. And no, there is no reason at all for it to run rich, most of the time because of the o2 sensors when all is well, it should run at 's their job. That's the crazy thing, the secondary O2 sensor has been unplugged for quite some time now. If you have any insight or experiences, please reply and let me know! If the engine is burning more ethanol than the FF_INF value suggests, it will set lean codes.

All gaskets are fairly new and no exhaust leaks were detected. If that air is escaping though, it's air that the ECU THINKS is there but is not. It's easy to get tunnel vision and see only the specific system or subsystem you're diagnosing. Motor is lumpy at idle, and a bit reluctant to rev. Car was stumbling and stuttering for a while with +10 LTFT and a low MAP.

If open loop you should get a good view at the raw voltages which will be of more use. What is their common failure profile? This forces the PCM to react to the lean condition with positive valued fuel trim readings. 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. But if it does make it run rich, it will be very obvious on the o2 sensors from before. Look for the obvious, such as cracked vacuum hoses, a loose air intake hose clamp, damaged or improperly installed parts, a leaking PCV valve or an exhaust leak before the O2 sensor. I know there is a pressure sensor on the ECU for altitude adjustment but I don't know how to access it.

How do I determine if a fuel trim problem exists in more than one engine operating range? Less air means less fuel; less fuel means lean. If I'm sufficiently motivated I'll pop the old AFM back without the resonator bung and see what happens. The lambda is going rich but the injector duration is not changing. Overall I believe the issues are very related, and it seems that the closed loop operation is confused by not following the STFT numbers. The LTFT is only high at idle and normal at higher revs. EDIT: According to the service manual the airflow at idle (680rpm) should be 17kg/hr +/- 2.

The Vac line on your BPV is hooked to a spring and diaphragm inside. If closed, unless it has very fast logging, what you're seeing in terms of voltages wont be much use ( assuming the o2's are switching correctly and CL is operating correctly)I'll check whether the car is open loop or not with the MAF unplugged, I suspect it's open as you say. And that's not the only way a mistake can be made. Logged this for awhile for you to see. These are all off the top of my head as I don't have a whole lot to go on here. However the STFT is trying to correct it with positive numbers. Everything is near perfect, especially idle hovering dead on at 14. It also greatly increases the risk of fire. 6 then it rises to 7. If you do hold it under the intake—a good place to check for leaks—give the area a good shot with shop air to blow out any residual propane when you're finished. However as the engine wears, the adjustment will be necessary. The 25 kpa at idle do not suggest this. )

If the STFT is compensating for a considerable amount of time, the PCM learns this and moves the LTFT into the positive range to compensate and allow the STFT to return to a revised starting point near 0%. Started the car and read the data - no change in MAP or fuel trims. •Observe the PIDs with the engine rpm at 2500. They tend not to leak oil but will suck air. Join Date: Apr 2011. 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 replaced the fuel pump with a used good one which has made no difference. Did a few more 1-2 gear pulls to verify consistency in this issue, and then parked the car to let it idle for a bit. I'll retest though, as it's fairly easy to do, just need to buy some more baby oil for the smoke machine.

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