Part 1
2UR-GSE ENGINE CONTROL: SFI SYSTEM: P0171, P0172, P0174, P0175, P1170, P117B: System Too Lean (Bank 1)
P117B - Direct Injector Fuel Performance
DESCRIPTION
The fuel trim is related to the feedback compensation value, not to the basic injection time. The fuel trim consists of both the short-term and the long-term fuel trim.
The short-term fuel trim is fuel compensation that is used to constantly maintain the air-fuel ratio at stoichiometric levels. The signal from the air fuel ratio sensor indicates whether the air-fuel ratio is rich or lean compared to the stoichiometric ratio. This triggers a reduction in the fuel injection volume if the air-fuel ratio is rich and an increase in the fuel injection volume if it is lean.
Factors such as individual engine differences, wear over time and changes in operating environment cause short-term fuel trim to vary from the ideal theoretical value. The long-term fuel trim controls overall fuel compensation. The long-term fuel trim compensates for long term deviations of the fuel trim from the ideal theoretical value. These long term deviations result from the corrections made by the short-term fuel trim.
If both the short-term fuel and long-term fuel trims are lean or rich beyond predetermined values, it is interpreted as a malfunction, and the ECM illuminates the MIL and sets a DTC.
HINT
- When DTC P0171 or P0174 is set, the actual air-fuel ratio is on the lean side. When DTC P0172 or P0175 is set, the actual air-fuel ratio is on the rich side.
- If the vehicle runs out of fuel, the air-fuel ratio is lean and DTC P0171 or P0174 may be set. The MIL is then illuminated.
- When the total of the short-term and long-term fuel trim values is within the malfunction threshold (and the engine coolant temperature is more than 75°C [167°F]), the system is functioning normally.
- When DTC P1170 or P117B is output , it may not be possible to precisely determine whether the port injection or the direct injection is malfunctioning, depending on the conditions. In this case, perform an Active Test (Control the Injection Way) to determine which injection system is malfunctioning.
MONITOR DESCRIPTION
Under closed-loop fuel control, fuel injection volumes that deviate from those estimated by the ECM cause changes in the long-term fuel trim compensation value. The long-term fuel trim is adjusted when there are persistent deviations in the short-term fuel trim values. Deviations from the ECM's estimated fuel injection volumes also affect the average fuel trim learning value, which is a combination of the average short-term fuel trim (fuel feedback compensation value) and the average long-term fuel trim (learning value of the air-fuel ratio). If the average fuel trim learning value exceeds the malfunction threshold, the ECM interprets this as a fault in the fuel system and sets a DTC.
- Example:
- If the average fuel trim learning value is +35% or more or -35% or less, the ECM interprets this as a fuel system malfunction.
MONITOR STRATEGY
TYPICAL ENABLING CONDITIONS
TYPICAL MALFUNCTION THRESHOLDS
P0171, P0172, P0174 and P0175: Fuel Trim Lean/Rich
P1170: Fuel Trim (Port Injection)
P117B: Fuel Trim (Direct Injection)
CONFIRMATION DRIVING PATTERN
1. Connect the Techstream to the DLC3.
2. Turn the engine switch on (IG) and turn the Techstream on.
3. Clear the DTCs (even if no DTCs are stored, perform the clear DTC procedure) Reading and Clearing Diagnostic Trouble Codes.
4. Turn the engine switch off.
HINT
- Let the engine cool down.
- Touch a radiator hose to check that the engine coolant temperature has dropped.
5. Turn the engine switch on (IG) and turn the Techstream on [A].
6. Start the engine and warm it up (until the engine coolant temperature is 75°C (167°F) or more) with all the accessories switched off [B].
7. Enter the following menus: Powertrain / Engine / Trouble Codes.
8. Read the pending DTC [C].
HINT
- If a pending DTC is output, the system is malfunctioning.
- If a pending DTC is not output, perform the following procedure.
9. Drive the vehicle at between 60 and 120 km/h (37 and 75 mph) and at an engine speed of between 1400 rpm and 3200 rpm for 5 minutes or more [D].
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
10. Enter the following menus: Powertrain / Engine / Trouble Codes.
11. Read the pending DTC [E].
HINT
- If a pending DTC is output, the system is malfunctioning.
- If a pending DTC is not output, the system is normal.
WIRING DIAGRAM
Refer to DTC P2195 P2195.
Refer to DTC P0102 P0102.
INSPECTION PROCEDURE
HINT
Malfunctioning areas can be identified by performing the Control the Injection Volume function provided in the Active Test. The Control the Injection Volume function can help to determine whether the air fuel ratio sensor, heated oxygen sensor and other potential trouble areas are malfunctioning.
The following instructions describe how to conduct the Control the Injection Volume operation using the Techstream.
(a) Connect the Techstream to the DLC3.
(b) Start the engine.
(c) Turn the Techstream on.
(d) Warm up the engine at an engine speed of 2500 rpm for approximately 90 seconds.
(e) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / Gas AF Control / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2.
(f) Perform the Active Test operation with the engine idling (press the RIGHT or LEFT button to change the fuel injection volume).
(g) Monitor the output voltages of the air fuel ratio and heated oxygen sensors (AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2) displayed on the Techstream.
HINT
- Change the fuel injection volume within the range of -12% to +12%. The injection volume can be changed in fine gradations.
- Each sensor reacts in accordance with increases and decreases in the fuel injection volume.
NOTICE:
The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.
- Following the Control the Injection Volume procedure enables technicians to check and graph the voltage outputs of both the air fuel ratio and heated oxygen sensors.
- To display the graph, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / Gas AF Control / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2; and then press the graph button on the Data List view.
HINT
- Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
- A low air fuel ratio sensor voltage could be caused by a rich air-fuel mixture. Check for conditions that would cause the engine to run rich.
- A high air fuel ratio sensor voltage could be caused by a lean air-fuel mixture. Check for conditions that would cause the engine to run lean.
- Bank 1 refers to the bank that includes the No. 1 cylinder*.
*: The No. 1 cylinder is the cylinder which is farthest from the transmission.
- Bank 2 refers to the bank that does not include the No. 1 cylinder.
- Sensor 1 refers to the sensor closet to the engine assembly.
- Sensor 2 refers to the sensor farthest away from the engine assembly.
PROCEDURE
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P0171, P0172, P0174, P0175, P1170 AND/OR P117B)
(a) Connect the Techstream to the DLC3.
(b) Turn the engine switch on (IG) and turn the Techstream on.
(c) Enter the following menus: Powertrain / Engine / Trouble Codes.
(d) Read DTCs.
Result:
HINT
If any DTCs other than P0171, P0172, P0174, P0175, P1170 or P117B are output, troubleshoot those DTCs first.
B -- GO TO DTC CHART SFI System
A -- Continue to next step.
2. READ VALUE USING TECHSTREAM
(a) Connect the Techstream to the DLC3.
(b) Start the engine and turn the Techstream on.
(c) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Way / Port.
(d) Read the values.
(1) Enter the following menus: All Data / Short FT #1 and Long FT #1 and/or Short FT #2 and Long FT #2.
OK:
Short FT #1, #2 + Long Ft #1, #2 = Between -19% and +19%
(e) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Way / Direct.
(f) Read the values.
(1) Enter the following menus: All Data / Short FT #1 and Long FT #1 and/or Short FT #2 and Long FT #2.
OK:
Short FT #1, #2 + Long Ft #1, #2 = Between -19% and +19%
Result:
B -- CHECK FUEL PRESSURE SENSOR
C -- CHECK FUEL INJECTOR FOR PORT INJECTION
D -- CHECK PCV HOSE CONNECTIONS
A -- Continue to next step.
3. CHECK IF VEHICLE HAS RUN OUT OF FUEL IN PAST
(a) Has the run out of fuel in the past?
NO -- CHECK FOR INTERMITTENT PROBLEMS Check for Intermittent Problems
YES -- DTC CAUSED BY RUNNING OUT OF FUEL
4. CHECK PCV HOSE CONNECTIONS
(a) Check the PCV hose connections Testing and Inspection.
OK:
PCV valve and hose are connected correctly and are not damaged.
NG -- REPAIR OR REPLACE PCV HOSE
OK -- Continue to next step.
5. CHECK INTAKE SYSTEM
(a) Check the intake system for vacuum leaks Intake System.
OK:
No leaks in intake system.
NG -- REPAIR OR REPLACE INTAKE SYSTEM
OK -- Continue to next step.
6. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME)
(a) Connect the Techstream to the DLC3.
(b) Start the engine and turn the Techstream on.
(c) Warm up the engine at an engine speed of 2500 rpm for approximately 90 seconds.
(d) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / AFS Voltage B1S1, AFS Voltage B2S1, O2S B1S2 and O2S B2S2.
(e) Perform the Control the Injection Volume operation with the engine idling (press the RIGHT or LEFT button to change the fuel injection volume).
(f) Monitor the output voltages of the air fuel ratio and heated oxygen sensors (AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2) displayed on the Techstream.
HINT
- Change the fuel injection volume within the range of -12% to +12%. The injection volume can be changed in fine gradations.
- The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has maximum output delay of approximately 20 seconds.
- If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning.
Result:
Lean: During the Control the Injection Volume Active Test, the air fuel ratio sensor output voltage (AFS Voltage B1S1 and AFS Voltage B2S1) is consistently higher than 3.4 V, and the heated oxygen sensor output voltage (O2S B1S2 and O2S B2S2) is consistently below 0.4 V.
Rich: During the Control the Injection Volume Active Test, the AFS Voltage B1S1 and AFS Voltage B2S1 are consistently below 3.1 V, and the O2S B1S2 and O2S B2S2 are consistently higher than 0.55 V.
Lean/Rich: During the Control the Injection Volume Active Test, the output voltage of the heated oxygen sensor alternates correctly.
HINT
Refer to "Data List / Active Test" [AFS Voltage B1S1, AFS Voltage B2S1, O2S B1S2 and O2S B2S2] Data List / Active List.
B -- INSPECT AIR FUEL RATIO SENSOR (HEATER RESISTANCE)
A -- Continue to next step.
7. READ VALUE USING TECHSTREAM (COOLANT TEMP)
(a) Connect the Techstream to the DLC3.
(b) Turn the engine switch on (IG) and turn the Techstream on.
(c) Enter the following menus: Powertrain / Engine / Data List / Coolant Temp.
(d) Read the Data List twice, when the engine is both cold and warmed up.
Standard:
With cold engine
Same as ambient air temperature.
With warm engine
Between 75 and 100°C (167 and 212°F)
NG -- REPLACE ENGINE COOLANT TEMPERATURE SENSOR Removal
OK -- Continue to next step.