P0172

Diagnostic Chart (Part 1 Of 2):

Diagnostic Chart (Part 2 Of 2):

CIRCUIT DESCRIPTION




To provide the best possible combination of driveability, fuel economy, and emission control, a Closed Loop air/fuel metering system is used. While in Closed Loop, the Powertrain Control Module (PCM) monitors the HO2S 1 signal and adjusts the fuel delivery based upon the HO2S signal voltages. A change made to fuel delivery will be indicated by the long and short term fuel trim values which can be monitored with a scan tool. Ideal fuel trim values are approximately 0 percent. If the HO2S signals are indicating a lean condition the PCM will add fuel, resulting in fuel trim values that are more than 0 percent. If a rich condition is detected, the fuel trim values will be less than 0 percent, indicating that the PCM is reducing the amount of fuel delivered. If an excessively rich condition is detected, the PCM will set DTC P0172. The maximum authority of the PCM to control long term fuel trim allows a range between -29.-+22 percent. The PCMs maximum authority to control short term fuel term allows a range between -27-+27 percent. The PCM monitors fuel trim during various operating conditions and fuel trim cells conditions before determining the status of the fuel trim diagnostic. The fuel trim cells are as shown in the illustration.

The vehicle may have to be operated in all of the above conditions marked by an X, before the PCM determines fuel trim status. The amount of fuel trim deviates from 0 percent in each cell and the amount that each cell is used directly affects whether or not the vehicle must be operated in all of the cells described above in order to complete the diagnostic.

CONDITIONS FOR RUNNING THE DTC
^ No MAF, ECT, TP, MAP, CMP, CKP, IAT Sensor, EVAP, EGR, HO2S, Misfire, Injector Circuit, Idle Speed, VSS, or IC Circuit DTCs are set.
^ The engine coolant temperature is between 20°C (68°F) and 110°C (230°F).
^ The intake air temperature is between -18°C (0°F) and 70°C (158°F).
^ The manifold absolute pressure is between 18 kPa and 80 kPa.
^ The throttle angle is steady and less than 90 percent.
^ The vehicle speed is less than 132 km/h (82 mph).
^ The engine speed is between600 and 4000 RPM.
^ The Baro is more than 70 kPa.
^ The air flow is between 3 gm/s and 150 gm/s.

CONDITIONS FOR SETTING THE DTC
^ The long term fuel trim average is more than -18 percent.
^ The short term fuel trim average is more than +1 percent.
^ All conditions have been met in the Fuel Trim Cells.

ACTION TAKEN WHEN THE DTC SETS
^ The PCM will illuminate the Malfunction Indicator Lamp (MIL) during the second consecutive trip in which the diagnostic test has been run and failed.
^ The PCM will store conditions which were present when the DTC set as Freeze Frame and Failure Records data.
^ If the misfire is determined to be catalyst damaging, the PCM will flash the MIL.

CONDITIONS FOR CLEARING THE MIL/DTC
^ The PCM will turn OFF the MIL during the third consecutive trip in which the diagnostic has been run and passed.
^ The History DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction.
^ The DTC can be cleared by using a scan tool.

DIAGNOSTIC AIDS
Inspect the following items:
^ The fuel pressure is high. The system will go rich if pressure is too high. The PCM can compensate for some increase. However, if the fuel pressure is too high, DTC P0172 may be set. Refer to Fuel System Diagnosis. Fuel Delivery and Air Induction
^ The fuel injectors are faulty. Refer to Fuel Injector Balance Test. Component Tests and General Diagnostics
^ Inspect the EVAP canister for fuel saturation. If the EVAP canister is full of fuel, inspect the canister control and hoses.
^ Disconnect the MAF sensor and determine if a rich condition is corrected. If the condition is corrected, replace the MAF sensor. Refer to MAF Sensor Replacement.
^ Test for a leaking fuel pressure regulator diaphragm by inspecting the vacuum line to the fuel pressure regulator for the presence of fuel.
^ An intermittent TP sensor output will cause the system to go rich due to a false indication of the engine accelerating.

IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.

^ Faulty terminal connection
Inspect the harness connectors for backed-out terminals, improper mating, broken locks, improperly formed or damaged terminals, and faulty terminal-to-wire connection. Use a corresponding mating terminal in order to test for proper tension. Refer to Testing for Intermittent and Poor Connections and Connector Repairs in Diagrams
^ Damaged harness.
Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan tool while moving the connectors and the wiring harnesses that are related to the sensor. A change in the scan tool display may indicate the location of the fault. Refer to Circuit Testing and Wiring Repairs in Diagrams.
^ Inspect the PCM and the engine grounds for clean and secure connections.

If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.

TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. DTCs other than P0172 may indicate a condition present which may cause a lean condition. If this is the case, repairing the condition which caused the other DTC will most likely correct the DTC P0172.
4. If the DTC P0172 test passes while the Failure Records conditions are being duplicated, the rich condition is intermittent. Refer to Diagnostic Aids or Symptoms for additional information on diagnosing intermittent problems. Symptom Related Diagnostic Procedures