FUEL TRIM

DATA: A
POWERFUL
DIAGNOSTIC
TOOL
BY BOB PATTENGALE
OBD II generic data contains more
than enough information to solve many
diagnostic problems. Monitoring fuel trim
data during four different engine loads is
just one example.

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 S
ome things never change. For those who
like to think about significant anniversa-
ries, we are now in 2016, and that makes
the introduction of OBD II 20 years old.
Many articles have been written about
the power of using an inexpensive OBD
II generic scan tool as a diagnostic starting point,
but I’m amazed at how few technicians embrace
the concept.
In 2014 and 2015, Robert Bosch sponsored mo-
bile training vehicles with the goal of educating
technicians about new technology and testing their
knowledge in a full-immersion 3D virtual garage.
Technicians were presented with common drive-
ability issues and had the opportunity to compete
with other technicians. The initial diagnostic data
presented for decision-making was recorded using
an OBD II generic scan tool and followed a solid
diagnostic approach: Verify the customer com-
plaint, retrieve fault codes, record the information
(including freeze frame data), research the fault,
make a visual inspection and baseline the fuel trim
Photos: Karl Seyfert

data to help in the decision-making process.

Baselining the fuel trim data is a simple four-step
diagnostic process: 1. Connect an OBD II generic
scan tool, preferably with recording capabilities.

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 Fuel Trim Data: A Powerful Diagnostic Tool

banks, which means we have multiple

upstream oxygen sensors present.
Now, just like the technicians on
the mobile training vehicle, you have
a decision to make. Based on the
fault codes and information from the
four-step fuel trim recording, what
component or system would you test
from Fig. 2? In the 3D virtual ga-
rage we narrowed this down to eight
possibilities—purge solenoid, GDI
high-pressure pump, low-pressure
pump in the fuel tank, GDI injector,
ignition coils, intake leaks, MAF sen-
sor and upstream oxygen sensors.
So what did you decide? If you said
let’s check the intake area for leaks
with a smoke machine, you were in
the majority of the technicians par-
ticipating in the Bosch challenge…
and no leaks would have been found.
How do we know this? Unbeknownst
Fig. 1 Each step in the four-step fuel trim procedure described in this article is designed to
help pinpoint the next steps to take in the diagnostic process. This screen capture shows fuel
to the participants, we were tracking
trim data in four engine management system operating modes. the decisions they were making in
the virtual garage, with the goal of
2. Monitor and record the fuel trim solenoid leak, EGR system issues, understanding how technicians solve
values in the four common operating vacuum leaks, PCV issues, damage driveability issues.
ranges—idle speed, light load (20 to or contaminated mass airflow (MAF) Here’s the million dollar question:
30 mph), moderate load (40 to 50 sensor, etc. What made you decide to check for
mph) and heavy load (60 to 70 mph). Fig. 2 on page 24 shows a typi- intake leaks? The answer from most
3. Analyze the col- technicians was
lected data. 4. Use simple: This is a
the information to common problem,
target the next di- and they wanted
agnostic steps. At idle and light load ranges, less volume to eliminate it first.
Fig. 1 above This would not be
shows the fuel trim is required from the low-pressure pump a terrible answer,
data collected on
a vehicle with the
to maintain the desired rail pressure. but the fuel trim
data did not sup-
Check Engine light Increased vehicle loads demand greater port that choice.
on and fault codes Let’s go back
P0171 (Bank 1 rail pressure and more volume from the to Fig. 1 and take
System Lean) and some time to un-
P0174 (Bank 2 Sys- low-pressure fuel pump. derstand the fuel
tem Lean) present. trim data we col-
Typical service lected during the
information sug- road test. In this
gestions for those example, the fuel
codes might be plugged or dirty fuel cal gasoline direct injection (GDI) trim data was failing in both banks and
filter, damaged or worn fuel pump, system layout with common engine every operating range—idle speed,
leaking or contaminated fuel injec- management sensors and actuators. light load, moderate load and heavy
tors, low fuel pressure, evap purge Note that the subject vehicle has two load—which means the lean condition

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 Fuel Trim Data: A Powerful Diagnostic Tool

Canister Purge Ignition Coil/ Air Mass

Valve High-Pressure Spark Plug Meter
Pump

Boost
Pressure
Temperature
Sensor

Pressure
Sensor
Throttle Manifold
Device Pressure Fuel
(ETC) Sensor Injector

Illustration courtesy Robert Bosch LLC

-
Oxygen
Sensors

Fuel Pump
Module

Fig. 2 This illustration shows the components commonly found on GDI-equipped vehicles. Which could cause a fuel trim problem?

was present in all driving conditions. rethink the next diagnostic steps. es for these fault codes, but leaking
What are your thoughts about an Which of the eight listed compo- fuel injectors would create a rich-
intake air leak now? Fig. 3 on page nents can affect fuel trim values in er-than-normal air/fuel mixture. The
26 shows the values you’ll likely see all operating ranges? If you answered fuel trim values would be on the neg-
on a vehicle with air intake leaks. MAF sensor, low-pressure fuel pump ative side and we would likely have
The fuel trim val- a P0172/P0175
ues will be high (Bank 1 and 2
at idle and would Rich). Clogged or
clean up in higher contaminated in-
operating ranges. To check the airflow in all operating jectors should be
It’s possible to see checked, but only
slightly elevated ranges, you need to record the MAF after diagnosing
fuel trim values at the components
higher operating
sensor data in all operating ranges, listed in the previ-
ranges on MAF which would include WOT acceleration, ous paragraph.
sensor-equipped It’s possible
vehicles, but this then compare the data to a VE calculator. to narrow down
would be due to which item should
the introduction be tested next by
of unmeasured or looking at the fuel
false air. In the trim data again,
Fig. 3 example, the fuel trim values and possibly the GDI high-pressure but this requires some understanding
are not high enough to set a P0171 pump, you’re on the right track. of the three possible components.
and/or P0174. Leaking or contaminated fuel in- Let’s start with the low-pressure fuel
Now let’s go back to Fig. 2 and jectors were listed as possible caus- pump. The list of possible causes

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 Fuel Trim Data: A Powerful Diagnostic Tool

Fig. 1 shows a significant adjustment

in all operating ranges, which leaves
us with the MAF sensor. The MAF
sensor communicates the volume of
air entering the engine, which is used
by the PCM to determine the correct
injector pulse width. In this example,
the PCM needs to increase the injec-
tor pulse width to reach the correct
air/fuel ratio.
How do we test the MAF sensor?
Again, an OBD II generic scan tool
will provide the data we need. Fig.
4 on page 28 shows the MAF sensor
data at 2.0 grams/second (g/S) at idle,
with a specification of 2.00 to 5.00
g/S KOER at idle. This specification
was taken directly from real-world
service information. Unfortunately,
the specifications provided in service
information are not always precise,
and there are times when you must
Fig. 3 This screen capture of the four engine management system operating modes is an ex-
ample of a driveability fault that shows up only at idle speed. The readings under light, mod- use alternative methods for greater
erate and heavy loads appear normal; the idle readings are abnormal. accuracy. The example vehicle in the
3D virtual garage had a 2.5L GDI-
above suggests that a plugged fuel PCM determines that the desired equipped engine, which means the
filter, worn fuel pump or low fuel pressure is not within specification, more precise target should be 2.5
pressure might create a P0171 and/ what fault code will be set? On a g/S at idle. In this example, the MAF
or P0174. If any of these occurred, GDI vehicle, the most likely fault sensor is underestimating the airflow
the most likely result would be in- code will be a P0087 (Fuel Rail Sys- by approximately 20%, and is the rea-
sufficient fuel volume to the GDI tem Pressure Too Low) and not a son for the positive fuel trim values
high-pressure pump. P0171/P0174. For additional GDI at idle.
The result of not supplying suf- information, check out “Service Tips To check the airflow in all oper-
ficient fuel volume to the GDI for GDI Engines” in the December ating ranges, you need to record the
high-pressure pump would be that 2015 issue of Motor. MAF sensor data in all operating
the powertrain control module We just discussed a GDI example, ranges, which would include a wide-
(PCM) would set a target pressure but would the results be different open throttle (WOT) acceleration,
that should be maintained in the for a port fuel injected vehicle? The and then compare the data to a volu-
high-pressure fuel rail, which is ad- answer is yes. The low-pressure fuel metric efficiency (VE) chart or calcu-
justed for various operating condi- pump volume discussion is basically lator, which can be found in numer-
tions. The fuel pressure sensor (FPS) the same—idle requires less volume ous places online.
provides the actual rail pressure data to the fuel injectors and higher loads In our example vehicle, the MAF
back to the PCM. At idle and light require greater volume. Depending sensor was dirty and underestimating
load ranges, less volume is required on the condition of the low-pressure airflow in all operating ranges, which
from the low-pressure pump to main- fuel pump, the fuel trim values may caused the P0171/P0174 codes to set.
tain the desired rail pressure. In- be only slightly elevated at idle, but The MAF sensor was listed as a pos-
creased vehicle loads demand greater get worse with greater load. If the sible cause, but in order to make an
rail pressure and more volume from fuel pump is in really bad shape, the efficient repair, it’s important to un-
the low-pressure fuel pump. fuel trim values will be high enough derstand how fuel trim data can help
If you’re wondering where this to set a fault code and would not per- point you in the proper direction.
discussion is going, there’s another form very well. Using fuel trim to help diagnose
question for you to ponder: If the Once again, the fuel trim data from vehicles takes practice, but you also

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 Fuel Trim Data: A Powerful Diagnostic Tool

Image courtesy Robert Bosch LLC

Fig. 4 Shown in 2D here, this image was captured from the Bosch 3D virtual garage. It shows the MAF sensor data at idle.

need to understand how each compo- atmospheric pressure. Depending on ing on the fuel vapor present in the
nent affects fuel trim when in opera- recent refueling events, ambient tem- charcoal canister.
tion. For example, let’s take a look at perature and a few other variables, the Fig. 5 below shows the change in
the purge solenoid in Fig. 1. In normal charcoal canister may be full or storing fuel trim at idle with the purge sole-
operation, the purge solenoid is com- only a small amount of gas vapors. If noid commanded open (blue trace).
manded closed and the PCM com- the purge solenoid was stuck open, At approximately 13.65 seconds,
mands it open to purge fuel vapors in which operating range would the the short-term fuel trim (STFT,
from the charcoal canister. At idle, fuel trims have a greater effect? If you green trace) begins to go negative
intake manifold vacuum is present on answered at idle you’re right on the and quickly goes to −30%, which
the engine side of the solenoid and money. Keep in mind the fuel trims indicates that the charcoal canister is
the gas vapor side should be close to might be positive or negative, depend- rich. In approximately 40 seconds—

Fig. 5 This graph shows the fuel trim adjustments made while opening and closing the purge solenoid.

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 Fig. 6 This screen capture demonstrates the fuel trim adjustment that occurs with
a large vacuum leak. In certain applications, long-term fuel trim does not change.
Image courtesy Robert Bosch LLC

or just before 54.6 seconds—STFT a late-model Dodge Charger, where higher rpm and vehicle speed ranges.
begins to move in a positive direc- we created a large vacuum leak. ST- When monitoring OBD II generic
tion, and within about 14 seconds, FT (red and green traces) flat-lines data parameters, you’ll notice that
no fuel vapors are being purged at +32.8% and eventually, after four STFT and LTFT will react inde-
from the charcoal canister. In es- minutes, STFT adjusts back to zero. pendently in the different operating
sence, we have a large ranges considered here.
vacuum leak. Once the By now you should see
purge solenoid is com- the benefit of monitoring
manded closed, STFT fuel trim values and will be-
returns to zero. Using fuel trim data can help gin the process of using the
The key point is this: four-step fuel trim proce-
If your four-step fuel diagnose vehicles, but an dure. One of the best ways
trim recording shows an
issue mostly at idle, the
understanding of how each to learn is on known-good
vehicles and then see what
purge solenoid could
be stuck open and the
component affects fuel trim happens when you generate
a few faults and monitor the
STFT values might be also is necessary. reaction. For example, re-
positive or negative. move the hose to the purge
The purge solenoid will solenoid and watch what
have less of an impact happens in the different op-
at higher load ranges. erating ranges. I would also
Two additional pieces of infor- LTFT did not move at all, which you encourage you to look at the compo-
mation are useful in this discussion. might think is an issue, but this is nents listed in Fig. 2 and take the time
First, not all vehicles operate in the how this vehicle normally operates. to understand how fuel trim would be
same manner. For example, on some The second useful piece of infor- affected if any of these components
vehicle applications, as soon as STFT mation is that many European vehi- were not operating correctly.
reaches a specific limit, long-term fuel cle applications use a different fuel It’s amazing that after 20 years, OBD
trim (LTFT) would begin to adjust trim adjustment strategy. The terms II generic continues to help technicians
and then STFT would drift back to additive and multiplicative are com- solve common driveability issues.
near the zero point. On some vehicle monly used with enhanced scan tools.
applications, it will take quite a bit of Additive shows fuel trim values at This article can be found online
time for LTFT to make a shift. The idle or just off idle; multiplicative at www.motormagazine.com.
screen capture in Fig. 6 above is from shows the fuel trim adjustment at

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