P0172
DTC P0171 SYSTEM TOO LEAN (BANK 1)DTC P0172 SYSTEM TOO RICH (BANK 1)
DTC P0174 SYSTEM TOO LEAN (BANK 2)
DTC P0175 SYSTEM TOO RICH (BANK 2)
CIRCUIT DESCRIPTION
DTC Detection Conditions:
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 long-term fuel trims.
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 (A/F) 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 central value. The long-term fuel trim, which controls overall fuel compensation, compensates for long-term deviations in the fuel trim from the central value caused by the short-term fuel trim compensation.
If both the short-term 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 degree C [167 degree F]), the system is functioning normally.
MONITOR DESCRIPTION
Monitor Strategy:
Typical Enabling Conditions:
Typical Malfunction Thresholds:
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 thresholds, the ECM interprets this a fault in the fuel system and sets a DTC.
Example:
The average fuel trim learning value is more than +35 % or less than -35 %, the ECM interprets this as a fuel system malfunction.
Wiring Diagram:
Step 1-3:
Step 4:
Step 4 (Continued)-6:
Step 7-10:
Step 11-12:
Step 13:
Step 13 (Continued)-15:
Step 15 (Continued)-16:
INSPECTION PROCEDURE
HINT: For use of the hand-held tester only:
Malfunctioning areas can be identified by performing the A/F CONTROL function provided in the ACTIVE TEST. The A/F CONTROL function can help to determine whether the Air-Fuel Ratio (A/F) sensor, Heated Oxygen (HO2) sensor and the other potential trouble areas are malfunctioning.
The following instructions describe how to conduct the A/F CONTROL operation using the hand-held tester.
1. Connect the hand-held tester to the DLC3.
2. Start the engine and turn the tester on.
3. Warm up the engine at an engine speed of 2,500 rpm for approximately 90 seconds.
4. Select the following menu items on the tester: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST/ A/F CONTROL.
5. Perform the A/F CONTROL operation with the engine in an idling condition (press the RIGHT or LEFT button to change the fuel injection volume).
6. Monitor the voltage outputs of the A/F and HO2 sensors (AFS B1S1 and O2S B1S2 or AFS B2S1 and O2S B2S2) displayed on the tester.
HINT:
- The A/F CONTROL operation lowers the fuel injection volume by 12.5 % or increases the injection volume by 25 %.
- Each sensor reacts in accordance with increases and decreases in the fuel injection volume.
NOTE: The Air-Fuel Ratio (A/F) sensor has an output delay of a few seconds and the Heated Oxygen (HO2) sensor has a maximum output delay of approximately 20 seconds.
- Following the A/F CONTROL procedure enables technicians to check the graph of the voltage outputs of both the A/F and HO2 sensors.
- To display the graph, select the following menu items on the tester: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / A/F CONTROL / USER DATA / AFS B1S1 and O2S B1S2 or AFS B2S1 and O2S B2S2. Press the YES button and then the ENTER button. Then press the F4 button.
HINT:
- Read freeze frame data using the hand-held tester. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data, from the time the malfunction occurred.
- A low A/F sensor voltage could be caused by a rich air-fuel mixture. Check for conditions that would cause the engine to run rich.
- A high A/F sensor voltage could be caused by a lean air-fuel mixture. Check for conditions that would cause the engine to run lean.