MAF and Wideband O2 Sensor Testing for a P0172 [Rich Condition]

so you think the battery's dead that figures don't have dinner miked up using an old mic old camera yeah you have not driven it I only in and I've yeah and I noticed it has like a little like hesitation has a rich rich condition is what we're chasing the guys had his hands everywhere in it new engine here wait all I can give you is give me the brief run down I don't want the whole letter I want the brief run down system Rich recently replaced the motor rebuilt engine has like 70 miles on it 2007 Suzuki 5 SX SX4 okay okay things that were replaced with the motor spark plugs coil packs new fuel injectors new seals new intake manifold exhaust manifold gaskets new converter upstream and downstream sensors I have to find when the map was replaced but that was two years ago when the original one failed okay new camshaft new crank sensor new purge valve he said I was getting a rich code with a misfire on every cylinder the misfire code went away when I replaced the spark plugs and coil packs okay well let's hope we can hit it quick and yeah we'll see how it goes but we need to charge it I think I should drive it so you oh the tires are flat all right people what are we working on Suzuki will do a code scan pre-scan battery was dead so who knows all right what do we got engine code zero airbag coves we've got some BCM codes lost column with ECM a bunch of tire pressure sensor stuff four wheel drive this is four wheel drive there is a two-wheel drive Auto and lock switch I assume that means it is four wheel drive go into the engine start it up all right I do have a hose on this guys don't want carbon monoxide poisoning I'm making a mistake not driving this tires are flat battery's dead all right starting it foreign [Music] pretty sure that sensor should be giving me a milliamp number right off the bat WOD bands get heated but I don't know a couple amps of current flow I didn't see any heater data parameters but yeah I would I would expect that oxygen sensor to be giving me some type of reading already yeah neither oxygen sensors done anything it is saying that they are inactive so it looks like I'm starting to heat that Downstream sensor all right there we go now we got a minus one sits in closed loop okay we're minus 18 fuel trim total trim is going to be a combination of long-term and short-term uh long term is at zero right now so you'll see these two numbers be real close to each other the short-term percentage bank one and then the bank one total trim will be close yeah this Upstream sensor is I mean it's not moving like I would expect it to Downstream sensors reporting rich 900 millivolts they're both saying active now down here I didn't see when they both turned on [Music] yeah I mean I should see some type of milliamp changes here and it's pretty much stuck at zero when I snap it a couple times I can get it to change so let's do a decel fuel cut just kind of watching that Downstream sensor anytime you have a rich condition guys you've seen me do this before we we questioned the sensors are they reading accurately both upstream and downstream in this case I have an upstream that really isn't moving all that much and um I I I'm not sure of the data parameter range usually about four milliamp swing on these things and um so I'm going to use the downstream to give me a guide to whether or not this is an actual rich condition based on the trims that are you know minus 20 roughly and it looks like the downstream is accurate that this is an actual rich condition and here's how we can determine it we're already rich what I want to do is enter a lean cut mode and to get into that mode I need the RPM to be high and I need to be decelerating the computer will then shut the injectors off and that'll be the the ultimate lean condition that I can create I used to teach pull a large vacuum hose off watch for the O2 to go lean and this is just much easier so watch I'll snap the throttle and you see that whole deceleration range that would be right in here we had a full lean oxygen sensor so that Downstream is reporting accurately this is an actual rich condition this is not a uh um a false rich on the on the downstream sensor let me rephrase that that Downstream sensor is functioning properly and the fact that it's full rich and our trims are negative is telling me we need to focus on this Upstream sensor this Upstream sensor doesn't look right to me he changed this Upstream sensor it it's it's not right no I mean I'm only looking at a milliamp draw right now yeah and I don't like like creative Action League it'll work it'll go to negative or positive but if I do there's your D cell fuel cut all right it looks like the D cell fuel cut it'll go to positive two right on the on the lean side you see that so so I was just telling the guys like here and here there's your diesel fuel cut mode making the downstream sensor lean yeah and there's your diesel fuel cut making the Upstream sensor go to 2 milliamps now every car is different and how they report that data you know like Toyota will we even had that one car two different Toyotas reporting completely different one was a Lexus one was a Toyota one was a five wire or six wire and the other was a four wire those report differently too I'm gonna go global data here for a second to help me out the other thing I didn't like on the warm-up dinner is how long it took for it to warm that front sensor to do anything all right what do we got here still giving this to me in milliamps but that looks like it's moving now [Music] seems similar parameters on the D cell cut 1.7 milliamps I think we had two on the other and if we're already it's possible but that's already full rich but here's the thing it's also been compensated for [Music] so what I'm getting at here Zero's where we want to be to see the full rich side I can't really show you that here because I can't hold it at wide open throttle long enough you see some dips [Music] yeah I can't do it I guess here what I'm getting out here guys is is this sensor accurate or not I want to make a rich condition the computer can't compensate for and and see the rich side of this sensor get out of here let's go back to the factory data see what kind of bi-directional controls I have purge valve on so it's not letting me with the engine running that's stupid yeah under the global data pit it was giving me some uh better better looking zero numbers it was moving I just want to rich in the mixture and see see what it does it has been compensated for I think it's okay to be honest with you pretty freaking rich 30 percent roughly trim just look at your total that's your total trim is going to be short term plus your long term and just look at them together and they're updating it looks like it a little bit different times but so the total trim is around 28 percent at idle let me raise the RPM significantly better I believe this oxygen sensor data parameter is crap crap we saw it better in in the generic mode better at higher RPM mass airflow suspect injectors are suspects fuel pressure incorrect Purge contaminated oil head gaskets timing injector flow wrong injectors far as the engine goes the mass airflow grams per second anything under a three liter engine we really can't use the leader and compare to grams per second I've certainly seen contaminated Mass airflows do similar to uh to what we're looking at over fuel at idle just wondering if this has a decent backup strategy for the math see what kind of engine load we're showing here 40 percent let's start easy and air tube off there looks like that's my math five wire see if this has a default strategy key off wait five seconds key on math out of the picture so intake Air temps part of that mass airflow my calculated loads down to 25 percent [Music] doesn't want to idle got an open loop fault message it really does not want to idle at all long-term trim memory when it kicks in Watch what it does watch the long term now right there well minus 20 car stalled I think it's mass airflow is the issue you get lucky the first first check so it's idle and fine idle and fine idle I'm fine watch as soon as that long term comes into play [Music] taking all the fuel away now that we're measuring airflow properly I think not exactly properly because my um sensor is unplugged but my calculated loads like half let's see if we can make this long-term alarm it it's saying open loop fault so it knows that there's an issue too [Music] let me let me see if I can clear this field trim memory clearing codes isn't going to do that yeah that's not gonna let me you see the the calculated load value based on parameters of what it expects is like half see if I can keep this thing running see if we can update this trim although it's probably not going to given it has an open loop fall yes it's not letting me at idle it's trying to pull that fuel away okay I want to try something here I'm going to disconnect the battery I'll clear that memory pull that mouth out next take a look at it I just want to prove a concept here I believe that the car stalling is because of the minus 20 percent trim and I think if I can get rid of that trim the car is not going to stall I should say learned trim now that may not have cleared that memory let's see what we got calculator loads 25 percent low idle speed rough but I'm in an open loop fault mode and rev it a couple times [Music] a great backup strategy but the fact that it's that much better see if we get this sensor warmed up all right let's just get an idea of some numbers here even though this thing's idling low I'm like 500 RPM I didn't pull the desired in you'd think it would try to raise the RPM why would it not where's my desired idle pull that guy in here desired is 729 it's showing an IAC percentage I I don't even know if this has one or if it's electronic throttle control let me hold the RPM at the desired I'm trying to get a plugged in unplugged comparison and I don't know that I can do this because I'm open to the throttle to do it so that's at a thousand RPM I'm holding my foot on the throttle a little bit 2.6 milliseconds calculated load of 24 percent and by the way I let my foot off we're not seeing that same minus 20 stalling condition as soon as you go minus 20 it's dull so remember those numbers stop let's let's go to a thousand again let's try to try to get it there 2.6 24 calculated these two guys now the the injector pulse width not a great one to go by because the computer is going to take fuel away to put it there that calculated load number though is definitely and that's our mass airflow gives us that okay let me plug this back in we might not be able to look at the pulse whip number here math is plugged back in [Music] see how much higher our calculated load is our mass airflow grams per second is around four and look at our our pulse width is like significantly higher trims are way negative which is going to pull this this pulse width back down okay sensor it's out of Phillips I want to do that like that what is this I can't even see inside this one definitely not something I'm gonna be able to show you on camera it looks clean but that don't mean anything it says like fluid film everywhere it's tough to call a mass I'm not gonna be able to show you this guys I'm sorry it looks clean it doesn't even look like one of the ones that will get contaminated it's like down inside of there so I um I unplugged the math and my trims look good in my calculator load went from 44 down to 26 percent and now I've seen them where you know you get contaminants and they can overestimate airflow at idle speeds but I'm I'm wondering too like this was this was all disconnected I need to maybe focus on Plumbing a little bit here but this was disconnected that shouldn't I did that okay I wanted to look in there and see how the hell it's got pipe yeah yeah I think I'll freaking fluid film yeah everywhere I'm gonna clean this you got some math cleaner okay so dander did this this that shouldn't matter sometimes airflow in front of a mouth can be a factor so we'll have to inspect this box a little bit closer to be sure let's see what we got I don't think that's going to make a difference from what I've seen on that style it's almost like there's a blue and a white painted resistor they don't have the same contamination problems okay starting it [Music] yeah my calculated Mode's still up there at like 40 percent objective pulse is Way High close up take all the fuel away read minus one on on this guy I'm no longer worried about that though I'm not worried about the Upstream I don't like that the default strategy was so much less like at you know let's let's go a thousand RPM just get an idea it's kind of a thousand right there see my calculator loads 35 we're like 26 at idle or even higher all right let's do something real quick just want to prove O2 function for you guys real quick I don't like a liquid Source in front of a math but I just want to prove to you guys that this this Upstream wide band sensor is fine so we're going to force it rich come on it's even flammable nope non-flammable you're not supposed to burn brake clean anyway there we go I'd like to see a minus two on that wide band looks like minus one's all it's going to give me we already saw minus one I'm calling to math on this Tanner the fact that my unplugged calculated load number is half and like you said too this map is all over the place I'm going to check this housing real close too there's something going on with this map sweet I like a 10 used mass airflow yeah and and that gives us you know you went up that way we're not spending 150 on something that's going to be impossible to prove but not like yeah no I I it's always tough to call a skewed mass airflow sensor like I've had I've had countless hours in some of our other case studies on trying to trying to prove it I just wanted to see if this housing look cracked at all but wouldn't that deposit the Run well it's in front of the mouth so airflow is important like the way the air travels yeah it doesn't look like it's maybe a support make sure there's even an air filter in here I saw it from the back but yeah make sure there's not like a piece of duct tape in those okay there's a stink bug nice what we've had those do stuff before I mean what if it got sucked up into here and was diffusing the air I mean it wouldn't that be great I can't think no freaking stink bug over over estimating airflow yeah I don't think so but interesting there's a diffuser right there that would have been getting sucked into you would think like and it might there's no there's no way there's no way dude it is possible just given what we're talking about this the airflow sensor sits right behind that diffuser that air straightener so it sits back here and if and that was behind the air filter so you know it was getting sucked onto there I don't know how often it just decided to go there you know but I mean like if you got that much airflow it might uh it's a stretch I like a tendo if this doesn't fix it I'll board it yeah get us a 10 mass airflow and let's go with that first and see see how she does because this these rich rich conditioned faults can get deep quick you said this has a manifold tuning valve too right and like I said I didn't see any data parameters for it it's actually not even like when you look at the codes that it can set yeah they're all circuit codes so it only knows that the circuit's good but it does not have a feedback circuit to see if it's working interesting okay there's no way that's gonna fix it we've had stink bug fixes before but all right last check and we're going to throw a part at it for ten dollars I mean like you said though I could do a scope test just to show the erratic nature of it too you know we'll see we'll see what this looks like [Music] no my calculated load's still high yeah look at this airflow too pretty significant to be changing that much let's smack on it foreign watch our calculated load and our Mass signal foreign let's not be a parts changer I'm gonna be a parts changer a couple quick scope measurements for y'all remember the intake air temp sensors part of this circuit that's my intake air 10 sensor signal this is how steady that was foreign voltage it's gonna be two grounds on this throttle that's the one change our time base let's go one second Peak detectors on that's weird all that hash in there on a snap that's without Peak detect on this is wind foreign let's go to the graphing meter the four volt Peak I've been teaching that forever there is a lot of hash in there back to the lab scope yeah that's not what I'm showing on the scan tool man that 1.4 volts with scan tool showing me oh it's grams per second it wasn't in voltage that's right there's a lot we'll see what that looks like after we're done so we're 1.42 volt average lots of spikes with Peak detect on five second screen that's before you know snap that you got all kinds Turnpike detect off we're still at your 1.4 volt average 1.45 it's not a throttle test some spikes in there then we have calculated load of about 37 this is with engine warmed up fully 206 degrees about 40. we're hitting about 40 calculated load with a uh range for this math bit clear parameters nope range on the map so like I saw a 4.5 3.6 as the low there's a three six three six three I saw three five there momentarily three five to four point eight okay there's your before numbers we'll get you after numbers here and the next shot with our ten dollar used one all right guys I'm back on the Suzuki we have a part let me pull the old one out let's compare the two this one looks a little bit different in the plastic housing the plug is the same but um yeah let me pull the other one out let's compare the two and see what happens I gotta say uh while I'm working here I apologize for the microphone from the first day footage I did not know that I had a cable issue there's a lot of fuzz in there I'm using a different mic today and we'll hopefully we can clean some of it up and post-production all right so this is a little bit different but yeah if you look at the sensor Construction you know it's close to being the same however if you look like this one which is the replacement you can clearly see the resistors and on this one it has like that's actually the best we've been able to see these resistors so with this camera see the White and the black are white and blue coating on those and then the plastic housing is a little different there's like a little bit of like some kind of diffuser here replacement doesn't look broken let's see what part numbers oh this is out of a 2007 and Ours is what vehicle history yeah 2007. same model here so what is different maybe one's aftermarket yeah this one to the left is a looks like the Factory part Suzuki denzo and this one's a made in Taiwan so that makes me feel better about our replacement piece the fact that it's stamped Suzuki so this one's a genuine Suzuki part Danner and the one that was in there was a made in Taiwan that's why I wanted to get a junkyard one anyway just to get an OE just to see yeah yeah who knows why he replaced that and why he thought it went bad it could have just been all the oil burning that he was doing you know what I mean originally yeah and you said this was replaced before the engine was years ago he said that was so different not throwing the engine swap and he doesn't know when this rich condition developed I take it either um well after we put the engine it was misfiring and he has a scanner and he's you know what I mean in the rich condition yeah I have no idea so I just wonder if he had that ever since the sensor was replaced and he just never knew or had check engine lights for other things and ignored it because he knew he had engine problems so we might have just like a a crappy aftermarket part type thing huh well after seeing a 40 engine load right and then disconnecting it it goes to a 26 to 28 uh um percent engine load like that to me tells me that thing's over estimated overestimating airflow and then um you know for ten dollars it was worth going this route than to conduct you know check everything else out and then come back to the mass airflow which is really what you do yeah for sure so just like calling a computer yeah you know you've got to do everything yeah I mean sometimes calling a model is the hardest thing in a mass airflow sensor is a little module that you know if you see something live where it's like you know brought a whole bunch of hash running through it and all that yep and this this one did have have hash but we'll see what the new one looks like more importantly we'll see what the airflow looks like I'm about to find out oh this battery's probably dead [Music] I usually like to have you guys on scanned at it before I start it but you heard it it barely started from the battery being weak I wanted to get it running right away we'll be able to tell still I don't need the code engine startup stuff hey I got a minus 10 on long term that's a good sign my Idol's still a little bit High I'm at a thousand RPM I'm seeing um a much much steadier airflow grams per second but we need to let this warm up so looking at that number my calculated load is still a little bit high but my engine is still on cold fast idle my uh total trim of minus five that looks great look or minus seven uh positive on the short term of five negative on the long term minus ten that's about a minus five total this is fixed yeah yeah this is fixed 100 um I I need to get better uh data for you guys um let me exit out of here close this car out reload it again tough cone of mass airflow sometimes and out of calibration mass airflow the unplug it test isn't always your best friend why because not all cars have good default strategies number one number two is it's not perfect I unplugged it and it got so much better that's a good indication when you see that that you have a mass airflow problem um I've seen other variables with the unplug it test with mass airflows one of them in particular was on a Pontiac G6 or something like that that had a brake booster vacuum leak and it had negative trim or positive trim numbers very positive I'll put the link here for the this one it's a premium video and the issue with it was when you unplug the map your fuel trims would go from you know positive 25 percent or whatever down to near zero so it looked like a mass airflow issue but what it was was a vacuum leak so that's what I'm talking about the unplug it test isn't always your best friend but it was a good guide for us for this one and we use that as a way to say okay we're gonna stop in our troubleshooting this isn't right the unplug it test revealed something to us that said hey this mass airflow is out of calibration and do we do we continue at that point we're not totally sure on the math do we continue to check all the other variables for the rich condition only to come back to the math like we've done many times before um I'll put some other Links of one that that we did with a mass airflow issue that Caleb and I uh ran around in circles only to come back to the math and then weigh all of that with a used part we could get for ten dollars yeah it was way way worth rolling the dice on that yeah check it out I got a plus 18 on short term and minus 20 on long term that's what we want to see brother what you want to see yeah no I don't uh like an Adaptive relearn so this thing don't go funky I did that on a Ford once I left with b and then it starts setting system it might I mean we'll probably probably disconnect the batteries I'll I'll need to do uh my calculated load is now down at 30 we're 40 before so a 10 reduction there what else are we looking at I'm having trouble um limiting these data parameters my scan tools being a little bit funny but let's look at our air fuel sensor the milliamp one this guy remember that we only saw minus one when I forced it but OBD Global was actually better and yeah we see our two on the lean side and minus one on the rich side I added propane to this I could only get it to go down to minus one the weird part is the global data was more more uh accurate than than this is even though it was super slow I was still warming up so my base pulse width is still a little bit higher than it was before pulse width is difficult to use in troubleshooting because some of you may be thinking well why is the pulse width the same as it was before well it's it's going to be whenever this warms up and the answer to that is in in one mode your um over fueling from the mass airflow but then we're pulling it away from the oxygen sensor and fuel trim and we're bringing that base pulse width down where it should be now we're not over estimating airflow and our fuel trims don't have to counter for that and so our base pulse width is the same so that's why using pulse width to as a guide to before and after isn't really all that helpful that is a fix this is classic fuel trim adjustments here when you see short-term fuel trim positive long-term fuel trim negative and there you know you it's the sum of the two you now know before test driving the car before relearning anything you know that you fixed this car understanding fuel trim is absolutely key and guys I'll put a link here for a video I did eight nine years ago on YouTube and it's actually on my premium channel too on understanding short term and long-term fuel trim you need to watch that video I'm very pleased by the Numbers I'm seeing just want to get our engine temperature up to where we were before we were we were about 200 degrees whenever I shut this off kind of warming it up we can watch our short term long term together you can see your bank one total trims it's exactly what we're seeing which is the difference between short term and long term we got to get some grams per second numbers for you guys remember how erratic that grams per second number was we also want to look at that on the lab scope to see the difference between them look how steady this airflow number is now Danner remember I remember seeing it changing a lot on me and we were we were hovering from what I remember between like three and four wow and you see how how steady that is just from a from a scan data perspective all right so we'll get some scope readings for you guys remember when we deal with wide band sensors that they all operate a little bit differently from each other using the downstream sensor was very helpful for us so comparing that guy and that guy Upstream Downstream sensors from the very beginning um it was helpful using that Downstream sensor to interpret what the upstream was using really important piece in attacking our rich condition was making sure that the wideband Upstream sensor was actually functional and again a review if you're unfamiliar with the data you're looking at in the OEM format exit out go to global mode and a lot of that data is very uniform in what you're looking at and that'll help you understand what you're looking at in the OEM form so an example of that I'm thinking of is like Nissan with their short-term and long-term Alpha fuel trim and you're like I've never heard of that where 100 equals zero well when you go to global data on that same car you will see short-term and long-term fuel trim listed as we're used to looking at as a zero percent number instead of 100 that Nissan uses and sometimes the wide bands will be reported differently on global as opposed to OEM in our case it was not but you saw how much more sensitive it was in the global mode this is fixed last piece I think again is to look at our lab scope of the mass airflow sensor we're about 2.8 grams per second you see our calculator our calculated load too guys is right about where our unplug it test was if I remember when I unplugged it it was hovering around 26 calculated load from 40 40 down to 26 percent unplugged it default strategy that default strategy was accurate on this car and that unplugged test was the key in identifying a over estimating over reporting mass airflow sensor it was also worse at idle and I want to reiterate one more time with that that some mass airflow sensors when they're dirty will overestimate airflow at idle speed only but what you'll end up with in those situations is lean conditions under load there is a difference with this one wasn't there this one was kind of it was rich at idle but then when I raised the RPM it was normal so that doesn't match that the dirty Maps I've seen again links for this too I'm thinking of a Subaru was probably one of the better ones I had it was like -10 at idle then when I raised the RPM it was like plus 20. the codes in memory were P0171 and 174 lean exhaust codes hook up the scan tool look at fuel trims at idle under -10 problem with that car dirty math that's what made me think of that when we we were on this one again difference with this one is under load it didn't go positive it was normal this is an overestimating overreading mass airflow sensor in particular at idle speeds the answer to that parts go bad uh is one or two a cheap part cheap aftermarket part that was never calibrated properly to begin with and he's probably had this problem the whole time that sensor's been in here it's one of the two base pulse with 2.8 milliseconds I think we were around 2.6 yesterday it was it was hovering around a lot more this looks great as far as the sensor milliamp goes the 1-1 sensor that will move a little bit we're just not seeing it on here under the global mode we saw it a little bit better fuel trims look great I don't even need to disconnect the battery we're now down to zero long term plus two short term total trim difference between the two they have us at zero that number's a little bit delayed from actual this looks great there's still some long-term memory there watch when I raise the RPM a little bit how it went to minus eight let's see if I can hold it there yeah minus eight but then look positive five on the short term what's going to happen when those Balance out it'd be like minus three yeah this this will be fine um ideally this this being a customer's car uh you'd want to go test drive it make sure that um you kind of enter all those different modes to have this relearn number one or number two you want to disconnect you do want to disconnect the battery Wipe Out the trims or if this has the option on the scan tool to do that to wipe out the trim memory I looked at the wrong number when I was quoting that to you I was looking at the mass airflow I apologize that last part minus eight positive five minus three right I was looking at math I think when I quoted you that number it was real close to being the same so minus seven long term positive five short term is a minus two total there's your total term again that's a little bit delayed calculated though 26 percent grams per second 2.7 um this engine is a two liter I believe this is a two liter yeah two liter remember using grams per second numbers um a lot of us use this uh the grams per second you say how many liters is the engine if it's a three liter engine at idle we should see about three grams per second that's pretty accurate four liter four grams per second the problem with that is under a three liter if it's less than a three liter engine that number no longer holds true this is a 2.0 liter engine and I'm reading 2.7 grams per second and they can vary engine to engine why is that that the lower or smaller engines that doesn't really match I can't answer that there's just the class that I sat in very good uh teacher Eric Ziegler and um he had mentioned that I've been repeating that since and I'm finding that to be accurate less than a three liter engine you can't use that number I like it let's see what this looks like under the hood stay with the lab scope I showed the graphing meter too but it was essentially the lab scope without Peak detect they were the same we'll keep keep detect on oh that's significantly different I need to go and rev the engine a little bit here yeah that is with Peak detect turned on let's get a 10 volt I think that's where we were and let's go I think five seconds I believe that we did look at that on that Trace wow a lot more hash than I thought would be there and I you know I was thinking that you you reach for things when you're trying to make a call let me do a snap throttle test that's what Peak detect turned on here's where they turned off do we see a difference in the rev up I think we do the other thing too guys is I'm using battery ground for my reference and not sensor ground sensor ground would clean that up a lot too [Music] [Music] foreign like 4.1 on a peak [Music] I'm okay with that I think we did have a little bit more hash in this area of the rev up before it looks like this particular test wasn't all that helpful because here's what Peak detect turned back on it's awfully noisy isn't it I believe it's less noisy when we compare the two what's your lesson on looking at mass airflow sensors with Peak detect turned on I don't know turn it off that's your lesson or use sensor ground instead of battery ground there's your idle [Applause] back to scan data real quick nice long term minus one short term positive three love it mass airflow grams per second at idle 2.7 2.8 the range we were looking at I remember looking at that and trying to call out numbers the min max so I saw a 2-5 there I saw a 2-9 286 285 289 293 as a peak with a valley A Min of 258 so about a 0.4 of a volt swing on that math I remember seeing more than a a volt swing or grams per second swing before that's not bolt sorry seeing a grams per second swing that was a lot higher than that and the overall average was much higher too again calculated load this is a fix we're done so lots of lessons in this one lessons within lessons um thank you guys for joining me I really appreciate your time if you have any questions ask them in the comments below I'll do my best to answer them make sure you read this description for those other links I was talking about guys thank you so much we'll see you next time one more piece and this is to my brother who's walking over and a condition like this yes the rich condition was compensated for but this would be one where depending on how old the oil is in here and how long he's been running it this way now this is a newer engine and maybe the oil hasn't been in here very long 50 miles then we're okay but if this is a customer's car you need to find that out because you might want to also do an oil change on top of it you can have fuel contaminated oil in which case we would see some negative trim numbers when you're done um you know from the uh rich condition of the PCB gases pulling those fuel Vapors through just just remember that you have extended periods of Rich conditions or lean conditions you're going to want to recommend an oil change too

Channel: ScannerDanner

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Keywords: engine performance diagnostics, technician training, auto technician training, rosedale tech, auto repair, ASE L1, how-to, DIY auto repair, ScannerDanner Premium, automotive electrical systems, check engine light, diagnostic training, troubleshooting electrical faults, auto mechanics, auto mechanic training, online auto mechanics

Id: _z6HoW4OiD8

Length: 51min 29sec (3089 seconds)

Published: Sat Dec 24 2022