Previous Repairs, and the short story

The vehicle was delivered to us after talks about the original issue with the vehicle, which was poor performance and fuel trims high +45.

During the Conversation about the vehicle it was decided that a new air flow meter be installed and the vehicle test driven to confirm the fuel trims are coming back into line (+ or – 6%)
The vehicle was fitted with a new aftermarket air flow meter and fuel trims checked on the test drive.

The vehicle had been towed back to the workshop with the vehicle running rough and missing at idle with a very low idle.
This is when we where called to get our hands dirty and work out the issue that may have been masked by a faulty air flow meter.

Testing of the vehicle as it was given back to client.

The vehicle was dropped off – barely running, the vehicle cranked over very slowly, once running it was evident that the battery had given up the ghost and the throttle body was dirty as the low battery cleared all the fuel trims and engine management learning.
The vehicles battery changed and charge rate checked.
Next it was to test the vehicles engine management for any fault codes and conduct a fuel trim test and air mass meter test, following the test to check oxygen sensor and catalyst efficiency, this is the interesting part.

The first thing to note in the series of images and data sets is the idle Air flow the vehicle is a 2.5l (EJ25)
Idle Air mass – New After Market Air Flow Meter – 2.2g/s

Test 1 – Conducting Tests with the present faults and aftermarket AFM

Test 1 being Performed during warm up and the alternator output voltage checked. the engine has higher than expected idle fuel trims. +10%

The first thing to note is the long term fuel trims keep adding sitting there at idle and the oxygen sensors appear to be happy but the LTFT just keeps adding (strange).

Test 2 – Test drive with Aftermarket AFM

Fuel Trim chart after test drive high but nothing to see too crazy

Test 3 – AFM/VE test with aftermarket AFM

VE calculation – of Engines beathing capability VS the AFM output.

The above 2 images show the Aftermarket air flow meter working in the parameters that i would expect to see, as in the numbers are out but it doesn’t immediately point to any particularly problem.
(Thoughts on the issue with high 14+ air flow VE factor camshafts slightly retarded, bad fuel and the timing is out during acceleration. )

The engine was checked for air leaks and the air box air filter for correct fitting etc, no leaks no Evap valve stuck open, nothing.
Upper Cylinder clean was conducted to check if there could be any thing we might have missed. This resulted in a wasted can of upper cylinder cleaner (only for the test results – engine internals might have liked the cleaner operating environment haha!)

At Request from client the old air flow meter was installed to verify the original issue with the vehicle and it wasn’t mis-diagnosed in the first place.

Test 4 – Original MAF

Original Air flow meter and previous symptom, witnessed.

The Poor drivability of the vehicle and the air flow meter output being way less than expected for the engine to run properly +45% to 50% fuel being needed to be added to the basic feed forward system.
Fuel Trims Very BAD (chart not saved and uploaded) but the Idle air Flow was 3.2 g/s

This air flow meter was cleaned and checked again after reinstallation.

Test 5 – Start up with cleaned AFM

Test 5- Cleaned afm instantly removing the corrupted fuel trim table.

Test 6 – Test Drive With cleaned MAF

Test 6 – afm test data cleaned afm fuel trims good subaru

The air flow meter test after cleaning the test result shows the idle is 2.8 to 3.2 g/sec and bouncy, the air flow meter output did not peak or reported less air when engine is accelerated at higher Rpm, resulting in fuel trims ok +4% at idle and higher at high rpm +10

Test 7

A known good genuine air mass sensor was installed to the vehicle,
what a difference the vehicle sings now!

Test 7 – Known Good (TEST) AFM fuel trim test.

The Fuel trim table is now correct and the idle grams is 2.7 g/s which experience has told me to be right for this vehicle and engine.

the Fuel trims are now correct the VE table was filled out and documented in the image below.

Test 8 – Air Mass Test Known Good sensor

Test 8 – Known good afm cleaned – fuel trims good – air mass not expected but car good

The known good sensors output was lower in the mid range and correct at higher rpm which proved the output voltage was reached at maximum air flow, what was weird was the fuel trim table was still correct. so the vehicle is now fixed.
We concluded that this chart did not make sense but the vehicle performed correctly and the fuel trim table ideal so the vehicle was sent back to the owner FIXED.

Conclusion

After 2 and a half hours in the conclusion is aftermarket air flow meters may claim to work, but OE/ genuine sensor is suited to engine and engine ecu’s fuel mapping to combat all driveability issues,
This is not the first time aftermarket sensors have been installed and failed, 2 weeks prior a unit had been fitted to a Toyota Aurion with the same results of making the long term fuel trims add.

like we are learning all the time about aftermarket parts…….. Genuine is the only way.


Holden Commodore VE – 04/2008 LEO V6 Engine – Random stalling

the 2 fault codes present every time after we scanned this vehicle was

Engine ECU
p0850 – Park/neutral signal Circuit Incorrect.
Audio System
(fixed this one too)
B101d-3c – Ecu, Hardware Performance fault.

Time to get out the workshop manual and start testing the circuits.
we did find a few things online that did not mean much at the time but might help down the track


Diagnostic Trouble Code Results for B101D for the Holden Commodore (VE)
EedHolden 
Diagnostic Trouble Code: B101D
Diagnostic Trouble Code Name: ECU Hardware
Vehicle Make: Holden
Vehicle Model: Commodore (VE)
Diagnostic Code Entered By: ZerOne
Diagnostic Code Entered On: Wed Oct 06, 2010 11:00 pm
Please Note: The DTC Information provided has been randomly generated.
To view the correct Diagnostic Code Information, Please Login, or Register. Diagnostic Trouble Code Description: Throttle position sensor (TP1) out of self-test range.

Possible Module Faults
Accelerator pressed during self-test when not required. (Possible cause, driver pressing throttle at or just after key-on.)
this does not state if this fault is in the radio or the Engine ECU

none of the above was the fault,

after seeing the vehicle week after week, when the vehicle was playing up the throttle was removed and it was found that the throttle blade was sticking, removed and cleaned out the pivots and flushed with carby cleaner,

refitted to vehicle and it has not played up since,
so dont worry about the fault codes they have nothing to do with it, just a dirty throttle in the pivot bushes, so removed the throttle body and clean properly and you will find it works better.

Protected: Hyundai Santa fe – Radar Cruise ADAS programming

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KPA TO PSI – BOOST CONVERSION CHART

kPapsi🔗
00
10.145038
20.290075
30.435113
40.580151
50.725189
60.870226
71.01526
81.1603
91.30534
101.45038
111.59542
121.74045
131.88549
142.03053
152.17557
162.3206
172.46564
182.61068
192.75572
202.90075
213.04579
223.19083
233.33587
243.48091
253.62594
263.77098
273.91602
284.06106
294.20609
304.35113
314.49617
324.64121
334.78625
344.93128
355.07632
365.22136
375.3664
385.51143
395.65647
405.80151
415.94655
426.09158
436.23662
446.38166
456.5267
466.67174
476.81677
486.96181
497.10685
507.25189
517.39692
527.54196
537.687
547.83204
557.97708
568.12211
578.26715
588.41219
598.55723
608.70226
618.8473
628.99234
639.13738
649.28242
659.42745
669.57249
679.71753
689.86257
6910.0076
7010.1526
7110.2977
7210.4427
7310.5878
7410.7328
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7611.0229
7711.1679
7811.3129
7911.458
8011.603
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8211.8931
8312.0381
8412.1832
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8612.4732
8712.6183
8812.7633
8912.9084
9013.0534
9113.1984
9213.3435
9313.4885
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13619.7251
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18927.4121
19027.5572
19127.7022
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19428.1373
19528.2824
19628.4274
19728.5724
19828.7175
19928.8625
20029.0075

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