Question about Ford Ranger
This code is for a too rich condition on the drivers side bank of the engine,as I am sure that you are aware. The condition is likely caused by excess fuel getting into the engine on one bank.Usually this will be caused by a faulty fuel pressure regulator.I suggest removing the vacuum line from the regulator to see if there is fuel leaking into the vacuum line.
There is a complete diagnostic procedure for this code.
FORD: 1990-1997 THUNDERBIRD
1990-1999 MUSTANG, TAURUS SHO
1991-1999 CROWN VICTORIA, ESCORT, TAURUS
LINCOLN-MERCURY: 1990-1997 COUGAR
1991-1999 CONTINENTAL, GRAND MARQUIS, SABLE, TOWN CAR, TRACER
1993-1998 MARK VIII
LIGHT TRUCK: 1990 BRONCO II
1994-1997 F SUPER DUTY, F-250 HD
1994-1999 ECONOLINE, F-150, F-250 LD, F-350
1997-1999 EXPEDITION, MOUNTAINEER
1999 F-250 HD, SUPER DUTY F SERIES
This TSB article is a diagnostic procedure to address vehicles that exhibit lean driveability symptoms and may or may not have any Diagnostic Trouble Codes (DTCs) stored in memory.
Follow the diagnostic procedures described in the following Service Tip. The revised diagnostic procedure is a more accurate means of diagnosing the symptoms.
MASS AIR FLOW (MAF) DISCUSSION
MAF sensors can get contaminated from a variety of sources: dirt, oil, silicon, spider webs, potting compound from the sensor itself, etc. When a MAF sensor gets contaminated, it skews the transfer function such that the sensor over-estimates air flow at idle (causes the fuel system to go rich) and under-estimates air flow at high air flows (causes fuel system to go lean). This means Long Term Fuel Trims will learn lean (negative) corrections at idle and learn rich (positive) corrections at higher air flows.
If vehicle is driven at Wide Open Throttle (WOT) or high loads, the fuel system normally goes open loop rich to provide maximum power. If the MAF sensor is contaminated, the fuel system will actually be lean because of under-estimated air flow. During open loop fuel operation, the vehicle applies Long Term Fuel Trim corrections that have been learned during closed loop operation. These corrections are often lean corrections learned at lower air flows. This combination of under-estimated air flow and lean fuel trim corrections can result in spark knock/detonation and lack of power concerns at WOT and high loads.
One of the indicators for diagnosing this condition is barometric pressure. Barometric pressure (BARO) is inferred by the Powertrain Control Module (PCM) software at part throttle and WOT (there is no actual BARO sensor on MAF-equipped vehicles, except for the 3.8L Supercharged engine). At high air flows, a contaminated MAF sensor will under-estimate air flow coming into the engine, hence the PCM infers that the vehicle is operating at a higher altitude. The BARO reading is stored in Keep Alive Memory (KAM) after it is updated. Other indicators are Long Term Fuel Trim and MAF voltage at idle.
NOTE: THE FOLLOWING PROCEDURE MAY ALSO BE USED TO DIAGNOSE VEHICLES THAT DO NOT HAVE FUEL SYSTEM/HO2S SENSOR DTCs.
* Lack of Power
* Spark Knock/Detonation
* Hesitation/Surge on Acceleration
* Malfunction Indicator Lamp (MIL) Illuminated - DTCs P0171, P0172, P0174, P0175 may be stored in memory
* P0171, P0174 (Fuel system lean, Bank 1 or 2)
* P0172, P0175 (Fuel system rich, Bank 1 or 2)
* P1130, P1131, P1132, (HO2S11 lack of switching, Bank 1)
* P1150, P1151, P1152, (HO2S21 lack of switching, Bank 2)
* 181, 189 (Fuel system lean, Bank 1 or 2)
* 179, 188 (Fuel system rich, Bank 1 or 2)
* 171, 172, 173 (HO2S11 lack of switching, Bank 1)
* 175, 176, 177 (HO2S21 lack of switching, Bank 2)
* 184, 185 (MAF higher/lower than expected)
* 186, 187 (Injector pulse width higher/lower than expected)
NOTE: DO NOT DISCONNECT THE BATTERY. IT WILL ERASE KEEP ALIVE MEMORY AND RESET LONG TERM FUEL TRIM AND BARO TO THEIR STARTING/BASE VALUES. THE BARO PARAMETER IDENTIFICATION DISPLAY (PID) IS USED FOR THIS DIAGNOSTIC PROCEDURE. ALL OBDII APPLICATIONS HAVE THIS PID AVAILABLE. THERE ARE SOME OBDI VEHICLES THAT DO NOT HAVE THE BARO PID, FOR THESE VEHICLES OMIT THE BARO CHECK AND REFER ONLY TO STEPS 2, 3, AND 4 IN THE DIAGNOSTIC PROCEDURE.
1. Look at the BARO PID. Refer to the Barometric Pressure Reference Chart in this article. At sea level, BARO should read about 159 Hz (29.91 in. Hg). As a reference, Denver, Colorado at 1524 meters (5000 ft.) altitude should be about 144 Hz (24.88 in. Hg.). Normal learned BARO variability is up to ±6 Hz (±2 in. Hg.). If BARO indicates a higher altitude than you are at (7 or more Hz lower than expected), you may have MAF contamination. If available, Service Bay Diagnostic System (SBDS) has a Manifold Absolute Pressure (MAP) sensor that can be used as a barometric pressure reference. Use "MAP/BARO" test under "Powertrain," "Testers and Meters." Ignore the hookup screen. Connect GP2 to the reference MAP on the following screen.
NOTE: REMEMBER THAT MOST WEATHER SERVICES REPORT A LOCAL BAROMETRIC PRESSURE THAT HAS BEEN CORRECTED TO SEA LEVEL. THE BARO PID, ON THE OTHER HAND, REPORTS THE ACTUAL BAROMETRIC PRESSURE FOR THE ALTITUDE THE VEHICLE IS BEING OPERATED IN. LOCAL WEATHER CONDITIONS (HIGH AND LOW PRESSURE AREAS) WILL CHANGE THE LOCAL BAROMETRIC PRESSURE BY SEVERAL INCHES OF MERCURY (±3 Hz, ±1 in. Hg.).
NOTE: BARO IS UPDATED ONLY WHEN THE VEHICLE IS AT HIGH THROTTLE OPENINGS. THEREFORE, A VEHICLE WHICH IS DRIVEN DOWN FROM A HIGHER ALTITUDE MAY NOT HAVE HAD AN OPPORTUNITY TO UPDATE THE BARO VALUE IN KAM. IF YOU ARE NOT CONFIDENT THAT BARO HAS BEEN UPDATED, PERFORM THREE OR FOUR HEAVY, SUSTAINED ACCELERATIONS AT GREATER THAN HALF-THROTTLE TO ALLOW BARO TO UPDATE.
Posted on Oct 06, 2010
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Posted on Jan 02, 2017
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