- Jul 30, 2020
- Reaction score
- Vehicle Year
- Make / Model
- Ford Ranger
- Engine Type
- 4.0 V6
- 2WD / 4WD
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So where do I start. This morning, the start up was with fresh oil, fresh plugs, I didn't have this issue everything was damn near perfect, the trims and o2 sensors were spot on... Keep in mind the o2 sensors, all 3 are new bosch sensors, the injectors are new oem, the pigtails to every injector is new, new fuel, fuel pump is new, fuel filter is new, fuel lines were blown out with air. Only things not NEW....crank, pistons, cam, crank sensor, fuel rail, exhaust manifolds, catalytic converters, muffler.....Good. That single screenshot with graphs tells much more than the video.
To my eye, it appears that the upstream bank #2 O2 sensor (pink line) is behaving oddly. On the other hand, the upstream bank #1 O2 sensor (blue line) is behaving normally (rapidly changing between high and low values). That would tend to confirm the odd bank #2 STFT and LTFT behavior in the video of your earlier post.
The problem is knowing why the bank #2 O2 sensor is behaving oddly. It could be that the sensor or wiring is faulty. Or it could be that the sensor is accurately reporting the situation and that the real problem is something further upstream, like a bank #2 fuel injector or possibly even the PCM.
In your previous video, it seemed like the pulse width on bank #2 was consistently larger than on bank #1, making me wonder if that's a contributing factor.
Orca, I'm getting ready to mess with it what PID'S do I need to pull up to get values that will help. I'm getting a new MAF as I type and going to replace my old one. It's really the only thing I haven't replaced that works in conjunction with misfires and fuel trims.Well, from the limited data, it sure looks like something is amiss on Bank #2, so you should probably focus on that.
How is the engine actually running? While it's a mistake to ignore OBD2 data, it's also a mistake to over-rely on it.
Also, have you pulled DTCs since the change in behavior? If the Bank #2 LTFT is that high, I'd expect a DTC to be set eventually. Maybe there are other new DTCs. Also, check the freeze frame data since it can sometimes provide a clue.
I'd hesitate to replace the MAF just yet. Your most recent issue seems to be specific to Bank #2 and a MAF problem would affect both banks. Furthermore, why not check the "MAF" PID in FORScan before considering replacing that sensor? I just worry that with so many things being replaced or modified, you're introducing too many "variables" into an already hard-to-solve "equation". If you've already replaced it, consider monitoring the "MAF" PID to see how the new sensor behaves. I looked at some old graphs of my 2004 Ranger's MAF output and, at speeds up to 60 mph, the MAF values ranged from 3.3 to 63.4 g/s, just to give you a reference.Orca, I'm getting ready to mess with it what PID'S do I need to pull up to get values that will help. I'm getting a new MAF as I type and going to replace my old one. It's really the only thing I haven't replaced that works in conjunction with misfires and fuel trims.
ABS DTC C1230 is new. This is "Rear Wheel Speed Sensor Input Circuit Failure". Did you forget to plug in your rear axle speed sensor after you checked it?DTC today
Yes sir, I saw your post. Idk why the c1230 is coming up. I unplugged the ABS sensor and made sure it was plugged back in, otherwise I haven't messed with any sensors.ABS DTC C1230 is new. This is "Rear Wheel Speed Sensor Input Circuit Failure". Did you forget to plug in your rear axle speed sensor after you checked it?
GEM DTC P0500 is the only other one on your screenshot that would concern me in the short term. But, IMHO, diagnosing that can easily wait until your engine is running properly.
P.S. Earlier, we came very close to simultaneously posting. I hope you saw my detailed post with the list of suggested PIDs.