ELM-327 with OBD2 Scanner vers 2.

2 Application for iPhone

Date: June 14, 2019 at 3:46 PM

OBD2 Report 6/14/19 3:37 PM Generated by OBD2 Scanner

Last
Sensor Range
value
O2S11,
O2S12,
O2 Sensors Oxygen Sensors Present
O2S21,
O2S22
SHORTTF2 Short term fuel trim: Bank 2 - Fuel trim is a key diagnostic parameter and your window into
what the computer is doing to control fuel delivery and how the adaptive strategy is operating. STFT and LTFT
are expressed as a percentage, with the ideal range being within ±5%. Positive fuel trim percentages indicate
that the powertrain control module (PCM) is attempting to enrichen the fuel mixture to compensate for a
perceived lean condition. Negative fuel trim percentages indicate that the PCM is attempting to enlean the fuel
mixture to compensate for a perceived rich condition. STFT will normally sweep rapidly between enrichment and
enleanment, while LTFT will remain more stable. If STFT or LTFT exceeds ±10%, this should alert you to a
potential problem. The next step is to determine if the condition exists in more than one operating range. Fuel
[0..9] Avg.
trim should be checked at idle, at 1500 rpm and at 2500 rpm. For example, if LTFT B1 is 25% at idle but corrects 0%
to 4% at both 1500 and 2500 rpm, your diagnosis should focus on factors that can cause a lean condition at idle,
such as a vacuum leak. If the condition exists in all rpm ranges, the cause is more likely to be fuel supply-
4
related, such as a bad fuel pump, restricted injectors, etc.Fuel trim can also be used to identify which bank of
cylinders is causing a problem. This will work only on bank-to-bank hiel control engines. For example, if LTFT
B1 is -20% and LTFT B2 is 3%, the source of the problem is associated with Bl cylinders only, and your
diagnosis should focus on factors related to Bl cylinders only.The following parameters could affect fuel trim or
provide additional diagnostic information. Also, even if fuel trim is not a concern, you might find an indication of
another problem when reviewing these parameters: Fuel System 1 Status and Fuel System 2 Status should be in
closed-loop (CL). If the PCM is not able to achieve CL, the fuel trim data may not be accurate.

MAF The Mass Airflow (MAF) Sensor, if the system includes one, measures the amount of air flowing into the
engine. The PCM uses this information to calculate the amount of fuel that should be delivered, to achieve the
desired air/fuel mixture. The MAF sensor should he checked for accuracy in various rpm ranges, including wide-
open throttle (WOT), and compared with the manufacturer’s recommendations. Mark Warren’s Dec. 2003
Driveahility Corner column covered volumetric efficiency, which should help you with MAF diagnostics. When [5..77]
checking MAF sensor readings, be sure to identify the unit of measurement. The scan tool may report the 24 g/s
information in grams per second (gm/S) or pounds per minute (lb/min). For example, if the MAF sensor Avg. 41
specification is 4 to 6 gm/S and your scan tool is reporting .6 lb/min, change from English units to metric units to
obtain accurate readings. Some technicians replace the sensor, only to realize later that the scan tool was not
set correctly. The scan tool manufacturer might display the parameter in both gm/S and lb/min to help avoid this
confusion.

ECT Engine Coolant Temperature (ECT) should reach operating temperature, preferably 190°F (40.5˚C) or [76..99]
higher. If the ECT is too low, the PCM may richen the fuel mixture to compensate for a (perceived) cold engine 99 ˚C
condition. Avg. 87
74 [0..122]
Speed Vehicle Speed
km/h Avg. 61
OVB1S2 Oxygen Voltage: Bank 1, Sensor 2 Oxygen Sensor Output Voltage BlSl, B2S1, B1S2, etc., are used
by the PCM to control fuel mixture. Another use for the oxygen sensors is to detect catalytic converter
degradation. The scan tool can be used to check basic sensor operation. Another way to test oxygen sensors is
with a graphing scan tool, but you can still use the data grid if graphing is not available on your scanner. Most 0.465 [0..0] Avg.
scan tools on the market now have some form of graphing capability.The process for testing the sensors is
simple: The sensor needs to exceed .8 volt and drop below .2 volt, and the transition from low to high and high V/V 0
to low should be quick. In most cases, a good snap throttle test will verify the sensor’s ability to achieve the .8
and .2 voltage limits. If this method does not work, use a bottle of propane to manually richen the fuel mixture to
check the oxygen sensor’s maximum output.

LONGTF1 Long term fuel trim: Bank 1 - Fuel trim is a key diagnostic parameter and your window into what
the computer is doing to control fuel delivery and how the adaptive strategy is operating. STFT and LTFT are
expressed as a percentage, with the ideal range being within ±5%. Positive fuel trim percentages indicate that
the powertrain control module (PCM) is attempting to enrichen the fuel mixture to compensate for a perceived
lean condition. Negative fuel trim percentages indicate that the PCM is attempting to enlean the fuel mixture to
compensate for a perceived rich condition. STFT will normally sweep rapidly between enrichment and
enleanment, while LTFT will remain more stable. If STFT or LTFT exceeds ±10%, this should alert you to a
potential problem. The next step is to determine if the condition exists in more than one operating range. Fuel
[3..14]
trim should be checked at idle, at 1500 rpm and at 2500 rpm. For example, if LTFT B1 is 25% at idle but corrects 7%
to 4% at both 1500 and 2500 rpm, your diagnosis should focus on factors that can cause a lean condition at idle,
such as a vacuum leak. If the condition exists in all rpm ranges, the cause is more likely to be fuel supply-
Avg. 8
related, such as a bad fuel pump, restricted injectors, etc.Fuel trim can also be used to identify which bank of
cylinders is causing a problem. This will work only on bank-to-bank hiel control engines. For example, if LTFT
B1 is -20% and LTFT B2 is 3%, the source of the problem is associated with Bl cylinders only, and your
diagnosis should focus on factors related to Bl cylinders only.The following parameters could affect fuel trim or
provide additional diagnostic information. Also, even if fuel trim is not a concern, you might find an indication of
another problem when reviewing these parameters: Fuel System 1 Status and Fuel System 2 Status should be in
closed-loop (CL). If the PCM is not able to achieve CL, the fuel trim data may not be accurate.

IAT Intake Air Temperature (IAT) should read ambient temperature or close to underhood temperature, [25..31]
depending on the location of the sensor. In the case of a cold engine check-Key On Engine Off (KOEO)-the ECT 26 ˚C
and IAT should be within 5°F (-15˚C) of each other. Avg. 28
[0..1] Avg.
R O2S5 Equivalence Ratio: O2S5 0.989 /
0
 [13.80
Eng. Load Calculated Engine Load Value 39 %
Avg. 46
RPM Engine Speed (RPM) and Ignition Timing Advance can be used to verify good idle control strategy. 1607 [575..3280]
Again, these are best checked using a graphing scan tool.The RPM, Vehicle Speed Sensor (VSS) and Throttle
Position Sensor (TPS) should be checked for accuracy. These parameters can also be used as reference points
to duplicate symptoms and locate problems in recordings.
RPM Avg. 1927

Monitor status since DTCs cleared Includes Malfunction Indicator Lamp (MIL) status and number [0..0] Avg.
0.000
of DTCs. 0
LONGTF2 Long term fuel trim: Bank 2 - Fuel trim is a key diagnostic parameter and your window into what
the computer is doing to control fuel delivery and how the adaptive strategy is operating. STFT and LTFT are
expressed as a percentage, with the ideal range being within ±5%. Positive fuel trim percentages indicate that
the powertrain control module (PCM) is attempting to enrichen the fuel mixture to compensate for a perceived
lean condition. Negative fuel trim percentages indicate that the PCM is attempting to enlean the fuel mixture to
compensate for a perceived rich condition. STFT will normally sweep rapidly between enrichment and
enleanment, while LTFT will remain more stable. If STFT or LTFT exceeds ±10%, this should alert you to a
potential problem. The next step is to determine if the condition exists in more than one operating range. Fuel
[-1..14]
trim should be checked at idle, at 1500 rpm and at 2500 rpm. For example, if LTFT B1 is 25% at idle but corrects -1 %
to 4% at both 1500 and 2500 rpm, your diagnosis should focus on factors that can cause a lean condition at idle,
such as a vacuum leak. If the condition exists in all rpm ranges, the cause is more likely to be fuel supply-
Avg. 6
related, such as a bad fuel pump, restricted injectors, etc.Fuel trim can also be used to identify which bank of
cylinders is causing a problem. This will work only on bank-to-bank hiel control engines. For example, if LTFT
B1 is -20% and LTFT B2 is 3%, the source of the problem is associated with Bl cylinders only, and your
diagnosis should focus on factors related to Bl cylinders only.The following parameters could affect fuel trim or
provide additional diagnostic information. Also, even if fuel trim is not a concern, you might find an indication of
another problem when reviewing these parameters: Fuel System 1 Status and Fuel System 2 Status should be in
closed-loop (CL). If the PCM is not able to achieve CL, the fuel trim data may not be accurate.

OBD I
OBD Standard OBD standards to which this vehicle conforms and
OBD II
[1..8] Avg.
ATP Throttle Position 1%
4
SHORTTF1 Short term fuel trim: Bank 1 - Fuel trim is a key diagnostic parameter and your window into
what the computer is doing to control fuel delivery and how the adaptive strategy is operating. STFT and LTFT
are expressed as a percentage, with the ideal range being within ±5%. Positive fuel trim percentages indicate
that the powertrain control module (PCM) is attempting to enrichen the fuel mixture to compensate for a
perceived lean condition. Negative fuel trim percentages indicate that the PCM is attempting to enlean the fuel
mixture to compensate for a perceived rich condition. STFT will normally sweep rapidly between enrichment and
enleanment, while LTFT will remain more stable. If STFT or LTFT exceeds ±10%, this should alert you to a
potential problem. The next step is to determine if the condition exists in more than one operating range. Fuel
[0..16]
trim should be checked at idle, at 1500 rpm and at 2500 rpm. For example, if LTFT B1 is 25% at idle but corrects 0%
to 4% at both 1500 and 2500 rpm, your diagnosis should focus on factors that can cause a lean condition at idle,
such as a vacuum leak. If the condition exists in all rpm ranges, the cause is more likely to be fuel supply-
Avg. 8
related, such as a bad fuel pump, restricted injectors, etc.Fuel trim can also be used to identify which bank of
cylinders is causing a problem. This will work only on bank-to-bank hiel control engines. For example, if LTFT
B1 is -20% and LTFT B2 is 3%, the source of the problem is associated with Bl cylinders only, and your
diagnosis should focus on factors related to Bl cylinders only.The following parameters could affect fuel trim or
provide additional diagnostic information. Also, even if fuel trim is not a concern, you might find an indication of
another problem when reviewing these parameters: Fuel System 1 Status and Fuel System 2 Status should be in
closed-loop (CL). If the PCM is not able to achieve CL, the fuel trim data may not be accurate.

OVB1S1 Oxygen Voltage: Bank 2, Sensor 2 Oxygen Sensor Output Voltage BlSl, B2S1, B1S2, etc., are used
by the PCM to control fuel mixture. Another use for the oxygen sensors is to detect catalytic converter
degradation. The scan tool can be used to check basic sensor operation. Another way to test oxygen sensors is
with a graphing scan tool, but you can still use the data grid if graphing is not available on your scanner. Most 0.415 [0..0] Avg.
scan tools on the market now have some form of graphing capability.The process for testing the sensors is
simple: The sensor needs to exceed .8 volt and drop below .2 volt, and the transition from low to high and high V/V 0
to low should be quick. In most cases, a good snap throttle test will verify the sensor’s ability to achieve the .8
and .2 voltage limits. If this method does not work, use a bottle of propane to manually richen the fuel mixture to
check the oxygen sensor’s maximum output.

[4..22]
Time Adv. Timing Advance 5i
Avg. 13
Fuel Status Fuel system status will display more than just Closed Loop (CL) or Open Loop (OL). You might Closed
find one of the following messages: OL-Drive, indicating an open-loop condition during power enrichment or
deceleration enleanment; OL-Fault, indicating the PCM is commanding open-loop due to a system fault; CL-
Fault, indicating the PCM may he using a different fuel control strategy due to an oxygen sensor fault.
Loop

[1..1] Avg.
R O2S1 Equivalence Ratio: O2S1 1.002 /
1

Diagnostic Trouble Codes Description

There no trouble codes found

Pending diagnostic Trouble Codes Description

There no pending trouble codes found

Cleared diagnostic Trouble Codes Description

There no cleared trouble codes found