S

ome 2013 vehicles have al-

ready arrived in dealership
showrooms and one thing is
certain: Consumers have
more engine options than
WHAT
OBDII
ever to choose from—con-
ventional gasoline fuel injection, diesel
fuel injection, gasoline direct injection
and hybrid variations of all types, includ-
ing all-electric. Most of these engine op-
tions have one thing in common: They
all have a variety of emissions controls
incorporated in the engine management
system that are constantly tested by the
powertrain control module (PCM), and

CANDOFORYOU
it’s likely that most will need to be diag-
nosed and repaired at some point in the
life of the vehicle.
One thought comes to mind: Will ve-
hicle manufacturers, along with govern-
ment regulators, be able to keep enhanc-
ing the capabilities of the OBD II gener-
ic scan tool for these new engine plat-
forms or will that tool’s usefulness fade
away? Since its introduction, the OBD II
generic scan tool has proven to be an ex-
cellent inexpensive diagnostic alternative
to costly OBD II-enhanced scan tools,
and in the hands of a trained technician,
can provide valuable insight into what
the PCM is thinking. It would be a
shame to lose such a valuable resource.
I believe the answer to the question
is yes, the OBD II generic scan tool
will not only survive, but will thrive in
the future. Were you aware of the BY BOB PATTENGALE
OBD II generic data enhancements
for diesel engines? I recently hooked Some techs have been known to turn
up an OBD II generic scan tool to a
2012 Ford F-250 6.7L diesel engine.
their noses up at OBD II generic data.
More than 70 data parameters were But there’s a steadily growing amount
displayed in the resulting data record-
of very useful information that can
Photoillustration: Harold A. Perry; images: Thinkstock

ing, and the data parameters are rich

in diagnostic value.
In addition to the standard OBD II be gained from this ‘basic’ source.
generic parameters like engine speed
and MIL status, we have FRP A CMD
(fuel rail pressure command and actual),
EGT11 through 14 (exhaust gas temper-
ature sensors) and DPF REGEN (diesel
particulate filter regeneration parame-
ters), which are parameters we might
expect to see only in an enhanced or
OEM scan tool. This is good for diesel
technicians and proves that OBD II is
evolving with technology.
Why were the changes made to diesel
engine OBD II? One obvious reason is

46 September 2012
that passenger car emissions have been
reduced to very low levels, so the next
likely vehicle segment to target for emis-
sions reductions was diesel engine appli-
cations. In 1996, very few parameters
were directed at diesel engines. This was
because the emissions regulations and
testing requirements were mainly direct-
ed at large over-the-road trucks, with a
focus on reducing the big cloud of black
smoke coming out of the exhaust pipe.
Diesel engine-equipped vehicles are
on the rise. In 2007, diesel-engine vehi-
cles represented approximately 5% of
the overall vehicle fleet, and the number
has steadily increased. Many experts
predict that by 2020, diesels will repre-
sent 20% of the vehicle fleet, so the
changes to diesel OBD II regulations
are simply keeping up with the changes
in technology.
Another new trend is the use of gaso-
line direct injection (GDI) engines,
which produce incredible power in
smaller displacement engines. For ex-
ample, the 2012 Ford F-150 3.5L V6
twin-turbocharged GDI EcoBoost en-
gine produces 365 hp at 5000 rpm with
420 ft.-lbs. of torque at 2500 rpm. Com-
pare this to the 2008 F-150 with a 4.2L
nonturbo V6 engine, which produces
202 hp at 4350 rpm and 260 ft.-lbs. at
3750 rpm. You can easily see why vehi-
cle manufacturers will offer more GDI
options in the future.
So how is OBD II evolving with the
GDI engine applications? Fig. 1 on page
48 shows the data parameters from a
2012 Ford F-150 EcoBoost engine.
That screen capture shows the standard
enhanced OBD II parameters with
throttle-by-wire and air/fuel ratio oxygen
sensors, but nothing related to the twin
turbochargers or the air management
system. In this case, it looks like OBD II
will need additional focus in the future.
While we see that OBD II is evolving
with technology, are you evolving and
getting the most from OBD II? If the
Check Engine light is on, my first choice
is to start with OBD II generic. What I
find determines which tools will help me
complete the diagnostic decision-mak-
ing process.
For example, if the diagnostic trouble
codes (DTCs) retrieved are P0171 and
P0174 and the generic data parameters
show the Bank 1 and Bank 2 short-term

September 2012 47
 WHAT OBD II CAN DO FOR YOU
and long-term fuel trim values are exces-
sive, I don’t need enhanced scan tool
data to tell me what to do next. At this
point, I need to look for issues creating a
lean air/fuel mixture. Do I have too
much air for the correct amount of fuel
or is the issue insufficient fuel for the cor-
rect amount of air? Common problems
might be a large vacuum leak or maybe
an issue with the fuel pump. The obvious
tools for verification would be a smoke
machine to look for vacuum leaks, a fuel
pressure gauge to check pressure and/or
a lab scope with a current probe to check
the condition of the fuel pump.
I’m not saying an enhanced diagnos-
tic scan tool is not necessary. I’m merely
suggesting that when dealing with the
most common OBD II codes, you
might need only the generic data to
make the correct initial decisions.
Even after 17 years of OBD II, I still
get questions about fuel trim values, so
here’s a quick review on what you
should look for.
No matter what the driveability issue,
the first parameters that should be
checked after the oxygen sensors are
short-term fuel trim (STFT) and long-
term fuel trim (LTFT). Fuel trim is a
key diagnostic parameter that’s a win-
dow into what the computer is doing to
control fuel delivery and how the adap-
tive strategy is performing.
STFT and LTFT are expressed as a
percentage; the ideal range should be
⫾5%. Positive fuel trim percentages in-
dicate that the PCM is attempting to
enrichen the fuel mixture, to compen-
sate 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, while LTFT
will remain more stable. If STFT or
LTFT exceed ⫾10%, this should alert
you to a potential issue.
If the fuel trim is outside these ranges,
the next step is to determine if the condi-
tion exists in more than one operating
range. Fuel trim should be checked at
idle, at 1500 rpm and at 2500 rpm. For
example, if LTFT B1 is 25% at idle but
corrects to 4% at both 1500 and 2500
rpm, then your diagnosis should focus on
issues that can cause a lean condition at
48 September 2012
Fig. 1 This scan tool screen capture shows the OBD II parameters available for a
2012 Ford F-150 3.5L V6 EcoBoost engine. Very useful, but with room for improvement.
idle, such as a vacuum leak. If the condi-
tion exists in all rpm ranges, then the
cause is more likely related to fuel supply
issues, such as a faulty fuel pump, re-
stricted injectors, etc.
Fuel trim can also be used to identify
a bank of cylinders that might be caus-
ing a problem. This will work only on
bank-to-bank fuel control engines. For
example, if LTFT B1 is ⫺20% and
LTFT B2 is 3%, the cause of the prob-
lem is associated with B1 cylinders only.
Your diagnosis should focus on issues
related to B1 cylinders.
Fig. 2 The 2012 Ford 6.7L diesel PCM
is capable of monitoring fuel trim for
each injector and making adjustments
to balance the engine and protect the
diesel catalyst from damage.
Screen captures: Bob Pattengale
What about diesel engines and fuel
trim values? You won’t find STFT or
LTFT values, but you will find EQ RA-
TIO B1 S1, which will provide insight
into the current air/fuel mixture. This
parameter is displayed in a Lambda for-
mat, which means 1.0 equals 14.7:1
air/fuel mixture. If the number is lower
(.95, for example), the mixture is rich; if
the number is higher (say, 1.1), the mix-
ture is lean.
As common rail diesel technology
evolves, you might see this change in
the future. Fig. 2 at left shows an en-
hanced data capture from the 2012
Ford 6.7L diesel described previously.
It demonstrates the PCM’s ability to
monitor the fuel trim values for each in-
jector. So the fuel trim data is available,
just not shown in OBD II generic at this
point in time.
Another common complaint from
technicians is that OBD II is too slow,
but this can be corrected by selecting
only what you need to make a diagnos-
tic decision. For example, Fig. 3 on
page 52 presents identical 300-frame
oxygen sensor recordings that show the
sampling speed difference between se-
lecting 24 data parameters (top graphs)
and only two data parameters (bottom
graphs).
The top recording took 525 seconds to
capture 300 frames of data using the 24
data parameters. Due to the limitations
 WHAT OBD II CAN DO FOR YOU
of OBD II, it took the PCM approxi-
mately 1.75 seconds to capture the 24
data parameters and build one frame of
data. In the top graphs, you can see the
oxygen sensors sweeping up and down,
but the data is compressed together.
The bottom recording(s) were also set
to capture 300 frames of data, but in this
case were focused only on capturing the
two data parameters, so the frames build
quicker and the resolution gets better.
These recordings took 40 seconds to ful-
ly capture, which is .13 second per frame
of data, or 7.5 frames per second. This is
certainly not lab scope fast, but you can
begin to see some detail in the graph.
I always begin my OBD II data re-
view by looking at the oxygen sensors
first. Then I move to fuel trim values
and then look at the slower moving data Fig. 3 Selecting fewer OBD II parameters for better resolution is an often over-
parameter items as a group. Selecting looked tactic during the diagnostic process. The two sets of oxygen sensor graphs
fewer items ensures that I get the best shown here are identical 300-frame recordings. In the top set, 24 data parameters
data sampling. were selected, and the capture took 525 seconds; in the bottom set, the capture
Another fairly new addition to OBD took 40 seconds when only two data parameters were selected. When the focus is
II capabilities is Permanent Diagnostic on fewer parameters, the frames build quicker and the resolution is better.
Trouble Codes. A permanent fault
code is defined as a fault code that is be erased by clearing the DTCs or re- ota Camry using Toyota Techstream soft-
currently commanding the Check En- programming the PCM. ware. The left capture shows that the en-
gine light on. Phase-in began in 2010, Permanent DTCs will turn off only gine has Permanent DTCs stored and
and all vehicles should have had this when the PCM has performed the neces- the calibration section indicates a soft-
upgrade by 2012 models. The fault sary internal tests and is satisfied the issue ware update is recommended.
code is stored in nonvolatile random no longer exists. Fig. 4 below shows two The right capture shows the Health
access memory (NVRAM) and cannot Health Check Results from a 2010 Toy- Check Results after the engine soft-

Fig. 4 Permanent DTCs were phased in starting with 2010 vehicles. You can see from these Health Check Results on a 2010
Toyota Camry (highlighted in both screen captures) that the DTCs were still present after the PCM was reprogrammed.

52 September 2012
 WHAT OBD II CAN DO FOR YOU
ware calibration update. The calibra- One important upgrade that has really
tion number went from 333B5000 to been useful and a time-saver is the stan-
333B5100, which indicates the software dardization of Mode $06 data. The
has been updated and the Permanent phase-in primarily started with con-
DTCs are still present. If the fault has troller area network (CAN) vehicles and
been corrected, several complete drive simplified the ability to show the Mode
cycles might need to be performed to $06 descriptions.
erase the fault codes. I pointed out earlier that the number
In-Use Performance Tracking is of data parameters is increasing, and I
something you might have noticed under find that most technicians continue focus
Mode $09 of your OBD II generic scan only on the common parameters—oxy-
tool. This OBD II upgrade was phased gen sensors, fuel trim values, TPS, ECT,
in starting in 2005, with full implementa- etc. From Fig. 1, here are a few addition-
tion by 2007 vehicles. It’s used to deter- al parameters I like to review, especially
mine how often the OBD II monitors Fig. 5 This capture shows the results if the vehicle is new to the shop.
run during a typical drive cycle. from the In-Use Performance Tracking If the Check Engine light is on, I will
Fig. 5 at right shows an In-Use Per- feature in OBD II. The phase-in for this look at DIST MIL ON and DIST DTC
formance Tracking capture from a typ- upgrade began in 2005 and should CLR. If you have a stored DTC and
ical vehicle. One way I use this data is have reached 100% by 2007 vehicles. the miles are low for DIST DTC CLR,
to determine how difficult it might be chances are someone has attempted to
to complete the monitors following a DTC clearing. In this clear this DTC recently. If the mileage for DIST MIL ON is
example, you can see that most of the monitors should run extremely high, you know the customer has been driving
fairly quickly, but the evap monitor is going to be difficult to with the Check Engine light on for quite some time. This is a
complete. In this case, it’s important to understand the steps good time to point out that once the primary DTC that
to get the evap monitor to complete. caused the Check Engine light is repaired, additional DTCs
might be stored due to suspended tests caused by the origi-
nal fault code.
FUEL LEVEL is a good parameter to check. If the fuel
volume is lower than 15%, misfire testing might be sus-
pended. If the fuel volume is greater than 85%, evaporative
emissions testing might be suspended.
FUEL STAT 1 and 2 represent the fuel control status be-
tween the PCM and the oxygen sensors. Here’s what you
might see displayed: Closed Loop, Open Loop or OLDRIVE
(Open Loop Drive) will be displayed during wide-open
throttle or coasting conditions; OLFAULT (Open Loop due
to a fault with the OBD II system) and CLFAULT (Closed
Loop Fault, which means that the PCM is in closed loop,
but only one oxygen sensor is being used for fuel control.
These are good parameters to check during a recording tak-
en on a road test.
As you can see, OBD II has more to offer than it did in
1996 and it will continue to improve as vehicle technology
advances. We all need to hope the vehicle manufacturers,
government regulators like the California Air Resources
Board (CARB) and Environmental Protection Agency
(EPA) and organizations like the Society of Automotive
Engineers (SAE) continue to work together to improve the
capabilities of OBD II.
Next time you see a customer’s Check Engine light on, you
might want to see what generic OBD II has to offer before
digging deep into the enhanced data. You just might find you
can save a few minutes by using simple, accurate data.

This article can be found online at

www.motormagazine.com.

54 September 2012