On a stock 2v 5.4 in a 2004 Expedition.

Playing with the torque app on a droid, and I notice in cruise one bank is near 0 and the other maybe +7 or so. Is this a normal thing? I assume bank 1 is passenger side?
At idle they both match up, so I dont think a intake leak.
Just leave well enough alone? Seems to run fine, just wondering what would split them up....

Thanks

 

Buehler???

 

I see the same thing on my ultragauge. Really noticed a big discrepancy tonight on a 140 mile drive between the LT fuel trims. I have tons of power, motor sounds great, fantastic MPG (21-22 us mpg at a steady 57-59 mph). So I don't think anything is wrong. I run neck and neck with my buddies 5.0 FX4 to his speed limiter, then I can take off from there. It may just be the gauges (wrong) interpretation??

I am currently running a 91 perf/tow VMP tune, fyi.

Would def appreciate someone like GLC chiming in though :-)

 

Way beyond my expertise.

 

At idle, mine run almost double what they run at under load and I've noticed Bank 2 is at least +6 to 8 higher than Bank 1 at idle.

Under load banks 1 and 2 are around 7. Idle they jump to +10 and +14.

Same setup with TorquePro app.

 

I would plug in my OBD II and data log in real time to believe what Is really there. Possibly a leaking injector?

Here is a situation Mustang has. http://api.viglink.com/api/click?for...13523262487194

 

Hey papa, do you think I would notice a leaky injector if I had one?
What are the symptoms?
Would there be something audible?
Performance compromised?

I thought my ultragauge was real time?

Thanks for any info

 

O2 problem ? Interesting reading?

FORD MOTOR COMPANY REVISION DATE: JULY 13, 2011 PAGE 72 OF 246
NTK UEGO sensor interface:
IP – primary pumping current that flows through the sensing resistor
COM – Virtual ground, approximately 3.6 volts above PCM ground.
VS – Nernst cell voltage, 450mv from COM. Also carries current for pumped reference.
RL - Voltage input from label resistor.
H+ – Heater voltage – to battery.
H- – Heater ground side – Duty cycle on/off to control sensor temperature.

The primary component of a UEGO sensor is the diffusion passage that controls the flow of exhaust gasses into a
detection cavity, a Nernst cell (essentially an EGO sensor inside the UEGO sensor) that measures the air fuel ratio
in the detection cavity. A control circuitry in the ASIC chip (mounted in the PCM) controls the pumping current (IP)
to keep the detection cavity near stoichiometry by holding the Nernst cell at 450 mV. This Nernst cell voltage (RE,
VS) is 450mV from the virtual ground (VM, COM), which is approximately 2.5V (Bosch UEGO) or 3.6V (NTK
UEGO) above the PCM ground. For the Nernst cell to generate a voltage when the detection cavity is rich, it needs
an oxygen differential across the cell. In older UEGO (and HEGO) sensor designs, this was provided by a
reference chamber that was connected to outside air through the wire harness that was subject to contamination
and "Characteristic Shift Down (CSD)". The new UEGO sensor uses a pumped reference chamber, which is
sealed from the outside to eliminate the potential for contamination. The necessary oxygen is supplied by
supplying a 20 uA pumping current across the Nernst cell to pump small amounts of oxygen from the detection
cavity to the reference chamber. The pumping cell pumps oxygen ions in and out of the detection cavity from and
to the exhaust gasses in response to the changes in the Nernst cell voltage. The pumping current flows through
the sense resistor and the voltage drop across the sense resistor is measured and amplified. Offset volts are sent
out of the ASIC to one of the PCM's A/D inputs. The PCM measures the voltage supplied by the ASIC, determines
the pumping current, and converts the pumping current to measured lambda. In general, the circuitry that
measures the pumping current is used to estimate the air fuel ratio in the exhaust system.
The UEGO sensor also has a trim (IA) or label resistor (RL). The biggest source of part to part variability in the
measured air fuel ratio is difference in the diffusion passage. This source of variation is simply the piece-to-piece
differences from the manufacturing process. To compensate for this source of error, each sensor is tested at the
factory and a trim or label resistor is installed in the connector. The value of this resistor is chosen to correlate with
the measured difference between a particular sensor and a nominal sensor.