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Hi Im David. allow me a moment to look up some info for you. thanks
before you go replacing things. clean the throttle plate, remove the egr valve and clean it out really good. remove the iac and clean it out really good also. do a back pressure test to see if the cats may be partially clogged.
if you dont have a back pressure gauge, you can use a digital temp gun and check the inlet and outlet temp of each cat.
no. the outlet of the cat should be at LEAST 100 degrees hotter than the inlet. remember to point the gun at the welds on the cat.
thats for a good working cat
i know it sounds like it should be opposite but the metal and gases inside the cat get unbelievably hot.
you got it
the tps percentage is a problem. i would test that individually before replacing to make sure its not the wiring. but i believe the bank 1 cat needs replaced for sure. everything else seems normal.
having trouble finding one, but i know i have it
Electronic Throttle Body (ETB) The ETB has the following characteristics: 1. The throttle actuator control (TAC) motor is a DC motor controlled by the PCM (requires 2-wires). The gear ratio from the motor to the throttle plate shaft is 17:1. 2. There are 2 designs: parallel and in-series. The parallel design has the motor under the bore parallel 2007 PCED On Board Diagnostics SECTION 1: Description and Operation Procedure revision date: 03/29/2006 to the plate shaft. The motor housing is integrated into the main housing. The in-series design has a separate motor housing. 3. Two springs are used: one is used to close the throttle (main spring) and the other is in a plunger assembly that results in a default angle when no power is applied. This is for limp home reasons (the force of the plunger spring is 2 times stronger than the main spring). The default angle is usually set to result in a top vehicle speed of 48 km/h (30 mph). Typically this throttle angle is 7 to 8 degrees from the hard-stop angle. 4. The closed throttle plate hard stop is used to prevent the throttle from binding in the bore (~0.75 degree). This hard stop setting is not adjustable and is set to result in less airflow than the minimum engine airflow required at idle. 5. Unlike cable operated throttle bodies, the intent for the ETB is not to have a hole in the throttle plate or to use plate sealant. The hole is not required in the ETB because the required idle airflow is provided by the plate angle in the throttle body assembly. This plate angle controls idle, idle quality, and eliminates the need for an IAC valve. 6. The TP sensor has 2 signal circuits in the sensor for redundancy. The redundant throttle position signals are required for increased monitoring reasons. The first TP signal (TP1) has a negative slope (increasing angle, decreasing voltage) and the second signal (TP2) has a positive slope (increasing angle, increasing voltage). During normal operation the negative slope TP signal (TP1) is used by the control strategy as the indication of throttle position. The TP sensor assembly requires 4 circuits. 5-volt reference voltage Signal return (ground) TP1 voltage with negative voltage slope (5-0 volts) TP2 voltage with positive voltage slope (0-5 volts) Accelerator Pedal Position (APP) Sensors The ETC strategy uses pedal position sensors as an input to determine the driver demand. 1. There are 3 pedal position signals required for system monitoring. APP1 has a negative slope (increasing angle, decreasing voltage) and APP2 and APP3 both have a positive slope (increasing angle, increasing voltage). During normal operation APP1 is used as the indication of pedal position by the strategy. 2. There are 2 VREF circuits, 2 signal return circuits, and 3 signal circuits (a total of 7 circuits and pins) between the PCM and the APP sensor assembly. 2 reference voltage circuits (5 volts) 2 signal return (ground) circuits APP1 voltage with negative voltage slope (5-0 volts) APP2 voltage with positive voltage slope (0-5 volts) APP3 voltage with positive voltage slope (0-5 volts) 3. The pedal position signal is converted to pedal travel degrees (rotary angle) by the PCM. The software then converts these degrees to counts, which is the input to the torque based strategy. 4. The 3 pedal position signals make sure the PCM receives a correct input even if 1 signal has a concern. The PCM determines if a signal is incorrect by calculating where it should be, inferred from the other signals. A value is substituted for an incorrect signal if 2 of the 3 signals are incorrect. Electronic Throttle Body (ETB) and Accelerator Pedal Assembly Electronic Throttle Control (ETC) System Strategy The torque based ETC strategy was developed to improve fuel economy and to accommodate variable camshaft timing (VCT). This is possible by not coupling the throttle angle to the driver pedal position. Uncoupling the throttle angle (produce engine torque) from the pedal position (driver demand) allows the powertrain control strategy to optimize fuel control and transmission shift schedules while delivering the requested wheel torque. The ETC monitor system is distributed across 2 processors within the PCM: the main powertrain control processor unit (CPU) and a monitoring processor called an enhanced-quizzer (E-Quizzer) processor. The primary monitoring function is carried out by the independent plausibility check (IPC) software, which resides on the main processor.
normal tolerances for stft are between negative 1 to +5
normal tolerances for ltft @idle are close to 0
normal tolerances for ltft at 2500 rpm are 2-10
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replace the throttlebody assembly. i believe your idle will return to normal.