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Thread: Having Trouble Getting PIDs To Play Ball

  1. #1
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    Default Having Trouble Getting PIDs To Play Ball

    My mom has a 2015 Chevy Equinox with the 2.4L I4 Direct Injection and it threw a P0172 Exhaust System Too Rich and a P0014 Exhaust Camshaft Position Timing. When my sister brought it over it had no codes, not even historical. Strange as they stared at the MIL being lit up the entire drive from MI to CO. I proceeded to change the oil that was way past due and the car has been running just fine ever since. I'm trying not to overthink this as neglected oil changes are hell on these particular engines and cause all sorts of issues. I did see that a P0172 can be caused by the high pressure pump going nuts, so last night I went for a little cruise with an el cheapo handheld scanner and saw LTFTs in the mid-high -20% range. Enough that I decided to bust out EFILive to see what the deal is, but some of the PIDs are showing up with red Xs. I really want to see commanded vs observed fuel pressure. Usually I can right click, select more info, and see what I'm missing to get a PID working. Problem is, more info is greyed out on these PIDs and even on some of the supported PIDs. I've attached a PID screenshot, PID list, and a quick log (that I have yet to review) of me driving back from getting delicious beer with the car up to temp. Strange the ECT never goes over 176. I did try to click validate PIDs to no avail. I've never done this before, so the first time I did it was here in the kitchen and it red Xd all but 1! So I connected to the vehicle and it brought it back to the way it was in the screenshot. Hopefully this is just something little I'm missing as I think I could have some answers with just a short drive.

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    Mom PIDs.pid
    Mom Log 2.efi

    Just a quick edit to add that I was lacking E39.APCYL.DMA so the the cam phasing errors and the fuel pressure errors I was hoping to capture were not. That'll be on my next log. I hadn't yet pulled the tune from the ECM to see what it used, I plan to build the logging tables to match B1001 Desired Fuel Pressure, B7934-6 Intake Cam Position, and B7954-6 Exhaust Cam Position (both based on baro).
    Last edited by Supercharged111; January 8th, 2021 at 04:36 PM.
    1998 GMC Sierra K1500 5.7/4L80E, longtubes, 411 w/COS 5, marine cam/intake, Whipple. 91 octane at 6000'.
    1997 GMC Sierra K3500 7.4/4L80E, 411 w/COS 3, Whipple, small cam.
    2004 Corvette Z06 with longtubes.

  2. #2
    Joe (Moderator) joecar's Avatar
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    I'm looking thru your attached files, I don't know the answer yet.

  3. #3
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    Your help is always appreciated. You and Statesman have both been a huge help to me.
    1998 GMC Sierra K1500 5.7/4L80E, longtubes, 411 w/COS 5, marine cam/intake, Whipple. 91 octane at 6000'.
    1997 GMC Sierra K3500 7.4/4L80E, 411 w/COS 3, Whipple, small cam.
    2004 Corvette Z06 with longtubes.

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    Joe have you had a chance to peek at this? It fell off my radar too, but my mom will be taking the car back in a week or 2 so I need to do my due diligence here. Either that or just hipshoot the pump.
    1998 GMC Sierra K1500 5.7/4L80E, longtubes, 411 w/COS 5, marine cam/intake, Whipple. 91 octane at 6000'.
    1997 GMC Sierra K3500 7.4/4L80E, 411 w/COS 3, Whipple, small cam.
    2004 Corvette Z06 with longtubes.

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    FWIW - I have a 2012 Equinox with a 2.4L DI engine. To date (~115,000 miles), it has gone through both an intake and an exhaust cam actuator. The exhaust one never really caused any issues, but did throw a code. When the intake one went, you had to pedal it to make it go, or else it would die. The HPP is still stock and keeps on running. If you have to take a high shot, swap out the cam actuator. It's a quick job and not too expensive. I would not just swap the HPP unless you have data showing it is the problem.

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    Quote Originally Posted by turbo_bu View Post
    FWIW - I have a 2012 Equinox with a 2.4L DI engine. To date (~115,000 miles), it has gone through both an intake and an exhaust cam actuator. The exhaust one never really caused any issues, but did throw a code. When the intake one went, you had to pedal it to make it go, or else it would die. The HPP is still stock and keeps on running. If you have to take a high shot, swap out the cam actuator. It's a quick job and not too expensive. I would not just swap the HPP unless you have data showing it is the problem.

    I'm hoping to see in the commanded vs actual fuel pressures what's going on. This is for the O2 code, not the cam position code. I did see significant fuel trims on my Harbor Freight scanner while driving which is what prompted me to try and get EFILive going. When you say actuator, do you mean the solenoid or the cam pulley?
    1998 GMC Sierra K1500 5.7/4L80E, longtubes, 411 w/COS 5, marine cam/intake, Whipple. 91 octane at 6000'.
    1997 GMC Sierra K3500 7.4/4L80E, 411 w/COS 3, Whipple, small cam.
    2004 Corvette Z06 with longtubes.

  7. #7
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    The solenoids. They are pretty easy to get to if yours is causing problems. I did end up swapping the timing chain on this engine when I was running into the intake cam issue, but after getting it apart, it was not the problem. Just the solenoid.

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    I think I stumbled on the answer, but I'm too dumb to put it together.

    https://forum.efilive.com/showthread...hlight=E39+PID

    Joecar posted a .txt document, I think it's a calculated PID that will make the air per cylinder PID play ball. Today when I plugged the car in a lot of red Xs disappeared, but the air per cylinder that would give me my smoking gun answer was still not valid. I began to suspect it was an E39ism and that appears to be the case. Can anyone tell me what I need to do with this text document to get my E39A air per cylinder PID working? AKA E39.APCYL_DMA.

    calc_pids--GCYL-1.txt
    1998 GMC Sierra K1500 5.7/4L80E, longtubes, 411 w/COS 5, marine cam/intake, Whipple. 91 octane at 6000'.
    1997 GMC Sierra K3500 7.4/4L80E, 411 w/COS 3, Whipple, small cam.
    2004 Corvette Z06 with longtubes.

  9. #9
    Joe (Moderator) joecar's Avatar
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    Rename it to calc_pids.txt and place it in the User Configuration folder... then use the appropriate calc pid instead ogf the DMA pid.

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