code question

[FiveOGirl]

I found some trouble codes, p1160 and p1158

meanings are:

p1158 fuel trim adaptation additive low bank 1
p1160 fuel trim adaptation additive low bank 2

what would cause these?

[hayaku]

seems to be a number of possible reasons... basically that means your fuel injection system is running "lean".

could be oxygen sensors, throttle position sensor, mass air flow sensor, etc.. or a combination of things...

[FiveOGirl]

its not related to the type of fuel i use?

if it means anything my cam position sensor circuit also threw a code

[hayaku]

no, not related to type of fuel... running lean vs rich means the fuel to air mixture...

cam position sensor makes sense could also cause those trim bank faults...

[Zulu95]

And there is my favorite: There is a TSB about SES lights and fuel trim codes requiring a reprogram with later software. Don't know if it is applicable to you in your case. TSB SI B 12 07 04

[FiveOGirl]

i dropped the car off at BMW since I just purchased the car it has a used car warranty until May 15. THey told me it covers most of the SES fault code problems then had me sign some estimate amount of $245. I guess I'll just wait for a call.

[mysweetx5]

Originally Posted by FiveOGirl

I found some trouble codes, p1160 and p1158

meanings are:

p1158 fuel trim adaptation additive low bank 1
p1160 fuel trim adaptation additive low bank 2

what would cause these?

I HAVE THE SAME FOLLOWING CODES ON MY (2001 X5 4.4i). WERE YOU ABLE TO FIX THIS ISSUE??? IF SO, WHAT WAS WRONG??? WHAT WERE REPLACED?

[mysweetx5]

Originally Posted by FiveOGirl

I found some trouble codes, p1160 and p1158

meanings are:

p1158 fuel trim adaptation additive low bank 1
p1160 fuel trim adaptation additive low bank 2

what would cause these?

Fuel Trim (Fuel Adaption) Diagnostics
Q: What Is "Fuel Trim"?
A: "Fuel Trim" is the fine tune control of fuel delivery by the ECU. To accomplish this the ECU increases or
decreases fuel delivery by increasing or decreasing the time that the injectors are open.

Q: How does the controller know what to do?
A: By monitoring the primary Oxygen sensor(s) (pre catalytic convertor), engine coolant temperature,
throttle position, air mass volume, engine speed(rpm) and to a lesser extent changes in altitude, humidity,
ambient temperature, fuel quality, etc.

The ECU modifies the injection rate under two areas of engine operation. These areas are the idle or low load
mid range engine operation and operation under a normal to higher load when at higher engine speeds. These
altered injection rates are known as Long Term Fuel Trim (LTFT) Additive and Short Term Fuel Trim
(STFT) Multiplicative. See figure 1.
1
Long Term Fuel Trim (LTFT)
This is the control of Injection Pulse Time Open (ti) (also called Injection Pulse Width) over the entire range
of engine operation. It is primarily calculated at idle or low load mid range engine operation and is averaged
over time.
In these idle/low load conditions the amount of fuel variation is small due to the relatively small amount of air
input. The computer monitors the O2 sensor and ADDS or SUBTRACTS approximately 0.001msec to the
injection pulse time (ti) in order to maintain a Lambda = 1. This amount of increase or decrease of the
injection pulse width is known as the Adaptation Value. This is the value output by the ECU when reading
the live data stream.
For example: An LTFT of 1 is the factory spec for a new injector's injection pulse width (time open). This
corresponds to an LTFT Adaptation Value of 0.0.
An LTFT Adaption Value of 0.100 would indicate a wider injection pulse width. This corresponds to a LTFT
of 1.100.
An LTFT Adaption Value of -0.020 would indicate a narrower injection pulse width. This corresponds to a
LTFT of 0.980.
The LTFT is also influence by the Short Term Fuel Trim (STFT).
Short Term Fuel Trim (STFT) Multiplicative
This is the control of the Injection Pulse Time Open over the mid to upper range of engine operation. When
the engine operates at normal or higher load or at higher engine speeds, larger volumes of fuel and air are
needed. In order to maintain a Lambda = 1 in these conditions, the ECU monitors the O2 sensor and
calculated load (see figure 2) and compares the values against the optimal value for the fuel injection pulse
width stored in the drive map. If this base fuel injection pulse width value does not yield a Lambda = 1 at the
O2 sensor for the measured air mass, the computer increases or decreases the pulse width by a percentage
(%) determined by the difference in Lambda from optimal. These percentages have been computed by the
engineers at the factory from extensive dynamometer testing and are stored in a "weighted STFT value
array(1)" in the drive maps. When the STFT reaches the limit of its adjustment it will cause corresponding
decrease or increase to the Long Term Fuel Trim. If the correction to the base value exceeds +25% or -25%
for longer than 10 seconds a DTC is set for rich or lean stop for STFT.
Calculated Load =
Current Air Mass
X
Atmospheric Pressure @ sea level
Maximum Air Mass Current Barometric Pressure
Figure. 2
Short Term Fuel Trim in general makes very quick and small temporary changes to the fuel being delivered
to the engine. Long Term Fuel Trim makes slower more permanent changes. Each change in the Long
Term Fuel Trim is equivalent to a change of the Short Term Fuel Trim over it's entire range. The idea of this
being that when the Short Term hits it's upper/lower limit, it resets back to the beginning, and moves the long
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term TRIM up or down by one count. The Short Term continues to change very quickly, and if it hit's it's limit
again, it increments/decrements the Long Term again. This continues until the Long Term has added enough
fuel to compensate for the problem or until the long term has hit it's own limit. When the later occurs the
Air/Fuel ratio cannot be maintained at Lambda=1 and a "Lambda Control" DTC would normally be set and
in later injection systems a "LTFT at rich/lean stop" fault.
Once a LTFT DTC is set, depending on the calibration, the ECU usually defaults to Open Loop (O2 sensor
not on line) the ECU determines fuel delivery based on all sensor inputs (except oxygen sensor) and
predetermined internal "drive maps".
During Closed Loop, the input from the Oxygen sensor(s) is used by the ECU to calculate fuel delivery
adjustments or Adaptations. If the Oxygen sensor(s) indicate a lean condition, the Adaptation values will be
above 0. If the oxygen sensors indicate a rich condition, Adaptation values will be below 0. Adaptation
values that are between +10% and -10% of the base injection pulse width are an indication that the ECU is
maintaining proper fuel control.
If the ECU drops into Open Loop for what ever reason, you will notice that the long term fuel trim adaptation
value will show 0.0 ms. This is because the ECU is no longer looking at the O2 sensor, and therefore can't
make any adjustments to the fuel delivery. It must rely only on the fuel curve that has been programmed into
the drive map. This is a good reason for having the fuel curve as close to perfect as possible.
Let's look at some conditions that will set adaptations faults and there causes.
Intake air leaks
Incorrect Fuel Pressure
Injector valve defective or coked
Engine Temperature Sensor defective
EGR valve defective
Secondary air leak
Fuel evaporation control system defective or leaking.
Air Mass Meter defective
Vacuum leaks
Oxygen sensor aging (slow response)
Clogged or damaged catalytic converter
Contaminated fuel
Fuel tank ran empty
Combustion altered by a mechanical failure (Spark plugs, compression, intake/exhaust valves, ...etc.)
LTFT Adaption Value positive (+), LTFT >1.
Lack of fuel or too much air. ECU is attempting to increase the amount of fuel by increasing the injector
open time.
This could be caused by unmetered air leaking past the EVAP, EGR or into the air intake system after the Air
Mass Meter or a fuel pump delivery problem or clogged or damaged fuel injector.
LTFT Adaption Value negative (-), 0<LTFT<1
Too much fuel, Lack of air. ECU is attempting to decrease the amount of fuel by decreasing the injector open
time.
This could be due to leaking injector or a stuck open pintle supplying too much fuel.
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STFT Adaption Value positive (+)
Consistent high positive value can mean low exhaust back pressure, blown TWCC
STFT Adaption Value negative (-)
Consistent high negative value can mean high exhaust back pressure, clogged TWCC.
OBD II Requirements
The OBD-II requirements for fuel system monitoring says that the fuel delivery system must be continuously
monitored for the ability to provide compliance with emission standards. The fuel trim monitoring system is
considered malfunctioning when it causes the emission levels to exceed 1.5 times the FTP standards.

The regulations specifically require a monitor of the long-term fuel trim limits. The operating conditions at the
instant of fault detection must be stored in Freeze Frame data for the automotive technician.
BMW monitors LTFT and STFT in all LEV systems.
Fuel Trim Diagnostic Monitoring
The fuel trim Diagnostic monitors the averages of Long Term and Short Term Fuel Trim. If these fuel trim
values reach and stay at their maximum limits for a period of time, a malfunction is indicated. The fuel trim
Diagnostic compares an average of Long Term Trim values and Short Term Trim values to rich and lean
limits which are the calibrated fail thresholds for the test. If either value is within the fail thresholds, a pass is
recorded. The closed loop system still has control authority. If both values are outside the fail thresholds,
then a failure condition exists. This will cause a DTC to be stored and the rich or lean condition to be
recorded. The fuel trim diagnostic also conducts an intrusive test to determine if a rich condition is being
caused by excessive vapor from the EVAP canister.
1. The exact method of utilizing the weighted STFT array is held proprietary by BMW, but a good example is
that used by GM. See http://members.iatn.net/tech/gm/obd2/obd2-6-3.html .
4