Which sensor data should be verified when confirming metering corrections after repair?

Which sensor data should be verified when confirming metering corrections after repair?

• A. Battery voltage only
• B. MAP, MAF, ECT, and O2 sensors
• C. Crankshaft position sensor only
• D. Tire pressure

Answer: (B)

Fuel metering corrections rely on data from sensors that tell the ECU about air intake, engine temperature, and exhaust composition. The MAP and MAF sensors measure how much air is entering the engine, and the ECU uses that to calculate how much fuel to inject. The ECT tells the ECU how hot the engine is, which changes fueling during cold starts and normal operation. The O2 sensors provide feedback on the actual air-fuel ratio, allowing the ECU to fine-tune fueling in closed-loop operation. If any of these readings are off, the metering corrections won’t reflect the true engine state, leading to incorrect fuel delivery after repairs. Battery voltage, crankshaft position, and tire pressure aren’t the primary sensors used to verify metering corrections in the same way, so they’re not the best indicators for this purpose.

Fuel metering corrections rely on data from sensors that tell the ECU about air intake, engine temperature, and exhaust composition. The MAP and MAF sensors measure how much air is entering the engine, and the ECU uses that to calculate how much fuel to inject. The ECT tells the ECU how hot the engine is, which changes fueling during cold starts and normal operation. The O2 sensors provide feedback on the actual air-fuel ratio, allowing the ECU to fine-tune fueling in closed-loop operation. If any of these readings are off, the metering corrections won’t reflect the true engine state, leading to incorrect fuel delivery after repairs. Battery voltage, crankshaft position, and tire pressure aren’t the primary sensors used to verify metering corrections in the same way, so they’re not the best indicators for this purpose.