Using the LONGFT1 and LONGFT2 (Dual Bank Engines) PIDs

WARNING: This page does not describe the selected car, but rather 32 other vehicles, including the 2010 Mercury Milan, 2010 Mercury Mariner, 2010 Mercury Grand Marquis, 2010 Lincoln Town Car, and 2010 Lincoln Navigator L. However, it is still accessible from the selected car via links, so may be relevant.

The LONGFT1/2 PIDs are useful for diagnosing fuel trim concerns. A negative PID value indicates fuel is being reduced to compensate for a rich condition. A positive PID value indicates fuel is being increased to compensate for a lean condition. It is important to know there is a separate LONGFT value used for each RPM/load point of engine operation. When viewing the LONGFT1/2 PIDs, the values may change a great deal as the engine is operating at different RPM and load points. This is because the fuel system may have learned corrections for fuel delivery concerns that can change as a function of engine RPM and load. The LONGFT1/2 PIDs display the fuel trim currently being used at that RPM and load point. Observing the changes in LONGFT1/2 can help when diagnosing fuel system concerns. For example:

A contaminated mass air flow (MAF) sensor results in matching LONGFT1/2 correction values that are negative at idle (reducing fuel), but positive (adding fuel) at higher RPM and loads.
LONGFT1 values that differ greatly from LONGFT2 values rule out concerns that are common for both banks (for example, fuel pressure concerns, MAF sensor, etc. can be ruled out).
Vacuum leaks result in large rich corrections (positive LONGFT1/2 value) at idle, but little or no correction at higher RPM and loads.
A plugged fuel filter results in no correction at idle, but large rich corrections (positive LONGFT1/2 value) at high RPM and load.