I can add two two extra possible causes:
1) faulty coolant temperature sensor/low coolant/air in coolant. When the engine is started from the cold the ECU enriches the fuel mix to keep the engine idling; this explains why engines idle high (1000 -1200rpm) at start up. As the engine warms up the coolant temperature sensor signals this and the ECU shortens the injection cycle to eventually bring the engine down to a steady idle (700-800rpm). How to check? Most often the coolant sensor is quite
separate to the temperature sender, so a correct read-out on the dash
board does not necessarily indicate correct sensor function. Using a
voltmeter the resistance across the electrical terminals on the sensor can be
measured. By removing the device from
the car and putting the end of the sensor in a pan of hot water it should be
possible to see an immediate change in resistance, it does not matter so much
that the resistance goes up or down but that there is a disernable resistance change
with change in temperature. Generally
high resistance equates to cold temperatures and vice versa. If there is no resistance
change commensurate with temperature change then the sensor is at fault. If there is simply no resistance measurable
(open circuit) then the sensor is at fault. If the sensor is working correctly
check the connector, the wiring and the wiring insulation for faults and
possible shorting.
2) faulty oxygen sensor on the exhaust manifold. If the oxygen sensor indicates that there is too much oxygen in the exhaust the ECU will enrich the fuel mix to compensate. How to check? An issue with oxygen sensors is that they
steadily lose effectiveness with age and they can under perform for quite a
while before they trigger an error code on the ECU. Ensure the connection to the oxygen sensor is
robust and clean. As the oxygen sensor
only works when hot there is the danger of getting burnt by working on it so a
safe approach is to find the electrical connection on the wiring harness remote
from the oxygen sensor and to make voltage measurements there. Most garages have systems that can record the
amplitude and frequency of the voltage peaks being produced by the oxygen
sensor. A less sophisticated means to
get some impression of the oxygen sensor function is to use a moving coil
galvanometer type voltmeter (analogue needle on dial). Setting the voltage range to 1 volt and by
attaching the meter leads across the sensor wires it should be possible to see
the rhythmic pulsing and the voltage range of the operating sensor output. If no pulses are seen it could be either a
break in the wire or a fault with the sensor itself.
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