Abstract: A low speed pre-ignition detection, mitigation, and driver notification system and method utilize a controller to analyze a knock signal from a knock sensor to detect LSPI knock of the engine and in response to detecting the LSPI knock, enrich a fuel/air ratio of the engine and limit a torque output of the engine to a level that is less than a maximum torque output of the engine, and when enriching the fuel/air ratio of the engine and limiting the torque output of the engine does not mitigate the LSPI knock, output at least one message for a driver of the vehicle instructing the driver to take remedial action to mitigate the LSPI knock.

Abstract: A low speed pre-ignition detection, mitigation, and driver notification system and method utilize a controller to analyze a knock signal from a knock sensor to detect LSPI knock of the engine and in response to detecting the LSPI knock, enrich a fuel/air ratio of the engine and limit a torque output of the engine to a level that is less than a maximum torque output of the engine, and when enriching the fuel/air ratio of the engine and limiting the torque output of the engine does not mitigate the LSPI knock, output at least one message for a driver of the vehicle instructing the driver to take remedial action to mitigate the LSPI knock.

Abstract: A first computer-implemented diagnostic method can run in response to an imminent deceleration fuel cutoff (DFCO) event. A second computer-implemented diagnostic method can run on engine shutdown. Both diagnostic methods involve controlling fuel injectors and a fuel pump to make the fuel rail pressure change from a desired minimum to a desired maximum. Measurements from the fuel rail pressure sensor at these endpoints can then be used to detect a fault of the fuel rail pressure sensor. One or both diagnostic methods can be implemented.

Abstract: A first computer-implemented diagnostic method can run in response to an imminent deceleration fuel cutoff (DFCO) event. A second computer-implemented diagnostic method can run on engine shutdown. Both diagnostic methods involve controlling fuel injectors and a fuel pump to make the fuel rail pressure change from a desired minimum to a desired maximum. Measurements from the fuel rail pressure sensor at these endpoints can then be used to detect a fault of the fuel rail pressure sensor. One or both diagnostic methods can be implemented.

Abstract: A first computer-implemented diagnostic method can run in response to an imminent deceleration fuel cutoff (DFCO) event. A second computer-implemented diagnostic method can run on engine shutdown. Both diagnostic methods involve controlling fuel injectors and a fuel pump to make the fuel rail pressure change from a desired minimum to a desired maximum. Measurements from the fuel rail pressure sensor at these endpoints can then be used to detect a fault of the fuel rail pressure sensor. One or both diagnostic methods can be implemented.

Abstract: A first computer-implemented diagnostic method can run in response to an imminent deceleration fuel cutoff (DFCO) event. A second computer-implemented diagnostic method can run on engine shutdown. Both diagnostic methods involve controlling fuel injectors and a fuel pump to make the fuel rail pressure change from a desired minimum to a desired maximum. Measurements from the fuel rail pressure sensor at these endpoints can then be used to detect a fault of the fuel rail pressure sensor. One or both diagnostic methods can be implemented.