DATASTREAM PRELIMINARY ANALYSIS

BY SAM BELL Dont be in a hurry to blow out the candle of the Check Engine light. Dim though it may be, you can still use it to avoid stumbling around in the dark. Part one of two parts.
hen diagnosing any MIL-on driveability complaint, be sure to read and record freeze frame data before turning out the Check Engine light. Once the codes are cleared, its too late; the freeze frame data will be lost. Although the information contained in the mandatory freeze frame data is a small subset of what youd see in current live data, there are often important clues that can help guide and speed your diagnosis of the underlying cause of a fault. Lets look at a real-world example. The screen capture on page 44 shows freeze frame data from a Honda Odyssey with insufficient EGR flow. You can see that the freeze frame was captured during closed-throttle deceleration from freeway speeds. EGR is normally commanded on only under moderate load to reduce combustion chamber temperatures that might otherwise result in excessive NOX formation. This example might strike you as a bit

tricky, since there doesnt seem to be any good reason to activate the EGR under these circumstances. But appearances can be deceiving. In fact, these are precisely the conditions under which the EGR monitor runs its self-test. By commanding full EGR on closed-throttle decel, the PCM can observe the change in manifold absolute pressure (MAP) and compare it to the expected value. If the change is too small, or too slow, the test fails. In this particular instance, the freeze frame data always shows essentially the same highspeed, closed-throttle, light-load conditions, because these are the only conditions under which the self-test occurs. Perhaps in this instance it helps us most by reminding us of the self-test conditions under which the repair will be evaluated. You can clean the passages as much as you like and drive around all day, but you wont get the EGR monitor to run unless and until you provide the necessary conditions. Only then will your repair be judged. Experience suggests that the underlying cause for this code in the Odyssey

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Photoillustration: Harold A. Perry; photos: Jupiter Images

DATASTREAM PRELIMINARY ANALYSIS

OBD II requires that freeze frame data accompany at least one code, even in the generic, or global, OBD II interface. This screen capture of a DTC P0401 taken from a Honda Odyssey illustrates the required PIDs. What can we learn about the conditions under which this EGR flow code set? VSS, load and TPS all converge to point toward closedthrottle highway deceleration when the code was set. In fact, this is exactly the scenario under which the monitor actually runs. It wont set under city driving conditions.

is carbon-blocked EGR passages, not an EGR valve problem, which brings up another valuable lesson. The DTC points out a problem area but does not define its exact cause, or provide a precise solution. For example, replacing the EGR valve or squirting a carbon solvent into the EGR hole wont do the job most of the time. Removing the plenum and the throttle body will be required. In some instances, it may be necessary to drill out one of the passages and install a countermeasure EGR flow tube. Consult your service information database for related TSBs and details. Meanwhile, the screen capture on page 46 provides current datastream information and a pending DTC P0118 (Engine Coolant Temperature Circuit High Input) for a fairly common failed ECT sensor on a Volkswagen. I was able to catch this data set after having cleared the code previously, and was lucky enough to have the sensor drop out while I was monitoring it on my laptop. The very low temperature value is the same one youd see with the sensor unplugged. It could be the result of an

open circuit, anywhere between the PCMs 5-volt reference signal to the sensor and the sensors ground return terminal. In this instance, the fault was internal to the sensor. But the important question is, How can you tell? There may be more than one way to analyze the situation. If you found a plausible value for the ECT in current data, a loose connection could be the culprit, but you can easily eliminate the possibility by checking the ECT PID, KOEO, while wiggling the harness and connector plugs. If the ECT report is stable but the freeze frame shows 40F, youve just nailed down the diagnosis. Double-check your work by observing the current ECT PID while you disconnect the sensor. It should immediately drop to 40F, and the sensors PCM feed wire should show full reference voltage. Now short the two PCM ECT leads to one another, paying careful attention to the wire colors, because this sensor features four wirestwo for the gauge and two for the PCM! Your scanner display should show a very high temperature, well in excess of 300F.

These steps verify that the correct reference voltage is being sent from the PCM, and that the sensor ground is intact. Ill be coming back to more KOEO and KOER diagnosis throughout this article and its conclusion next month.

Code-Setting Criteria
When analyzing a MIL-on driveability complaint, its critical that you determine the exact code-setting criteria for the particular vehicle youre working on. This is true equally whether the code is generic or manufacturer-specific. Heres why: So-called generic codes, which usually take the form P0xxx, have a common general label or descriptor, so that, for example, a P0401 code indicates an Insufficient EGR Flow condition whether the vehicle in question is a Chevy or a Lexus. Its the common general, or generic, descriptor that leads us to label it a generic code. But, in fact, the code becomes, at least in some sense, specific as soon as its code-setting criteria are established by the manufacturer. Consider these examples of a code

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Screen captures: Sam Bell

DATASTREAM PRELIMINARY ANALYSIS

In this screen capture of a Volkswagen DTC P0118, the low ECT value corresponds with the pending high ECT voltage code.

P0118, Engine Coolant Temperature Sensor Circuit High. One manufacturer applies the following criterion to one of its models: KOEO, the PCM detected an ECT signal of more than 4.96 volts for 3 seconds or more. Heres how another OEM applies P0118: When the PCM detects an ECT signal of more than 4.6 volts ( 46F), KOEO or KOER. So here we see the same generic code being applied under two very similar, but slightly differently defined, conditions. A third manufacturer confuses the issue a bit more by applying the same code only when: The PCM detects an ECT voltage in excess of 4.85 volts, the VSS indicates greater than 5 mph and the engine run time is greater than 4 seconds. To further muddy the waters, some manufacturers may even apply differ-

ent code-setting criteria to different models or even to different engines within the same model line, yet always under the same assigned generic code number. For the VW I tapped for this example, P0118 is a two-trip code, requiring a recurrent fault before the code actually sets. In any event, the exact details of the code-setting criteria are critical to developing and carrying out effective testing and troubleshooting procedures in the field. Look for these criteria in the code-setting definitions in your service information database. When theyre not spelled out in sufficient detail, you may have to uncover them from specific testing values embedded within factory flowcharts or trouble trees (see the Flowchart Diagnostics sidebar on page 48). Freeze frame data sets and pending DTCs are not the only things lost when you extinguish an illuminated MIL. Mode 5 and 6 results are erased as well. While not available on all models, both Mode 5 (Oxygen Sensor Test Results)

and Mode 6 (Non-Continuous Monitor Test Results) may contain diagnostically pertinent data. Again, if you dont read and record this data early on, you may lose a valuable resource. Refer to Mark Warrens Driveability Corner column in the June 2002 issue of MOTOR (www. motormagazine.com) for an introduction to the topic of Mode 6 diagnosis. Mode 5 and Mode 6 test results are not exactly the same as watching live datastream. First of all, theyre generallywith at least some important exceptionsnot current data values; theyre test results. That does not mean theyre necessarily static values. New results will overwrite existing data as the onboard monitors repeatedly run various tests to completion. In some instances, the results will update as you drive, but in many cases, they do not update to overwrite existing data until the key is turned off. The data you find in Mode 5 or Mode 6 is simply the most recently recorded test resultsprovided no one has cleared the codes yet! Unfortunately, neither Mode 5 nor,

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DATASTREAM PRELIMINARY ANALYSIS Flowchart Diagnostics

tudents sometimes ask me why I dont just follow the factory trouble tree flowcharts. First of all, I side with Albert Einstein, who famously said, The significant problems we have cannot be solved at the same level of thinking with which we created them. Without meaning to offend the engineers who write these flowcharts, I have simply encountered too many problems that just arent accounted for anywhere in their flowcharts. You probably have, too. Second, flowcharts often call for a lot of tedious tests to rule out failures that never seem to occur in the real world. Im not saying these potential problems couldnt happen, Im just saying their likelihood is vanishingly small. Ill investigate them eventually if I havent found another solution. I need my test procedures to home in on the problem quickly, efficiently and accurately. Thats

how I make my living. Devising my own tests is usually far more efficient than following a flowchart. But flowcharts can be helpful in this regard, because they often contain specific pass/fail criteria, voltage range specifications, etc. Third, as an independent repair facility tech, I dont have the luxury of following the substitute a known-good unit instruction. If I want to try that, its pretty likely Im going to have to buy the part first, so Id better be sure thats the solution. Finally, while blindly following a flowcharts path might eventually yield a solution, its not usually much of a learning experience. If youre like most of MOTORs readers, you want to know why even more than you want to know what. Which, after all, may be exactly what Einstein had in mind in his implicit advice to change our level of consciousness.

especially, Mode 6 results have to conform to any specified format definition beyond defined communications protocols. Thus, for example, a 1998 Cadillac Cateras report of hexadecimal test identification 5, hexadecimal component identification 13 results (abbreviated as TID$ 05, CID$ 13) refers to the fuel tank pressure sensor check response time measured in seconds, while the same parameters (TID$ 05, CID$ 13) reported on a 1998 Chevy Lumina (using the J1850/Class 2 data link) would indicate the B1S1 low sensor voltage for half-period time calculation measured in millivolts. The same TID$s and CID$s will have entirely different meanings on different vehicles. As you can see, youll need access to the particular manufacturers secret decoder ring to get the most benefit from this data. But dont despair; all the information is available, no matter how cryptic it appears so far. Visit www.nastf.org for an up-to-date listing of all the OEMs websites. Unfortunately, youll lose all of this data as soon as the codes are cleared. So

what does that mean about any data you find in Mode 6 after a MIL reset? You may have stumbled onto a cache of untrustworthy gibberish. Some manufacturers are kind enough to restrict availability of Mode 5 or Mode 6 data to the results only for monitors that are currently complete. Others, Im sorry to say, may populate this data report with potentially misleading place-holding values that in no way reflect actual test results. This is yet another example of a situation where checking and recording data from known-good vehicles is indispensable. Only then will you know if youre looking at the wheat or the chaff.

Light at the End Of the Tunnel

Once you have valid Mode 5 or Mode 6 data, however, you may be able to put it to good use. Heres an example: Youre looking at a 1999 Taurus showing a P0420 code (low catalyst efficiency, bank one). The raw data is contained in the Mode 6 results for TID$10, CID$ 11. With the help of the handy decoder ring (available at www.motorcraftservice.com

/vdirs/retail/default.asp?pageid=diag_ theory_retail&gutsid=diagsheet &menu Index1=17 or members.iatn.net/ tech/ ford/99obdov ), you know that the threshold for this conventionally fueled vehicle is a 75% rear-to-front O2 sensor switch ratio. The recorded value reads out as $0031, which, translated from hexadecimal to decimal, equates to 49. The secret decoder ring-supplied conversion factor instructs us to multiply by .0156 to get a value from 0 to 1.0. We can now calculate 49 0.0156 .7644, or 76.44%. This tells you that the rear O2 sensor switches 77 times for every 100 switches of the front sensor. Thats just a bit too much activity in the rear sensor if the converter is actually doing its job. The monitor entry conditions tell us that the monitor wont run until at least 330 seconds after start-up, an ECT of 170 to 230F, IAT between 20 and 180F, at least 10% engine load, 30 seconds or more since entering closedloop, VSS from 5 to 70 mph, an inferred catalyst midbed temperature of at least 900F, steady MAF between 1.0 and 5.0 lbs./min., fuel level of at least 15%

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and EGR flow of 1% to 12%. Wow! Sounds pretty definitive, doesnt it? So, are you ready to condemn the cat or not? Im in no rush. I want to look at TID$ 53 and CID$s 01 to 06. Furthermore, I want to look at these Mode 6 PIDs while driving the vehicle under the same conditions as those reported in the accompanying freeze frame. Why? These PIDs (and I know this also from the decoder ring) are the misfire counters for each cylinder. They do not appear elsewhere in the datastream. If I see a significant percentage of misfires on any of the cylinders feeding the bank one converter, Ill want to fix the misfire first, then retest the converter, because I know that a misfiring cylinder will send a slug of unburned fuel mixture downstream, and that, in turn, will throw off both O2 switch rates for that bank. Whoa! Shouldnt there be a misfire code if thats the issue? As helpful as that would be, the short answer is Not always. Its up to each manufacturer to determine its own threshold criteria for flagging misfire codes. In Fords case, there seems to be a reluctance to set misfire codes except when catalyst damage is likely. As an experiment, a local Ford guru deliberately grounded the No. 1 plug wire on his F-150. Although the MIL would flash even on the highway, indicating imminent catalyst damage, the PCM never set a code for this fault under any circumstance, even when he drove the truck in this condition daily for over a week. In fact, scan data never even showed a pending code! In general, Id probably be willing to condemn the cat at this point if I found no misfire. There is, however, at least one more circumstance that would cause me to hesitate. If freeze frame data shows a relatively low IAT value, I would wonder whether the inferred midbed temperature was correct. In my part of the country (the midwest), winter snows can pile up fast and deep. Accumulations of slush and ice can prevent a catalytic converter from reaching proper operating temperature, sometimes for weeks on end, especially when a driver just bulls his way into or out of his driveway without plowing or shoveling first. Inferred midbed catalyst temperature is a calculated value based on application of an algorithm combining engine run time, ambient temperature at start-up, ECT, elapsed mileage, load and numerous other factors. Being a calculation, its subject to errors arising from unforeseen circumstances. The particular calculated value does not appear in the generic datastream, but may appear as a data PID in certain enhanced interfaces. Ive seen inferred midbed temperature PIDs of over 350F after an overnight cold-soak at KOEO, before engine start-up!

Circle #29

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KOEO Datastream
For the final section of this installment, Ill focus on a too-often-overlooked aspect of so-called drivers seat diagnosticsKOEO datastream. Once again, my initial exhortation is not to be in too much of a hurry. In this instance, I want you to turn the key on, but to not actually start the vehicle yet. Use the generic or global scanner interface first. Note the status of all monitors, check and record all DTCs (including pending and history codes), read and record freeze frame and all available Mode 5 and Mode 6 information and, finally, select current data. What are we looking for? As Karl Seyfert, MOTORS Executive Editor, suggested in his article OBD II Generic PID Diagnosis (September 2007), theres a wealth of information waiting to be put to good use. Take a look, for example, at the BARO and MAP PIDs. They should be in total agreement with one another before the engine starts. If the engine is cold, look for ECT and IAT to agree closely, usually within 5 to 20F, depending on sunload and car color. Watch O2 sensor voltages as their heaters kick in. Incorrect bias voltages or defective heater circuits can cause a myriad of fuel control problems. Slowly depress and release the throttle while watching the TPS reading. I have resolved several lack-ofpower complaints by smoothing bunched-up floor mats that prevented proper throttle opening, as well as several high idle complaints where something underfoot or underhood interfered with achieving closed throttle. KOEO data also reveals things like minimum calculated load or minimum calculated airflow rate for the particular vehicle youre working on. Some of this data may be surprising. For example, some manufacturers routinely show a calculated load of 10% or even 20% with the engine not running! Unusual or incorrect data seen KOEO should be noted and recorded. If the customer just drove the car in, does the ECT reflect a likely value? If the complaint involves an inability to reset a sufficient number of readiness monitors to pass a state emissions inspection, is there some PID that may indicate a problem in attaining monitor entry criteria? (A common example involves a low IAT reading on a Chrysler. The low reading prevents several monitors from running.) Ill conclude this discussion of datastream analysis next month with an examination of KOER datastream. Stay tuned.
This article can be found online at www.motormagazine.com.
Circle #30

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IN-DEPTH ANALYSIS
Photoillustration: Harold Perry; photos: Wieck Media & Jupiter Images

DATASTREAM
BY SAM BELL We began this two-part article with a discussion of preliminary OBD II datastream analysis, conducted with the engine off. Were going deeper this time, to explain the value of datastream information collected with the engine running.
ast months installment on datastream analysis focused on the value of freeze frame data, Mode 5 and Mode 6 data and KOEO (key on, engine off) datastream. This months discussion picks up where we left off, with KOER (key on, engine running) analysis. So go ahead, start the engine! I recommend that KOER data collection always start in the generic, or global OBD II interface. Why? Because generic datastream PID values are never substitutes for actual sensor readings. For example, you can disconnect the MAP sensor connector on a Chrysler product and drive it around while monitoring datastream in the enhanced (manufacturer-specific) interface. (Try this yourself; dont just take my word for it.) Youll see the MAP PID change along with the TPS sensor reading and rpm, showing a range of values that reflect likely MAP readings for each condition, moment by moment. These are substituted values. If you looked at the MAP voltage PID, however, it would show an unchanging reference voltage. In the enhanced interface, substitutions can and do occur. But in the generic interface, substituted values are never allowed. You would see MAP shown at a constant pressure equal to something a

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DATASTREAM IN-DEPTH ANALYSIS

Data collection and analysis might yield some helpful information, if you can find the wheat within the chaff. This is only a small portion of a larger data set with 100 values per PID.

bit higher than BARO. The generic interface allows calculated values, but never substituted values. So, what are we looking for, now that weve finally started the engine? The specific answer, of course, will depend largely on the details of the customer complaint and/or DTC(s) that are stored. We might, for example, be focusing on fuel trim numbers (and trends) if our code suggests an underlying air/fuel metering problem. We might be looking most closely at engine coolant temperature, and time-until-warm measurements when that seems warranted. Perhaps our problem lies in the evap area, or involves EGR flow. But ultimately, it doesnt matter what the specific issue is; well have to focus in on the systemic interactions that determine the overall characteristics of a particular data set. Heres a concrete example to illustrate what I mean. The vehicle in question is a 1999 Chevy Venture minivan with the 3.4L V6. There was a DTC

P0171 (Exhaust Too Lean, Bank 1) in memory with an active MIL. The sum of Short Term and Long Term Fuel Trims in freeze frame was in excess of

When evaluating a fuel trim trouble code, one of the first steps must always be to verify that the oxygen sensor (on which the DTC is based) is functioning correctly.

50%. Fuel pressure and volume had been verified as within specification. When evaluating a fuel trim trouble code, one of the first steps must always be to verify that the oxygen sensor (on which the DTC is based) is functioning correctly. During the test drive, I observed the O2 sensor switching rich, but not as often as would be expected if the very large fuel trim corrections shown were actually effective. Indeed, on the face of it, datastream seemed to confirm the DTC. Longtime readers, however, can probably anticipate what my next tests were: I checked the actual lambda value of the exhaust gases. Then I looked for a dynamic response as I artificially enriched the system with a blast of propane, then enleaned it by disconnecting a major vacuum hose. (See What Goes InHarnessing Lambda as a Diagnostic Tool in the September 2005 issue of MOTOR. Search the index at www.motormagazine.com for all MOTOR magazine articles mentioned.) Hav-

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Chart & screen capture: Sam Bell

Graphical representations of scan data movies can speed analysis. As an added bonus, using your scanners flight recorder mode allows you to concentrate on your driving. The data set here clearly points to a lack of adequate fuel volume. This graphical representation is derived from the exact same movie capture seen in the chart on the previous page.

ing found the idle lambda at a ridiculously low value of .85 (indicating a mixture with 15% more fuel than needed), I was not surprised to see that the O2 sensor didnt register a rich condition until the engine was very nearly flooded with propane. When I removed the purge hose, engine rpm climbed and the engine smoothed out, while lambda marched toward the stoichiometric ideal value of 1.00. Once the faulty O2 sensor was replaced, all aspects of driveability improved, and the minivan returned to its previous fuel consumption levels. Dynamic tests verify DTC accuracy. In some instances, we may be able to utilize bidirectional controls embedded within our scan tool packages to actuate various components. In other cases, we may need to improvise, using signal simulators, power probes, jumpers, propane or just good, old-fashioned test driving as required to initiate change within the system were working on. (Im not saying that it will always be as

easy as it was with the Venture. You and I know there will be problems that dont set DTCs, problems that do set DTCs that have no apparent connection to the

actual root fault and, of course, problems that set appropriate codes yet are still really hard to diagnose.)

Floodlights and Spotlights

One of the most powerful features of most scan tools is, as nearly as I can tell, one of the least used. This is the so-called flight recorder, data logger or movie mode. By whatever name its known, this is an analytical tool of considerable value. Take a look at the portion of saved scan data portrayed in the chart on page 38. As you see, any value in that information is well hidden. This might be termed a floodlight view, showing too many values for too many parameters. But look at the spotlight view above, where Ive selected and graphed a few of the same PID values. This was a vehicle where there was no DTC stored in memory. By including both upstream O2 sensors, I have provided myself a cross-check, as there is less likelihood of

One of the most powerful features of most scan tools the so-called flight recorderseems to be one of the least used. But its an analytical tool of considerable value.

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both being bad. Similarly, MAF and rpm track nicely with one another, again providing a good cross-check. The data values at the cursor (the vertical line at frame 2) are called out at the left side of each PIDs plot. The upstream O2 sensors are switching nicely at 2000 rpm (as shown at frame 51), but the graphic interface reveals an obvious problem at higher speeds as the O2 sensors flat-line lean. A new fuel pump restored the missing performance. ond. When film shot at 20 frames per second is played back at 60 frames per second, the action seems to be occurring at three times the speed. Just as a 56k dial-up modem is slower than a DSL Internet connection, scan data transfer rates also vary according to the interface used. Generic communication modes often travel at a crawl, es-

Slow Motion and High Speed

Moviemakers speed up or slow down the action on the screen by shooting at different numbers of frames per sec-

Monitors 1.01

ost MOTOR readers have at least a passing familiarity with the concept of OBD II monitor completion status. Even so, a brief refresher may be in order. OBD II monitors are simply formalized sets of self-tests all related to a particular system or component. Continuous monitors. With a few very rare exceptions (mostly for 1998 and earlier models), the so-called continuous monitors always show up as complete, done or ready. Take this status report with a grain of salt. Unplug the IAT sensor, start the engine and check that the Comprehensive Component Monitor readiness status shows complete. Is the MIL on? Are there any pending codes? How long would you have to let the vehicle idle before it will trip the MIL and show a P0113 (IAT Sensor Circuit Voltage High) DTC? As it turns out, depending on the specific make, model and powertrain package, there are several specific criteria that must be met before the code will set. In one instance, the PCM must detect a VSS signal of 35 mph or more and an ECT value of 140F or more, the calculated IAT must be less than 38F and all of these conditions must be met for at least 180 seconds of continuous duration, during which no other engine DTCs are setall while MAF is less than 12 grams per second. (This particular example, incidentally, is a two-trip code. Some other manufacturers may make this and other DTCs under the component monitors jurisdiction into one- or twotrip codes, sometimes with even more complicated entry criteria.) Continuous monitors include the comprehensive component monitor, the fuel monitor and the misfire monitor. Each monitor runs continuously when conditions are appropriate, but not during all actual driving. For example, the misfire monitor is often suspended during 4WD operation, since feedback through the axles over rough roads might cause uneven disruption of the CKP signals, which could

otherwise be misidentified as misfires. Similarly, extremely low fuel tank levels may suspend both misfire and fuel system monitors to avoid setting a DTC for running out of gas. Noncontinuous monitors. As I pointed out last month, its important to note the readiness status of the other, noncontinuous monitors as well. These are the monitors whose status will change to incomplete, not ready or not done when the codes are cleared. If a vehicle arrives at your shop showing one or more incomplete monitors, its likely that someone has already cleared the codes before it got to you. (There are a few vehiclesfor example, some 1996 Subaruswhich may reset monitor status to incomplete at every key-off, or other vehicles which may have certain monitors which cannot be made to run to completion in normal driving, such as the evap monitor on some Toyota Paseos.) If a vehicle shows up with incomplete monitors, however, you should certainly document that fact on your work order and be sure to advise the customer that theres a very real possibility that one or more other codes may recur after the current repair has been completed. For more on this subject, see my article How Not to Get MILStoned in the April 2004 issue of MOTOR. More importantly, for our present purposes, the existence of incomplete monitors means that you may not be getting the whole picture as to what ails the vehicle youre looking at. Keep an open mind, remembering that there may be other, as yet unknown issues hidden behind that incomplete monitor, and try not to rush your diagnosis. As mentioned in last months installment, there may be some valuable data accessible via Mode 6 even if the monitor is not complete, but there is a very real possibility that Mode 6 data for any incomplete monitor may turn out to be unreliable. And, of course, dont overlook any pending DTCs. Remember, these do not illuminate the MIL, so you must seek them out on your own.

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pecially in comparison to CAN speeds. If youre stuck with a generic interface, you can often accomplish more by looking at less. The key here is PID selection. Choose the smallest number of PIDs that will give you the information you actually need. Three or four are usually sufficient. This is your version of the filmmakers high-speed action trick, as you get more updates per unit time the fewer PIDs you select. With several hundred possible PIDs from which to choose, its just too easy to miss an intermittent data glitch, or to drown in a sea of too much information (see Live Data vs. Live Data on page 44). Most MOTOR readers are familiar with the ways in which some of the major OEMs have organized data PIDs for display in their enhanced scan tool interfaces. Groupings such as Misfire, Driveability, Emissions, Accessories and the like are good examples of the types of data sets you may want to construct while analyzing different sorts of problems. Tracking down a nasty intermittent problem? Dont hesitate to pare down the OEM groupings even further to speed data updates.

Lights Out?

t seems like a no-brainer: When youre done with all your diagnostic tests and youve made the necessary repairs, you should turn off the MIL, right? Thats what your customer probably expects, and as we all know, meeting customer expectations is an important part of running a successful business. But there are often times when you should leave the MIL on. If your area uses an OBD II plug & play emissions test, the regulations usually require that no more than one monitor can be incomplete as of the time of testing for model year 2001 and newer vehicles, with no more than two incomplete monitors for 1996 to 2000 models. In some areas, retest eligibility requires that the converter monitor must show complete before a retest is valid. If an emissions test or retest is looming in your customers future, you and he must work out the pros and cons of clearing the codes and resetting the monitors to incomplete. If you clear the codes, the monitors will reset as well. This will require that someone will have to drive a sufficient number of monitors to completion before a retest will be valid. If local weather conditions, for example, will prevent the monitors from running in a timely way, your customer might be better off if you leave the MIL on. Then your customer would have to drive only those portions of the drive trace needed to run the monitor under which the current DTC set. For example, if youre in the frigid climes of an upper Midwestern winter and a customers vehicle failed an emissions test because of a faulty O2 sensor heater, youll both be ahead if you dont clear the code, letting it expire naturally as the heater monitor runs successfully to completion on the next two trips. This will avoid the necessity of rerunning all the rest of the monitors. Of course, if the vehicle failed the evap monitor, youll be better off clearing the code, because prolonged subfreezing temperatures may make running that particular monitor successfully virtually impossible for weeks at a time.

Code-Setting Criteria and Operating Conditions

If were trying to resolve a MIL-on complaint, its critical that we first review both the exact code-setting criteria and the operating conditions as revealed in our previously recorded freeze frame data. Well need to drive in such a way as to complete a good trip so the affected monitors can run to completion. (For a more detailed discussion of OBD II trips and monitors, see Monitors 1.01 on page 40.) If we fail to meet the conditions under which the self-test (monitor) will run, we cannot hope to make progress. Using the previously recorded freeze frame parameters gives us a good general idea of the operating conditions required. Merely duplicating speed, load, temperature and other basic characteristics may not be enough. This is why we need to review and understand the details of the code-setting criteria and the monitors self-test strategy. For example, some monitors cannot run until others have already reached completion. A typical example would be a catalytic converter monitor that is suspended until the oxygen sensor monitors have run and passed. Some trouble codes, or even pending codes, suspend multiple monitors. Other vehicle faults may then go undetected until all monitors can run again. A P0500 (VSS Malfunction) in a Corolla, for example, will effectively suspend even the misfire monitor.

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DATASTREAM ANALYSIS
The net result is that we may have to clear the current DTCs and extinguish the MIL before our test drive can bear fruit. (But again, please be sure to read and record all the freeze frame data, the status of all monitors, the list of both current and pending DTCs and any available Mode 6 data before clearing the MIL (see Lights Out? on page 42). Well need to drive long enough to let the monitors in question reach completion. In some cases, this may require an extended period of time. Many Ford products, for example, normally require a minimum of a six-hour cold-soak before the evap monitor can run, although there may be ways to force this issue in some instances. Many Chrysler oxygen sensor monitors run only after engine shut-down (with key off),

Live Data vs. Live Data

ntermittent interruptions of sensor data can cause tricky driveability problems. Some glitches may set a DTC while others may not. While viewing datastream may reveal an intermittent sensor problem, it should not be relied upon to do so. The issue, once again, is in the data rate. Even a moderately fast interface, say the 41.6 kbps (kilobytes per second) J-1850 PWM used on many Ford products, can easily miss a several-millisecond dropout if its not that particular PIDs turn in the datastream. Where symptoms or DTCs point toward an intermittent sensor glitch, youre probably better off breaking out your scope or graphing multimeter.

so that no amount of driving will ever bring them to completion. Certain monitors, and apparently even certain scan tools, may require a key-off sequence before the monitor status will update from incomplete to complete. MOTOR offers an excellent resource to help you understand these detailsthe OBD II Drive Cycle CD Version 7.0, available from your local MOTOR Distributor (1-800-4A-MOTOR). In some cases, local weather conditions may make monitor completion seem impossible until a later date, usually because of ambient temperature requirements, although sometimes as a result of road conditions. In most cases, however, it will still be possible to complete the monitor by running the vehicle on a lift or dynamometer. This option may occasionally result in setting, say, an ABS code, but most monitors can be run to completion swiftly and successfully on a lift. This option may also offer a safer, faster alternative to actual driving, as trees and telephone poles are less likely to jump in front of a vehicle on a stationary lift.
Circle #22

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Conclusions
Proper in-depth datastream analysis can often light the way toward correct diagnosis of driveability concerns. Recording all available DTCs, pending DTCs, freeze frame data and Mode 5 and Mode 6 results before clearing any DTCs is essential. Specific setting criteria for each DTC are manufacturerdetermined, regardless of whether the code assigned is generic or manufacturer-specific. Freeze frame data sets can be used to recreate the operating conditions under which a previous failure occurred and can help illuminate the conditions under which certain self-tests are conducted. Mode 5 and Mode 6 test results can help in analyzing the type and extent of certain failures. KOEO datastream analysis can sometimes reveal sensor faults or rationality concerns that might otherwise be overlooked. Looking at KOEO and KOER datastream on a regular basis makes knowngood values familiar. Once you know

the correct values, the conditions accompanying problems identified by freeze frame are easier to spot. KOER data can highlight current problems, es-

When trying to resolve a MIL-on complaint, its critical to first review the exact code-setting criteria and the operating conditions as revealed in the freeze frame data.

pecially when used in conjunction with graphical scanner interfaces. Generic data PIDs cannot include substituted values, and so may point up faults easily overlooked in more enhanced interfaces. Careful selection of customgrouped PIDs can provide faster scanner update rates. Pick your tools wisely. To verify hard faults, monitor datastream as you run actuator tests. Look for any mismatch between the command sent to a component and its actual response. For intermittent problems, record and graph data. In tough cases, test circuits with your scope or meter to verify actual voltage for comparison to specs. Used properly, these techniques will help you arrive quickly and confidently at an accurate diagnosis of the root cause of most driveability complaints.
This article can be found online at www.motormagazine.com.

Circle #23

August 2008

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INTERPRETING GENERIC SCAN DATA

BY BOB PATTENGALE Readily available generic scan data provides an excellent foundation for OBD II diagnostics. Recent enhancements have increased the value of this information when servicing newer vehicles.

f you dont have a good starting point, driveability diagnostics can be a frustrating experience. One of the best places to start is with a scan tool. The question asked by many is, Which scan tool should I use? In a perfect world with unlimited resources, the first choice would probably be the factory scan tool.
of new parameters will make OBD II generic data even more valuable. Fig. 1 on page 54 was taken from a 2002 Nissan Maxima and shows the typical parameters available on most OBD IIequipped vehicles. As many as 36 parameters were available under the original OBD II specification. Most vehicles from that era will support 13 to 20 parameters. The California Air Resources Board (CARB) revisions to OBD II CAN-equipped vehicles will increase the number of potential generic parameters to more than 100. Fig. 2 on page 56 shows data from a CAN-equipped 2005 Dodge Durango. As you can see, the quality and quantity of data has increased significantly. This article will identify the parameters that provide the greatest amount of useful information and take a look at the new parameters that are being phased in. No matter what the driveability issue happens to be, the first parame-

Unfortunately, most technicians dont have extra-deep pockets. Thats why my first choice is an OBD II generic scan tool. Ive found that approximately 80% of the driveability problems I diagnose can be narrowed down or solved using nothing more than OBD II generic parameters. And all of that information is available on an OBD II generic scan tool that can be purchased for under $300. The good news is the recent phase-in

March 2005

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INTERPRETING GENERIC SCAN DATA

Fig. 1

ters to check are short-term fuel trim (STFT) and long-term fuel trim (LTFT). Fuel trim is a key diagnostic parameter and your window into what the computer is doing to control fuel delivery and how the adaptive strategy is operating. STFT and LTFT are expressed as a percentage, with the ideal range being within 5%. Positive fuel trim percentages indicate that the powertrain control module (PCM) is attempting to enrichen the fuel mixture to compensate for a perceived lean condition. Negative fuel trim percentages indicate that the PCM is attempting to enlean the fuel mixture to compensate for a perceived rich condition. STFT will normally sweep rapidly between enrichment and enleanment, while LTFT will remain more stable. If STFT or LTFT exceeds 10%, this should alert you to a potential problem. The next step is to determine if the condition exists in more than one op-

erating range. Fuel trim should be checked at idle, at 1500 rpm and at 2500 rpm. For example, if LTFT B1 is 25% at idle but corrects to 4% at both 1500 and 2500 rpm, your diagnosis should focus on factors that can cause a lean condition at idle, such as a vacuum leak. If the condition exists in all rpm ranges, the cause is more likely to be fuel supply-related, such as a bad fuel pump, restricted injectors, etc. Fuel trim can also be used to identify which bank of cylinders is causing a problem. This will work only on bankto-bank fuel control engines. For example, if LTFT B1 is 20% and LTFT B2 is 3%, the source of the problem is associated with B1 cylinders only, and your diagnosis should focus on factors related to B1 cylinders only. The following parameters could affect fuel trim or provide additional diagnostic information. Also, even if fuel trim is not a concern, you might find an indication of another problem

when reviewing these parameters: Fuel System 1 Status and Fuel System 2 Status should be in closedloop (CL). If the PCM is not able to achieve CL, the fuel trim data may not be accurate. Engine Coolant Te m p e r a t u re (ECT) should reach operating temperature, preferably 190F or higher. If the ECT is too low, the PCM may richen the fuel mixture to compensate for a (perceived) cold engine condition. Intake Air Temperature (IAT) should read ambient temperature or close to underhood temperature, depending on the location of the sensor. In the case of a cold engine check Key On Engine Off (KOEO)the ECT and IAT should be within 5F of each other. The Mass Airflow (MAF) Sensor, if the system includes one, measures the amount of air flowing into the engine. The PCM uses this information to calculate the amount of fuel that

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INTERPRETING GENERIC SCAN DATA

Fig. 2

should be delivered, to achieve the desired air/fuel mixture. The MAF sensor should be checked for accuracy in various rpm ranges, including wide-open throttle (WOT), and compared with the manufacturers recommendations. Mark Warrens Dec. 2003 Driveability Corner column covered volumetric efficiency, which should help you with MAF diagnostics. A copy of that article is available at www.motor.com, and an updated volumetric efficiency chart is available at www.pwrtraining.com. When checking MAF sensor readings, be sure to identify the unit of measurement. The scan tool may report the information in grams per second (gm/S) or pounds per minute (lb/min). For example, if the MAF sensor specification is 4 to 6 gm/S and your scan tool is reporting .6 lb/min, change from English units to metric units to obtain accurate readings. Some technicians replace the sensor, only to realize later that the scan tool was not set correctly. The scan tool manufacturer might display the para-

meter in both gm/S and lb/min to help avoid this confusion. The Manifold Absolute Pressure (MAP) Sensor, if available, measures manifold pressure, which is used by the PCM to calculate engine load. The reading in English units is normally displayed in inches of mercury (in./Hg). Dont confuse the MAP sensor parameter with intake manifold vacuum; theyre not the same. A simple formula to use is: barometric pressure (BARO) MAP intake manifold vacuum. For example, BARO 27.5 in./Hg MAP 10.5 intake manifold vacuum of 17.0 in./Hg. Some vehicles are equipped with only a MAF sensor, some have only a MAP sensor and some are equipped with both sensors. Oxygen Sensor Output Voltage B1S1, B2S1, B1S2, etc., are used by the PCM to control fuel mixture. Another use for the oxygen sensors is to detect catalytic converter degradation. The scan tool can be used to check basic sensor operation. Another way to test oxygen sensors is with a graphing

scan tool, but you can still use the data grid if graphing is not available on your scanner. Most scan tools on the market now have some form of graphing capability. The process for testing the sensors is simple: The sensor needs to exceed .8 volt and drop below .2 volt, and the transition from low to high and high to low should be quick. In most cases, a good snap throttle test will verify the sensors ability to achieve the .8 and .2 voltage limits. If this method does not work, use a bottle of propane to manually richen the fuel mixture to check the oxygen sensors maximum output. To check the low oxygen sensor range, simply create a lean condition and check the voltage. Checking oxygen sensor speed is where a graphing scan tool helps. Fig. 3 on page 57 and Fig. 4 on page 58 show examples of oxygen sensor data graphed, along with STFT, LTFT and rpm, taken from two different graphing scan tools. Remember, your scan tool is not a lab scope. Youre not measuring the

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Fig. 3

sensor in real time. The PCM receives the data from the oxygen sensor, processes it, then reports it to the scan tool. Also, a fundamental OBD II generic limitation is the speed at which that data is delivered to the scan tool. In most cases, the fastest possible data rate is approximately 10 times a second with only one parameter selected. If youre requesting and/or displaying 10 parameters, this slows the data sample rate, and each parameter is reported to the scan tool just once per second. You can achieve the best results by graphing or displaying data from each oxygen sensor separately. If the transition seems slow, the sensor should be tested with a lab scope to verify the diagnosis before you replace it. Engine Speed (RPM) and Ignition Timing Advance can be used to verify good idle control strategy. Again, these are best checked using a graphing scan tool. The RPM, Vehicle Speed Sensor (VSS) and Throttle Position Sensor (TPS) should be checked for accuracy.

These parameters can also be used as reference points to duplicate symptoms and locate problems in recordings. Calculated Load, MIL Status, Fuel Pressure and Auxiliary Input Status (PTO) should also be considered, if they are reported.

Additional OBD II Parameters

Now, lets take a look at the more recently introduced OBD II parameters. These parameters were added on 2004 CAN-equipped vehicles, but may also be found on earlier models or nonCAN-equipped vehicles. For example, the air/fuel sensor parameters were available on earlier Toyota OBD II vehicles. Fig. 2 was taken from a 2005 Dodge Durango and shows many of the new parameters. Parameter descriptions from Fig. 2 are followed by the general OBD II description: FUEL STAT 1 Fuel System 1 Status: Fuel system status will display more than just Closed Loop (CL) or Open Loop (OL). You might find one

of the following messages: OL-Drive, indicating an open-loop condition during power enrichment or deceleration enleanment; OL-Fault, indicating the PCM is commanding open-loop due to a system fault; CL-Fault, indicating the PCM may be using a different fuel control strategy due to an oxygen sensor fault. ENG RUN TIME Time Since Engine Start: This parameter may be useful in determining when a particular problem occurs during an engine run cycle. DIST MIL ON Distance Traveled While MIL Is Activated: This parameter can be very useful in determining how long the customer has allowed a problem to exist. COMMAND EGR EGR_PCT: Commanded EGR is displayed as a percentage and is normalized for all EGR systems. EGR commanded OFF or Closed will display 0%, and EGR commanded to the fully open

March 2005

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INTERPRETING GENERIC SCAN DATA

Fig. 4

position will display 100%. Keep in mind this parameter does not reflect the quantity of EGR flowonly what the PCM is commanding. EGR ERROR EGR_ERR: This parameter is displayed in percentage and represents EGR position errors. The EGR Error is also normalized for all types of EGR systems. The reading is based on a simple formula: (Actual EGR Position Commanded EGR) Commanded EGR EGR Error. For example, if the EGR valve is commanded open 10% and the EGR valve moves only 5% (5% 10%) 10% 50% error. If the scan tool displays EGR Error at 99.2% and the EGR is commanded OFF, this indicates that the PCM is receiving information that the EGR valve position is greater than 0%. This may be due to an EGR valve that is stuck partially open or a malfunctioning EGR position sensor. EVAP PURGE EVAP_PCT: This parameter is displayed as a percentage and is normalized for all types of purge systems. EVAP Purge Control

commanded OFF will display 0% and EVAP Purge Control commanded fully open will display 100%. This is an important parameter to check if the vehicle is having fuel trim problems. Fuel trim readings may be abnormal, due to normal purge operation. To eliminate EVAP Purge as a potential contributor to a fuel trim problem, block the purge valve inlet to the intake manifold, then recheck fuel trim. FUEL LEVEL FUEL_PCT: Fuel level input is a very useful parameter when youre attempting to complete system monitors and diagnose specific problems. For example, the misfire monitor on a 1999 Ford F-150 requires the fuel tank level to be greater than 15%. If youre attempting to duplicate a misfire condition by monitoring misfire counts and the fuel level is under 15%, the misfire monitor may not run. This is also important for the evaporative emissions monitor, where many manufacturers require the fuel level to be above 15% and below 85%.

WARM-UPS WARM_UPS: This parameter will count the number of warm-ups since the DTCs were cleared. A warm-up is defined as the ECT rising at least 40F from engine starting temperature, then reaching a minimum temperature of 160F. This parameter will be useful in verifying warm-up cycles, if youre attempting to duplicate a specific code that requires at least two warm-up cycles for completion. BARO BARO: This parameter is useful for diagnosing issues with MAP and MAF sensors. Check this parameter KOEO for accuracy related to your elevation. C AT TMP B1S1/B2S1 CATEMP11, 21, etc.: Catalyst temperature displays the substrate temperature for a specific catalyst. The temperature value may be obtained directly from a sensor or inferred using other sensor inputs. This parameter should have significant value when checking catalyst operation or looking at reasons for premature catalyst failure, say, due to overheating.

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Fig. 5

CTRL MOD (V) VPWR: I was surprised this parameter was not included in the original OBD II specification. Voltage supply to the PCM is critical and is overlooked by many technicians. The voltage displayed should be close to the voltage present at the battery. This parameter can be used to look for low voltage supply issues. Keep in mind there are other voltage supplies to the PCM. The ignition voltage supply is a common source of driveability issues, but can still be checked only with an enhanced scan tool or by direct measurement. ABSOLUT LOAD LOAD_ABS: This parameter is the normalized value of air mass per intake stroke displayed as a percentage. Absolute load value ranges from 0% to approximately 95% for normally aspirated engines and 0% to 400% for boosted engines. The information is used to schedule spark and EGR rates, and to determine the pumping efficiency of the engine for diagnostic purposes. OL EQ RATIO EQ_RAT: Commanded equivalence ratio is used to determine the commanded air/fuel ratio of the engine. For conventional oxygen sensor vehicles, the scan tool should display 1.0 in closed-loop and the PCM-

commanded EQ ratio during openloop. Wide-range and linear oxygen sensors will display the PCM-commanded EQ ratio in both open-loop and closed-loop. To calculate the actual A/F ratio being commanded, multiply the stoichiometric A/F ratio by the EQ ratio. For example, stoichiometric is a 14.64:1 ratio for gasoline. If the commanded EQ ratio is .95, the commanded A/F is 14.64 0.95 13.9 A/F. TP-B ABS, APP-D, APP-E, COMMAND TAC: These parameters relate to the throttle-by-wire system on the 2005 Dodge Durango of Fig. 2 and will be useful for diagnosing issues with this system. There are other throttle-by-wire generic parameters available for different types of systems on other vehicles. There are other parameters of interest, but theyre not displayed or available on this vehicle. Misfire data will be available for individual cylinders, similar to the information displayed on a GM enhanced scan tool. Also, if available, wide-range and linear air/fuel sensors are reported per sensor in voltage or milliamp (mA) measurements. Fig. 5 above shows a screen capture from the Vetronix MTS 3100 Mastertech. The red circle highlights the greater than symbol (>), indicating that multiple ECU responses differ in

value for this parameter. The blue circle highlights the equal sign (=), indicating that more than one ECU supports this parameter and similar values have been received for this parameter. Another possible symbol is the exclamation point (!), indicating that no responses have been received for this parameter, although it should be supported. This information will be useful in diagnosing problems with data on the CAN bus. As you can see, OBD II generic data has come a long way, and the data can be very useful in the diagnostic process. The important thing is to take time to check each parameter and determine how they relate to one another. If you havent already purchased an OBD II generic scan tool, look for one that can graph and record, if possible. The benefits will immediately pay off. The new parameters will take some time to sort out, but the diagnostic value will be significant. Keep in mind that the OBD II generic specification is not always followed to the letter, so its important to check the vehicle service information for variations and specifications.
Visit www.motor.com to download a free copy of this article.

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OBDII GENERIC P I D DIAGNOSIS

BY KARL SEYFERT A wealth of diagnostic information is available on late-model OBD II-compliant vehicles, even when enhanced or manufacturer-specific PIDs are not accessible. It doesnt take much to use this information to its best advantage.

S
52

ome scan tools call it the global OBD II mode, while others describe it as the OBD II generic mode. The OBD II generic mode allows a technician to attach his scan tool to an OBD II-compliant vehicle and begin collecting data without entering any VIN information into the scan tool. You may need to specifically select OBD II Generic from the scan tool menu. Some scan tools may need a software module or personality key before theyll work in generic OBD II test mode. The original list of generic data parameters mandated by OBD II and described in SAE J1979 was short and designed to provide critical system data only. The useful types of data we can retrieve from OBD II generic include

short-term and long-term fuel trim values, oxygen sensor voltages, engine and intake air temperatures, MAF or MAP values, rpm, calculated load, spark timing and diagnostic trouble code (DTC) count. Freeze frame data and readiness status also are available in OBD II generic mode. A generic scan tool also should be able to erase trouble codes and freeze frame data when commanded to do so. Data coming to the scan tool through the mandated OBD II generic interface may not arrive as fast as data sent over one of the dedicated data link connector (DLC) terminals. The vehicle manufacturer has the option of using a faster data transfer speed on other DLC pins. Data on the generic interface also may not be as complete as the information youll get on many manufacturer-

September 2007

Photo: Karl Seyfert

OBD II GENERIC PID DIAGNOSIS

Photos: Karl Seyfert

Heres a basic scanner display showing OBD II generic PIDs. Slow-changing PIDs like IAT and ECT can be followed fairly easily in this format, but its difficult to spot glitches in faster moving PIDs like Spark Advance.

This scan tool also allows the user to graph some PIDs, while continuing to display the others in conventional numeric format. Due to OBD IIs refresh capabilities on some vehicles, its best to limit your PID choices to those directly related to your diagnostic approach.

specific or enhanced interfaces. For example, you may see an engine coolant temperature (ECT) value in degrees on the OBD II generic parameter identification (PID) list. A manufacturerspecific data list may display ECT status in Fahrenheit or Celsius and add a separate PID for the ECT signal voltage. In spite of these and other limitations, OBD II generic mode still contains many of the trouble codes, freeze frame data and basic datastream information needed to solve many emissions-related issues. There are nine modes of operation described in the original J1979 OBD II standard. They are:

Mode 1: Show current data Mode 2: Show freeze frame data Mode 3: Show stored trouble codes Mode 4: Clear trouble codes and stored values Mode 5: Test results, oxygen sensors Mode 6: Test results, noncontinuously monitored Mode 7: Show pending trouble codes Mode 8: Special control mode Mode 9: Request vehicle information Modes 1 and 2 are basically identical. Mode 1 provides current information, Mode 2 a snapshot of the same data taken at the point when the last diagnostic trouble code was set. The exceptions are PID 01, which is available only
Photo courtesy Snap-on Diagnostics

in Mode 1, and PID 02, available only in Mode 2. If Mode 2 PID 02 returns zero, then theres no snapshot and all other Mode 2 data is meaningless. Vehicle manufacturers are not required to support all modes. Each manufacturer may define additional modes above Mode 9 for other information. Most vehicles from the J1979 era supported 13 to 20 parameters. The recent phase-in of new parameters will make OBD II generic data even more valuable. The California Air Resources Board (CARB) revisions to OBD II CAN-equipped vehicles have increased the number of potential generic parameters to more than a hundred. Not all vehicles will support all PIDs, and there are many manufacturer-defined PIDs that are not included in the OBD II standard. Even so, the quality and quantity of data have increased significantly. For more information on the new PIDs that were added to 2004 and later CAN-equipped vehicles, refer to Bob Pattengales article Interpreting Generic Scan Data in the March 2005 issue of MOTOR. A PDF copy of the article can be downloaded at www.motor.com.

This photo illustrates how far PID data collection and display have come. Several hundred thousand techs are still using the original Snap-on brick (on the left), which displays a limited amount of PID data on its screen. Scrolling up or down revealed more PIDs. The color version on the right brought graphing capability to the brick, and extended the products life span by several years.

Establish a Baseline
If youre repairing a vehicle that has stored one or more DTCs, make sure you collect the freeze frame data before erasing the stored codes. This data can

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OBD II GENERIC PID DIAGNOSIS

be used for comparison after IAC counts look too high or your repairs. The before too low? Compare data items freeze frame shot and its PID to known-good values youd data establish the baseline. expect to see for similar opAs you begin your diagnoerating conditions on similar sis, correct basic problems vehicles. firstloose belts, weak batCheck short-term fuel teries, corroded cables, low trim (STFT) and long-term coolant levels and the like. fuel trim (LTFT). Fuel trim The battery and charging sysis a key diagnostic parameter tem are especially important, and tells you what the comdue to their effect on vehicle puter is doing to control fuel electronics. A good battery, a delivery and how the adapproperly functioning alternative strategy is operating. tor and good connections at STFT and LTFT are expower and ground circuits pressed as a percentage, with are essential. You cant asthe ideal range being within The Snap-on MODIS is a combination scanner, lab/ignisume that OBD II will detect tion scope, DVOM and Troubleshooter. In scanner mode, 5%. Positive fuel trim pera voltage supply problem that MODIS can graph several parameters simultaneously, centages indicate that the can affect the entire system. as seen in this screen capture. Remember, although powertrain control module If you have an intermittent these may look like scope patterns, the reporting rate (PCM) is attempting to enproblem that comes and for PID data on a scanner isnt nearly as fast. richen the fuel mixture to goes, or random problems compensate for a perceived that dont follow a logical pattern, check down the battery voltage and the results lean condition. Negative fuel trim perthe grounds for the PCM and any other of any simple tests, such as fuel pressure centages indicate that the PCM is atcontroller in the vehicle. or engine vacuum. Look at the Readi- tempting to enlean the fuel mixture to If the basics check out, focus your di- ness Status display to see if there are compensate for a perceived rich condiagnosis on critical engine parameters any monitors that arent running to tion. STFT will normally sweep rapidly and sensors first. Write down what you completion. between enrichment and enleanment, find; theres too much information to while LTFT will remain more stable. If keep it all in your head. Add any infor- Datastream Analysis either STFT or LTFT exceeds 10%, mation collected from the vehicle own- Take your time when you begin looking this should alert you to a potential er regarding vehicle performance. Jot at the live OBD II datastream. If you se- problem. lect too many items at one time, the scan tool update will slow. The more PIDs you select, the slower the update rate will be. Look carefully at the PIDs and their values. Is there one line of data that seems wrong? Compare data items to one another. Do MAP and BARO agree key on, engine off (KOEO)? Are IAT and ECT the same when the engine is cold KOEO? The ECT and IAT should be within 5F of each other. ECT should reach operating temperature, preferably 190F or higher. If the ECT is too low, the PCM may richen the fuel mixture to compensate for a (perceived) coldengine condition. IAT should read ambient temperature or close to underhood When scan tool screen real estate is temperature, depending on the location limited, porting the scan tool into a laptop or desktop PC allows you to of the sensor. graph more PIDs simultaneously. An on-screen description of the PID Is the battery voltage good KOEO? The PCs much larger memory cadisplayed below the graphing data Is the charging voltage adequate when pacity also makes it possible to colmay help you to understand what lect PID data in movie format for youre looking at, and avoid misunder- the engine starts? Do the MAP and BARO readings seem logical? Do the later playback and analysis. standings with measurement units.
Photo courtesy SPX/OTC Photo courtesy Injectoclean Screen capture: Jorge Menchu

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OBD II GENERIC PID DIAGNOSIS

Graphs arent the only way to display PID data. Once transferred to the PC with its greater screen real estate, PID data can be converted to formats that relate to the data. A red thermometer scale is much easier to follow than changing numbers on a scan tool.

Screen captures: Jorge Menchu

PC-based scan tools excel at capturing and displaying large amounts of PID data for later analysis. Graphing the data, then analyzing it on-screen, may allow you to spot inconsistencies and provides an easy method for overlaying similar or related PID data.

Determine if the condition exists in more than one operating range. Check fuel trim at idle, at 1500 rpm and at 2500 rpm. If LTFT B1 is 20% at idle but corrects to 5% at both 1500 and 2500 rpm, focus your diagnosis on factors that can cause a lean condition at idle, such as a vacuum leak. If the condition exists in all rpm ranges, the cause is more likely to be fuel-related, such as a bad fuel pump, restricted injectors, etc. Fuel trim can also be used to identify which bank of cylinders is causing a problem on bank-to-bank fuel control engines. For example, if LTFT B1 is 25% and LTFT B2 is 5%, the source of the problem is associated with B1 cylinders only, and your diagnosis should focus on factors related to B1 cylinders only. The following parameters could affect fuel trim or provide additional diagnostic information. Also, even if fuel trim is not a concern, you might find an indication of another problem when reviewing these parameters: Fuel System 1 Status and Fuel System 2 Status should be in closed-loop (CL). If the PCM is not able to achieve CL, the fuel trim data may not be accurate. If the system includes one, the mass airflow (MAF) sensor measures the amount of air flowing into the engine.

The PCM uses this information to calculate the amount of fuel that should be delivered to achieve the desired air/fuel mixture. Check the MAF sensor for accuracy in various rpm ranges, including wide-open throttle (WOT), and compare it with the manufacturers recommendations. When checking MAF sensor read-

Screen capture courtesy Bosch Diagnostics

ings, be sure to identify the unit of measurement. The scan tool may report the information in grams per second (gm/S) or pounds per minute (lb/min). Some technicians replace the sensor, only to realize later that the scan tool was not set correctly. Some scan tools let you change the units of measurement for different PIDs so the scan tool matches the specification in your reference manual. Most scan tools let you switch easily between Fahrenheit and Celsius temperature scales, for example. But MAF specs can be confusing when the scan tool shows lb/min and we have a spec for gm/S. Here are a few common conversion formulas, in case your scan tool doesnt support all of these units of measurement: Degrees Fahrenheit 32 5/9 Degrees Celsius Degrees Celsius 9/5 + 32 Degrees Fahrenheit lb/min 7.5 gm/S gm/S 1.32 lb/min The Manifold Absolute Pressure (MAP) Sensor PID, if available, indicates manifold pressure, which is used by the PCM to calculate engine load. The reading is normally displayed in inches of mercury (in./Hg). Dont confuse the MAP sensor parameter with intake manifold vacuum; theyre not the same. Use this formula: barometric

Heres a peek at some of the additional PID data thats available on latemodel vehicles. This screen capture was taken from a CAN-enabled 2005 vehicle, and includes PIDs for EVAP PURGE, FUEL LEVEL and WARM-UPS, as well as familiar PIDs like BARO. This much PID data in generic mode should aid in diagnosis when manufacturerspecific PID data is not available.

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pressure (BARO) MAP intake manifold vacuum. For example, BARO (27.5 in./Hg) MAP (10.5) intake manifold vacuum (17.0 in./Hg). Some vehicles are equipped with only a MAF sensor, some have only a MAP sensor and some are equipped with both. The PIDs for Oxygen Sensor Output Voltage B1S1, B2S1, B1S2, etc., are used by the PCM to control fuel mixture and to detect catalytic converter degradation. The scan tool can be used to check basic sensor operation. The sensor must exceed .8 volt and drop below .2 volt, and the transition from low to high and high to low should be quick. A good snap throttle test will verify the sensors ability to achieve the .8 and .2 voltage limits. If this method doesnt work, use a bottle of propane to manually richen the fuel mixture to check the oxygen sensors maximum voltage output. To check the sensors low voltage range, simply create a lean condition and check the voltage.

Remember, your scan tool is not a lab scope. Youre not measuring the sensor in real time. The PCM receives the data from the oxygen sensor, processes it, then reports it to the scan tool. Also, a fundamental OBD II generic limitation is the speed at which that data is delivered to the scan tool. In most cases, the fastest possible data rate is approximately 10 times a second, with only one parameter selected. If youre requesting and/or displaying 10 parameters, this slows the data sample rate, and each parameter is reported to the scan tool just once per second. You can achieve the best results by graphing or displaying data from each oxygen sensor separately. If the transition seems slow, the sensor should be tested with a lab scope to verify the diagnosis before you replace it. The Engine Speed (RPM) and Ignition Timing Advance PIDs can be used to verify good idle control strategy. Again, these are best checked using a graphing scan tool. Check the RPM,

Vehicle Speed Sensor (VSS) and Throttle Position Sensor (TPS) PIDs for accuracy. These parameters can also be used as reference points to duplicate symptoms and locate problems in recordings. Most PID values can be verified by a voltage, frequency, temperature, vacuum or pressure test. Engine coolant temperature, for example, can be verified with a noncontact temperature tester, while intake manifold vacuum can be verified with an accurate vacuum gauge. Electrical values also should be tested with a DVOM. If the electrical value exists at the sensor but not at the appropriate PCM terminal, then the component might be experiencing a circuit fault.

Calculated Values
Calculated scan tool values can cause a lot of confusion. The PCM may detect a failed ECT sensor or circuit and store a DTC. Without the ECT sensor input,

Circle #31

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OBD II GENERIC PID DIAGNOSIS

the PCM has no idea what the coolant temperature really is, so it may plug in a temperature it thinks will work to keep the engine running long enough to get it to a repair shop. When it does this, your scanner will display the failsafe value. You might think its a live value from a working sensor, when it isnt. Also be aware that when a component such as an oxygen sensor is disconnected, the PCM may substitute a default value into the datastream displayed on the scan tool. If a PID is static and doesnt track with engine operating conditions, it may be a default value that merits further investigation.

Graphing Data
If youve ever found it difficult to compare several parameters at once on a small scan tool screen, graphing PIDs is an appealing proposition. Graphing multiple parameters at the same time can help you compare data and look for individual signals that dont match up to actual operating conditions. Although scan tool graphing isnt equivalent in quality and accuracy to a lab scope reading, it can provide a comparative analysis of the activity in the two, three, four or six oxygen sensors found in most OBD II systems. Many scan tools are capable of storing a multiple-frame movie of selected PIDs. The scan tool can be programmed to record a movie after a specific DTC is stored in the PCM. Alternatively, the scan tool movie might be triggered manually when a driveability symptom occurs. In either case, you can observe the data or download it and print it later. Several software programs let you download a movie, then plot the values in a graphical display on your computer monitor.

Circle #32

Make the Most of What Youve Got

Take the time to learn what your scan tool will do when connected to a specific make or model. Do your best to gather all relevant information about the vehicle system being tested. That way you can get the most out of what the scan tool and PCM have to offer. The OBD II system wont store a DTC unless it sees (or thinks it sees) a problem that can result in increased emissions. The only way to know what the PCM sees (or thinks it sees) is to look through the window provided by the scan tool interface. You have a DTC and its definition. You have freeze frame data that may help you zero in on the affected component or subsystem. PIDs have already provided you with additional clues about the operation of critical sensors. Keep your diagnosis simple as long as you can. Now fix the car.
Visit www.motor.com to download a free copy of this article.

Circle #33

Circle #35

Circle #34

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FUEL INJECTION DIAGNOSIS:

ITS ALL ABOUT THE AIR
BY BERNIE THOMPSON An engine cant run without fuel and air . But how much fuel and how much air are needed to make it run efficiently? If one quantity can be established,
Photoillustration: Harold A. Perry; photos: Wieck Media & Jupiter Images

the fuel injection system has a better chance of figuring out how much of the other should be required.

flash of sunlight reflected off the ice hammers head as it swung forward, breaking through the age-old ice. Normally this would have made a loud noise, but the only noise that Edmund heard was his own heart racing. The lack of oxygen had every muscle in his body aching in agony as he took his next step up the mountain. He thought to himself, Just a few more steps and Ill be standing on top of the world. He had dreamed of the day he
would reach the top of Mount Everest. On May 29, 1953, Sir Edmund Hillary and Tenzing Norgay had reached the highest point on earth, some 29,029 ft. above sea level. At this elevation there is very little oxygen in the atmosphere,

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FUEL INJECTION DIAGNOSIS

and this climb had been accomplished without the aid of bottled oxygen. The amount of oxygen thats contained in the atmosphere is important because its this oxygen thats taken in by our bodies and converted chemically to give us the energy we need to do work. A similar release of energy is what powers the internal combustion engine. In order for this combustion energy to be released, a chemical reaction must take place between oxygen and the hydrocarbons in the fuel. This chemical reaction is based on the weight mass of the two elementsoxygen and hydrocarbonsthat react together. In the spark ignition internal combustion engine, this weight ratio can change from 11:1 under a power demand to 17:1 in a lean cruise condition. At both weight ratio extremes, the tailpipe emissions levels will rise considerably. Many years ago tailpipe emissions levels were not regulated. As the concern about air quality around large cities grew, government regulations were imposed on vehicle manufacturers. For the manufacturers to meet these emissions regulations, a new technology emerged. This technology employs a method of weighing precisely the air entering the engine and then delivering the correct weight of hydrocarbons or fuel for an engines running condition. This technology is referred to as fuel injection. Fuel injection can be either mechanical or electronic, or a combination of both. This discussion will center on electronic fuel injection for the spark ignition internal combustion engine. There are two basic methods of fuel injection currently used in vehiclesspeed density and airflow. Its important to know which system youre working on. For example, an exhaust gas recirculation (EGR) valve stuck open on a speed density system produces a lower vacuum reading, which would normally indicate that the engine was under load. Under this condition additional fuel would be added, which would overfuel the engine, so the fuel trim correction would go negative and take fuel away. (More on fuel trim later.) On an airflow system with the same EGR valve problem, the airflow would be read correctly, so no fuel trim correction would be needed. With the speed density method, an indirect calculation of air weight is made by measuring the intake pressure changes using the manifold absolute pressure (MAP) sensor. This sensor does not directly measure the intake manifold pressure; instead, it measures the displacement of a diaphragm thats deflected by intake manifold pressure. This intake pressure change is converted by the MAP sensor to an output measurement of pressure in kilopascals (kPa). The change in intake manifold pressure can be used to calculate the load placed on an engine. The MAP sensor accomplishes this by monitoring the intake pressure; as the throttle blade is opened, it allows more air to enter the

Fig. 1

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July 2008

Screen captures: Bernie Thompson

FUEL INJECTION DIAGNOSIS

engine and, thus, changes the pressure from a negative state (vacuum) to one thats slightly under atmospheric pressure at wide-open throttle. The MAP sensor is desirable to use because the absolute engine working pressure (vacuum) at idle and light load is unchanged by elevation. At sea level, the barometric pressure is 101 kPa, and a good engine idle pressure is 27 kPa. Therefore, the engine vacuum is 101 kPa 27 kPa 74 kPa, or 29.9 in./Hg 10 in./Hg 19.9 in./Hg. At 5500 ft. of elevation, the barometric pressure is 84 kPa and a good engine idle pressure is 27 kPa. Therefore, the engine vacuum is 84 kPa 27 kPa 57 kPa, or 24.9 in./Hg 10 in./Hg 14.9 in./Hg. An equation is needed to calculate the airflow into the engine, and certain values must be known: the size of the engine in liters; the intake manifold absolute pressure, as determined by the MAP sensor; and the revolutions per minute (rpm), because in a four-stroke engine, only one stroke produces incoming air. The rpm is determined by the crankshaft position sensor. This will become a factor since the air mass is what were trying to measure. The air temperature will also become a factor because a change in temperature will cause a change in the density of the air. This is read by the intake air temperature (IAT) sensor. At an air temperature of 40F, the air weighs 1.51 grams per liter (g/L); at an air temperature of measurement of the air entering the intake manifold, depending on which type of sensor is used. This airflow is measured with a device called a mass airflow (MAF) sensor. There are several styles of these devices, the most popular of which is the heated-element type. Its based on the hot-wire anemometer weather forecasters use for measuring wind velocity. A wire or element is electrically heated to a set temperature above the temperature of the inlet air. As the throttle blade is opened, the velocity of air increases, which transfers the heat from the element into the air. An electronic circuit is designed to keep the element at a set temperature so that as its temperature decreases, the current flow across it increases. By monitoring the current, the airflow will be known. The PCM converts this signal into air weight, which is read in g/sec. In either of these methodsspeed density or airflowthe air is the unknown quantity; therefore, the air flowing into the engine is what must be determined. Fuel injection is based on airflow, not fuel flow. The fuel delivery weight is a known factor. One example can be seen by using a 25-lbs./hr. fuel injector. This number is based on the engines brake-specific fuel consumption (BSFC), which indicates the engines fuel consumption efficiency. The BSFC is usually measured in pounds of fuel used per hour for each unit of horsepower. This relationship means that horsepower multiplied by BSFC equals pounds of fuel consumed per hour. A 25-lbs./hr. fuel injectors fuel delivery is based on a constant fuel pressure and volume equal to 255cc/min., or .00425cc/millisecond. One cubic centimeter is equal to .162 gram of gasoline. This fuel weight is a known quantity that will be delivered by the fuel injector to the engine. Now that both the air weight entering the engine and the fuel weight being delivered can be determined, an equation can be derived that will set a precise air/fuel ratio for the engine. The equation is used to determine the

Fuel injection is based on airflow, not fuel flow. The air flowing into the engine is what must be determined.
104F, the air weighs 1.12 g/La 35% difference. The speed density base air equation is made with only three sensors and is as follows: RPM x Liters x MAP x IAT Air Density = Mass Air in g/sec 60 2 With the airflow method, a calculation of air weight can be made that is an indirect measurement or a direct

Fig. 2

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FUEL INJECTION DIAGNOSIS

air mass weight contained in each cylinder so the fuel weight can be delivered properly. If there were any problems, such as the sensors misreading or incorrect fuel delivery, the base air equation would need to be changed so that the correct air/fuel weight would be maintained. This is done with a multiplier to the base air equation thats called fuel trim (see Fig. 1 on page 30). The purpose of fuel trim is to monitor the ratio of air to fuel weight and to keep it at a predetermined target value. An oxygen sensor is located in the exhaust system to continually measure the air/fuel ratio. Its set up in a feedback loop so it can report the air/fuel ratio to the microprocessor, which will

The purpose of fuel trim is to monitor the ratio of air to fuel weight and to keep it at a predetermined value.
use this information to adjust the fuel trim multiplier to keep the air/fuel ratio at the target value. This method of control is referred to as a closed-loop limit-cycle control system. One example of this type of control system is an oven. When the temperature is set to, say, 350F, the electrical element comes on to heat the oven. The oven stays on until it reaches a temperature of 355F, then shuts off. This temperature is sensed by a sensor in the oven. The oven then cools down until it reaches 345F. At this point the heating element turns on, heating the oven to 355F again. This cycle continues, to keep the oven close to the target temperature of 350F. This type of control system can maintain an average value very close to

Fig. 3 the command input. On an internal combustion engine, this system works in much the same way. The fuel trim works like the ovens heating element, driving the system rich or lean. The oxygen sensor works like the heat sensor in the oven, only it reports the air/fuel changes. The oxygen sensor reporting limits are set between .1 and .8 volt. The oxygen sensor in this range is stoichiometric. For this sensor to be rich it must be above .8 volt; to be lean it must be below .1 volt. A vehicles fuel control system under

Fig. 4

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FUEL INJECTION DIAGNOSIS

most conditions will cycle the oxygen sensor in this .1- to .8-volt range. This is usually accomplished with Short Term Fuel Trim (STFT). Since STFT drives the oxygen sensor, if the oxygen sensor response is slow, the STFT peak-topeak value will increase. If the STFT value exceeds 8% peak-to-peak, the O2 sensor will have to be replaced (Fig. 2 on page 32). The cycling oxygen sensor will maintain the air/fuel ratio at 14.66 lbs. of dry air to 1 lb. of gasoline. This is referred to as stoichiometry, which is the ideal mixture of air and fuel that, when ignited, will completely burn all of the hydrocarbons and leave only carbon dioxide and water. In a running engine, the air/fuel mixture will never completely burn, due in part to unvaporized fuel and hyFig. 5 agnostic trouble codes (DTCs) were pulled: P0171 (system too lean), P0325 (knock sensor 1 circuit) and P0330 (knock sensor 2 circuit). To find a diagnostic direction quickly its necessary to calculate the VE. This can be done by collecting the parameter identifications (PIDs) that will be needed while test driving the vehicle. Once you have the information, just run the VE calculation to see whether the air going into the engine is correct. In this example (Fig. 3 on page 34), the scan tool automatically calculated the

A vehicles fuel control system uses Short Term Fuel Trim to cycle the oxygen sensor in a .1- to .8-volt range.
drocarbons packing into the piston ring lands and the valve pocket areas. This air/fuel ratio is desirable for the catalytic converter to work correctly, thereby lowering the levels of tailpipe emissions. Now that we have an understanding of the fuel injection fuel control system, lets put it to work in repairing vehicles. Since the fuel injection system is all about the air, it will be necessary to calculate the volumetric efficiency (VE) of the engine (see Mark Warrens June 2003 Driveability Corner for a concise explanation of VE). A Toyota 4Runner with a 3.0L engine was brought in because of low power. The Check Engine light came on and the driver complained of low power. The following di-

Fig. 6

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July 2008

FUEL INJECTION DIAGNOSIS

volumetric efficiency of the engine while the vehicle was being driven. The yellow trace is the MAF sensor signal that the scan tool reads as grams per second (g/sec) and the red trace is the VE reading, or theoretical airflow. When these two measurements of the air flowing into the engine are compared, its easy to see whether a problem exists. In this case, the actual airflow reported from the MAF sensor (yellow trace) is much lower than the VE calculation (red trace). This low MAF reading shows that a problem is present in the airflow to the engine. A low airflow reading could be associated with many problems, such as a restricted exhaust or intake, an air leak between MAF sensor and throttle, an incorrect MAF sensor calibration, incorrect camshaft timing, engine mechanical faults, etc. To identify what the problem is, its necessary to check the fuel trim. When doing this, you must check the trim values over a range of engine load and rpm. In this fuel trim test (Fig. 4), total fuel trim readings are taken. Total fuel trim is Long Term Fuel Trim added to Short Term Fuel Trim. When checking the fuel trim chart, look at the way the fuel trims change over the load of the engine. In this example at idle, the fuel trim is taking away 29% from the base air equation. As the load and rpm change, the fuel trim starts to add +23% to the base air equation. As the load steadily increases, the fuel trim starts to add up to +49% to the base air equation. This indicates that the MAF sensor is dirty. The MAF sensor uses a heated element to measure the incoming air to the engine. When this element becomes dirty it overreads the incoming airflow at idle, so the fuel trim has to modify the base air equation to compensate. At hot unloaded idle, the MAF sensor reading in g/sec should be very close to the liter size of the engine, so on this 3.0L Toyota, at hot idle the MAF sensor should read about 3 to 3.2 g/sec. This is a good way to see whether the MAF sensor is reading correctly at idle. If the MAF sensor reading in g/sec is higher or lower than the liter size of the engine at idle, check the fuel trim. If the fuel trim is good (10%), then the MAF sensor is reading the airflow correctly. If the fuel trim is greater than this, its an indication of a problem. As the engine load changes, the dirty MAF element cannot give up its heat to the air flowing over it, thus it underreads the airflow. The fuel trim has to correct this airflow reading from the MAF sensor.

Circle #21

Circle #22

Circle #23

Circle #24

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July 2008

It does this by multiplying the base air equation by the trim value needed. Another example of a MAF sensor reading incorrectly is if the MAF sensors Wheatstone bridge is out of range, the actual g/sec reading would also be out of range. Since the MAF sensor reading sets the fuel delivery weight, the fuel trim would correct the airflow. This would create out-of-range fuel trims as well. However, theres a difference in the way the fuel trims load on the chart; rather than going from a negative to a positive value, the fuel trims stay linear. In other words, they stay very close to the same percentages from the bottom of the chart to the top. In this case, the MAF sensor would need to be replaced. In another example, if the engine has a fuel delivery problem, the MAF sensor reading would be correct but the fuel trims would read out-of-range. Whether the fuel trims are positive or

Fuel trim corrects the MAF sensor reading by multiplying the base air equation by the trim value needed.
negative tells you which direction to go. When theyre negative (taking away fuel), theres too much fuel getting to the engine. When theyre positive (adding fuel), theres not enough fuel getting to the engine. If the engine has a misfire with low fuel trim values, the problem could be the ignition system or engine mechanical. If the engine

has a misfire with high fuel trim values, look at a possible problem with the injectors. Now back to our 3.0L Toyotas MAF sensor problem. The sensor was removed and cleaned, repairing not only the P0171, but the P0325 and P0330 (Figs. 5 and 6 on page 36). Rechecking the work youve done is important, as it verifies that the repair has corrected the problem. This entire diagnosis was made while on a test drive. So the next time you go for a test drive, take your scan tool with you. It may save you hours of diagnostic time later. Also, remember the lesson of Mount Everest: In an internal combustion engine, just as in our bodies, the amount of available air determines the amount of work that can be done.
This article can be found online at www.motormagazine.com.

Circle #25

July 2008

39

Photos: Bob Pattengale, SPX/OTC & Snap-on; illustration: David Kimble; graphic design: Harold A. Perry

re you using the full power of your scan tool? My experience has shown that many technicians use a scan tool only to retrieve diagnostic trouble codes (DTCs) and look at parameter data, while overlooking other powerful features. One of these overlooked features is bidirectional control, and most enhanced scan tools have this capability. Bidirectional control is a generic term used to describe sending and receiving information between one device and another. The vehicle engineers responsible for designing computer control systems programmed them so a scan tool could request information or command a module to perform specific tests and functions. Some manufacturers refer to bidirectional controls as functional tests, actuator tests, inspection tests, system tests or the like. Reinitialization and reprogramming also can be included in the list of bidirectional controls. This article will explain the benefits and limitations of bidirectional controls and demonstrate how they can be used in the diagnostic process. Specific scan tools are mentioned for illustrative purposes only. No attempt was made to evaluate every available tool. The scan tool is the primary bidirectional control device and could actually be called a bidirectional tool, because it sends information to, and receives information from, vehicle control modules. For example, in the case of OBD II generic information Mode 1 (which relates to data parameters), the scan tool user initiates a request for information from the powertrain control module (PCM), and the PCM responds by sending the information back to the scan tool for display. Most enhanced scan tools also have the ability to actuate relays, injectors and coils, perform system tests, etc. Fig. 1 on page 40 shows several screen captures taken from a 2004 Honda Civic, using the Teradyne Pocket Tester. The bidirectional controls for this vehicle are listed under the Inspection Menu and, as you can see, many useful tests are available. The technician can turn the fuel pump on and off,

BIDIRECTIONAL SCANNER CONTROLS: THE 2-WAY DIAGNOSTIC HIGHWAY

BY BOB PATTENGALE

Maintaining an up-to-date array of diagnostic equipment will cost a pretty penny. But its a downright waste of money if you arent exploiting the full capabilities of the equipment you already have.
cycle the a/c clutch on and off and perform an evaporative emissions leak test. The options programmed into both the vehicle and the scan tool will determine the range of options available. This brings up a key question: Are there differences among scan tools? Everyone knows the answer is yes. Designing and building scan tools is a difficult process for vehicle manufacturers and aftermarket scan tool manufacturers. Automakers spend lots of time and money designing the best possible diagnostic tool for their product lines. Cost is a consideration, of course, but they dont have the luxury of deciding what to leave out. The diagnostic platform must communicate with and diagnose all possible systems. Aftermarket scan tool manufacturers, on the other hand, have a slight advantage in knowing what the factory scan tool is capable of doing. But these companies have several issues to consider that dont concern their OEM counterparts. Here are a couple that relate to bidirectional controls: Is the information available from the vehicle manufacturer to build an aftermarket scan tool? If the vehicle manufacturer makes the design information for scan tool bidirectional control available, in most cases building an aftermarket version is simplified. But this does not mean it will be easy or cost-effective. Bidirectional controls are the most difficult feature to implement. Two issues are liability and safety. For example, it would not be wise for a

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technician to command an increase in engine speed if the transmission were in gear and the brake not applied. To avoid damage to the vehicle and/or personal injury, some type of protection must be implemented. In some cases, this protection was programmed into the vehicle module; in others, the protection was designed into the scan tool. An aftermarket scan tool manufacturer needs to know this information. What are shop owners and technicians willing to pay for an aftermarket scan tool? Each scan tool maker must evaluate the cost involved in building a scan tool and determine the options most important to technicians. In the past, most of the computer technology was designed into engine control sys-

tems, so the primary focus was on building a good engine diagnostic tool. Even with this focus, many aftermarket scan tools do not include all the parameters and tests available in the factory scan tool. Many shop owners and technicians have made the decision to purchase the factory scan tools to ensure all the information is available. This is becoming more of an issue when dealing with nonengine control systemse.g., antilock brakes (ABS), supplemental restraint systems (SRS), climate control systems, electronically controlled transmissions, body control systems and the like. Aftermarket scan tool companies need to increase the level of coverage built into their equipment to stay competitive. Aftermarket scan tool makers have

done a good job of working through the issues. But dont be surprised or upset if you pick up a factory scan tool and find it has features or tests not available on your aftermarket tool. Each is built for a different market and therefore must satisfy different objectives and needs.

Getting Down to Diagnostics

When properly utilized, bidirectional component and system tests can significantly reduce your diagnostic time. Consider a no-start situation. Youve connected a fuel pressure gauge, cycled the key and cranked the engine, but no fuel pressure was measured. At this point you dont know if the problem is a component, a circuit or com-

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BIDIRECTIONAL SCANNER CONTROLS: THE 2-WAY DIAGNOSTIC HIGHWAY

mand-related. The scan tool youre using has a fuel pump command available. Using the scan tool, command the fuel pump on. If the fuel pressure gauge now shows proper fuel pressure, you know the fuel pump circuit and pump are functioning properly. Your diagnostic focus should move to the command side of the circuit. The PCM may not be receiving the necessary enabling criteria to active the fuel pump circuit. This may be caused by a faulty input sensor, low oil pressure or some other factor. The process described above took less than five minutes. If you had to manually test the fuel pump circuit, it would likely take three times as long. As another example, a Honda Civic recently rolled into my shop with the malfunction indicator light (MIL) illuminated. I retrieved the DTCs and found a
Fig. 1

P1404 (EGR Stuck Closed). At this point I had to determine if the problem currently existed or if it was an intermittent. Fig. 2 shows screen captures from the Teradyne Pocket Tester. Box 1 shows the EGR Test under the Inspection Menu. To the right of the EGR Test is a box circled in red. This is an information box; when selected, it will provide details about the test youre about to perform. Box 2 provides critical instructions related to the test. Box 3 shows the start of the test process. Box 4 instructs you to increase the engine speed to between 2500 and 3000 rpm. Box 5 shows a sample of the data being considered during the test. The bar graph in the center is for the EGR Lift Sensor. Based on the reading, it looks like the EGR Valve is functioning at this time. Box 6 shows the results of the EGR Test. The system is normal at

Fig. 2

this time. If you suspect the EGR valve may be sticking intermittently, you might want to run this test several times. If the EGR valve test failed a subsequent test, you could proceed with checking and/or replacing the EGR valve. I also recently serviced a 1995 Dodge Stratus with an illuminated MIL. The DTC was a P0443 (Evap Purge Solenoid Circuit). The diagnostic information shows the DRB III factory scan tool is capable of commanding the purge solenoid open and closed. The Vetronix Mastertech and Snap-on Scanner also can perform this test. Fig. 3 on page 42 shows screen captures from the Vetronix Mastertech 3100. Box 1 shows the F6: Purge Test option. Box 2 provides the option of blocking or permitting purge flow. In this case, we need to select F1: Flow. Box 3 provides a suggestion: An inspection of vacuum lines and hoses may reveal a problem. This is an important note; many problems can be discovered quickly with a visual inspection. Box 4 explains that the up and down arrows on the scan tool control the purge solenoid. Box 5 displays the initial Long Term Adaptive Fuel Trim values for Banks 1 and 2. Once the purge valve is commanded open, we expect the fuel trim values to change based on whats present in the gas tank. If theres a high concentration of fuel vapors present, the fuel trim will decrease to compensate for the rich air/fuel mixture condition. If theres a high concentration of oxygen, the fuel trim will increase to compensate for the lean air/fuel mixture condition. In Box 6, the purge valve was commanded on. The upper box shows the initial test: no change in fuel trim. At this point, I suspected a sticking purge solenoid. I cycled the purge valve on and off several times and on the third try, the fuel trim levels increased, indicating the solenoid opened. Based on the results, the purge solenoid should be replaced. The next vehicle is a 2004 Toyota Camry with the SRS and Passenger Air Bag lights illuminated. This vehicle was sent to us by a body shop, following accident repairs. A Mastertech

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Screen captures: Bob Pattengale

BIDIRECTIONAL SCANNER CONTROLS: THE 2-WAY DIAGNOSTIC HIGHWAY

with Toyota software is needed to access this system. For most shops, diagnosing and repairing this problem would not be an option, unless they have the necessary equipment. Using the Mastertech, I retrieved DTC B1782 (Occupant Classification Sensor Rear LH Circuit Malfunction). After consulting the diagnostic information, a visual inspection revealed the Rear LH sensor connector was not fully connected. Fig. 3 Figs. 4-6 are screen captures taken from the Mastertech. In Fig. 4, Box 2 shows the controller options for this vehicle. After properly connecting the sensor, we should check the sensor data (Box 3). In Box 4, all of the sensors are reading, but the sensor weights range from 5.50 to 6.60 lbs. The diagnostic chart recommended performing a Zero Calibration after seat replacement. Fig. 5 shows the screen captures related to Zero Calibration. Box 1 Zero Calibration is option 5. Box 2 and Box 3 provide specific instructions to prepare for the test. Box 4 indicates that Zero Calibration is complete and recomFig. 4

the 59 to 73 lbs. recommended. As you can see, this repair would not have been possible without the proper equipment. In addition to an enhanced scan tool with bidirectional controls and OEM software, a weight set is needed to properly perform this test.

When Bidirectional Control Wont Work

These examples show just a few of the ways that bidirectional controls can be used. The scan tools used provided information on how to prepare for the tests and explained the test actuation procedures. However, you may run into a situation where a bidirectional control will not actuate or stops working without your control. Fig. 7 on page 46 is a combination screen capture from EASE Diagnostics and Vetronix scan tools that illustrates this possibility. The EASE Chrysler Enhanced software displays information related to bidirectional controls. The Test Description box in the upper left-hand corner indicates the purge solenoid will cycle on and off approximately every 1.5 seconds. The Notes box in the upper

mends performing a Sensitivity Check. Fig. 6 shows the screen captures related to the Sensitivity Check. Box 1 Sensitivity Check is option 6. Box 2 provides instructions to begin the test. Box 3 is the first sensor reading measurement. The sensor reading is 0.00 lbs., which passes the 7 to 7 lbs. test. Box 4 indicates that 66 lbs. of weight need to be placed on the seat. Box 5 shows three weights50 lbs., 10 lbs. and 5 lbs.for a total of 65 lbs., placed on the seat. Box 6 shows the sensor reading with the weights applied. The reading is 66.00 lbs., which agrees with the weight we applied and falls within
Fig. 5

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right-hand corner indicates the solenoid will timeout after seven minutes. The white box with blue border in the lower right corner shows Mastertech screen captures from a 1995 Dodge Stratus. In red are two boxes labeled Time On and Time Off. At 3:52:59 p.m., I commanded the purge solenoid on. Approximately 30 seconds later, at 3:53:32 p.m., the solenoid turned off. This automatic-off procedure is designed to protect the solenoid. Depending on the component or test, the solenoid may turn on again after a specific period of time. This example demonstrates that the information provided to the scan tool manufacturers is not always accurate. Is this a significant issue that will prevent me from diagnosing this vehicle? No. I had a basic understanding of what the test was going to do and the test performed the necessary function: opening and closing the purge solenoid. It would be nice if the information were accurate, but in many instances, the information is released to the scan tool designers before the first production vehicles have even left the assembly plant. Vehicle engineers can and do make changes after this point that are not reflected in the original scan tool design specification. Also, once vehicles are on
Fig. 6

the road, PCM reprogramming can change bidirectional control specifications and operation in ways that are not reflected in the scan tool information. Theres a lot more that could be written about bidirectional controls and their place in your diagnostic routine. But how much more? Until recently, I wasnt even sure how many bidirectional functions and tests were available for each of the current scan tools. To get a general idea, I called Bob Augustine at Vetronix and asked about the capabilities of the Tech 2. As it turns out, GM has a set of documents called the Tech 2 Pathing Tables. These are basically three separate documents: Body, Powertrain and Chassis. All together, theyre 14 pages long and list more than 1300 tests in alphabetical order1300 tests! If you own a Tech 2, you need these documents, which can be purchased from ACDelco at acdelcotds.com/store. All three sections are sold as a set for $25 under Part No. ROM00190. Simply insert the part number into the Item Search box and select Search. The document is displayed with a description and cost. GM also offers a handy pocket reference card, Part No. ROM00164. Heres an example of how the Pathing Tables can help: A GM vehicle equipped with electric mirrors is

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BIDIRECTIONAL SCANNER CONTROLS: THE 2-WAY DIAGNOSTIC HIGHWAY

not working properly. Youd like to test the operation of the Drivers Electric Mirror using the Tech 2, but dont know where to find the specific
Fig. 7

tests. Using the Body Pathing Table, simply look up Drivers Electric Mirror in the alphabetical chart. Drivers electric mirror functions are located in:

Body-Memory Mirror Module-Special Functions-Output Controls. From here you can command the mirror Down/Left/Right/Up. Among the other function tests I found interesting are Incandescent Dimming, Microphone Test, Military or Standard Time, Phone Call Test/OnStar and Theater Dimming. This is just one vehicle manufacturer and one factory scan tool. Multiply this by 22 vehicle manufacturers and you can see that the scan tools potential power is incredible. Can you afford to work only on older vehicles and limit yourself to just engine control systems? Maybe, but for how much longer? My advice is to get ready to invest a lot more money in scan tools. The benefits will far outweigh the cost in the long run.
Visit www.motor.com to download a free copy of this article.

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SCOPE!
BY SAM BELL
Photoillustration: Harold A. Perry; photos: Jupiter Images; screen capture: Sam Bell

UP

When you need extra help navigating the rough seas of an unfamiliar diagnostic ocean, its tough to beat a scope. You may have a tough time reaching safe harbor without it.

I
26 July 2009

ve been using a digital storage oscilloscope to help me with complex driveability and electrical troubleshooting for years, so it came as something of a surprise to learn that one of my most respected competitors doesnt even have a scope. Wow! I thought to myself. I wonder how he does it. Or is it the lack of a scope that makes him call me with a problem so much more often than I call him? I decided to pursue the question in a more general form for this article.
voltmeter. Digital storage scopesand here Ill include GMMs, or graphing multimeters, as wellnot only display waveforms, but can store them, too. Most analog scopes, by contrast, can capture but not store such events. A friend of mineIll call him Bob

Lets start with a quick explanation of what a scope is. Basically, a scope is a device that presents an image showing voltage levels (represented by vertical position) over a period of time (horizontal position.) You could think of it as almost being like a movie of a very fast

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UP SCOPE!

Fig. 1

Fig. 2

The screen capture on the left shows the CKP pattern from a 94 Jeep Grand Cherokee with the 5.2L V8. The scope is set for 100 milliseconds (mS) per division on the horizontal scale. The truck runs extremely rough. It has a major hesitation, backfires, bucks and jerks. The screen capture on the right shows the same sensor viewed at 50mS/div. Whats the deal with the extra-wide pulse? Is this some kind of synch signal?

uses an array of DMMs (digital multimeters), test lights and a wide selection of known-good parts hes accumulated over the years to arrive at his diagnoses. His view, as he expressed it to me, is
Here weve zoomed in on the pattern by setting the scope for 20mS/div. Is this pulse some kind of reference signal, like maybe TDC is coming in 60? And if this is a zoom in compared to the previous image, why is the wide pulse narrower? Hint: Its a function of engine speed. The engine is going much faster in this picture. Thus there are fewer milliseconds of duration for each signal pulse.

Youve got to start somewhere. When I asked him exactly what he meant, he replied that he would do whatever testing he could to identify the most likely suspect, and hed then replace it. If it

Fig. 3

took care of the issue, he was done. If not, hed look for another likely suspect. Bobs a good technician with a wealth of knowledge and experience, and, just as important, good diagnostic instincts. So hes usually right. Now, if you were a major league batter, youd be doing really well to hit over .300. To bat over .500 would be unheard of. But in our business, anyone who bats less than .950 has way too many comebacks. After all, batting .950 would mean that one in every 20 jobs goes awry. Given the serious consequences of failure, that sounds like one too many. Imagine being in rush-hour freeway traffic and knowing that one out of every 20 cars in front of you is likely to stall! In this particular case, Bob was working on a Jeep no-start. He had determined that the PCM wasnt energizing the fuel pump relay. When he manually provided the missing ground, the car started and ran. He ordered up a replacement PCM from a wellknown and respected remanufacturer, installed it and now had fuel pressure,

30

July 2009

Screen captures & photos: Sam Bell

UP SCOPE!

Heres the original reluctor ring mounted on a wheel balancer as its being checked for an out-of-round condition. The position of the dial indicator in each of the two photos illustrates just how small a deviation can cause this major driveability symptom.

but no spark. A high-impedance test light connected between the battery positive and the ignition coil negative terminal flashed brightly. Could the coil have coincidentally died just then? Stranger things have happened to us all. Bob rummaged through his collection of known-good coils, found a likely candidate and hooked it up. Oops! Still no spark. A second known-good coil also failed to respond. This job was going south in a hurry. When Bob swapped the old PCM back in and manually grounded the fuel pump relay, the car started right up. So he knew the old PCM could fire the coil, but apparently the new one could not. That evening I stopped by on my way home, bringing my scope with me at his request. I was able to verify that the replacement PCM was providing a signal to the coil, but that the signal voltage never quite reached ground. Instead, it hit a minimum of 1.42 volts, not quite enough to cause the coil to produce a sufficient spark. (The coil primary voltage spike was a mere 30 volts, not the expected 300+ volts necessary to produce a fat blue 30kV spark in the secondary circuit.)

Of course, Bob had already contacted the supplier to arrange for another replacement PCM. Did he really need

a scope to know what was going on? Not really, I suppose. But it sure made it easier to understand.

Fig. 4 A final scope check confirms the fix. Irregularities in the trace have been eliminated, along with the driveability problems for which they were responsible.

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July 2009

UP SCOPE!
On to the Tough Stuff
This next example, coincidentally, features another Jeep. This ones a 94 with the 5.2L V8. The vehicle was driven to a different friends shop with a complaint of lack of power, backfiring, erratic idle and general lack of driveability. All of these problems surfaced immediately after yet a different shop had installed a crate motor from a reputable remanufacturer. The original motor had died from oil starvation after an oil change that had apparently not included the removal of the original oil filters gasket. Ouch! My friend Mark easily confirmed the symptoms. It drove almost like the firing order was off, he told me later. You had to keep your foot into it pretty hard just to keep it running, and it couldnt get out of its own way. He began by checking the basics: first the firing order (twice), then crank-

Making It Work for You

scope is just a tool. If you want to get the most out of it, youll have to learn how to use it. And then, perhaps even more importantly, youll have to get in the habit of using it regularly. In my view, technicians who break out their scopes only when faced with problem cars are usually

Good scopes are expensive, so get one thats easy to use so youll actually use it.
ing vacuum (since idle wasnt really in the trucks vocabulary), compression, firing order (because it still ran like it had a couple of wires crossed) and ignition timing (although thanks to the idle issue again, this was an approximation at best). There were no red flags. He checked fuel pressure and volume. He checked for codes, and found none. Nothing in scan data was helpful. By now Mark was suspecting deeper problems. He scoped the cam sensor signal and found nothing remarkable. Finally, scoping the crankshaft position sensor signal, he found the waveform shown in Fig. 1 on page 30. Homing in on the signal, he found the wider-thanexpected pulse seen in Fig. 2. Not having captured a waveform

setting themselves up for trouble. Ive asked it before, and Ill ask it again: If the only cars you ever check have problems, how will you recognize good when you see it? For example, is the waveform shown below good or bad? Can you tell? Here are two hints: Its a capture from the MAP sensor on a Corolla. The scope is ACcoupled. Still cant tell? Dont worry. Ill come back to it. But first, I want to reemphasize my point that having the tool is not enough; you have to use the tool on a regular basis. My best advice to beginning scope users is to check known-good cars on a regular basis. If you canand most scopes now come with interface cables to make it easy Is this waveform good, bad or indifferent? The answer capture and store may depend on the questions you ask, and your famil- known-good waveiarity with the general characteristics you should ex- forms, building a library of waveforms pect from the particular signal being sampled.

MOTOR/ALLDATA includes a numas you go. Excellent software packber of helpful waveforms under the ages are available as well to help you heading Description and Operaorganize, categorize, store and retion for various systems and comtrieve specimens from your library. If ponents. There are several other you checked just two waveforms a sources as well, and some scopes and week, at the end of a year youd GMMs may contain built-in databashave a library of a hundred wavees showing examples of knownforms. Then youd know that the MAP waveform on the facing page is, good patterns. In some instances, these waveforms may be contained in fact, good. Youd also recognize in the users manual or on a data that its just a small piece of a larger, disc supplied with the scope. richer and more informative waveform, shown here, that, in this case, indicates a mechanically sound engine. I mentioned the Waveform Library at iATN in the main article. Ive found it to be an invaluable resource for checking previously unfamiliar waveforms whenever Ive encountered something new. You must be a sponsor to access the Waveform Library, but the wealth of information available with a sponsorship at iATN (access to the The longer sample shows a mechanically sound enFix Database, Forum gine at about 2200 rpm. This trace is made with the Archives and more) scope AC-coupled to the MAP signal wire. Higher easily pays for itself manifold pressure is toward the top of the screen, every month. higher manifold vacuum is toward the bottom.

tion of Current Clamp On-Ramp in the December 2007 issue of MOTOR. One of the most valuable features of a good scope is its ability to use one signal as the trigger for another. This allows us, for example, to trigger the CKP signal from the CMP signal so that we can analyze their exact phase relationships. This is particularly helpful in setting up the CMP after a catastrophic failure on a Ford, for example. There are some cheaper alternatives to a scope but, in general, they cannot match the scopes speed, precision and analytical ability. Among such tools are logic probes and dedicated sensor testers. One of the most interesting and useful logic probes is the Terminator Probe, which features three three-color LEDs, each indicating a discrete voltage level, as well as a built-in DMM with voltage, frequency and duty-cycle readouts. Theres an excellent animation

A valuable scope feature is its ability to use one signal as a trigger for another.
of this tool at work analyzing a power transistor at www.aeswave.com/im ages/Products/T-7205animPOWER %20TR.swf. There are also a variety of standalone dedicated testers that cover, for example, oxygen sensors or alternators. While these are undoubtedly useful tools that may provide quick and reliable determinations, they lack the inherent flexibility of a good scope. Ultimately, of course, the real question is how else are you going to figure out whats actually going on when its something out of the ordinary?
This article can be found online at www.motormagazine.com.

from a known-good signal for one of these Jeeps in the past, he searched the iATN Waveform Library. Unfortunately, none of the waveforms stored there matched his. Could it be that the extra-width pulse was some sort of trigger, like the missing tooth signature from a Ford or Toyota CKP? (See Fig. 3.) The iATN Fix Database yielded no similar situations. More research, and some iATN Forum discussions, convinced him that the signal he was seeing was the root of his problems. He tried swapping in a new CKP sensor, but the waveform remained unchanged. With the starter removed, he could see the reluctor ring through the bellhousing. He marked it with a crayon

and watched carefully as his helper manually rotated the engine. Everything appeared to be fine; even when he bolted a spare piece of a bracket in place to act as a reference pointer, he couldnt see any noticeable problem. Mark hooked his scope back up and repeated the procedure, this time watching the scope to see where the unwanted signal originated. He even taped a couple of razor blades over the two slots of the reluctor ring adjacent to the extra pulses location so that he could pin it down with certainty. Although there was no flaw visible to the naked eye, Mark was sure he knew what the cause of the problem was, so he ordered up a new reluctor ring. When it arrived a few days later,

he removed the old one for closer examination. He mounted it to his tire balancer and set up a dial indicator to measure concentricity (see the photos on page 34). Sure enough, in the area between the two windows his scope-and-razor blade technique had identified as the boundaries, there was a small but measurable dip in the ringabout .7mm. Replacement eliminated the extra pulse in the CKP signal, in turn eliminating the extra ignition pulse the PCM had kept inserting. The final waveform is shown in Fig. 4. Would your shop have been able to solve this problem? Without a scope, how long would it have taken? Remember that the dip in the reluctor

ring was very slightso small that it required careful measurement to detect it. How would you have even known where to look? Its true, as my friend Bob says, that youve got to start somewhere. But if, like him, youre still working without a scope, that somewhere could be a long way down the road from where it should be.

Alternatives
Good scopes carry a significant price tag, so youll want to make sure you get a unit that does what you need it to do, and thats easy enough to use that youll actually break it out and use it. I discussed several factors that might influence your scope choice in the last sec-

36

July 2009

July 2009

37

CURRENT CLAMP ON-RAMP

BY SAM BELL Theres no reason to limit your oscilloscope usage to voltage measurements alone. A wealth of additional diagnostic information can be derived from the study of current waveforms.
enerations of electronics students have learned that voltage leads current. And while there is no doubt of the truth of that statement, its sometimes more profitable to look first at current. Take a look at the current waveform in Fig. 1 on page 46. Is there any compelling reason to look at voltage in this example? This scope trace shows starter current draw during a relative compression test. With a peak of over 850 amps of current at cursor 2 when the starter begins to turn, and with an average current of about 150 amps, its clear that voltage supply must be adequate. The general uniformity of the waveform once cranking is well underway indicates an engine with relatively even compression. Cursor 1 highlights the beginning of the solenoids pintle hump. Now lets take a look at Fig. 2. Channel A (red trace) displays the voltage signal measured on the PCM side of this conventional fuel injector. The supply voltage through the injector windings appears steady at an appropriate level (14.4 volts) prior to turn-on at 740S into the picture. The circuit is then grounded by the PCM, to be released 2.3mS later. Note that current, shown on channel B (yellow trace), begins to rise immediately after turn-on, reaching a maximum value of 1 amp after 2.3mS. This is a good example of voltage leading current. This capture was made at idle on a knowngood vehicle with a low-amp probe set at 10mV/amp.

Preliminary Matters
While were still at the beginning, Id like to bring up three important points that seem to cause a lot of confusion among beginning scope users. The first relates to scope lead placement and trace interpretation. Where were the voltage leads placed to make the scope trace in Fig. 2? Channel As red lead was connected to the PCM side of the injector plug, while its black lead was connected to ground. So at the left side of Fig. 2, the voltage trace shows 14.4 volts, representing the supply voltage from the charging system to the injector, and then through the injector windings. This voltage level appears when the injector is off. The left cursor is positioned at the sharp vertical drop about 1-12 divisions from the left edge and indicates the point at which the PCM applies ground to the injector, turning it on. The entire period of time the injector is on, the voltage is zero. The sharp vertical rise about six divisions from the left (where

44

December 2007

Photos: Karl Seyfert and Jupiter Images; screen captures: Sam Bell

CURRENT CLAMP ON-RAMP

the right cursor is placed) indicates the point at which the PCM released the ground, and the injector turned off. The sharp vertical rise (to 113.6 volts) represents the inductive kick, a voltage induced into the injectors windings by the rapid collapse of the magnetic field as the injector was turned off. This is the very same inductive phenomenon harnessed in ignition coil primary circuits. Of course, the low-amp inductive pickup for channel B was clamped around either one (but not both) of the injector leads. Since current is the same at any point throughout a simple circuit, make the hookup where its most convenient. If youre bothered by a picture that comes out upside down, reverse your probe, or simply invert the picture with your scope controls. The second issue is, if anything, even more important. If you dont hook up your scope to known-good vehicles, but only to those with a problem, youll never know what good looks like. That makes it awfully hard to figure out
Fig. 1 This scope trace shows starter current draw for a relative compression test on a 2005 Scion xB 1.5L. With a peak of over 850 amps of current when the starter begins to turn, at cursor 2, and with an average current of about 150 amps, its clear that voltage supply must be adequate. The general uniformity of the waveform once cranking is well underway indicates an engine with relatively even compression. Cursor 1 highlights the beginning of the solenoids pintle hump.

Fig. 2 Channel A (red trace) displays the voltage signal measured on the PCM side of this conventional fuel injector. The supply voltage through the injector windings appears steady at an appropriate level (14.4 volts) prior to turn-on at 740S into the picture. The circuit is then grounded by the PCM, to be released 2.3mS later. Note that current, shown on channel B (yellow trace), begins to rise immediately after turn-on, reaching a maximum value of 1 amp after 2.3mS. This is a good example of voltage leading current. This capture was made at idle on a known-good car (the same Scion) with a low-amp probe set at 10mV/amp.

whether what youre looking at on a problem vehicle is good or bad. After all, if you didnt know it was normal for this type of vehicle, would you really have expected an inductive spike in excess of 100 volts? Some vehicles use a voltagelimiting diode to cut the spike off at as low as 36 volts. If this was such a vehicle, and it had this reading, it would have a problem. See what I mean? My final preliminary caution concerns time. Specifically, the choice of inappropriate time bases for viewing and analyzing the waveforms you capture can easily mislead you into overlooking real problems or into mistakenly condemning good components. The waveforms in Figs. 3 and 4 on page 48 are from the same injector. In Fig. 3, the time base is so long that the current rise time looks nearly vertical, the hallmark of a shorted injector. Fig. 4 shows the injector viewed with a shorter time base, revealing a healthy current ramp. Fig. 5 portrays the current to an individual plug-mounted ignition coil. The capture was made at idle and clearly shows a flat top 2.6mS after turn-on, a characteristic of current limiting going into effect. The current level was capped at 1.07 amps. For comparison, Fig. 6 shows the same coil under a WOT snap-throttle condition. This time, coil saturation is achieved in the same 2.6mS time frame, but current limiting never comes into play because the coil fires as soon as its saturated. If the coil reaches full charge each time, do we need to look at supply voltage? If the falling edge of the coil current ramp is straight vertical, do we need to examine coil turn-off? Be careful. This is a trick question! Well come back to it later. Remember the current limited flat tops seen in Figs. 4 and 5? Fig. 7 (page 50) presents a similar and related phenomenon. In this trace, a power window was commanded down from a partially raised position. As it reached the limit of its travel, current peaked at 17 amps and remained at that stall level until the internal PTC circuit protector cut off the voltage supply. What about the waveform in Fig. 8? It shows a recurring slow ramp captured during a bidirectional evap solenoid test. The pintle hump is clearly vis-

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December 2007

CURRENT CLAMP ON-RAMP

Fig. 3

In the screen capture on the left (from a 2001 Buick Regal 3800 Series), the time base is too long. In the screen capture on the right, the time base is correct.

Fig. 4

ible at about 14mS (almost three divisions) after the beginning of the trace. From this we can be certain that the solenoid is opening as commanded, although a clogged or disconnected vacuum hose wouldnt be detected this way. What else can we learn from this waveform? Look at the slow decay after the peak current is reached. Fig. 9, which also includes the voltage trace, illustrates that current continues to flow in the circuit after turn-off. How is this possible if voltage leads current? As surprising as it may seem, this is normal and occurs because the energy of the magnetic field is allowed to flow

slowly to ground through a spike-suppression resistor built into the solenoid. The slight hash on the voltage trace immediately after turn-off represents the dissipating oscillations of the induced voltage from the collapsing field. The battery and the rest of the vehicles wiring function as a large capacitor to quickly absorb the induced energy before it can raise overall system voltage appreciably. Without the resistor providing an alternate path to ground, this solenoid would also generate an inductive voltage kick. Its this induced voltage that leads current flow after turn-off occurs. Fig. 10 shows a nearly vertical rise in

current. This, as we said before, is usually a sign of a shorted component, a high current consumer like a motor starting from a standstill or, as in this case, a heating element. With 12 amps of draw, it looks like the heated back glass grid will defrost well come winter. Fig. 11 shows the current draw when all five power door locks are commanded. Again, the nearly vertical rise (or in this case, fall) indicates a fast, high-powered motor moving from a standstill. This capture was made with a high-current probe set to 1mV/amp. The initial surge was 75.2 amps, or an average of about 15 amps per lock motor, although

Fig. 5

Note the flat top in the screen capture on the left as current limiting kicks in. This capture was taken on a 2005 Scion xB at idle. The flat top is gone in the screen shot on the right. The COP coil fires as soon as its fully saturated under this snap-throttle capture.

Fig. 6

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December 2007

CURRENT CLAMP ON-RAMP

Fig. 8 This is a screen capture of an evap purge solenoid Fig. 7 Is the current limited to protect the circuit or was on a 2005 Scion xB cycling open and closed. The left cursor is positioned over the pintle hump. this waveform created by a window motor at stall limit?

it tapered off quickly from there. This waveform is from a known-good vehicle. Fig. 12 shows a blower fan being turned up step-by-step. Notice the slight downward slope after each step is reached. This is a normal result of counterelectromagnetic force (EMF) generated as the speed increases, and does not indicate any problem. Would having a voltage trace here help with your diagnosis?

AC or DC Coupling?
Fig. 13 shows charging current in a normal vehicle at idle with all electrical accessory loads applied. Channel A, in yellow, is DC-coupled at 200mV/div, while
Fig. 9 Does voltage lead current? Note in this screen capture from the Scion xB that current flow continues after the solenoid is turned off.

Fig. 10 A sharp vertical rise in a current waveform is characteristic of a shorted component, a high current consumer like a motor starting up or, in this case, a rear-defrost heater grid thats been switched on.

Fig. 11 In this example, the current ramp is shown as a negative draw. To invert it, either reverse your inductive current clamp or use your scope controls. This screen capture shows all five power door locks in action.

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December 2007

Fig. 12 Notice the downward slope after each peak in this screen capture. This is due to counter-EMF produced as the motor speed increases.

channel B, in red, is AC-coupled at 50mV/div. We use channel A to see the total charging currentin this case, an average of about 75 amps. Channel B, the AC-coupled trace, allows us to examine and magnify the detailed shape of the trace in channel A. For more on AC scope coupling, refer to Mark Warrens Driveability Corner in the October 2007 issue of MOTOR, or download a PDF copy at www.motor.com. Now lets look at some other examples where AC or DC coupling choices might help speed our diagnostics. Ill start with a straightforward DC-coupled trace of the voltage supply to a fuel pump. In Fig. 14 below, the pump has been hot-wired to run from a battery jump-box. The trace shows some hash, but is it meaningful? The same pumps AC-coupled voltage trace, taken a few minutes later, is shown in Fig. 15. The spikes first seen in the DC-coupled image are now more prominent with AC coupling in use, but what does it all mean? Figs. 16 and 17 on page 54 put it all together. Fig. 16 shows the DC current trace along with the DC voltage trace. Fig. 17 shows the two AC-coupled traces. Of course, this is a very bad pump; a good one is shown in Fig. 18.

Flyspecks
Fig. 13 Changing scope coupling and voltage bases allows zooming in on current flow details. Learn to adjust your equipment to produce meaningful waveforms.

Current ramps may contain significant amounts of diagnostic information masquerading as, well, flyspecks. Fig. 19 on page 54 is the trace of a distribu-

Fig. 14

The screen capture on the left is of fuel pump DC voltage. The pump had been hot-wired for off-vehicle testing. The screen shot on the right is of the same hot-wired pump, but this time were looking at AC voltage.

Fig. 15

December 2007

51

CURRENT CLAMP ON-RAMP

tor-mounted ignition coil from a Honda Accord. At this time scale (.5mS/div), everything looks quite normal, and, indeed, the car runs well. Note the small flyspeck just at the bottom of the falling edge. Fig. 20 at 1mS/div shows a time-expanded view of the beginning of the current ramp as a GM DIS coil pack is switched on. The oscillations are a normal phenomenon in most, but not all, coils, and indicate the time at which, as my friend Mac VandenBrink puts it, the coils magnetic field goes from being nothing to being something. Fig. 21 shows the Honda coil again, under an even more rapid time base so rapid, in fact, that only the falling edge of the ramp is shown in the first three divisions. Each division is only 20 nanoseconds in duration; thats 20 billionths of a second. This is where the trick question I mentioned before comes into play. By zooming in on the falling edge of the trace, we changed it from vertical to taking up over three time divisions. Where before we had only a flyspeck, here we can see the pronounced coil current oscillations as the spark energy is released through the secondary ignition circuit. Although well beyond the scope of this article, there is a wealth of diagnostic information about the overall condition of the secondary ignition circuit contained in these expanded images. Refer to Dan Marinuccis Foreign Service columns in the September and October 2002 issues of MOTOR (www.motor.com). Jim Linder, of Linder Technical Services, also gave an excellent technical presentation on this subject several years ago. Go to www.lindertech.com/docs/ign std.pdf to download a copy of Jims presentation. You may also wish to consult the iATN Technical Forum archives (www.iatn.net) for more information on this subject. Theres a considerable amount of controversy within the repair industry as to the practical value of ignition primary current ramp analysis. Those, like Jim Linder and myself, who feel theres valuable information to be gathered are frequently forced to admit that equipment selection and probe placement issues can and do cause misdiagnoses in many more cases than we would like to see. As I said before, theres no substitute for checking known-good vehicles. Its vital that you learn the strengths and especially the weaknesses of your scope and current probe combinations before recommending potentially expensive repairs on the basis of a single test. Indeed, its

Fig. 16

The upper trace in the screen shot above is voltage, the lower is current on a 2005 Toyota Corolla. Both are DC-coupled. In the screen capture below we see both voltage and current as AC-coupled. What a bad pump!

Fig. 17

Fig. 18 A good fuel pump at last! Is there any reason to look at voltage? The current clamp is set for 1 amp/div.

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CURRENT CLAMP ON-RAMP

Fig. 19 This coil current ramp is from a 98 Honda Accord. The probe is set for 10mV/amp, or 2 amps/div. Is Fig. 20 Note the coil turn-on oscillations in this screen this a good waveform? Heres a hint: The car runs well, shot from a 2001 Buick Regal 3800 Series. The probe is but the coil has 165,000 miles to its credit. set to 100mV/amp, or 2 amps/div.

usually possible to verify your diagnostic conclusions via other means, and you should do so routinely until youve developed the necessary experience and equipment familiarity to regularly reach sound diagnostic conclusions, with near 100% accuracy. If you experience difficulty in interpreting low-amp waveforms, you may wish to shield your probe with a piece of aluminum foil and a ground jumper to see if the scope pattern changes. Try to avoid placing the probe too near the high-strength magnetic fields of an alternator or an engaged a/c clutch. In some cases, the 120Hz noise from overhead fluorescent lights or other

electrically powered shop equipment may show up in your waveforms. If turning off the lights changes the scope pattern, youll have to devise appropriate countermeasures. These may entail using different probe and scope combinations, applying conductive probe surface finishes and connecting them to the probes existing shield wires or conducting your tests in another location less subject to electrical noise.

Taking the On-Ramp

If you dont own a scope and a lowamp probe, or are considering replacing ones you currently own, insist on a demonstration in your own shop enviFig. 21 Heres that Honda coil again, this time shown with the tail under extreme magnification. The time base is 20nS/div. Thats 20 billionths of a second. Still, the car runs well. Is this waveform good, bad or merely acceptably normal?

ronment on a variety of circuits. Make sure the equipment you select will allow you to view, analyze and store meaningful waveforms, and that you can manipulate the time base to 1mS/div or faster, and the voltage to 5mV/div or smaller. Also, make sure you can capture and download waveforms to your computer. Since many of the most vexing diagnostic problems involve intermittent failures that may occur only while driving, make sure the equipment you choose is readily road-portable. But remember that trees, utility poles, other vehicles and pedestrians tend to jump in front of moving vehicles while your eyes are fixed on the scope screen, so always have an assistant drive. Both voltage and current ramp waveforms provide valuable diagnostic information. Checking known-good vehicles and saving the waveforms for future review and comparison is crucial. Choosing the appropriate time base, voltage level and AC or DC coupling options allows the scope user to home in on problems accurately and efficiently. Experience and knowing the strengths and the limitations of your equipment lead to diagnostic expertise.
Visit www.motor.com to download a free copy of this article.

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December 2007

FIRE HOLE Understanding

IN THE

Ignition Waveforms
BY BERNIE C. THOMPSON The ignition waveform is a window that allows you to see whats occurring in the combustion chamber. Join us for a closer look.
rom its humble beginnings, the internal combustion engine has been transformed many times over to produce more power and to be more efficient. Todays internal combustion engine comes in two forms: compression ignition (diesel) and spark ignition. We will analyze the spark ignition (SI) system here. At this point, its still the dominant system in use in this country. Its important to understand how energy is released in the SI engine. In an internal combustion engine, the air/fuel mixture is drawn into the cylinder, where its compressed. As the air/fuel mixture is compressed, the molecules are forced into a smaller space. This causes them to run into each other, which creates friction and heat. It takes energy to hold together the different atoms that form the molecular chain of the fuel molecules. In order for the fuel to release this energy, the fuel molecules must separate, or break apart, then reform into a different molecular structure with a lower energy state. Once the fuel molecules are broken apart, the energy used to hold everything together is no longer needed. This freed energy is what powers the internal combustion engine. In an SI engine, cylinder compression alone does not provide enough energy to separate the fuel molecules. The heat thats transferred into the fuel molecules makes it unstable, but more force must be applied to separate the atoms contained in the fuel molecules. It would not be easy to separate two wrestlers locked together in combat. To separate them youd have to apply more force than theyre using to hold on to each other. A stun gun that applied a spark of 100,000 volts would do the job. The potential energy supplied by the stun gun

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May 2005

Photo courtesy General Motors; illustrations: Roy E. Thompson, Jr. & Blue Soroos

UNDERSTANDING IGNITION WAVEFORMS

Fig. 1

Fig. 3

is greater than the energy the wrestlers are using to hold on to each other, so they would let go and separate. Even though the cylinder compression creates heat energy, more force is needed to separate the fuels molecular structure and release its energy. That force is supplied by a high-energy spark from an ignition system. Many different types of ignition systems have been used to supply the highenergy spark necessary to ignite the air/fuel mixture. The most popular system in use today is the step-up transformer, which uses a low-voltage, highcurrent pole to create a high-voltage, low-current pole. This is accomplished with two different coils, or windings, of wire. The first coil is the primary and the second coil is the secondary (Fig. 1). The primary is wound around a core for magnetic amplification. In newer transformers, this core is composed of many plates of a ferrous metal (usually soft iron), layered or laminated together. This gives better amplification than a solid core.

The primary winding uses larger diameter wire with fewer windings. This allows the primary to have a very low resistance value. The secondary uses smaller diameter wire with many more windings to produce a higher resistance value. The automotive coil is usually wound at a ratio of approximately 1:100. In other words, for each turn of the primary winding, the secondary has 100 winding turns. The primary winding resistance is normally in the range of 1 to 4 ohms, while the secondary winding usually has a resistance of 8000 to 16,000 ohms. The primary and secondary windings are insulated from each other via transformer oil or epoxy. Transformer oil can hold off a breakdown voltage of only 20kV to 25kV, so in newer high-energy transformers, vacuum-sealed epoxy that can hold off a breakdown voltage of 50kV is used instead. The primary and secondary are electromagnetically coupled, so anything that affects one winding is mirrored in the other.

Fig. 2

The step-up transformer uses electromagnetic induction to produce the necessary spark energy. To understand how the transformer works, lets look at the waveform produced by this device, beginning with waveform segment A in Fig. 2 below. (Well keep referring to this waveform.) This is the open-circuit voltage, or source voltage, because the circuit has not been completed. Theres no current flowing through the primary circuit at this point. The voltage then drops abruptly when the module driver is turned on, thus completing the primary circuit to ground (waveform segment B). This voltage drop will come very close to ground. The initial voltage drop depends on whether the driver used to control the current is a transistor or a MOSFET. If a transistor is used, the voltage drop will be .7 to 1 volt. This is due to the resistance across the transistors gate. A MOSFET has less resistance across its gate, causing a lower voltage drop of about .1 volt to .3 volt. The initial voltage drop is the voltage that remains in the circuit to push the current across the resistance of the module driver or gate (waveform segment C). Once the module closes the driver, current starts to flow through the primary winding circuit. When current flows through a coil winding, all of the current is used to create a magnetic field around the winding (Fig. 3). This magnetic field buildup is called inductance. The magnetic field is proportional to the inductance and the current. In other words, the larger the current, the larger the magnetic inductance.

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As the magnetic field builds, it moves across the primary and secondary windings, inducing voltage in both. However, the effect of this induction is different within the two windings. As the magnetic field builds and moves across the secondary winding, it induces electromotive force (emf) and frees electrons. This can be seen in the secondary waveform when the module driver closes. There are voltage oscillations when the circuit is first completed (Fig. 4). This is caused by the magnetic field moving across and inducing voltage in different windings contained within the secondary coil winding. Capacitance exists between the coil windings. It occurs when two conductors are separated by space and current is flowing through them. Electrical potential builds between the two conductors. The size of the conductors and the distance between them determines the amount of capacitance. Ringing occurs in the circuit as energy changes between electrical and magnetic energy. These ringing oscillations diminish into a steady curve that flattens out when the coil has become saturated. The saturation point will vary depending on the amount of current flowing through the primary, the amount of resistance and the number of turns within the winding. As the magnetic field builds and moves across the primary winding, the voltage thats induced into the primary winding frees electrons. However, since current is flowing through the primary winding, these free electrons impede the current flow. In my previous article on fuel injectors (January 2005), I gave the example of a school hallway packed shoulder-to-shoulder with children to illustrate this problem. The example also works for ignition coils. Imagine the children running down the hallway as fast as they can run. Now imagine more children entering the hallway from classrooms located along this hallway. The children leaving the classrooms cant change the flow of children already running down the hallway without increasing the pressure. Just like the children entering the hallway, the induced voltage (pressure) in the primary winding creates resistance to the change in current flowing through the primary circuit. This resistance is called counter electromotive force, or counter voltage. Whenever theres inductance in a circuit, a counter emf will be produced by a change in current in a way that resists the change in current. And whenever theres resistance in a circuit, there will be a voltage drop proportional to the resistance. This voltage drop can be seen as the slight rise at the bottom of the primary waveform. If the oscilloscope voltage setting is lowered to magnify the bottom of the ignition primary coil waveform, the voltage drop can be seen more clearly (waveform segment D in the upper pane of Fig. 5 and magnified in the lower pane). Since the current flowing through the winding makes the resistance for the voltage drop, it mirrors the primary ignition coil waveform made with an inductive amperage clamp (lower pane of Fig. 5). Once the current rises to the point of full coil saturation (magnetic field not in movement), the magnetic field completely surrounds the secondary windings. The ignition coils sat-

Fig. 4

Fig. 5

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uration point is based on the current flowing through it. The larger the current, the larger the magnetic lines of force. Likewise, the smaller the current, the smaller the magnetic lines of force. The circuit then limits the current flowing through the primary winding (waveform segment E in Fig. 2). However, the magnetic field still remains at full strength. Notice that when current limiting is switched on, the voltage is still below the open-circuit voltage (waveform segment F). To accomplish this, a resistor is switched into the circuit to limit the current flowing through it. If the primary circuit has unwanted resistance, the time for the current limit to switch on will be increased. If the coil is shorted or has lower-than-normal resistance, the time for the current limit to occur will be reduced. If the design characteristics of the system are known, variations in the expected time to limit current will be an indicator of a problem.

Fig. 6

As engine rpm is increased, the time between cylinder firing becomes shorter, the time to saturate the coil decreases and current limiting will cease. (Not all ignition systems have current limiting.) The PCM then commands the module driver off. This ends the current flowing through the primary winding. The magnetic field then begins to fall across the secondary winding. When a magnetic field moves across a

wire or winding, voltage is induced into that wire or winding. This induction makes electromotive force, which frees electrons and pushes them through the circuit until they return to the secondary winding where they were produced. The amount of induction is proportional to the size of the magnetic field and the speed with which the magnetic field falls across the secondary winding. A condenser or capacitor is used to promote a faster collapse of the magnetic field. Neither component will allow direct current to pass through it to ground; however, alternating current is able to pass through. A direct current that pulses very fast becomes alternating current and can pass through the condenser or capacitor. This allows the current in the primary coil circuit to pass through either of these components to ground. The condenser is connected to the primary winding (Fig. 6). Once the current stops, the magnetic field falls back into the primary winding to stabilize the current within the winding. The faster the current in the primary winding dissipates through the condenser, the faster the magnetic field will collapse. The rapid movement of the magnetic field increases the induction within the secondary winding and the current, being pushed by a high voltage of up to 50kV, will look for a pathway or circuit. The ignition coils secondary is connected to the spark plug. The electrons move to the spark plug gap; however, this is an open circuit. When high voltage is trying to push electrons across an open circuit, it will first form a corona, or a low-energy field, across the spark plug electrodes (Fig. 7A on page 38). Once the corona has formed, ioniza-

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UNDERSTANDING IGNITION WAVEFORMS

Fig. 7A

Fig. 7B

Fig. 7C

tion will begin. A very high voltage is required to start ionization. The electrical potential will apply enough force on the atoms between the spark plug electrodes to rip electrons free (Fig. 7B). Atoms having an electron ripped from them become positive ions. (An ion is a positively or negatively charged atom and is the result of the atom having lost or gained one or more electrons.) This is the breakdown voltage, or the amount of voltage that was required to push the electrons across the resistance. In this case, the resistance is the spark plug gap (waveform segment G in Fig. 2). The wider the spark plug gap or the greater the resistance between the

spark plug electrodes, the higher the breakdown voltage will be. This breakdown voltage is read as kV and is the amount of energy required to overcome the total resistance within the circuit. Once the electrons have bridged the spark plug gap, ionization is complete. Notice the oscillations that occur as the electron flow starts after the breakdown voltage (waveform segment H in Fig. 2). This ringing, or oscillation, is created by the induction occurring across the windings and the capacitance between the turns. The transformer makes it very easy for the energy to change between electrical energy and magnetic energy. The breakdown volt-

Fig. 8

age that starts the arc is very fast (about 2 nanoseconds). This fast energy spike starts the energy change between electrical and magnetic. The harder the spike to start the arc, the more oscillations that will follow. These oscillations are analogous to a child on a swing. The child begins in a stationary position on the swing. A strong push causes the swing to move. The harder the push, the higher the swing will go. The swing will then oscillate back and forth until the energy has dissipated. The ignition coil changes electrical energy into magnetic energy and vice versa in much the same way. The swing, being a mechanical device, needs a push or energy in order to move, just like the coils discharge, or push, causes an energy spike. Once the electrons establish flow, the voltage is stabilized and the oscillations will diminish into an even voltage (waveform segment I in Fig. 2). Once ionization occurs, the free electrons and the positive ions form a pathway across the spark plug electrodes. This occurs at a point where the number of electrons flowing equals the number of positive ions and the spark plug gap plasmas (waveform segment H in Fig. 8). Plasma is a hot ionized gas that enshrouds the electrons flowing through it, thus lowering the resistance across the spark plug electrodes (Fig. 7C). The resistance of the plasma is affected by the gas and the pressure that comprise it. The plasma will decrease the voltage required to maintain the

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electron flow across the spark plug gap. The voltage level at which the ionization turns to plasma is a very important point to analyze. Since the breakdown voltage is not stable, but moves up and down on various discharge cycles, its necessary to check the voltage level of the plasma. This plasma voltage is more stable than breakdown voltage and will show resistance values that cannot be seen in breakdown kV. The point at which the ionization turns to plasma will be affected only by resistance in the circuit. In Fig. 9 below, the yellow trace has a 20k resistor placed in the ignition wire. The red trace is the companion cylinder and the point of plasma is normal. The point of plasma on the yellow trace is 2.3kV higher than normal, indicating resistance in the circuit. In Fig. 10, the yellow trace has a .20-in. gap between the ignition wire and the spark plug. The red trace is the companion cylinder and the point of plasma is normal. On the yellow trace, the point of plasma is 1.2kV higher than normal, indicating resistance in the circuit. In Fig. 11, the injector is unplugged, allowing no fuel Fig. 9 delivery to the cylinder. Note the point that the ionization changed to plasma did not differ between the yellow and red traces, indicating normal resistance in the circuit. However, the plasma waveform has more resistance due to the lack of hydrocarbons in the plasma gas. This creates the very steep voltage rise in the burn time that exceeds 10kV. Fig. 10 Once the electron flow is established across the plug gap, it will continue until the secondary energy is depleted. As the transformer runs out of energy near the end of the burn time, theres a slight rise in voltage as the spark burns out (waveform segment J in Fig. 2). This is caused by the plasma breaking down. The electrons from the trans- Fig. 11 former start to decrease in number, causing an imbalance between the positive ions and the electrons, allowing the plasma to break down. Since the plasma creates an electrical pathway that has less resistance, this plasma breakdown allows the resistance to increase, causing the voltage rise at the end of the burn time. The induction that put electrical energy into the secondary coil winding is limited. An ignition coil thats fully saturated is like a water bucket thats totally filled. If a water pump were used to pump the water out of the bucket under pressure through a fixed orifice, then the higher the pressure, the quicker the water would be emptied. Once the water is gone, the pressure would also be depleted. In the secondary ignition coil, the greater the voltage or pressure the coil needs to push the electrons across the resistance in the circuit, the quicker the electrons are used up. The period when the electrons bridge the spark plug gap is called burn time (waveform segments G-J in Fig. 2). Burn time will change according to the pressure it took to start the electrons flowing through the circuit. If the pressure is low, the burn time will be longer; if the pressure is high, the burn time will be shorter. Lets use a piece of rope to demonstrate this principle. Assume the rope is a set length, and is positioned to represent the pattern that the breakdown voltage and burn time make (Fig. 12 on page 44). If the rope used to make the vertical line is longer, the horizontal line will become shorter. Conversely, if the horizontal line becomes longer, the vertical line will become shorter. If the entire length of rope is shorter, just like when the ignition coils magnetic field is not fully saturated, the vertical and horizontal sections will also be affected, due to the reduced amount of stored energy available. The breakdown voltage and burn time are influenced by the pressure or compression and the content of the gas thats in the cylinder. Under normal conditions, the cylinder is filled with a gas comprised of ambient air (approximately 21% oxygen and 79% nitrogen) and C4H8 hydrocarbons (gasoline) in a ratio of 14.7 parts air to one part hydrocarbons. The gas mixture in the cylinder is composed of atoms that will ionize or allow the spark to jump across the spark plug electrodes. We know these atoms will ionize. But if conditions change, their ability to ionize will change. The amount of pressure or compression will change the density of the mixture, which will have an effect on ionization. The turbulence within the cylinder will also change the characteristics of

May 2005

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UNDERSTANDING IGNITION WAVEFORMS

the ignition waveform. If any of these variables changes compression or pressure, turbulence, gas content, fuel or water vaporthen the ionization that forms the plasma will change. This, in turn, affects the spark waveform. Spark stops when the electrical energy is not strong enough to keep the electrons flowing across the spark plug gap (waveform segment J in Fig. 2). Whatever energy is left within the coil must be absorbed by the windings. The absorbed energy is dissipated by changing between electrical and magnetic energy. This is what causes the oscillations in the waveform at the end of the spark duration (waveform segment K). This ringing can be used to see how much energy was used or not used during the ignition coil discharge. A large voltage change and a large number of ringing oscillations at the end of the waveform indicate the amount of energy left in the ignition coil. If there are no oscillations, the ignition coils energy has been totally dissipated. The ignition waveform is a window that allows the technician to see whats occurring in the combustion chamber. Once you learn how to view the waveform during the breakdown voltage and burn time, youll see how the waveform reflects whats occurring within the cylinder. Examples of conditions that can be identified via the ignition waveform include lean air/fuel ratio, rich air/fuel ratio, preignition, turbulence caused by cam timing or valves, turbulence caused

Fig. 12

by exhaust backpressure, EGR, water vapor caused by an engine coolant leak, worn spark plugs, carbon tracking, resistance within the circuit, etc. Theres more information within the ignition coils waveform than in any other waveform produced on the vehicle.
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FUEL INJECTOR W A VEFORMS SLICED EXTRA THIN

BY BERNIE THOMPSON We took a slice out of an injector to remind you that injector waveforms are nothing more than snapshots of thin slices of time.

anguage is the key to understanding whats happening around you. Imagine being in a foreign country and not being able to speak the language. Now, imagine being given the task of gathering information and making an informed decision based on that information. This is what many of us do every day when we attempt to diagnose vehicle malfunctions, lacking a clear understanding of the language spoken by the vehicles were attempting to service. The basic unit of the electrical language of the automobile is impulses, or changes in voltage (amplitude) over time. In a written language, letters join together to convey useful information. In this electrical language, changes in voltage convey the information. These changes are the letters or symbols of the electrical language. Individually, the letters cant tell you very much. But when theyre linked together, they have a story to tell. The oscilloscope is a powerful tool that can help you interpret and understand the electrical language. It dis-

plays voltage amplitude over time, thus creating a visual display or graph thats commonly referred to as a waveform. These electrical waveforms carry information thats needed to diagnose a vehicle. Each of these waveforms contains unique information about the electrical circuits that affect the operation of the vehicles systems. Our purpose here is not to teach you how to use a specific scope model; thats what instruction manuals and training videos are for. Rather, well explain how certain vehicle electrical components work, show you what their waveforms typically look like and explain how to diagnose component faults based on the information those waveforms provide. The first waveform well examine belongs to the very common saturation-style fuel injector. The cutaway drawing in Fig. 1 on page 36 illustrates the internal components of this type of injector. At first glance, the waveform produced by this injector looks like a very simple signal. However, an indepth analysis is required to understand whats actually occurring. Each part of the waveform (a

record of voltage over time) has a story to tell. Lets look at waveform segment A in Fig. 2. This is the open circuit or source voltage. Its referred to as open circuit voltage because the injector circuit has not been completed and theres no current flowing at this point. The voltage drops abruptly in waveform segment B when the powertrain control module (PCM) driver turns on, thus completing the injector circuit to ground. A magnified view of the waveform can be seen in the lower screen of Fig. 2. The voltage should come very close to ground at this point. The initial voltage drop will depend on whether the electrical device used is a transistor or a MOSFET. If a transistor is used, the drop will be .7 to 1 volt. This is due to the resistance across the transistors output. MOSFETs have less resistance across their output, causing a lower voltage drop of .2 to .3 volt. The voltage drop is the voltage that remains in the circuit to push the current across the resistance of the PCM driver or gate (waveform segment C). Once the PCM commands the injector driver closed, current starts to

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flow through the injector coil circuit. When current flows through a coil winding, all of the current is used to create a magnetic field around the winding (Fig. 3, page 38). The magnetic field is proportional to the current and the number of turns in the coil. In other words, the larger the current, the larger the magnetic field. As the magnetic field is building, the inductance offers resistance to the change in current flowing through the injector circuit. As the field builds, it moves across the coil winding and induces voltage into the coil winding. This induced voltage frees electrons, offering resistance to the change in current flowing through the coil. Imagine a school hallway packed shoulder to shoulder with children running as fast as they can. Now imagine children entering the hallway from classrooms located along this hallway. The children leaving the classrooms cant change the flow of children already running down the hallway without increasing the pressure. Just like the children entering the hallway, the induced voltage (pressure) in the injector winding creates resistance to the change in current flowing through the injector circuit. This resistance is called counter electromotive force (emf for short), or counter voltage. Whenever theres inductance in a circuit, a counter emf will be produced by a change in current in such a way as to resist the change in current. And whenever theres resistance in a circuit, there will be a voltage drop proportional to the resistance. This voltage drop can be seen as the slight rise at the bottom of the injector waveform. If the oscilloscope voltage setting is lowered to magnify the bottom of the injector waveform, the waveform voltage drop can be seen more clearly (waveform segment A in the upper screen of Fig. 4). Since the current flowing through the winding produces the resistance for the voltage drop, it mirrors the injector waveform made with an inductive current clamp (waveform segment B in the lower screen of Fig. 4). Once the PCM driver has closed, current starts to flow through the cir-

Photo: Karl Seyfert

January 2005

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FUEL INJECTOR WAVEFORMS, SLICED EXTRA THIN

cuit. The magnetic field builds until it becomes strong enough to overcome the mechanical spring pressure holding the injector pintle in the seated position. At this point, the injector pintle starts to move away from the seat and through the magnetic field (Fig. 5). When a ferrous metal moves through a magnetic field, it causes the magnetic field to flex or change, thus inducing voltage into the coil winding. This induction releases free electrons, which impede the flow of current in the injector winding circuit. In turn, this causes the current to diminish slightly and create the hump in the waveform (waveform segment C in the upper screen of Fig. 4). This hump shows when the injector pintle opens and allows fuel to flow through the injector. The current then continues to build until the waveform reaches its maximum current. This is set by source voltage and the resistance in the circuit. Note: Not all injector designs will exhibit this characteristic hump. The PCM has calculated the proper injector ON time and turns the injector driver off, opening the circuit (waveform segment F in Fig. 2 below). This creates an abrupt voltage rise, as the counter emf resists the change in current. The voltage level will continue to rise, passing the open circuit voltage, until its clipped at a critical point. The voltage rise is caused by the magnetic field that has been built around the injector coil winding. Once the circuit is opened and current stops flowing, the stored energy in the magnetic field tries to stabilize the current in the injector circuit. As this energy falls back into the injector winding, it falls across the turns of the winding, thus causing induction at the injector coil (waveform segment G in Fig. 2). The induced (flyback) voltage is clipped at a voltage level specified by the fuel injection manufacturer, based on the particular injector design in the circuit (waveform segment G in Fig. 2). The flyback voltage clipping point is set based on the injectors electromagnetic coupling and mechanical spring rate. The stored energy of the magnetic field around the injector winding is used to control the pintle closing speed. If the pintle is allowed to close too fast, the pintle and seat will soon become pounded out and begin to leak fuel. A fast closing rate will also cause the pintle to bounce, allowing extra fuel to be delivered to the engine. This extra fuel cant be accurately controlled, so the engineer must adjust the energy held within the flyback voltage to control the closing rate of the injector. This is accomplished by placing a zener diode across the PCM driver (transistor or MOSFET), as illustrated in Fig. 6. Note: Some fuel injection systems do not clip the flyback voltage. As the magnetic field falls back into

Fig. 1

Fig. 2

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Illustrations: Automotive Test Solutions

FUEL INJECTOR WAVEFORMS, SLICED EXTRA THIN

the injector winding, the energy loops through the clipping circuit. This allows the current to diminish at a set rate. The lower the voltage level set by the zener diode, the more energy that will be allowed to loop through the circuit. If an ordinary diode were used instead of a zener diode, it would allow the largest amount of stored energy to loop through the circuit. A diode will allow the stored energy to loop until it reaches source voltagein this case, 12 volts. This would allow the injector the longest period of time to close. The higher the zener diode voltage, the shorter the period of time allowed for the injector to close. This is due to the energy looping through the circuit being cut off early by the voltage rating of the zener diode. If a 65-volt zener diode Fig. 3 were used, the energy looping through the circuit would be stopped at 65 volts. This is 53 volts sooner than a conventional diode, which allows the voltage rating will shut off the energy looping through the circuit sooner, allowing a faster pintle closing rate. Likewise, the energy from a lower rated zener diode will allow the energy to loop longer, causing a slower pintle closing rate. The closing rate is set by the zener diode voltage, which is matched to the injector design. When the pintle starts to fall through the magnetic field, the field is distorted and a voltage is induced (Fig. 7). The delay in closing voltage can be seen in waveform segment H in Fig. 2. The delay is the source of the injector closing bump in the waveform. Notice that when current is not flowing through the injector circuit, the pintle movement induces a positive voltage (waveform segment I in Fig. 2). Note: Some injector waveforms will not exhibit this bump. The PCM-commanded ON time is the time between segments B and F in Fig. 2. However, this is not the true injector opening time. The true injector opening time is from hump D to the closing bump I (indicated by measurement J). In a good circuit, the time to get from D to I will equal the PCMs command time from segments B to F (indicated by measurement E). Now that we understand the data contained in a saturation injector waveform, we can use it to see what may have failed within the circuit. Lets begin by analyzing two injector waveforms (Fig. 8 on page 40). At first glance, both of these waveforms look good. However, one has a problem. Can you see it? Look at segment A in both waveforms. The PCM has commanded the injector driver ON. The voltage exhibits an abrupt change and falls near ground on both patterns (segment B in both waveforms). Current begins to flow through the injector winding and counter voltage begins to rise off

energy to continue to loop through the circuit until it reaches 12 volts. So the energy from a zener diode with a higher

Fig. 4

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Fig. 5 ground (segment C in both waveforms). Notice theres more rise in the counter voltage on segment C in the upper waveform in Fig. 8 than in segment C in the lower waveform. Next, the PCM calculates the correct ON time and commands the injector driver OFF. This causes an abrupt rise in the voltage (segment D in both waveforms). The voltage rises past the open circuit level and peaks out at the point where its clipped at 65 volts (segment E in both waveforms). Notice that in segment E of the upper waveform in Fig. 8 theres more space between the rising edge and the falling edge of the flyback voltage than in segment E of the lower waveform. This is an indication that the magnetic field of the injector circuit represented by the upper waveform in Fig. 8 has more stored energy. Since the magnetic field is built by the current flowing through the winding, this shows that the other injector circuit (lower waveform) has a resistance problem.

Fig. 7 As the voltage falls back to the open circuit voltage, you can see the injector pintle closing bump. Notice that segment F in Fig. 8s upper waveform shows a longer closing time by 2.5 microseconds (S) than segment E in the lower waveform. This is because the magnetic field has more energy and can correctly control the pintle closing rate. Now lets magnify the bottom counter voltage in both waveforms in Fig. 8 and further analyze them (Fig. 9). These waveforms look quite different at first glance. Theyre not like the waveforms in Fig. 8, where the appear-

Fig. 6

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FUEL INJECTOR WAVEFORMS, SLICED EXTRA THIN

ance seems very similar. In segment A (both waveforms in Fig. 9), the PCM commands the injector driver closed. This creates an abrupt drop in voltage. The initial voltage drop comes very close to ground (segment B). The current starts to flow through the injector winding, making a counter voltage and causing the voltage drop at the bottom of the waveform. Note: The scope was set at 2 volts per division for the upper waveform in Fig. 9 and .5 volt per division for the lower waveform. We can see the injector pintle open in segment C of both waveforms in Fig. 9. However, the opening time is delayed by 1.9mS in the lower waveform. The counter voltage difference from the upper to the lower waveform is .65 volt. Since the counter voltage mirrors the change of current flow, the lower waveform has considerably less current flowing through the injector circuit. Due to the diminished rate of change of the current flowing through the lower waveform, the magnetic field takes longer to build. This delay in the magnetic field causes the pintle spring to keep the pintle seated longer. The magnetic field must have more energy than the mechanical force of the spring to overcome it and open the injector pintle. The resistance within the lower waveform in Fig. 9 is not in the control side of the circuit. Since the scope lead is at the injector, you can clearly see the voltage drop on the ground side of the circuit is good. It would be necessary to check the power side of the injector circuit, the injector connector and the injector coil winding to find the problem. In this example, the problem was due to high resistance in the injector coil winding, which caused the pintle opening and closing delay. The problem is very hard to see until you magnify the counter voltage in the injector waveform. At first glance, one might not see a difference between the upper and lower waveforms in Fig. 8, or between cylinder 1 and cylinder 2. But upon closer inspection, we can see that theres a delay of 2.15mS. In the upper waveform, the actual injector opening time is 3200S, or 3.2mS. In the lower waveform, the actual injector opening time is 1100S, or 1.1mS. This is onethird the fuel delivery and would cause a lean misfire and rough idle complaint that can be easily overlooked. As you can see, when the letters of a new electrical language can be linked together and understood, they can tell a story about what has gone wrong within a circuit.
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Fig. 8

Fig. 9

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he process of choosing the right diagnostic scan tool for the shop is challenging, to say the least. Prior to 1996, the choices were simple: the Snap-on MT2500, the OTC Monitor 4000, the Vetronix Mastertech or any of the OE scan tools, if you could get them. The introduction of the OBD II generic standard in 1996 and subsequent updates to the OBD II standard, like the single CAN communications protocol, have resulted in an increased number of companies introducing scan tools. The updated EPA Clean Air legislation and NASTFs efforts have made access to the factory scan tools a little easier. In May, I scanned MOTOR Magazine and several other publications and counted more than 60 advertisements for scan tools. It was the most heavily advertised type of equipment in those magazines. The most commonly asked question at the PWR Training events I conduct is: What scan tool should I buy? The honest answer to the question is: As many as you can afford. Why? Because I dont believe a do-it-all scan tool exists and were not likely to see one anytime soon. Some aftermarket scan tool manufacturers may claim to have the total solution, but what you may find is an adequate engine diagnostic scan tool that falls short in body and chassis system diagnosis. The diagnostic capabilities of the GM Tech 2, Ford NGS and Chrysler DRB III are difficult to duplicate in an all-inclusive aftermarket combination scan tool. With all this confusion, how do you know which scan tool will provide the greatest value? There are many factors to consider before you upgrade or purchase a new scan tool. This article will focus on developing a strategy that will make the decision a little easier. I have broken scan tools into three general categories: OBD II generic scan tools, aftermarket combination scan tools and vehicle manufacturer scan tools. Lets take a look at the categories:

OBD II Generic Scan Tools

Every shop should own at least two inexpensive OBD II generic scan tools. Why? Due to the imperfect implementation of the OBD II specification

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SCAN TOOL ASSESSMENT

BY BOB PATTENGALE Are you getting everything possible out when you plug it in ? Heres how to evaluate your current scan tool capabilities, determine shop needs and plan purchase decisions.

by some vehicle and scan tool manufacturers, one scan tool may not communicate with a particular vehicle, but another one will. There are three basic types of OBD II generic scan tools: Dedicated scan tools such as the AutoXray EZ-Scan 6000, InjectoClean CJ-15 and SPX/OTC ScanPro. PDA-based tools, including those offered by InjectoClean, AutoEnginuity and EASE, among others. These tools may operate on the Palm OS or Pocket PC platforms. PC-based OBD II generic tools from InjectoClean, AutoEnginuity, EASE and others offer PC-based solutions. Each type has benefits and limitations. The dedicated and PDA units are designed to be inexpensive, simple and quick diagnostic scan tools. I like using them to retrieve fault codes, check readiness status and take a quick look at high-priority parameters. (If youre not sure which data parameters are important, you might want to review my Interpreting Generic Scan Data article in the March 2005 issue of MOTOR.) The limitations of OBD II generic scan tools usually relate to small display screens and slow sample rates of live scan data. If youre willing to invest a little more money, the EASE OBD II generic PC-based scan tool has several very useful features. Those I find invaluable are unlimited data recording and customized data graphing. This is the tool I use to diagnose difficult intermittent driveability problems.

Aftermarket Combination Scan Tools

If youre operating a general repair shop and service many vehicle makes and models, it makes sense to own at least one combination scan tool. Examples of this type of tool include the SPX/OTC Genisys, Snap-on Solus, EASE PC-based combination scan tool, etc. These scan tools generally work best when diagnosing engine control systems on domestic vehicles. Some scan tool manufacturers also offer upgrades for Asian and European vehicles. Some aftermarket scan tools are

Photo: Karl Seyfert

July 2005

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SCAN TOOL ASSESSMENT

manufacturer-specific. For example, the Vetronix Mastertech works well on Toyota and Honda vehicles, and Baum makes tools that work well on European vehicles. There are other examples, but the point is that when looking for the right scan tool, knowing what vehicle makes you work on or dont work on can simplify your options. Some aftermarket manufacturers may claim their scan tools can diagnose a particular system, but once you begin the diagnostic process, you might be missing some parameters and bidirectional controls that would be available on a factory scan tool. In an example I came across recently, one scan tool manufacturers marketing materials claimed to offer air bag diagnostics for Nissan vehicles. The scan tool was connected to a 1997 Nissan Altima. In this case, the scan tool did not actually communicate with the air bag module, but did provide infor-

mation on how to retrieve the fault codes manually. Although retrieving the fault codes was a good first step, the fault code diagnosis required additional tests that needed to be performed with the Nissan factory scan tool. Most of us have run into similar issues, and it can be frustrating. The important point here is to understand the limitations of the all-in-one tool. A list of aftermarket scan tool manufacturers, with website information, is given on page 28.

Vehicle Manufacturer Scan Tools

If yours is a specialized repair facility or you work on a particular make of vehicle more than 40% of the time, you should own the factory scan tool for that vehicle maker. This will provide the best overall coverage for all vehicle systems, including powertrain, air bag, climate control, etc. The limi-

tations to this solution are cost and the learning curve for each tool. One potential solution to the cost issue is to work with other shops in the area. For example, three shops could pool their resources to purchase a group of factory scan tools like the Ford NGS, GM Tech 2 and Chrysler DRB III, then share them as needed. Another option, which worked well for one shop, is to purchase several factory scan tools, then rent them out to other shops. See the box Vehicle Manufacturer Scan Tools on page 26 for contact information for the various vehicle manufacturers. This list was compiled from the NASTF service information matrix (www.nastf.org). Each shop may need a combination of scan tools from all three categories to make the diagnostic process as efficient and successful as possible. There are a few questions you need to con-

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Photos of scan tools: Bob Pattengale

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sider before making the next scan tool decision. For example, should you purchase an all-in-one diagnostic platform or separate tools? The trend from many equipment manufacturers is to combine all the diagnostic tools into one platform. This is designed to save money and simplify the learning curve. Although this may seem like a good idea, there are some issues that need to be considered. Also, what happens if the all-in-one tool malfunctions? If you purchased a combined scanner/scope/gas analyzer, you now have no diagnostic equipment available. Are the combined platform items as good as dedicated tools? In order to combine all the features and keep the cost down, some corners may need to be cut. The best example is the micro gas analyzers that are available for many of the allin-one tools. The accuracy, reliability and expected life are reduced, when

Vehicle Repair Matrix

Carmaker No. of Jobs % of Total Carmaker No. of Jobs % of Total
Acura . . . . . . . . . . . . . . . . . . .14 . . . . . .1% Audi . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0% BMW . . . . . . . . . . . . . . . . . . .11 . . . . . .1% Chrysler/Dodge/Jeep . . . . . . . .4 . . . . . .0% Ford/Lincoln/Mercury . . . . . . .6 . . . . . .1% Geo . . . . . . . . . . . . . . . . . . . . . .8 . . . . . .1% GM: Buick, Cadillac, Chevrolet, GMC, Oldsmobile, Pontiac, HUMMER . . . . . . . . . . . . .2 . . . . . .0% Honda . . . . . . . . . . . . . . . . .165 . . . . .14% Hyundai . . . . . . . . . . . . . . . . . .9 . . . . . .1% Infiniti . . . . . . . . . . . . . . . . . .21 . . . . . .2% Isuzu . . . . . . . . . . . . . . . . . . . .54 . . . . . .5% Jaguar . . . . . . . . . . . . . . . . . . . . . . . . . . .0% Kia . . . . . . . . . . . . . . . . . . . . . .4 . . . . . .0% Land Rover . . . . . . . . . . . . . . . . . . . . . . .0% Lexus . . . . . . . . . . . . . . . . . . .38 . . . . . .3% Mazda . . . . . . . . . . . . . . . . . .79 . . . . . .7% Mercedes-Benz . . . . . . . . . . . . . . . . . . . .0% Mini . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0% Mitsubishi . . . . . . . . . . . . . . .26 . . . . . .2% Nissan . . . . . . . . . . . . . . . . . .186 . . . . .16% Porsche . . . . . . . . . . . . . . . . . . . . . . . . . .0% Saab . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0% Scion . . . . . . . . . . . . . . . . . . . . . . . . . . . .0% Saturn . . . . . . . . . . . . . . . . . . . . . . . . . . .0% Subaru . . . . . . . . . . . . . . . . . .41 . . . . . .4% Suzuki . . . . . . . . . . . . . . . . . . .5 . . . . . .0% Toyota . . . . . . . . . . . . . . . . .414 . . . . .36% Volkswagen . . . . . . . . . . . . . .60 . . . . . .5% Volvo . . . . . . . . . . . . . . . . . . . .2 . . . . . .0% Total . . . . . . . . . . . . . . . . .1149

Vehicle Model Year

1991-1995 . . . . . . . . . . . . . .369 1996-2000 . . . . . . . . . . . . . .419 2001-2005 . . . . . . . . . . . . . .228 Total . . . . . . . . . . . . . . . . .1016

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Photo of MODIS courtesy Snap-on; photo of Genisys courtesy SPX/OTC

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compared to dedicated full-size gas analyzers. The all-in-one tool is, however, a good choice for a shop that needs an extra backup tool or to provide options for multiple technicians. Finally, should you purchase OEM or aftermarket tools? This is a difficult decision to make, but in many cases the OEM tool will provide the most comprehensive capabilities for a given vehicle make. Aftermarket tools are designed to combine features, reduce cost and simplify the user learning curve. This is where a specialized repair shop has an advantage over a general repair shop. The specialized repair facility normally services vehicles that fall into a range of years, makes and models. In this case, purchasing the factory diagnostic scan tool is the best choice. The next couple of questions to answer are: Do you know if you already have the correct scan tools? And if not, how do you decide what to purchase next? The first step to answering these questions is to evaluate the specific needs of your shop. This may take a little time, but the exercise will help with other shop decisions, like repair information and training requirements. Begin by reviewing the vehicles repaired during the last year. Your shop management program may be able to provide this information electronically. If not, manually review the invoices. The information collected should include vehicle year, make and mileage. If you want to spend the extra time, consider documenting the type of diagnostic work that was performed on these vehiclesfor example, powertrain, air bag, antilock brake system, etc. This information will be used to determine what types of scan tools will provide the greatest benefit for the shop. If you would like the sample spreadsheet in electronic format, visit the PWR Training website at www.pwrtraining.com/resources. The box Vehicle Repair Matrix on page 24 shows information that was compiled from an import service shop in the Tucson area. As you can see, this shop focuses on Asian and European vehicles. Also, Toyota, Honda and their subsidiaries repre-

Vehicle Manufacturer Scan Tools

Carmaker Scan Tool Contact Phone Website
Acura (see Honda) Audi . . . . . . . . . . . . . . . . . . . . .Equipment Solutions . . . . . . . .1-800-892-9650 . . . . . . . . .N/A BMW . . . . . . . . . . . . . . . . . . . . .Central Letter Shop . . . . . . . . .1-800-695-0079 . . . . . . . . .N/A Chrysler/Dodge/Jeep . . . . . .SPX . . . . . . . . . . . . . . . . . . . . . .1-800-801-542 . . . . . . . . . .N/A Ford/Lincoln/Mercury . . . . . .N/A . . . . . . . . . . . . . . . . . . . . . .1-800-ROTUNDA . . . . . . . .www.motorcraft.com GM: Buick, Cadillac, Chevrolet, Geo, GMC, HUMMER, Oldsmobile, Pontiac . . .SPX Kent-Moore . . . . . . . . . . . .1-800-825-5886 . . . . . . . . .www.gmtechinfo.com Honda . . . . . . . . . . . . . . . . . . .Teradyne . . . . . . . . . . . . . . . . . .1-800-210-8699 . . . . . . . . .www.serviceexpress.honda.com Honda . . . . . . . . . . . . . . . . . . .Vetronix . . . . . . . . . . . . . . . . . .1-800-321-4889 . . . . . . . . .www.vetronix.com Hyundai . . . . . . . . . . . . . . . . . .SPX Kent-Moore . . . . . . . . . . . .1-800-336-6687 . . . . . . . . .www.dealerequipment.com Infiniti (see Nissan) Isuzu . . . . . . . . . . . . . . . . . . . . .SPX Kent-Moore . . . . . . . . . . . .1-800-345-2233 . . . . . . . . .www.isuzutechinfo.com Jaguar . . . . . . . . . . . . . . . . . . .N/A . . . . . . . . . . . . . . . . . . . . . .N/A . . . . . . . . . . . . . . . . . .www.jaguartechinfo.com Kia . . . . . . . . . . . . . . . . . . . . . .N/A . . . . . . . . . . . . . . . . . . . . . .1-866-542-8665 . . . . . . . . .www.kiatechinfo.com Land Rover . . . . . . . . . . . . . . .N/A . . . . . . . . . . . . . . . . . . . . . .N/A . . . . . . . . . . . . . . . . . .www.landrovertechinfo.com Lexus (see Toyota) Mazda . . . . . . . . . . . . . . . . . . .Hickok Customer Care . . . . . . .1-800-342-5080 . . . . . . . . .www.mazdatechinfo.com Mercedes-Benz . . . . . . . . . . . .N/A . . . . . . . . . . . . . . . . . . . . . .1-800-FOR-MERCEDES . . .www.startekinfo.com Mini . . . . . . . . . . . . . . . . . . . . .N/A . . . . . . . . . . . . . . . . . . . . . .N/A . . . . . . . . . . . . . . . . . .www.minitechinfo.com Mitsubishi . . . . . . . . . . . . . . . .SPX . . . . . . . . . . . . . . . . . . . . . .1-888-727-6672 . . . . . . . . .www.mitsubishitechinfo.com Nissan . . . . . . . . . . . . . . . . . . .SPX . . . . . . . . . . . . . . . . . . . . . .1-800-662-2001 . . . . . . . . .www.nissantechinfo.com Porsche . . . . . . . . . . . . . . . . . .N/A . . . . . . . . . . . . . . . . . . . . . .N/A . . . . . . . . . . . . . . . . . .www.techinfo.porsche.com Saab . . . . . . . . . . . . . . . . . . . . .SPX . . . . . . . . . . . . . . . . . . . . . .1-800-345-2233 . . . . . . . . .www.saabtechinfo.com Scion (see Toyota) Saturn . . . . . . . . . . . . . . . . . . .SPX . . . . . . . . . . . . . . . . . . . . . .1-800-533-6127 . . . . . . . . .www.gmtechinfo.com Subaru . . . . . . . . . . . . . . . . . . .SPX Kent-Moore . . . . . . . . . . . .1-866-213-4690 . . . . . . . . .www.techinfo.subaru.com Suzuki . . . . . . . . . . . . . . . . . . .SPX Kent-Moore . . . . . . . . . . . .1-800-345-2233 . . . . . . . . .www.suzukitechinfo.com Toyota . . . . . . . . . . . . . . . . . . .SPX . . . . . . . . . . . . . . . . . . . . . .1-800-933-8335 . . . . . . . . .N/A Toyota . . . . . . . . . . . . . . . . . . .Vetronix . . . . . . . . . . . . . . . . . .1-800-321-4889 . . . . . . . . .www.techinfo.toyota.com Volkswagen . . . . . . . . . . . . . .Equipment Solutions . . . . . . . .1-800-892-9650 . . . . . . . . .erwin.volkswagen.de Volvo . . . . . . . . . . . . . . . . . . . .SPX . . . . . . . . . . . . . . . . . . . . . .1-800-345-3399 . . . . . . . . .www.volvotechinfo.com

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sent more than 50% of the shops repair volume. So what does this information tell us? First, this shop needs to look for scan tools that provide the greatest coverage for Asian and European vehicles. Second, based on the information, they may want to consider purchasing a scan tool that will provide the best coverage for Toyota and Honda vehicles. This data can also be used to help make other shop management decisions. Heres something else to consider when selecting scan tools and diagnostic equipment for the shop: How do you know if a piece of shop equipment will stand the test of time and deliver the best value? Most diagnostic equipment will fall into one of two categoriesequipment that defies obsolescence and equipment that becomes obsolete. Examples of equipment that defies obsolescence are vacuum gauges, smoke machines, DMMs, fuel pressure gauges, lab scopes and gas analyzers, among others. Once these items are purchased, they normally need to be replaced only when theyre worn out or broken. The most common example of equipment that may become obsolete is the diagnostic scan tool. Each time a manufacturer releases a new vehicle with enhanced electronic features, a scan tool will need to be updated or, in some cases, replaced. Equipment that defies obsolescence forms the backbone of diagnostics, but the scan tool is the heart, and the most valuable piece of diagnostic equipment in the shop today. Scan tools should be updated as often as possible and replaced when that is no longer a practical option. The next step is locating scan tools that might meet your shops needs. How do you know if a particular scan tool is right for your shop? Often a salesperson will show a new scan tool or product that is interesting, but may not be right for your shop. The goal here is to ensure that a decision to purchase is based on true need and not emotion. The following questions should be answered long before you arrange product demonstrations. This list is not all-inclusive, but contains some of the most important decision-making questions: What scan tool do I want and why do I need it? What vehicles can this scan tool service?

Aftermarket Scan Tool Manufacturers

Actron Manufacturing/KalEquip www.kalequip.com AutoEnginuity www.autoenginuity.com Autologic www.autologicco.com Automotive Electronics Services www.aeswave.com AutoTap www.autotap.com AutoXray www.autoxray.com Baum Tools Unlimited www.baumtools.com Blue Streak Electronics www.bsecorp.com Davis Instruments www.davisnet.com EASE Diagnostics www.obd2.com Equus Products/Innova www.iequus.com GxT www.gxtauto.com InjectoClean www.injectoclean.com Interro Systems www.interro.com Launch Tech www.cnlaunch.com Snap-on Tools www.snapon.com SPX/OTC www.otctools.com Teradyne Diagnostic Solutions www.teradyne-ds.com Vetronix www.vetronix.com Waekon www.waekon.com

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Circle #18

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SCAN TOOL ASSESSMENT

Are these the same vehicles identified as the most popular on your vehicle repair spreadsheet? Will this scan tool pay for itself or save money or time in the diagnostic process? Take the time to perform a realistic ROI calculation to determine the true return on investment. Will my technicians use this scan tool? If the answer is no, you need to ask why. Can my technicians use this scan tool? What training will be required at the time of purchase, and down the road? What are the likely update costs for this scan tool? What are the limitations and capabilities of this scan tool? After answering these questions honestly and completely, the next step is to research and locate the potential products that fit your shops needs. This can be accomplished in a number of ways, including through magazine advertisements or by making contact with various equipment companies. The most valuable source is other shop owners or equipment users who have similar interests. An often overlooked research resource is the International Automotive Technicians Network (iATN) at www.iATN.net , a network of over 50,000 shop owners and technicians with over a million years of shared information and experience. A sponsoring iATN member has the ability to search the entire database for comments about tools and equipment. If you dont find an answer in the database, you can post a question to the members. In most cases youll receive answers within a few hours. One of the iATN forums specifically focuses on Snap-on products. Never rely solely on what a salesperson tells you about his product. If you cant find others who use and believe in the product, dont buy it. Advancing vehicle technology is guaranteed to accelerate changes in diagnostic scan tools. How do you cope? First, make sure the scan tools you select best suit the needs of your shop. Next, start adjusting your equipment purchase budget to place an increased emphasis on scan tools. Third, use creative methods for purchasing equipment, including working with other shop owners. Finally, keep your technicians trained, to maximize their abilities with the scan tools on hand. Perhaps you were hoping for a direct answer to the complex question What scan tool should I buy? The bottom line is only you know the exact situation in your shop. I know that if you use the steps discussed here, your chances of success will be greatly improved.
Visit www.motor.com to download a free copy of this article.

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