M01 Moto0256 00 Se L01 PDF
M01 Moto0256 00 Se L01 PDF
M01 Moto0256 00 Se L01 PDF
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L1
ADVANCED
ENGINE
PERFORMANCE
SPECIALIST
CHAPTER ONE
Computerized Powertrain
Controls Diagnosis Including
OBD II
CHAPTER THREE
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Test Content
Diagnostic area
Number of
questions
General Powertrain Diagnosis
5
Computerized Powertrain Control Diagnosis
13
(Including OBD II)
Ignition System Diagnosis
7
Fuel System and Air Induction Systems Diagnosis 7
Emission Control Systems Diagnosis
10
IM Failure Diagnosis
8
Total
50
Note:
The test may contain up to 15 additional questions for ASE research purposes. Your answers to these questions do not affect
your score. However, since you do not know which questions
they are, you must answer all to the best of your ability and
plan time for up to 65 questions. At press time, according to
ASE, the L1 certification and re-certification tests have the
same content.
General powertrain
Computerized powertrain controls
Ignition systems
Fuel systems and air induction systems
Emission control systems
State emission inspection and maintenance programs
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20.
21.
22.
23.
601
L1
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10.
11.
12.
13.
14.
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CHAPTER ONE
CHAPTER OBJECTIVES
The technician will complete the ASE task list on Basic Powertrain Diagnosis.
The technician will be able to answer 5 questions dealing with
the Basic Powertrain Diagnosis section of the L1 ASE Test.
Vehicle year
Make
Model
Production date
VIN
Engine size
Emissions certification type
L1
Catalyst: A substance that speeds or aids in a chemical reaction.
Cylinder Sealing Parts: Engine parts that contain compression or combustion in the cylinder, piston rings, valves, and headgasket.
Emissions Certification Type: A reference to whether the vehicle has a Federal or California emissions system configuration.
Enleanment: To make leaner, as in adding less fuel to the mixture.
Final Drive: Usually refers to the driveshaft, differential gears, and drive axles.
Fuel Control: A statement of whether or not the PCM is able to deliver the correct, and quickly varying, fuel mixture to satisfy the needs
of a three-way catalytic converter.
Original Equipment Manufacturer (OEM): The manufacturer that made the component for its original assembly when new.
Voltage Drop: The measurement of the loss of voltage caused by unwanted resistance in a circuit connection, conductor, or device.
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ELECTRONIC
CONTROLS
EMISSION CONTROL
SUB-SYSTEM
FUEL DELIVERY
SYSTEM
IGNITION
SYSTEM
ENGINE
MECHANICAL
TRANSMISSION
FINAL DRIVE
Fig. 1-1. The pyramid of powertrain systems is made up of vehicle systems that can cause engine performance or emissions symptoms.
Insight
Remember, some flow charts do not tell you to check the
basics, or the obvious; they take it for granted it has been
done!
The actual symptom may be different from the customers description of it, or your understanding of it may be different
from the customers. Having the customer accompany you on
a test drive to pinpoint symptoms as they occur would be ideal.
There is nothing better than your own observation of the
symptom. Just make sure you are working on the right one.
Knowing the symptom helps organize your approach. The operator of the vehicle is a good source for this information. Get the
driver to describe the symptom in as much detail as possible. It
is important to know what the complaint is, the conditions under
which it occurs, and the severity of the symptoms. Typically, you
want to know:
Visual
Functional
Tailpipe emission
Then compare your inspection results to the VIR.
Hot Soak: A period of time after shutting down a warm engine where heat saturates the combustion chambers, valvetrain, intake, and
residual fuel.
Vehicle Inspection Report (VIR): Reports the results of a state emissions inspection.
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Intuitive Diagnosis
At this point, you may be tempted to use an intuitive approach.
This approach relies on working knowledge and experience,
based on past successes fixing problems. You are counting on
the high likelihood that the cause is the same as previous experience has shown.
Use this method to guide you only to systems that need
testing. Do not let this method lead you to replace parts until
the proper testing is done. Make sure the success of this repair
is verified with care. The intuitive method can be a valuable addition to your diagnostic skill.
ELECTRICAL REVIEW
To help you make better diagnoses, this section begins with a
brief refresher on electrical behavior and explains measuring the
different aspects of an electrical charge using common test equipment. It is important to understand the fundamental behavior of
electricity before you attempt to troubleshoot an electrical or
electronic problem. There is no mystery to electricity, and how it
behaves under any given circumstance is entirely predictable. The
section concludes with a short discussion of Ohms Law and how
to apply it to diagnostic situations.
605
The ampere is the unit that indicates the rate of electric current flowing through a circuit.
Ammeter
An ammeter is a gauge that is used to measure the current flow
in a circuit. Typical ammeters are connected in series with the
circuit or component to be tested. The meter bridges the gap in
an open circuit so that all the current flows through the meter,
figure 1-4. The second type of ammeter uses an inductive pickup clamp around the circuit being tested. The meter reads the
strength of the electromagnetic field created by the current
passing through the inductive clamp. Digital ammeters have
high input impedance that results in an extremely low amount
of current being drawn off the circuit when connected in series.
Since all ammeters have low resistance, they will act as a jumper
wire to short a circuit if connected in parallel.
Observing correct polarity is important when using an
ammeter with an inductive pickup. Most inductive clamps are
marked with an arrow, which points in the direction of current
flow when properly connected, figure 1-5.
LAMP
Electrical Current
Electricity is a form of energy that results when electrons,
which are negatively charged atomic particles, transfer from
one atom to another. This electron transfer occurs most readily in materials known as conductors and can be activated by
an external force, such as heat, friction, or a magnetic field.
Electrons tend to move at random but can be organized and
directed. Electric current is the controlled flow of electrons
from atom to atom within a conductor.
To control the flow of electrical power a path must be provided for the current to follow. These pathways, or circuits, route
the electrical charge to various points, where it is used to perform work. In order to function, a circuit must form a complete
loop so that electron transfer remains uninterrupted, figure 1-2.
Automotive circuitry begins at one battery terminal, travels
through the wiring harnesses, and returns to the other battery
terminal. If there is a break, or open, in the circuit, current cannot flow since the electrons have nowhere to go, and no work
can be performed, figure 1-3.
CURRENT FLOW
BATTERY
CONDUCTOR
LAMP
BATTERY
Amperage
The amount of current flowing through a circuit, conductor,
or electrical device is rated in amperage or amps. Amperage is
determined by counting the number of electrons that move
past a certain point in the circuit in a given amount of time.
CONDUCTOR
L1
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OFF
~
V Hz~
V Hz
%
RPM
C F
RPM+
10A
IGNITION
SWITCH
BALLAST
RESISTOR
IGNITION
COIL
If the current flow is greater than normal, some of the normal circuit resistance is being bypassed by a short. This can
be caused by faulty components or defective wire insulation
COM
DISTRIBUTOR
Electromotive Force
To flow current through a circuit requires an action that organizes
all of the randomly drifting electrons and pushes them in one direction. This action is known as electromotive force (EMF), or
voltage. Voltage can be measured as the potential difference that
exists between two points in a circuit, such as the two terminals of
a battery. One of these points must have a negative charge, and the
other must have a positive charge. The strength of the force depends upon the strength of the charges at each point.
Voltage
Voltage is a force that is applied to a circuit and can exist even
when there is no current flowing. In automotive applications,
voltage is supplied by the battery and the generator. Chemical
reaction creates a difference in electromotive force between the
positive and negative terminals of a battery, while mechanical
energy is converted to electrical energy in a generator to keep
the battery charged. A voltmeter is used to measure voltage
and results are recorded in units called volts. The actual value
of a volt is the amount of energy required to move one amp
from the point of lower potential to the point of higher potential. In practical terms, one volt is the amount of force required
to move one ampere of current through one ohm of resistance.
Voltmeter
A voltmeter can be either a digital or analog instrument. It is
normally connected in parallel with a circuit or across a voltage
source. As with ammeters, digital voltmeters have high impedance, which prevents high current from damaging the meter and
limits the load the meter places on the circuit. An internal resistor protects an analog voltmeter from too much current flow.
Digital voltmeters also have an internal resistor that is in parallel to the circuit being tested. This resistor must be at least
1 megaohm, and a good digital meter will use a 10 megaohm
resistor. Meters used on electronic circuits should have a minimum impedance of 10 megaohms. The high internal resistance
of a digital voltmeter draws very little current from a circuit and,
when connected in parallel, the effect of the voltmeter on circuit
voltage drop is insignificant.
Testing with a Voltmeter
Typically, a voltmeter is used to:
Electromotive Force (EMF): The force that causes the electrons to move from atom to another atom. More commonly known as
voltage.
Generator: A device that produces electrical energy by passing a magnetic field through a coil of wire. Known for many years as an
alternator due to the fact that alternating current is produced in the stator assembly; J1930 (OBD II) term for alternator (generating
device that uses a diode rectifier).
Ohm: The unit of measure for resistance to current flow.
Volt: The unit of measure for electrical pressure or electromotive force.
Voltmeter: An electrical test meter that measures electrical pressure (EMF).
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OFF
607
ENGINE
GROUND
~
VHz~
VHz
%
RPM
OFF
A
10A
~
VHz~
CF
VHz
RPM
+
%
RPM
COM
A
RPM
+
10A
CF
V
COM
BATTERY
+
BATTERY
OFF
VOLTMETER #2
~
V Hz~
OFF
~
V Hz~
V Hz
V Hz
RPM
A
RPM+
10A
RPM
C F
COM
VOLTMETER #3
C F
A
RPM+
10A
COM
OFF
~
V Hz~
V Hz
%
RPM
A
RPM+
IGN.SWITCH
Fig. 1-8. Voltage drop testing is one of the best ways to check
the integrity of a circuit or electrical device. This meter is
displaying 0.18 voltage drop across the engine ground and
the battery.
C F
V
MOTOR SWITCH
10A
COM
M
MOTOR
Checking Continuity
Continuity testing is similar to no-load voltage testing, since both
procedures tell you if system voltage is being applied to a part of
the circuit. However, for a continuity check, the voltmeter is connected in series with the circuit rather than in parallel.
L1
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Ohms
An ohm is the unit established to measure electrical resistance.
One ohm is equal to the amount of resistance present when
one volt of electromotive force pushes one ampere of current
through a circuit. The resistance of any electrical device or circuit can be measured two ways:
Directly with an ohmmeter measuring the resistance offered by the device or circuit in ohms
Indirectly with a voltmeter, measuring the voltage drop
across the device or circuit
Since every electrical device, or load, in a circuit offers some resistance, voltage is reduced as it pushes current through each
load. Voltage drop testing was detailed earlier in this chapter.
Resistance
Voltage forces current through a conductor, but all conductive
materials oppose current flow to some extent. This opposition,
known as resistance, exists in some degree in all electrical devices. If you know how much resistance a circuit should have,
you can quickly determine the overall condition of the circuit
by measuring its resistance. There are five factors, or characteristics, that determine how much resistance is present in an
electrical circuit. These are:
1. The atomic structure of the material. All conductors have
some resistance, but the low resistance in a good conductor will flow current when a fraction of a volt is induced
2. The length of the conductor. The longer a piece of wire or
cable, the higher its resistance
3. The cross-sectional area of the conductor. The thinner a
piece of wire or cable, the higher its resistance
4. The temperature of the conductor. In most cases, the
higher the temperature of the conducting material, the
higher its resistance. However, some sensors are designed
to operate exactly the opposite
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609
V
VOLTAGE
AMPERAGE
RESISTANCE
Ohms Law
The relationship between current flow, electromotive force,
and resistance is predictable for any electrical, or electronic,
circuit or device. This relationship was first stated as a theory
by George Ohm in 1827 and has since become known as
Ohms Law. Ohm determined that there are three characteristics at work in an electrical device: voltage, amperage, and
resistance. If you know two of them you can always calculate
the third, since the relationship of these three never changes,
figure 1-11.
According to Ohms Law, when a force of one volt pushes
one ampere of current through a circuit, the resistance present
is 1 ohm. This establishes and gives a value to the ohm, the unit
with which resistance is measured. Now, you can use one of
three simple mathematic equations to calculate the missing
factor:
To calculate voltage, multiply amperes by resistance
VAR
To calculate amperage, divide voltage by resistance
AVR
To calculate resistance, divide voltage by amperage
RVA
Even though you may never need to use one of these equations to figure out the missing characteristic, it is important to
understand the logic behind them.
Suppose you are dealing with a fused circuit operating on
system voltage that keeps blowing the fuse after a short period of
time. A quick check tells you 12 volts are available on either end
of the circuit, and you know the fuse is rated at 10 amps. Therefore, Ohms Law tells you there is low resistance in the circuit because amperage is equal to voltage divided by resistance. So, if
voltage is constant, a drop in resistance is the only condition that
will allow enough current to flow through the circuit to overload
the fuse.
Very few, if any, automotive problems will require you to
actually calculate Ohms Law equations to repair them. However, you will find it much easier to locate faults in electric and
electronic circuitry once you understand the relationships of
current, voltage, and resistance expressed in Ohms Law.
In an automotive electrical system, DC voltage originates
at the battery, and the open-circuit, or no-load, voltage of a
good battery will be about 12.6 volts. With the engine running,
a typical charging system regulates output between 13.5 and
14 volts. This is the source, or system, voltage that provides
power to all of the circuits on the vehicle. Therefore, voltage
should remain fairly stable, unless there is an unexpected
change in resistance. Low voltage in a vehicle electrical system
is often the result of either a charging system problem or a bad
battery. If resistance is unchanged, a drop in system voltage results in less current flow, and a rise in system voltage will increase amperage, or current flow, as well. Ohms Law says:
Voltage and amperage are directly proportional to each
other as long as resistance remains the same. Both must
move in the same direction, figure 1-12
Resistance in an electrical circuit should only be that of the load
devices specified by the engineer. This includes all switches, relays, motors, solenoids, lamps, and other parts that create resistance to perform usable work. The resistance of all the loads determines the circuit amperage. Remember, system voltage
should remain stable and within its designed range unless there
is a battery or charging system problem. Therefore, the circuit
with the greatest total resistive load will flow the least amount of
L1
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10
D
EC
R
EA
SE
IN
C
R
EA
SE
A
M
P
E
R
A
G
E
HIGH
AMPERAGE
FIXED RESISTANCE
10
10
CR
DE
IN
C
R
EA
SE
V
O
L
T
A
G
E
EA
SE
RESISTANCE
LOW
VOLTAGE
CONSTANT
HIGH
RESISTANCE
AMPERAGE
LOW
VOLTAGE
CONSTANT
current, and the circuit with the least resistance will allow the
greatest amperage flow. According to Ohms Law:
Amperage and resistance are inversely proportional to
each other as long as voltage remains the same. They move
in opposite directions, figure 1-13
Under normal circumstances, you will not see a situation
where amperage is held constant while voltage and resistance
change. Amperage is the strength of the electrical charge moving through a conductor, and it responds to changes in voltage
or resistance. Although high amperage is the cause of many
blown fuses, it is most often the effect of low circuit resistance
rather than the cause of the problem, figure 1-14.
Understanding the inverse relationship of amperage to resistance at a steady voltage is an important diagnostic aid. Any
circuit damage, whether an open or short, poor or corroded
connection, frayed wire, broken insulation, or a defective component, will change the designed resistance of the circuit.
When the battery and charging system are in good condition,
a change in resistance will increase or decrease amperage in the
circuit. Excessive amperage will cause blown fuses, while
reduced amperage can cause slow motor operation, dim bulbs,
sluggish solenoid or relay response, and less than peak performance from other circuit devices.
Diodes
Diodes serve as one-way check valves in an electrical system.
They allow current to flow in one direction, but prevent current flow in the other. A diode is used to direct current flow
and protects solid state devices from voltage spikes. Each diode
has two halves, an anode and a cathode. The diode allows current flow through the cathode to the anode. Diodes are used in
circuits to re-direct current flow. A good example of diodes
being used is in an alternator, where they modify current from
alternating current to direct. A standard silicon diode causes a
voltage drop of approximately 0.6V.
Clamping Diodes
Clamping diodes are diodes placed in a circuit in parallel with
a magnetic coil. When the magnetic field produced by the coil
collapses because power is removed, it produces a voltage spike
with polarity opposite that of normal current flow. The diode
is wired in parallel with the coil so when the field collapses, the
spike is blocked from flowing in the circuit. The diode prevents the spike from reaching a computer or other solid state
component.
For example, when a relay is de-energized, the resulting
voltage spike can exceed 40 volts. A starter relay can produce a
voltage spike of nearly 200 volts. Clamping diodes protect the
vehicle computers from these spikes.
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Series Circuits
In a series circuit, the current has only one path to follow. In
figure 1-15, using conventional current flow theory, you see
that the current must flow from the battery through the resistor, and back to the battery. The circuit must be continuous, or
have continuity. If one wire is disconnected from the battery,
the circuit is broken and there is no current. If electrical loads
are wired in series, they must all be switched on and working
or the circuit is broken and none of them work. A simplified
example of a series circuit is shown in figure 1-16. Current
flows from the battery through the horn switch, through the
horn, and then back to the battery.
611
Parallel Circuits
When current can follow more than one path to complete a
circuit, that circuit is called a parallel circuit. The points where
current paths split and rejoin are called junction points. The
separate paths that split and meet at junction points are called
branch circuits or shunt circuits. A parallel circuit is shown in
figure 1-18. In an automobile, the headlamps are wired in parallel with each other, figure 1-19.
L1
Parallel Circuit: An arrangement that provides separate power supplies and ground paths to several loads.
Series Circuit: An arrangement in which current must flow through one load before another. Each load shares the power supply with
the other loads in the circuit.
Shunt: A parallel electrical connection or branch circuit, in parallel with another branch circuit or connection.
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Total resistance of the circuit can be calculated using the productover-the-sum method:
Rt (6 ohms 3 ohms) (6 ohms 3 ohms) 2 ohms
There are two ways to calculate the total resistance, or equivalent resistance, in a parallel circuit. One formula for any number of resistors is:
Rt 1 (1 R1 1 R2 1 R3)
Note: Rt Total circuit resistance.
For the circuit illustrated in figure 1-18:
R 1 (1 6 1 3) 2 ohms
Another way to calculate total resistance is the product-overthe-sum method:
R1 (R1 R2) (R1R2)
This formula can be used for only two resistances at a time. If
more than two are wired in parallel, you must calculate their
values in pairs until you determine one total resistance for the
circuit. For the circuit in figure 1-18:
R1 (6 3) (6 3) 2 ohms
To apply Ohms Law to a parallel circuit, sometimes you must
treat branches as independent circuits and sometimes you
must deal with the entire circuit, depending upon which values are unknown. To find current, you must treat each branch
separately because of the different current in each branch.
Voltage is applied equally across all branches, so the source
voltage is divided by the branch resistance to determine the
current through that branch. Adding the current in all the
branches gives the total current in the circuit. In the circuit
shown, figure 1-18, current through the 6 ohm resistor is:
ERI
12 volts 6 ohms 2 amps
Or, if all you need is the equivalent circuit resistance, divide the
source voltage by the total circuit amperage as follows:
Rt 12 volts 6 amps 2 ohms
To determine source voltage, multiply the total circuit current
by the total circuit resistance. Or, since the voltage is the same
across all branches, multiply one branch current by the same
branch resistance. In figure 1-18:
IRE
6 amps 2 ohms 12 volts
Or, (branch I) (branch R) E:
Branch 1: 2 6 12 volts
Branch 2: 4 3 12 volts
Series-Parallel Circuits
As the name suggests, series-parallel circuits combine the two
types of circuits already discussed. Some of the loads are wired
in series, but there are also some loads wired in parallel, figure
1-20. The entire headlamp circuit of an automobile is a seriesparallel circuit, figure 1-21. The headlamps are in parallel with
each other, but the switches are in series with the battery and
with each lamp. Both lamps are controlled by the switches, but
one lamp still lights if the other is burned out. Most of the circuits in an automobile electrical system are series-parallel.
Series-Parallel Circuit: An arrangement that combines two or more loads in parallel with one or more loads in series.
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MORE DIAGNOSTICS
Check the Basics
Some mechanical and electrical systems are not monitored by
the electronic powertrain control system. Failures here can
cause driveability or emission problems without setting codes.
Other problems may not be detected by a scan tool or lab
scope. Some problems may be the root cause of a code or a
sensor that is out of range, even though it is on a system that is
not monitored by the electronic powertrain control system.
The following tests, described over the next several pages,
may be performed to detect these types of problems. The tests
are not necessarily in the order they should be performed. This
is a reminder list. The list does not have a specific order or specific procedures.
Fig. 1-21. A complete headlamp circuit, with all bulbs and
switches, is a series-parallel circuit.
handy to group the parallel branches into pairs and treat each
pair separately. Then add the values of all loads wired in series
to the equivalent resistance of all the loads wired in parallel. In
the circuit shown in figure 1-20:
Rt (6 3) (6 3) 2 4 ohms
In the illustration, the equivalent resistance of the loads in parallel is:
(6 3 ) (6 3) 2 ohms
The total of the branch currents is 1 2 3 amps, so the voltage drop is:
IRE
326
The voltage drop across the load in series is 2 [] 3 6 volts.
Add these voltage drops to find the source voltage:
6 6 12 volts
To determine the source voltage in a series-parallel circuit, you
must first find the equivalent resistance of the loads in parallel, and the total current through this equivalent resistance.
Figure out the voltage drop across this equivalent resistance
and add it to the voltage drops across all loads wired in series.
To determine total current, find the currents in all parallel branches and add them together. This total is equal to the
current at any point in the series circuit. In figure 1-20:
I (E R1) (E R2) (6 6) (6 3) 1 2 3
amps
Notice that there are only 6 volts across each of the branch circuits because another 6 volts have already been dropped
across the 2 ohm series resistor.
No-Start Diagnosis
To run, an engine requires four things: air, fuel, compression
and ignition, all at the right time. Perform the following tests
to find what the problem is:
Observe the engines cranking speed; if it is too slow, check
the battery and starting system
Check fuel pressure and volume
Verify the electrical signal to the injector with a 12V test
light, figure 1-22, depending on the OEMs recommendation
Use a properly gapped spark tester to check for spark
Check compression by performing a cranking vacuum or
compression test
Check the ignition timing
Verify camshaft drive integrity and valve timing
Battery
Perform a preliminary visual inspection and check the electrolyte level. The battery should measure 12.6V or higher, if it
is fully charged. The minimum state of charge needed to perform a load or capacity test is 12.4V.
If the state of charge is too low, perform a 3 minute (sulfation) test while charging. To do this, connect the charger and set
it on high. In three minutes, check the charging voltage. If at the
end of three minutes, the charging voltage is above 15.8V, the battery may be considered sulfated. It should be replaced because it
may never accept a full charge. If the battery passes, continue
charging at a normal rate until it is fully charged. A capacity test
should be performed with a load of half the cold cranking
amperes applied for 15 seconds. By the end of this time, the battery should not have dropped below 9.6V. If it does, replace it.
Sometimes, a batterys state of charge is low because of a
key OFF drain. To test for a key OFF drain, disconnect the
negative battery cable connection. Connect a (known good)
Electrolyte: The chemical solution in a battery that conducts electricity and reacts with the plate materials.
Integrity: Soundness, intactness of a component, or a persons adherence to a code of values.
Lab Scope: An oscilloscope used to observe electronic sensor and actuator waveforms, usually not capable of reading high secondary
ignition voltage.
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Starting
Disable both ignition and fuel, or just the fuel system. This not
only prevents startup, but also prevents crankcase oil dilution
caused by gasoline washing past the rings while performing
cranking tests. Limit cranking tests to 15 seconds to protect the
starter from overheating. The starter should crank the engine
at normal speed and not draw more current than specified.
Battery voltage during a 15-second starter draw test should
not drop below 9.6V and the amperes should stay within OEM
specifications. Keep in mind that some electronic engine control systems require at least 10.5V during normal startup. Voltage lower than 10.5V may cause a no-start.
When the starter cranks too slowly and draws high current,
the problem may be caused by:
Fig. 1-22. Using a 12V test light to verify electrical signal to an
injector.
OFF
~
VHz~
%
RPM
10A
When the starter cranks too slowly and draws low current, the
problem may be caused by:
Poor battery capacity
Excessive resistance in the circuit
Excessive resistance in the starter
VHz
RPM
+
CF
V
COM
TEMPORARY
SHUNT
When the starter cranks too fast and draws low current, the
problem is probably a low compression problemoften a
camshaft drive defect.
If the starter engages the flywheel but does not release, or
makes unusual noise during cranking, the problem may be
caused by:
When the starter spins but does not engage the flywheel, the
cause may be:
BATTERY
12-volt test light in series with the battery post and the battery
cable terminal connector. If the light illuminates, there is a
large drain. If the test light does not illuminate, remove it and
proceed to the next test.
Temporarily connect a jumper (shunt) in series between the
negative battery post and the disconnected cables battery terminal connector. Connect an ammeter across the battery post
and the battery terminal connector, figure 1-23. The shunt will
protect your meter from a current increase while the vehicles
capacitors are charging up. Wait 34 minutes, then disconnect
the jumper before measuring. Use the highest meter range first,
usually 10 or 20 amps. Then scale down to milliamps to check
Charging
Begin by checking the alternator belt condition and tension.
Check battery voltage with the ignition key in the OFF position.
Test the charging system voltage at the battery, with the engine
running at idle speed and accessories turned on. If there is no
OEM specification available, it should maintain a minimum of
at least 0.5V above the batterys key OFF voltage with the accessory loads on.
If the system voltage is low, first be sure engine idle speed
is correct, then look for high resistance in a wire or connection.
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OFF
~
VHz~
VHz
%
RPM
RPM
+
10A
615
CF
V
COM
Fig. 1-24. Voltage drop testing the positive side of the charging
circuit.
Insight
Think of the powertrain systems affected by a weak battery or
defective charging system: starting, ignition, fuel delivery, fuel
control, emission controls, and transmission controls. Low or
high system voltage will affect tailpipe emissions. When a
engine control module (ECM) goes into a limited operation
strategy because of low system voltage, it may disable the
EGR, causing higher emission of Nitrogen Oxides (NOx).
Cooling
Check the coolant condition and the level with a coolant tester
(hydrometer). Most manufacturers recommend a 50/50 mix of
A vacuum leak
Compression loss
Poor valve lift
Weak spark
Fuel injector defect
Primary ignition wiring fault
Carbon Monoxide: An odorless, colorless, tasteless poisonous gas. A pollutant produced by the internal combustion engine.
Fouled: Contaminated, like a spark plug contaminated (fouled) with carbon.
Fuel Trim (FT): Fuel delivery adjustments based on closed-loop feedback. Values above the central value (0%) indicate increased
injector pulse width. Values below the central value indicate decreased injector pulse width. Short Term Fuel Trim is based on rapidly
switching oxygen sensor values. Long Term Fuel Trim is a learned value used to compensate for continual deviation of the Short Term
Fuel Trim from its central value. (Term means time. Short Term Fuel Trim makes an immediate correction for O2 sensor bias. Long
Term Fuel Trim makes a correction for Short Term Fuel Trim bias).
Ripple Test: A test that checks for unwanted A/C. voltage leaking from an alternator rectifier bridge.
L1
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ECM failure
Fuel injector electrical circuit defect
Do not forget that on a multiport system, a fuel injector with a
bad intake O-ring seal can cause a vacuum leak that has more
effect on its own cylinder. So use your favorite vacuum leak
detection method and include injector O-ring seals in your
search. Exhaust gas leaking into the intake from an Exhaust Gas
Recirculation (EGR) valve has an unequal effect on cylinder
power loss. The cylinders closest to the EGR are affected most.
This effect is more severe at low rpm than at high rpm.
Configuration
Inline 4-cylinder engine
Distributor ignition
Throttle-body fuel injection
Power Contribution
CYLINDER NUMBER
1
2
3
4
Test Results
RPM DROP
110
30
115
105
Insight
Most problems that affect engine power contribution cause a
rise in HC emission. Only those problems that cause a rich
condition cause a proportional rise in CO emission. The more
effect the problem has on power contribution, the higher the
HC emission will be.
But none of these tests will disclose an engine breathing problem, such as a worn camshaft lobe or a valvetrain problem that
prevents the proper amount of air from entering the cylinder.
However, a running compression test will uncover this problem
and you should perform it when other tests are inconclusive.
Carbon deposits on intake valves can be a difficult problem to diagnose. Intake valve deposits can cause an engine to
run lean while cruising and accelerating, and rich during
deceleration.
During lean conditions, NOx emission is high. During
rich conditions, CO emission is high. Intake valve deposits can
also cause driveability problems such as a rough idle, stumble,
hesitation, and loss of power under load.
Often, an engine that displays a rough idle problem runs
smooth after a fuel-injector cleaning service is performed. Intake
valve deposits that were also removed by the fuel-injector service
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Fig. 1-27. A borescope can help spot defects even after a tear
down.
THROTTLE BODY
ASSEMBLY
Fig. 1-26. Use a flexible fiber optic borescope to see where you
normally cannot see.
could have been the reason performance improved. All that was
really needed was a carbon clean solution administered through
the intake manifold, by way of a manifold vacuum port.
A borescope inspection is one way to know for sure if
there are excessive deposits on the intake valves. By inserting it
through the intake, you can see the back sides of the valves.
Try a borescope inspection to actually see some problems
such as intake valve deposits, or to check for a cracked head or
block before condemning the head gasket, figure 1-26. A
borescope can eliminate some tear down inspections and improve on others, figure 1-27. This can be a real time-saver for
you and a great value for the customer.
Insight
A final thought to remember that will aid your diagnosis: Most
mechanical engine problems that cause engine performance
symptoms do so by affecting combustion efficiency, which increases HC emission.
AIR
DUCT
AIRFLOW
SENSOR
Fig. 1-28. Air leaks at the air duct connections or breaks in the
air duct would cause a lean condition.
Insight
Carbureted vehicles built in the 80s experiencing an air intake
problem could cause a power imbalance and an rpm decrease
at idle.
Borescope: A device used to look inside areas of the engine that usually cannot be seen without disassembly.
Misfire: Incomplete combustion resulting in increased emissions and the possibility of catalyst damage.
Manifold Absolute Pressure (MAP): The pressure in the intake manifold referenced to a perfect vacuum. Since manifold vacuum is the
difference between manifold absolute pressure and atmospheric pressure, all the vacuum readings in the Composite Vehicle
Preparation/Reference Booklet are taken at sea level (where standard atmospheric pressure equals 101 kPa or 0 in. Hg).
L1
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Off-idle hesitation
Idle load compensation problems
Low or high idle speed
Rough idle quality
Stall on deceleration
Fuel Quality
Check for fuel quality problems such as water contamination
or alcohol content. Too much alcohol not only decreases engine power, it also damages fuel delivery system components.
Test kits are available to check for fuel contamination.
Stale or old gasoline that has been stored for a long time
may cause hard starting. Old gas can also increase HC due to
misfires, but seldom prevents starting.
Fuel pump
Rest or static pressure check valve
Fuel pressure regulator
Fuel injector
THROTTLE
BORE
BYPASS
PORT
EGR
PASSAGE
Fig. 1-29. Check the throttle bore, throttle plate, and bypass port
for carbon build-up.
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15
30
10
20
10
15
30
10
20
If the lean condition is so severe it causes a misfire, NOx emission will decrease and HC emission will increase dramatically.
10
First, lets clear up some OBD II ignition terms: EI is an Electronic Ignition system that is a direct ignition system using either
two spark plugs per coil, or a direct ignition system with one coil
per spark plug. DI is an ignition system that uses a distributor.
Unless you have an engine that is a no-start or an obvious
ignition wire problem to repair, start by checking the ignition
timing first. Regardless of whether it is an EI type, or not, if it
has a specification and a procedure available, be sure to check
it. Few crank sensors are adjustable and will change initial
timing if not adjusted properly. You should verify the timing
advance capability of most models.
Acceptable type spark testers, like a High Energy Ignition
Tester (HEI), are great for a no-start diagnosis. However, it is
difficult to say for certain that the spark is adequate, just by
watching it jump the gap of a spark tester. Oscilloscope checks
of secondary voltage are best for showing a spark plug, spark
plug wire, distributor cap, or rotor problem.
EI systems give some problems with scope hook-up, but
most manufacturers now have methods for connecting, even
on EI systems that have no plug wires.
Insight
When any type of misfire occurs, it may cause the O2 sensor to
send a low voltage signal to the ECM. The ECM interprets this
to mean the system is lean, when in reality it is not. Unless
the ECM recognizes this as a fault, the ECM will adjust the
L1
Diaphragm: A thin flexible wall, separating two cavities, used to turn a change of vacuum or pressure into mechanical movement, such
as the diaphragm in a vacuum advance.
Electronic Ignition (EI): An ignition system that has coils dedicated to specific spark plugs (one or two spark plugs) and does not use a
distributor; often referred to as distributorless ignition.
On Board Diagnostics (OBD): A diagnostic program contained in the PCM that monitors computer inputs and outputs for failures.
OBD II is an industry-standard, second generation OBD system that monitors emissions control systems for degradation as well as
failures.
Nozzle: The opening through which a substance flows.
Short Circuit: A condition in which a path is provided around the circuit load to another circuit or ground.
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injector on time and fuel trim to increase fuel delivery. However, no amount of fuel will lower the amount of oxygen passing the O2 sensor from the misfire. During this time, the system will be rich and CO emission will be higher.
If the ECM recognizes the signal is false, it will set a code
and remain in open-loop mode. This mode does not necessarily mean the system will be rich because some systems actually
default lean.
EXHAUST
TO SUMP
SPRING
SEAT
TO SHIFT VALVE
(PRESSURE LOWER
THAN INPUT)
FROM SOLENOID
REGULATOR VALVE
ADAPTER
SOLENOID ON
O2 SENSOR
ARMATURE
GAUGE
EXHAUST
MANIFOLD
FULL PRESSURE
TO SHIFT VALVE
FROM SOLENOID
REGULATOR VALVE
Fig. 1-33. Two position solenoids are on/off switches that open
and close passages to regulate fluid flow in the transmission.
Drivetrain: A reference that describes the parts from the engine to the drive axle(s).
Monitor: To watch, observe, or check something.
On time: The time when an actuator is energized, as when a fuel injector is signaled to allow fuel to flow.
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Five-Gas Analyzers
Five-gas analyzers measure the parts per million (ppm) of hydrocarbons (HC), the percentage of carbon monoxide (CO),
the percentage of oxygen (O2), the percentage of carbon dioxide (CO2) and the percentage of oxides of nitrogen (NOx).
Most properly tuned computer-controlled vehicles will produce about 50 ppm of HC, less than 0.5 percent CO, 1.0 to 2.0
percent O2 and 13.8 to 15.0 percent CO2.
Four-Gas Analyzers
Four-gas analyzers measure HC, CO, CO2 and O2. They do
not provide data as to the levels of NOx in the exhaust.
621
Carbon Monoxide: An odorless, colorless, tasteless poisonous gas. A pollutant produced by the internal combustion engine.
CV Boot: The flexible cover used to prevent road dirt contamination of a CV joint.
Hydrocarbons: Chemical compounds in various combinations of hydrogen and carbon. A major pollutant from an internal combustion
engine. Gasoline, itself, is a mixture of hydrocarbons.
L1
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between 13.8 and 15 percent. As the air-fuel ratio of the mixture leans or enriches, the CO2 level drops. To determine
whether a low CO2 level indicates a lean or rich condition, examine the O2 reading. Levels of O2 below approximately 1.0
percent indicate a rich running engine; above 2.0 percent indicates a lean running engine.
To perform adequately and operate efficiently, an engine
must be in sound mechanical condition. Therefore it is important to determine the overall mechanical condition of the
engine before attempting to isolate or repair the cause of a driveability or performance problem.
Perform a compression or cylinder leakage test to determine the internal sealing capabilities of the engine. When test
results are marginal and indicate valve seating problems, performance can often be restored by adjusting lash or servicing
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CHAPTER QUESTIONS
1. Voltage drop in a circuit always equals:
a. The resistance of each component
b. The current flow through the
ground circuit
c. The source voltage
d. None of the above
2. A diode is designed to:
a. Allow current flow in both directions
b. Prevent current flow in both
directions
c. Add extra resistance to control
circuits
d. Allow current flow in one direction
only
3. When diagnosing a starting problem,
disabling the ignition and fuel or just
the fuel system prevents start up.
What else is prevented while
performing cranking tests?
a. Crankcase oil dilution
b. Excessive fuel backwash
c. False scan tool readings
d. Parasitic drains
4. In a series circuit with three 4 ohm
bulbs and 12 volts applied, the total
circuit voltage drop will be:
a. 12 volts
b. 4 volts
c. 8 volts
d. 1 volt
5. The unit of measure for current flow in
a circuit is:
a. Amps
b. Volts
c. Ohms
d. Watts
6. The unit of measurement for
resistance in a circuit is:
a. Volts
b. Ohms
c. Watts
d. Amps
7. A circuit that has one path for current
flow is called a:
a. Complex circuit
b. Series circuit
c. Parallel circuit
d. Bias circuit
L1
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CHAPTER TWO
COMPUTERIZED POWERTRAIN
CONTROLS DIAGNOSIS INCLUDING OBD II
CHAPTER OBJECTIVES
The technician will complete the ASE task list on Computerized Powertrain Controls Diagnosis Including OBD II.
The technician will be able to answer 13 questions dealing with
the Computerized Powertrain Controls Diagnosis Including
OBD II section of the L1 ASE Test.
This chapter focuses on the operation and diagnosis of computerized powertrain control systems. The industry is placing
more emphasis on the technicians ability to diagnose these
complex control system defects and failures. If you need additional information on engine control systems refer to the A8
study guide.
As with any diagnostic routine once you have verified the
customers concern, begin your diagnosis by checking for
missing, modified, inoperative, or tampered computerized
powertrain control components. If any are found, repair or replace and retest the system before continuing.
Most OEMs provide diagnostic information for the computerized powertrain control systems either in the Service
Manual or in a separate Diagnostic Manual. Locate the correct
diagnostic information for the vehicle being serviced. Keep in
mind that it is very important to take into account the following when looking up information:
Model year
Manufacturer/Make
Model
Production date
VIN
Engine size
Emissions certification type
Fuel System
Sequential Multiport Fuel Injection (SFI)
Returnless Fuel Supply with electric fuel pump mounted
inside the fuel tank
Fuel pressure is regulated to a constant 50 psi (345 kPa) by
a mechanical regulator in the tank. Minimum acceptable
fuel pressure is 45 psi (310 kPa). The fuel system should
maintain a minimum of 45 psi (310 kPa) for two minutes
after the engine is turned off.
Ignition System
Electronic (Distributorless) Ignition (EI) with six ignition
coils (coil-over-plug)
Firing order: 1-2-3-4-5-6
Cylinders 1, 3, and 5 are on Bank 1; cylinders 2, 4, and 6
are on Bank 2
Ignition timing is not adjustable
Timing is determined by the ECM using the Crankshaft
Position (CKP) sensor signal
The ignition control module is integrated into the ECM
Sequential Multiport Fuel Injection (SFI): A fuel injection system that uses one electronic fuel injector for each cylinder. The injectors
are pulsed in the sequence of each cylinders intake stroke.
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L1
Fig. 2-1. The ASE composite vehicle Type 3 wiring diagram shows ECM sensors, actuators, and related circuits. (Part 1 of 3)
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Fig. 2-1. The ASE composite vehicle Type 3 wiring diagram shows ECM sensors, actuators, and related circuits. (Part 2 of 3)
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Fig. 2-1. The ASE composite vehicle Type 3 wiring diagram shows ECM sensors, actuators, and related circuits. (Part 3 of 3)
Idle Speed
Non-adjustable closed throttle stop (minimum air
rate)
Normal no-load idle range is 850 to 900 rpm with an idle
air control value of 15% to 25%
Automatic Transmission
Four-speed automatic overdrive transaxle, with shifting
controlled by a transmission control module (TCM). The
TCM communicates with the ECM and other modules
through the data bus.
Overdrive: A condition in which the drive gear rotates slower than the driven gear. Output speed of the driven gear is increased, while
output torque is reduced. A gear ratio of 0.70:1 is an overdrive gear ratio.
Transaxle: The combination of a transmission and differential gears, used in front wheel drive and rear engine vehicles.
L1
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The TCM provides its own regulated 5 volt supply, performs all OBD II transaxle diagnostic routines, and stores
transaxle diagnostic trouble codes (DTCs). The control
system software and OBD II diagnostic procedures stored
in the TCM can be updated in the same way as the ECM.
Failures that result in a pending or confirmed DTC related to any of the following components will cause the TCM
to default to fail-safe mode: range switch, shift solenoids,
turbine shaft speed sensor, and the vehicle speed sensor.
The TCM will also default to fail-safe mode if it is unable
to communicate with the ECM.
When in fail-safe mode, maximum line pressure will be
commanded, the transmission will default to 2nd gear and
the torque converter clutch will be disabled.
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behind the balancer pulley. Each tooth is ten crankshaft degrees apart, with one space for a missing tooth located 60 degrees before top dead center of cylinder number 1, figure 2-2.
SENSORS
L1
Fig. 2-2. CKP and CMP sensor waveforms.
Hall-Effect Sensor: A signal-generating switch that develops a transverse voltage across a current-carrying semiconductor when
subjected to a magnetic field.
Magnetic Type Sensor: Magnetic pulse generator, a signal-generating device that creates a voltage pulse as magnetic flux changes
around a pickup coil.
Optical Sensor: Uses a light-emitting diode and shutter blade to trigger the switching of a photo-sensitive transistor, sends a square
wave signal used for engine rpm and/or piston position.
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Fig. 2-4. MAP sensor signal voltage increases as intake manifold vacuum decreases and manifold absolute pressure increases.
pressure (key on. engine off, at sea level) to 0.5 volts at 24 in.
Hg vacuum /20.1 kPa pressure, figure 2-4. At sea level, no-load
idle with 18 in. Hg vacuum (40.4 kPa absolute pressure); the
sensor reading is 1.5 volts. Located on the intake manifold.
of one TP sensor will set a DTC and the ECM will limit the
maximum throttle opening to 35%. Failure of both TP sensors will set a DTC and cause the throttle actuator control to
be disabled, and the spring-loaded throttle plate will return
to the default 15% position (fast idle). Located on the throttle body.
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Fig. 2-6. ECT, IAT, and TFT sensors signal voltage decreases as temperature increases.
Knock Sensor
A two-wire piezoelectric sensor that generates an AC voltage
spike when engine vibrations within a specified frequency
range are present, indicating spark knock. The signal is used
by the ECM to retard ignition timing when spark knock is detected. The sensor signal circuit normally measures 2.5 volts
DC with the sensor connected. Located in the engine block.
L1
Fig. 2-7. APP sensors signal voltage increases as the accelerator pedal is depressed.
Downshift: To shift into a lower gear ratio.
Frequency: A measurement in Hertz (cycles per second) of how often something occurs in a specific amount of time.
Upshift: To shift into a higher gear ratio.
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Fig. 2-8. EGR valve position sensor signal voltage increases as sensor is opened.
TCM communicates the VSS signal over the data communications bus to the ECM to control high-speed fuel cutoff, and to
the Instrument Cluster for speedometer operation The signal
is displayed on the scan tool in miles per hour and kilometers
per hour. Located on the transaxle housing.
stream sensor signals are used for closed loop fuel control and
OBD II monitoring. Sensor 12 is mounted in the exhaust pipe
after the catalytic converter (downstream). See figure 2-9 to
view the relative locations of upstream and downstream
HO2S sensors. The HO2S sensor signal is used for OBD II
monitoring of catalytic converter operation. The sensor outputs vary from 0.0 to 1.0 volt. When a sensor reading is less
than 0.45 volt, oxygen content around the sensor is high;
when a sensor reading is more than 0.45 volt, oxygen content
around the sensor is low. No bias voltage is applied to the
sensor signal circuit by the ECM. With the key on and engine
off, the sensor readings are zero volts. Battery voltage is continuously supplied to the oxygen sensor heaters whenever the
ignition switch is on.
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the sensor reading is 3.5 volts. Used by the ECM when testing the evaporative emission (EVAP) system. Located in the
fuel tank.
Fig. 2-10. A/C pressure sensor signal voltage increases as high-side pressure increases.
L1
Fig. 2-11. Fuel Tank (EVAP) pressure sensor signal voltage increases as pressure increases.
A/C Compressor Clutch: An electromagnetic device that engages the otherwise freewheeling A/C pulley.
Atmospheric Pressure: The pressure caused by the weight of the earths atmosphere. At sea level, this pressure is 14.7 psi (101 kPa).
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Fuel Injectors
ACTUATORS
All coils, injectors, solenoids, and relays receive a constant battery positive voltage feed from the ignition switch and are controlled by the ECM providing a ground connection.
Ignition Coils
These six coils, mounted above the spark plugs, generate a high
voltage to create a spark at each cylinder individually. Timing
and dwell are controlled by the ECM directly, without the use
of a separate ignition module. The coil primary resistance spec
is 1 .5 ohms. The coil secondary resistance spec is 10K 2K.
Generator Field
Duty Cycle: Describes the time of a complete cycle of action, including both the on (energized) and off (deenergized) time of a solenoid.
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Closed Loop
When the oxygen sensor, engine coolant temperature sensor, and
time conditions are met, and the throttle opening is less than
80%, the system goes into closed loop. Closed loop means that
the ECM adjusts the fuel injector pulse widths for Bank 1 and
Bank 2 based on the varying voltage signals from the upstream
oxygen sensors. An oxygen sensor signal below 0.45 volt causes
the ECM to increase injector pulse width. When the oxygen
sensor signal rises above 0.45 volt in response to the richer mixture, the ECM reduces injector pulse width. This feedback trims
the fuel control program that is based on the other sensor signals.
L1
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On the first trip during which the comprehensive component monitor detects a failure that will result in emissions
exceeding a predetermined level, the ECM will store a DTC,
illuminate the MIL, and store a freeze frame.
System Monitors
The OBD II diagnostic system also actively tests some systems
for proper operation while the vehicle is being driven; fuel
control and engine misfire are checked continuously. Oxygen
sensor response, oxygen sensor heater operation, catalyst efficiency, EGR operation, EVAP integrity, variable valve timing,
and thermostat operation are tested once or more per trip.
When any of the System Monitors detects a failure that will result in emissions exceeding a predetermined level on two consecutive trips, the ECM will store a diagnostic trouble code
(DTC) and illuminate the malfunction indicator lamp (MIL).
Freeze frame data captured during the first of the two consecutive failures are also stored.
FUEL CONTROLThis monitor will set a DTC if the system
fails to enter Closed Loop mode within 5 minutes of startup,
or the Long Term Fuel Trim is excessively high or low anytime
after the engine is warmed up, indicating the loss of fuel control. This is always the case when the Long Term Fuel Trim
reaches its limit (30% or -30%).
ENGINE MISFIRE This monitor uses the CKP sensor signal to continuously detect engine misfires both severe and
non-severe. If the misfire is severe enough to cause catalytic
converter damage, the MIL will blink as long as the severe
misfire is detected.
ENGINE THERMOSTAT This monitor confirms that the engine warms up fully within a reasonable amount of time. If the
coolant temperature remains too low for too long, a DTC is set.
OXYGEN SENSORS This monitor checks the maximum and
minimum output voltage, as well as switching and response times
for all oxygen sensors. If an oxygen sensor signal remains too low
or too high or switches too slowly or not at all, a DTC is set.
OXYGEN SENSOR HEATERS This monitor checks the
time from cold start until the oxygen sensors begin to operate.
If the time is too long, a DTC is set. Battery voltage is continuously supplied to the oxygen sensor heaters whenever the
ignition switch is on.
CATALYTIC CONVERTER This monitor compares the signals of the two upstream heated oxygen sensors to the signal
from the downstream heated oxygen to determine the ability
of the catalyst to store free oxygen. If the converters oxygen
storage capacity is sufficiently degraded, a DTC is set.
EGR SYSTEM This monitor uses the MAP sensor signal to
detect changes in intake manifold pressure as the EGR valve is
commanded to open and close. If the pressure changes too little or too much, a DTC is set.
EVAP SYSTEM This monitor first turns on the EVAP vent
solenoid to block the fresh air supply to the EVAP canister.
Next, the EVAP purge solenoid is turned on to draw a slight
vacuum on the entire EVAP system, including the fuel tank.
Then the EVAP purge solenoid is turned off to seal the system.
The monitor uses the fuel tank (EVAP) pressure sensor signal
to determine if the EVAP system has any leaks. If the vacuum
decays too rapidly, a DTC is set. In order to run this monitor,
the engine must be cold (below 86F/30C) and the fuel level
must be between 14 and 34 full.
VARIABLE VALVE TIMING This monitor compares the
desired valve timing with the actual timing indicated by the
CMP sensors. If the timing is in error, or takes too long to reach
the desired value, a DTC is set.
Warm-Up Cycle
Warm-up cycles are used by the ECM for automatic clearing of
DTCs and Freeze Frame data. To complete one warm up cycle,
the engine coolant temperature must rise at least 40F (22C)
and reach a minimum of 160F (71C).
Trip
A trip is a key-on cycle in which all enable criteria for a particular diagnostic monitor are met and the diagnostic monitor is run.
The trip is completed when the ignition switch is turned off.
Drive Cycle
Most OBD II diagnostic monitors will run at some time during
normal operation of the vehicle. However, to satisfy all of the
different trip enable criteria and run all of the OBD II diagnostic monitors, the vehicle must be driven under a variety of conditions. The following drive cycle will meet the enable criteria
to allow all monitors to run on the composite vehicle.
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Snapshot: A technician-recorded scan tool record or movie of PCM data during an event, so that the data can be played back.
L1
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Fig. 2-13. The above data can be accessed by the technician using the OBD II scan tool and the Data Link Connector (DLC).
Fig. 2-14. The Data Link Connector (DLC) has the same shape
and pin designations for all OBD II vehicles.
The fourth and fifth characters indicate the actual problem associated with the code, (e.g., signal voltage low, system always
lean, etc.) The intent of OBD II code designation is to help the
technician identify the system at fault, then pinpoint the actual problem or specific circuit causing the fault. Once a problem is identified by code, the technician must use appropriate
service manuals to complete the diagnosis and repair.
MIL Operation
The most significant difference to remember when using the
MIL to begin diagnosis on an OBD II vehicle is that there are
no soft codes. If the MIL is on, a DTC and freeze frame data are
recorded in computer memory and there is definitely a problem. The OBD I practice of clearing codes and driving the
vehicle to see if codes reset must not be used on OBD II vehicles. All system monitor codes and many comprehensive component monitor codes require specific driving conditions
before they will test a system or set a DTC. A quick trip around
the block to confirm repairs often will not set a DTC, so the
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Fig. 2-15. OBD II DTCs use a standard format to help all technicians interpret problems more easily.
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consecutive trips, the ECM will activate the MIL and record a
DTC and freeze frame data.
Long term fuel trim represents correction to fuel delivery
over time. If the oxygen sensor voltage is fluctuating, but is
mainly below 450 mV, indicating a lean A/F ratio, long term
fuel trim will increase and the ECM will command longer injector pulse width. If oxygen sensor voltage is fluctuating, but
remains mostly above 450 mV, indicating a rich mixture, long
term fuel trim will decrease and the ECM will command shorter injection pulse width to adjust fuel delivery.
Short term fuel trim is useful when confirming fuel control. Observe short term fuel trim on the scan tool while adding
propane through the intake system. The additional fuel will
cause a rich mixture. If the fuel system is in closed loop, short
term fuel trim will move in a negative direction as the fuel trim
program shortens fuel injector pulse width in response to a
higher HO2S voltage signal. Driving the system lean by pulling
a vacuum line will cause short term fuel trim to increase injector pulse width. The scan tool display will move in a positive
direction.
During diagnosis, be sure to look at both short and long
term fuel trim. A problem that has existed for some time will
cause long term fuel trim to record high or low. Once the problem is repaired, long term fuel trim will not change for a while,
but short term fuel trim will begin immediately to move in the
opposite direction. A restricted fuel filter, for instance, will cause
a lean mixture. Long term fuel trim will eventually show a positive percentage (more fuel) as the system compensates for the
lean mixture. Once the fuel filter is replaced, the A/F ratio is suddenly too rich. Comparing short and long term fuel trim immediately after the filter is replaced will reveal opposite readings:
a negative percentage reading in short term fuel trim because the
ECM is attempting to return the A/F ratio to normal by subtracting fuel, and a positive percentage reading in long term fuel
trim because the long term program still remembers the lean
correction and is waiting to see what happens.
Misfire Monitor
Engine misfire monitoring uses the CKP signal as the primary
sensor. When a misfire occurs, whether due to engine
EVAP Monitor
A vehicle will fail the EVAP monitor if the ECM, using information from the fuel tank pressure sensor, sees vacuum
decrease too quickly after the EVAP vent and EVAP purge
solenoids have been closed. Keep in mind that simple problems like a loose, damaged, or missing gas cap will cause this
code to set.
Be careful when making quick repairs. For example, after
replacing a damaged gas cap on a vehicle brought in for a lit
MIL, you may be tempted to clear the DTC and return the car
Fig. 2-17. The ECM is programmed to notice the sudden change in CKP sensor pulses.
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Diagnostic Strategy
Fig. 2-18. When the catalyst is working efficiently, most oxygen
is used for oxidation and reduction, so post converter voltage
fluctuations are minimal.
Scan Tool Data: Information from the computer that is displayed on the scan tool, including data stream, DTCs, freeze frame, and
system monitor readiness status.
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vacuum leaks and damaged electrical connections. Dont forget to consider the basics such as low fuel pressure, incorrect
ignition timing, low or uneven engine compression, and fuel
quality. If possible, a review of recent vehicle service may
yield valuable diagnostic clues. For recent vehicle service information, check dealership resources and communicate
with the vehicle owner.
Connect the scan tool and retrieve stored DTCs and freeze
frame data. Record your findings, then check the service manual to learn the specific conditions that cause the DTC. Take
the time to thoroughly understand what caused the DTC.
Check the readiness status of system monitors. If the readiness status is NO for all monitors, review recent service history; the battery may have been changed or the vehicle may
have been in another shop where DTCs were erased. The vehicle must be driven through the complete drive cycle to ensure
all monitors run. If readiness status is NO for only one or two
sensors, check sensors, actuators, and related circuitry for problems that would prevent the monitor from running. Again, the
vehicle may have to complete an entire drive cycle to provide
the time and conditions to run the remaining monitors.
When there is more than one DTC in memory, diagnose
and correct component-related DTCs before diagnosing system failure DTCs. A sensor or actuator problem may prevent
a monitor from running or cause a system to fail the monitor.
Once a component failure is repaired, drive the vehicle
through the specified drive cycle to be sure the system is fully
repaired. For example, when discovering a code P0125, excessive time to enter closed loop, and a code P0155, HO2S/1,
Bank 2 Heater Malfunction, the best procedure is to diagnose
and repair the HO2S/1 heater malfunction first, even though
its DTC is a higher number.
Next, clear codes and drive the vehicle as directed in the
service manual. In this example, it is probable that the failed
oxygen sensor heater caused the system to be slow entering
closed loop. Misfire and fuel control DTCs are considered priority codes and should always be diagnosed first.
When using the drive cycle to confirm repairs, review
freeze frame data for the driving conditions present at the time
the DTC was recorded. It is especially important when confirming misfire and fuel control repairs to closely match the
engine rpm, calculated load, and engine temperature values
recorded in the freeze frame.
How close is close? Before the PCM will deactivate the
MIL for misfire and fuel control codes, engine speed must be
within 375 rpm of the engine speed when the code was set, and
the calculated load value must be within 10% of the load present when the code was set. Be aware that some manufacturers
may direct you to drive a portion of the drive cycle to confirm
a particular repair. Drive cycles vary between manufacturers
and must always be followed exactly. Freeze frame and scan
tool data must be analyzed with care. Use service manuals to
learn the normal parameters for each sensor and actuator.
Insight
The following section will present some examples of ECM
inputs and explain how unusual readings might affect vehicle operation. Tips for testing various components are also
included.
Battery Voltage
The ECM uses battery voltage as an input for the computercontrolled charging system. A low voltage signal may cause the
ECM to increase both idle speed and alternator field current to
generate higher alternator output. When idle speed is above
specification and fuel system control based on HO2S and fuel
trim data appears normal, check battery voltage, generator,
and idle air control (IAC) data. If battery voltage is low and
generator field and IAC percentages are higher than normal,
test the battery and charging system for defects. Also, check accessory load sensors for false signals. A power steering pressure
switch that sticks closed, for example, will cause the ECM to
raise idle speed.
Priority Codes: Codes that are more important than, and take precedence over, others.
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No Start Diagnosis
To run, an engine requires four things: air, fuel, compression
and ignition, all at the right time. Perform the following tests
to find what the problem is:
Observe the engines cranking speed; if it is too slow check
the battery and starting system.
Check fuel pressure and volume
Verify the electrical signal to the injector with a 12V test
light, depending on the OEMs recommendation
Use a properly gapped spark tester to check for spark
Check compression by performing a cranking vacuum or
compression test
Check the ignition timing
Verify camshaft drive integrity and valve timing
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Inspect the air intake system and crankcase for air leaks.
Inspect the crankcase ventilation valve for proper
operation.
Inspect for an inaccurate speedometer.
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following are examples of using serial data to test and diagnosis driveability and intermittent problems:
Thermistors: disconnect or short across thermistor circuit
to check the maximum range of the sensor. For example,
disconnect the ECT to create an open circuit. Temperature
reading should drop to -40F (-40C). Install a jumper
wire across the connector to create a short circuit.
Temperature should go to a maximum reading, about
266F (130C)
Create the opposite circuit problem to see if a DTC sets.
For example, a P0117 code in memory tells you an ECT
sensor circuit voltage went low, indicating a short. To create an open circuit, disconnect the ECT sensor and see if
the ECM sets a P0118 (circuit high). If it does, then the
circuit and ECM are operational and the problem is probably in the sensor
Intermittent problem testing: Wiggle, tap, heat up, or cool
down a component or circuit to see if the serial data for
that circuit changes
Testing the effect of one circuit on another by manipulating
the input signal. Manipulate the signal by disconnecting
circuits or substituting values. Here are some examples:
IAT, ECT, TP sensor, MAP, MAF, and HO2S signals
effect on injector pulse width.
ECT, ACT, TP sensor signals effect on Idle speed control.
IAT, ECT, TP, MAP, and MAF signals effect on ignition timing control.
ECT, TP sensor, and EVP signals effect on EGR control
ECT and TP sensor signals effect on canister Purge
VSS, TP sensor, ECT, and MAP signals effect on
torque convert clutch operation.
Voltage
When using a DVOM to check voltage in and out of sensors,
always check the voltage using the signal ground return at the
sensor, rather than using an engine or battery ground, figure 2-20. Sensors are grounded directly through the ECM,
rather than being connected directly to a chassis ground. This
way sensors avoid noise interference. Sensors need a clean
ground for reliable operation.
An open signal ground return will cause the ECM to see a
high voltage on the sensor signal line. An example would be a
TP sensor that always sends a wide open throttle (high voltage)
signal to the ECM.
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Resistance
Ohms law says that even very low resistance in an automotive
computer circuit will cause sensors and actuators to work improperly because of low voltage. For example, an on-board
ECM ignition feed circuit drawing 365 milliamps with a
resistance in the ignition feed wire of 2.5 ohms will cause a
voltage supply drop of 1.5 volts. This voltage drop will cause
Fig. 2-21. When checking resistance, the part must not be under
power or you will probably destroy your meter.
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Voltage Drop
Checking voltage drop is one of the most important tests that
a technician can perform on a circuit. A voltage drop test measures the difference in electrical pressure between two points
in a live circuit. Voltage drops can cause major driveability
symptoms in on-board computer systems. A voltage drop on
a ECM power ground can cause sensor voltage references to be
higher than normal, throwing off the overall sensor calibration
of the entire engine control system, figure 2-22.
Another example of a driveability symptom might be a car
with an idle speed that continuously hunts. To start diagnosis,
you connect the scan tool to check trouble codes and the idle
smooths out. This is usually caused by a poor ground.
To check voltage drop, the circuit must be powered up and
have current flowing. The circuit also must have the maximum
amount of current flowing under normal conditions by which
the circuit was designed.
Although there is no exact amount voltage drop that is
considered acceptable, you should remember that low current
circuits that draw milliamps will be affected by very small voltage drops. A good rule of thumb would be a drop of 0.2 volt or
less. However, even this is too much for some circuits. A power
ground circuit should have a voltage drop of no more than
0.1 volt. A computer ground circuit should have a voltage drop
of no more than 0.05 volt.
Amperage
Too much amperage flow through a ECM actuator driver circuit can partially damage that circuit and cause severe driveability problems. Most ECM actuator components carry
milliamps through their circuits. Using a ohmmeter and calculating amperage draw from resistance and voltage readings is
not always accurate because the device under test does not carry
the actual load it was designed to carry. Most actuator devices
carry about 180 ma (12.6 volts at 70 ohms) to 500 ma (12.6
volts at 25 ohms), but there are always exceptions to the rule.
Fuel injectors may carry much more amperage through their
circuit (as much as 8 amps depending on the type of injector).
AC Ripple
On-board automotive computers do not like to see AC ripples
pass through the internal components. This effect can cause
logic problems as well as many other types of driveability problems. For example, a bad alternator with a dropped diode can
severely affect an automotive computer system.
To check for AC ripple voltage, switch your DVOM to
AC and connect the black lead to a good ground and the red
lead to the BAT, or power, terminal on the back of the alternator (not the battery), figure 2-24. A good alternator
should measure less than 0.5 volts AC with the engine running and the headlights on. A higher reading indicates damaged alternator diodes.
Frequency
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For example, a Ford EEC-IV MAP sensor has a 5 volt reference voltage applied to it. At a duty cycle of 50 percent (half
of the time on and half of the time off), the DVOM will average the reading so you would see 2.5 volts. However, the number of times the signal switches on and off in one second will
change depending on manifold vacuum. To accurately diagnose these signals, you must have a meter that can read frequency, figure 2-25.
Duty Cycle
Duty cycle is the percentage of time a digital signal is high verses
low. When measuring duty cycle, one complete cycle is
IMMOBILIZER ANTI-THEFT
SYSTEM DIAGNOSIS
The following are possible causes for Immobilizer Anti-Theft
System failures:
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CHAPTER QUESTIONS
1. True or false? The type 3 composite
vehicle has a four cycle, V6 engine
with four overhead chain-driven
camshafts, 24 valves, distributorless
ignition, and a speed density type
closed loop sequential multiport fuel
injection system.
a. True
b. False
2. Which of the following statements is
NOT true? The ECM on the composite
vehicle:
a. Controls the vehicles charging
system.
b. Receives power from the battery
and ignition switch and provides a
regulated 5 volt supply for most of
the engine sensors.
c. Controls the shifting of the
composite vehicles four speed
automatic overdrive transmission.
d. Receives input from sensors,
calculates ignition and fuel
requirements, and controls engine
actuators to provide the desired
driveability, fuel economy, and
emissions control.
3. Which of the following sensor signals is
NOT used during open loop engine
operation?
a. MAF sensor
b. O2 sensor
c. CKP sensor
d. TPS
4. True or false? OBD II is a governmentmandated system designed to monitor
fuel system performance, engine
misfire, and emission systems during
normal vehicle operation. It includes
industry-wide standardization
intended to improve the diagnostic
process by allowing all technicians
equal access to on-board computer
information using a GST.
a. True
b. False