Chapter Six

Diagnose Electronic Engine Control System

6.1 Fuel Injection System Diagnosis and Service

Diagnostics or faultfinding is a fundamental part of an automotive technician’s work. The

subject of diagnostics does not relate to individual areas of the vehicle. If your knowledge of
a vehicle system is at a suitable level, then you will use the same logical process for
diagnosing the fault, whatever the system.

The art of diagnostics

The knowledge needed for accurate diagnostics is in two parts:

1. Understanding of the system in which the problem exists;

2. Having the ability to apply a logical diagnostic routine.

The knowledge requirement and use of diagnostic skills can now be illustrated with a very
simple example. After connecting a hose pipe and turning on the tap, no water comes out of
the end! Your knowledge of this system tells you that water should come out providing the
tap is on, because the pressure from a tap pushes water through the pipe, and so on. This is
where your diagnostic skills become essential. The following stages are now required

6.2 Diagnostic process

The six-Step Diagnostic Procedure

It is important that all automotive service technicians know how to diagnose and troubleshoot
engine computer systems. The diagnostic process is a strategy that eliminates known-good
components or systems in order to find the root cause of automotive engine performance
problems. All vehicle manufacturers recommend a diagnostic procedure, and the plan
suggested in this chapter combines most of the features of these plans plus additional steps
developed over years of real-world problem solving.

Many different things can cause an engine performance problem or concern. The service
technician has to narrow the possibilities to find the cause of the problem and correct it. A
funnel is a way of visualizing a diagnostic procedure. At the wide top are the symptoms of
the problem; the funnel narrows as possible causes are eliminated until the root cause is
found and corrected at the bottom of the funnel.

All problem diagnosis deals with symptoms that could be the result of many different causes.
The wide range of possible solutions must be narrowed to the most likely and these must
eventually be further narrowed to the actual cause. The following section describes eight
steps the service technician can take to narrow the possibilities to one cause
Six-stage process

1. Verify the fault

2. Collect further information

3. Evaluate the evidence

4. Carry out further tests in a logical sequence

5. Rectify the problem

6. Check all system

6.3 OBDII System diagnosis

The Eight-Step Diagnostic Procedure

1 Verify The Problem (Concern)

2 Perform A Thorough Visual Inspection And Basic Tests

3 Retrieve The Diagnostic Trouble Codes

4 Check For Technical Service Bulletins (Tsbs)

6 Narrow The Problem To A System Or Cylinder

7 Repair The Problem And Determine The Root Cause

8 Verify The Repair And Clear Any Stored Dtcs

1 Verify The Problem (Concern)

Before a minute is spent on diagnosis, be certain that a problem exists. If the problem cannot
be verified, it cannot be solved or tested to verify that the repair was complete.

The driver of the vehicle knows much about the vehicle and how it is driven. Before
diagnosis, always ask the following questions:

_ Is the malfunction indicator light (check engine) on?

_ What was the temperature outside?

_ Was the engine warm or cold?

_ Was the problem during starting, acceleration, cruise, orsome other condition?

_ How far had the vehicle been driven?

_ Were any dash warning lights on? If so, which one(s)?

_ Has there been any service or repair work performed on the vehicle lately?
2. Collect further information

Information can be collected By having visual and instrumental inspection

Visual Inspection

Perform A Thorough Visual Inspection And Basic Tests The visual inspection is the most
important aspect of diagnosis! Most experts agree that between 10% and 30% of all engine
performance problems can be found simply by performing a thorough visual inspection. The
inspection should include the following:

_ Check for obvious problems (basics, basics, basics).

 Fuel leaks
 Vacuum hoses that are disconnected or split
 Corroded connectors
 Unusual noises, smoke, or smell
 Check the air cleaner and air duct (squirrels and other small animals can build nests or
store dog food in them).

_ Check everything that does and does not work.

This step involves turning things on and observing that everything is

_ Look for evidence of previous repairs.

Any time work is performed on a vehicle, there is always a risk that something will be
disturbed, knocked off, or left disconnected.

_ Check oil level and condition.

Another area for visual inspection is oil level and condition.

Oil level. Oil should be to the proper level.

Oil condition. Using a match or lighter, try to light the oil on the dipstick; if the oil flames
up, gasoline is present in the engine oil. Drip some engine oil from the dipstick onto thehot
exhaust manifold. If the oil bubbles or boils, coolant(water) is present in the oil. Check for
grittiness by rubbing the oil between your fingers.

_ Check coolant level and condition.

Many mechanical engine problems are caused by overheating. The proper operation of the
cooling system is critical to the life of any engine.

_ Use the paper test. A sound engine should produce even m and steady exhaust flow at the
tailpipe when running. For them paper test, hold a piece of paper (even a dollar bill works) or
a 3-by-5-inch card within 1 inch (2.5 centimeters) of the tailpipe with the engine running at
idle. The paper should blow evenly away from the end of the tailpipe without ―puffing‖ or
being drawn inward toward the end of the tailpipe. If the paper is at times drawn toward the
tailpipe, the valves in one or more cylinders could be burned. Other reasons why the paper
might be drawn toward the tailpipe include the following:

1. The engine could be misfiring because of a lean condition that could occur normally when
the engine is cold.

2. Pulsing of the paper toward the tailpipe could also be caused by a hole in the exhaust
system. If exhaust escapes through a hole in the exhaust system, air could be drawn— in the
intervals between the exhaust puffs—from the tailpipe to the hole in the exhaust, causing the
paper to be drawn toward the tailpipe.

_ Check the battery voltage. The voltage of the battery should be at least 12.4 volts and the
charging voltage (engine running)should be 13.5 to 15.0 volts at 2,000 RPM. Low battery
voltage can cause a variety of problems including reduced fuel economy and incorrect
(usually too high) idle speed. Higher-than-normal battery voltage can also cause the PCM
problems and could cause damage to electronic modules.

_ Check the spark using a spark tester.

Remove one sparkplug wire and attach the removed plug wire to the spark tester. Attach the
grounding clip of the spark tester to a good clean engine ground, start or crank the engine,
and observe the spark tester. The spark at the spark tester should be steady and consistent. If
an intermittent spark occurs, then this condition should be treated as a no spark condition. If
this test does not show satisfactory spark, carefully inspect and test all components of the
primary and secondary ignition systems.

-Check the fuel-pump pressure. Checking the fuel-pump pressure is relatively easy on many
port-fuel-injected engines. Often the cause of intermittent engine performance is due toa
weak electric fuel pump or clogged fuel filter. Checking fuel pump pressure early in the
diagnostic process eliminates low fuel pressure as a possibility.

3 RETRIEVE THE DIAGNOSTIC TROUBLE CODES(DTCs)

If a diagnostic trouble code (DTC) is present in the computer memory, it may be signalled by
illuminating a malfunction indicator lamp (MIL), commonly labelled ―check engine‖ or
―service engine soon.‖. Any code(s) that is displayed on a scan tool when the MIL is not on is
called a pending code. Because the MIL is not on, this indicates that the fault has not
repeated to cause the PCM to turn on the MIL. Although this pending code is helpful to the
technician to know that a fault has, in the past, been detected, further testing will be needed to
find the root cause of the problem

PURPOSE AND FUNCTION OF OBD II

During the 1980s,most manufacturers began equipping their vehicles with full- function
control systems capable of alerting the driver of a malfunction and of allowing the technician
to retrieve codes that identify circuit faults.
These early diagnostic systems were meant to reduce emissions and speed up vehicle repair.
The automotive industry calls these systems

On-Board Diagnostics (OBDs). The California Air Resources Board (CARB)

developed the first regulation requiring manufacturers selling vehicles in that state to install
OBD. OBD Generation I (OBD I) applies to all vehicles sold in California beginning with the
1988 model year. It specifies the following requirements:

1. An instrument panel warning lamp able to alert the driver ofcertain control system failures,
now called a malfunction indicator lamp (MIL). _

2. The system’s ability to record and transmit diagnostic trouble codes (DTCs) for emission-
related failures.

3. Electronic system monitoring of the HO2S, EGR valve, and evaporative purge solenoid.
Although not U.S. EPA-required, during this time most manufacturers also equipped vehicles
sold outside of California with OBD I.

OBD-II OBJECTIVES Generally, the CARB defines an OBD-II equipped vehicle by its
ability to do the following:

1. Detect component degradation or a faulty emission-related systemthat prevents compliance

with federal emission standards.

2. Alert the driver of needed emission-related repair or maintenance.

3. Use standardized DTCs and accept a generic scan tool.

The primary purpose of OBD II is emission related, whereas the primary purpose of OBD I
(1988) was to detect faults in sensors or sensor circuits. OBD-II regulations require that not
only sensors be tested but also all exhaust emission control devices, and that they be verified
for proper operation.

The regulations for OBD-II vehicles state that the vehicle computer must be capable of
testing for, and determining, if the exhaust emissions are within 1.5 times the FTP limits. To
achieve this goal,the computer must do the following:

1. Test all exhaust emission system components for correctoperation.

2. Actively operate the system and measure the results.

3. Continuously monitor all aspects of the engine operation tobe certain that the exhaust
emissions do not exceed 1.5 times the FTP.

4. Check engine operation for misfire.

5. Turn on the MIL (check engine) if the computer senses a fault in a circuit or system.
6. Record a freeze-frame, which is a snapshot of important engine data at the time the DTC
was set.

7. Flash the MIL if an engine misfire occurs that could damage the catalytic converter

Diagnostic Executive and Task Manager

A monitor is an organized method of testing a specific part of the system. Monitors are
simply tests that the computer performs to evaluate components and systems. If a component
or system failure is detected while a monitor is running, a DTC will be stored and the

MIL illuminated during the second trip. The two types of monitors are continuous and non
continuous.

CONTINUOUS MONITORS As required conditions are met,continuous monitors begin to

run. These continuous monitors willrun for the remainder of the vehicle drive cycle. The
three continuous monitors are as follows:

_ Comprehensive component monitor (CCM). This monitor watches the sensors and
actuators in the OBD-II system. Sensor values are constantly compared with known-good
values stored in the PCM’s memory.

The CCM is an internal program in the PCM designed to monitor a failure in any electronic
component or circuit (including emission-related and non-emission-related circuits) that
provide input or output signals to the PCM. The PCM considers that an input or output signal
is inoperative when a failure exists due to an open circuit, out-of-range value, or if an
onboard rationality check fails. If an emission-related fault is detected, the PCM will set a
code and activate the MIL (requires two consecutive trips).

Many PCM sensors and output devices are tested at key-on or immediately after engine start-
up. However, some devices are only tested by the CCM after the engine meets certain engine
conditions. The number of times the CCM must detect a fault before it will activate the MIL
depends upon the manufacturer, but most require two consecutive trips to activate the MIL.
The components tested by the CCM include:

 Four-wheel-drive low switch

 Brake switch
 Camshaft (CMP) and crankshaft (CKP) sensors
 Clutch switch (manual transmissions/transaxles only)
 Cruise servo switch
 Engine coolant temperature (ECT) sensor
 EVAP purge sensor or switch
 Fuel composition sensor
 Intake air temperature (IAT) sensor
 Knock sensor (KS)
 Manifold absolute pressure (MAP) sensor
 Mass airflow (MAF) sensor
  Throttle-position (TP) sensor
 Transmission temperature sensor
 Transmission turbine speed sensor
 Vacuum sensor
 Vehicle speed (VS) sensor
 EVAP canister purge and EVAP purge vent solenoid
 Idle air control (IAC)
 Ignition control system
 Transmission torque converter clutch solenoid
 Transmission shift solenoids
_ Misfire monitor. This monitor watches for engine misfire. The PCM uses the information
received from the crankshaft position sensor (CKP) to calculate the time between the edges of
the reluctor, as well as the rotational speed and acceleration.

By comparing the acceleration of each firing event, the PCM can determine if a cylinder is
not firing correctly.

Misfire type A. Upon detection of a misfire type A (200 revolutions), which would cause
catalyst damage, the MIL will blink once per second during the actual misfire, and a DTC
will be stored.

Misfire type B. Upon detection of a misfire type B (1,000 revolutions), which will exceed
1.5 times the EPA federal test procedure (FTP) standard or cause a vehicle to fail an
inspection and maintenance tailpipe emissions test, the MIL will illuminate and a DTC will
be stored.

The DTC associated with multiple cylinder misfire for a type A or type B misfire is DTC
P0300. The DTCs associated with an individual cylinder misfire for a type A or type B
misfire are DTCs P0301, P0302, P0303, P0304, P0305, P0306, P0307, P0308, P0309, and
P0310.

_ Fuel trim monitor. The PCM continuously monitors shortand long-term fuel trim.
Constantly updated adaptive fuel tables are stored in long-term memory (KAM), and used by
the PCM for compensation due to wear and aging of the fuel system components. The MIL
will illuminate when the PCM determines the fuel trim values have reached and stayed at
their limits for too long a period of time.

NONCONTINUOUS MONITORS Non-contiguous monitors run (at most) once per vehicle
drive cycle. The non-contiguous monitors are as follows:

 O2S monitor
 O2S heater monitor
 Catalyst monitor
 EGR monitor
 EVAP monitor
 Secondary AIR monitor
  Transmission monitor
 PCV system monitor
 Thermostat monitor
Once a non-contiguous monitor has run to completion, it will not be run again until the
conditions are met during the next vehicle drive cycle. Also after a non-continuous monitor
has run to completion, the readiness status on your scan tool will show ―complete‖ or ―done‖
for that monitor. Monitors that have not run to completion will shown up on your scanner as
―incomplete.‖

COMPREHENSIVE COMPONENT MONITOR

The circuits and components covered by the comprehensive component monitor (CCM) do
not include those directly monitored by another monitor. However, OBD II also requires that
inputs from powertrain components to the PCM be tested for rationality, and that outputs to
powertrain components from the PCM be tested for functionality. Both inputs and outputs
are to be checked electrically. Rationality checks refer to a PCM comparison of input values
to values from other sensors to determine if they make sense and are normal (rational).

Monitor runs continuously

_ Monitor includes sensors, switches, relays, solenoids, and PCM hardware

_ All are checked for opens, shorts-to-ground, and shorts-to voltage
_ Inputs are checked for rationality
_ Outputs are checked for functionality
_ Most are one-trip DTCs
_ Freeze-frame is priority 3
_ Three consecutive good trips are used to extinguish the MIL
_ Forty warm-up cycles are necessary to self erase the DTC and freeze frame
_ Two minutes run time without reoccurrence of the fault constitutes a ―good trip‖

CONTINUOUS RUNNING MONITORS Continuous monitors run continuously and only

stop if they fail and include:

_ Fuel system: rich/lean

_ Misfire: catalyst damaging/FTP (emissions)
_ Two-trip faults (except early generation catalyst damaging misfire)
_ MIL, DTC, freeze-frame after two consecutive faults
_ Freeze-frame is priority 2 on first trip
_ Freeze-frame is priority 4 on maturing trip
_ Three consecutive good trips in a similar condition window are used to extinguish the MIL
_ Forty warm-up cycles are used to erase DTC and freeze frame (80 to erase one-trip failure
if similar conditions cannot be met)

ONCE PER TRIP MONITORS

_ Monitor runs once per trip, pass or fail
_ O 2 response, O 2 heaters, EGR, purge flow EVAP leak, secondary air, catalyst
_ Two-trip DTCs
_ MIL, DTC, freeze-frame after two consecutive faults
_ Freeze-frame is priority 1 on first trip
_ Freeze-frame is priority 3 on maturing trip
_ Three consecutive good trips are used to extinguish the MIL
_ Forty warm-up cycles are used to erase DTC and freeze-frame

TRIP A trip is defined as a key-on condition that contains the necessary conditions for a
particular test to be performed followed by a key-off. These conditions are called the enable
criteria. For example, for the EGR test to be performed, the engine must be at normal
operating temperature and decelerating for a minimum amount of time. Some tests are
performed when the engine is cold, whereas others require that the vehicle be cruising at a
steady highway speed.

WARM-UP CYCLE Once a MIL is deactivated, the original code will remain in memory
until 40 warm-up cycles are completed without the fault reappearing. A warm-up cycle is
defined as a trip with an engine temperature increase of at least 40°F and where engine
temperature reaches at least 160°F (71°C).

What is a Drive Cycle?

A drive cycle is a vehicle being driven under specified speed and times that will allow all
monitors to run. In other words, the powertrain control module (PCM) is looking at a series
of data points representing speed and time and determines from these data points when the
conditions are right to perform a monitor or a test of a component.

These data points and therefore the drive cycle are vehicle specific and are not the same for
each vehicle. Some common conditions for a drive cycle to successfully run all of the
monitors include:

1. Cold start with intake air temperature (IAT) and engine coolant temperature (ECT) close to
each other indicating that the engine has cooled to the temperature of the surrounding air
temperature.

2. Fuel level within a certain range usually between 15% and 85%.

3. Vehicle speed within a certain speed range for an certain amount of time usually 4 to 12
minutes.

4. Stop and idle for a certain time.

Each monitor requires its own set of parameters needed to run the test and sometimes these
conditions cannot be met. For example, some evaporate emissions control (EVAP) systems
require a temperature that may not be possible in winter months in a cold climatic area.
MIL CONDITION: OFF This condition indicates that the PCM has not detected any faults
in an emissions-related component or system, or that the MIL circuit is not working.

MIL: OFF The PCM will turn off the MIL if any of the following actions or conditions
occur:

_ The codes are cleared with a scan tool.

_ Power to the PCM is removed at the battery or with the PCM power fuse for an extended
period of time (may be up to several hours or longer).

_ A vehicle is driven on three consecutive trips with a warm up cycle and meets all code set
conditions without the PCM detecting any faults.

The PCM will set a code if a fault is detected that could cause tailpipe emissions to exceed
1.5 times the FTP standard; however, the PCM will not deactivate the MIL until the vehicle
has been driven on three consecutive trips with vehicle conditions similar to actual conditions
present when the fault was detected. This is not merely vehicle start-ups and trips. It means
three trips during which certain engine operating conditions are met so that the OBD-II
monitor that found the fault can run again and pass the diagnostic test.

MIL CONDITION: ON STEADY This condition indicates a fault in an emissions-related

component or system that could affect the vehicle emission levels.

MIL CONDITION: FLASHING This condition indicates a misfire or fuel control system
fault that could damage the catalytic converter.

OBD-II DTC Numbering Designation

A scan tool is required to retrieve DTCs from an OBD-II vehicle. Every OBD-II scan tool
will be able to read all generic Society of Automotive Engineers (SAE) DTCs from any
vehicle. see figure 87–2 for definitions and explanations of OBD alphanumeric DTCs.

The diagnostic trouble codes (DTCs) are grouped into major categories, depending on the
location of the fault on the system involved.

 Pxxx codes—powertrain DTCs (engine, transmission-related faults)

 Bxxx codes—body DTCs (accessories, interior-related faults)
  Cxxx codes—chassis DTCs (suspension and steering-related faults)
 Uxxx codes—network DTCs (module communication-related faults)

DTC NUMBERING EXPLANATION

The number in the hundredth position indicates the specific vehicle system or subgroup that
failed. This position should be consistent for P0xxx and P1xxx type codes. The following
numbers and systems were established by SAE:

 P0100—Air metering and fuel system fault

 P0200—Fuel system (fuel injector only) fault
 P0300—Ignition system or misfire fault
 P0400—Emission control system fault
 P0500—Idle speed control, vehicle speed (VS) sensor fault
 P0600—Computer output circuit (relay, solenoid, etc.) fault
 P0700—Transaxle, transmission faults

TYPES OF DTCS Not all OBD-II DTCs are of the same importance for exhaust emissions.
Each type of DTC has different requirements for it to set, and the computer will only turn on
the MIL for emissions-related DTCs.

TYPE A CODES.

A type A DTC is emission-related and will cause the MIL to be turned on the first trip if the
computer has detected a problem. Engine misfire or a very rich or lean air–fuel ratio, for
example, would cause a type A DTC. These codes alert the driver to an emission problem
that may cause damage to the catalytic converter.

TYPE B CODES.

A type B code will be stored and the MIL will be turned on during the second consecutive
trip, alerting the driver to the fact that a diagnostic test was performed and failed.

TYPE C AND D CODES.

Type C and D codes are for use with nonemission- related diagnostic tests; they will cause
the lighting of a ―service‖ lamp (if the vehicle is so equipped).

Type C codes are also called type C1 codes and D codes are also called type C0 codes.

DIAGNOSTIC TROUBLE CODE PRIORITY CARB has also mandated that all diagnostic
trouble codes (DTCs) be stored according to individual priority. DTCs with a higher priority
overwrite those with a lower priority. The OBD-II System DTC Priority is listed below.

 Priority 0—Non-emission-related codes

 Priority 1—One-trip failure of two-trip fault for non-fuel, non-misfire codes
 Priority 2—One-trip failure of two-trip fault for fuel or misfire codes
 Priority 3—Two-trip failure or matured fault of non-fuel, non-misfire codes
  Priority 4—Two-trip failure or matured fault for fuel or misfire codes

OBD-II FREEZE-FRAME

To assist the service technician, OBD II requires the computer to take a ―snapshot‖ or freeze-
frame of all data at the instant an emission related DTC is set. A scan tool is required to
retrieve this data.

Freeze-frame items include:

_ Calculated load value

_ Engine speed (RPM)
_ Short-term and long-term fuel trim percent
_ Fuel system pressure (on some vehicles)
_ Vehicle speed (mph)
_ Engine coolant temperature
_ Intake manifold pressure
_ Closed-open-loop status
_ Fault code that triggered the freeze-frame
_ If a misfire code is set, identify which cylinder is misfiring
A DTC should not be cleared from the vehicle computer memory unless the fault has been
corrected and the technician is so directed by the diagnostic procedure. If the problem that
caused the DTC to be set has been corrected, the computer will automatically clear the DTC
after 40 consecutive warm-up cycles with no further faults detected. It requires 80 warm-up
cycles to erase the pending fault if similar conditions cannot be met. The codes can also be
erased by using a scan tool.

PENDING Under some situations the PCM will not run a monitor if the MIL is illuminated
and a fault is stored from another monitor. In these situations, the PCM postpones monitors
pending a resolution of the original fault. The PCM does not run the test until the problem is
remedied. For example, when the MIL is illuminated for an oxygen sensor fault, the PCM
does not run the catalyst monitor until the oxygen sensor fault is remedied. Since the catalyst
monitor is based on signals from the oxygen sensor, running the test would produce
inaccurate results.

PCM TESTS

RATIONALITY TEST While input signals to the PCM are constantly being monitored for
electrical opens and shorts, they are also tested for rationality. This means that the input
signal is compared PCM against other inputs and information to see if it makes sense under
the current conditions.

PCM sensor inputs that are checked for rationality include:

_
MAP sensor _ O 2 sensor
_ ECT _ Power steering switch
_ Camshaft position sensor (CMP) _ O 2 sensor heater
_ VS sensor _ Engine controller
_ Crankshaft position sensor (CKP) _ Brake switch
_ IAT sensor _ P/N switch (range switch)
_ TP sensor _ Transmission controls
_ Ambient air temperature sensor

FUNCTIONALITY TEST A functionality test refers to PCM inputs checking the operation
of the outputs.

Example:

PCM commands the IAC open; expected _ EVAP purge vent solenoid
change in engine _ Cooling fan
RPM is not seen _ Idle air control solenoid
IAC 60 counts _ Ignition control system
RPM 700 RPM _ Transmission torque converter clutch
PCM outputs that are checked for solenoid
functionality include: _ Transmission shift solenoids (A, B, 1–2,
_ EVAP canister purge solenoid etc.)
ELECTRICAL TEST Refers to the PCM check of both input and outputs for the following:

 Open
 Shorts
 Ground

4 CHECK FOR TECHNICAL SERVICE BULLETINS (TSBs)

Check for corrections or repair procedures in technical service bulletins (TSBs) that match
the symptoms. According to studies performed by automobile manufacturers, as many as
30% of vehicles can be repaired following the information, suggestions, or replacement parts
found in a service bulletin. DTCs must be known before searching for service bulletins,
because bulletins often include information on solving problems that involve a stored
diagnostic trouble code.

5 LOOK CAREFULLY AT SCAN TOOL DATA

Vehicle manufacturers have been giving the technician more and more data on a scan tool
connected to the data link connector (DLC).
Beginning technicians are often observed scrolling through scan data without a real clue
about what they are looking for. When asked, they usually reply that they are looking for
something unusual, as if the screen will flash a big message ―LOOK HERE—THIS IS NOT
CORRECT.‖ That statement does not appear on scan tool displays. The best way to look at
scan data is in a definite sequence and with specific, selected bits of data that can tell the
most about the operation of the engine, such as the following:
_ Engine coolant temperature (ECT) is the same as intake air temperature (IAT) after the
vehicle sits for several hours.
_ Idle air control (IAC) valve is being commanded to an acceptable range.
Oxygen sensor (O 2 S) is operating properly:
1. Readings below 200 mV at times
2. Readings above 800 mV at times
3. Rapid transitions between rich and lean

6 NARROW THE PROBLEM TO A SYSTEM OR CYLINDER

By performing the instrumental test for narrowing the focus.
Narrowing the focus to a system or individual cylinder is the hardest part of the entire
diagnostic process.
 Perform a cylinder power balance test.
 If a weak cylinder is detected, perform a compression and a cylinder leakage test to
determine the probable cause.
 Using digital multimeter for resistance test ,voltage drop test, current draw test
 Perform scoop test to se the wave form of solenoids, sensors
3. Evaluate the evidence

Analysis of results
This is the part where you should comment on the results obtained. For example, if say a fuel
consumption test was carried out on two vehicles, a graph comparing one result to the other
may be appropriate. Comments should be added if necessary, such as any anomaly that could
have affected the results (change of wind direction for
example).

7 REPAIR THE PROBLEM AND DETERMINE THE ROOT CAUSE

The repair or part replacement must be performed following vehicle manufacturer’s

recommendations and be certain that the root cause of the problem has been found. Also
follow the manufacturer’s recommended repair procedures and methods.

8 VERIFY THE REPAIR AND CLEAR ANY STORED DTCs

_ Test drive to verify that the original problem (concern) is fixed.

_ Verify that no additional problems have occurred during the repair process.

_ Check for and then clear all diagnostic trouble codes. (This step ensures that the computer
will not make any changes based on a stored DTC, but should not be performed if the vehicle
is going to be tested for emissions because all of the monitors will need to be run and pass.)

_ Return the vehicle to the customer and double-check the following:

1. The vehicle is clean.

2. The radio is turned off.

3. The clock is set to the right time and the radio stations have been restored if the battery was
disconnected during the repair procedure.

6.4 Scan tools

Scan tools are the workhorse for any diagnostic work on all vehicles. Scan tools can be
divided into two basic groups:

1. Factory scan tools. These are the scan tools required by all dealers that sell and service the
brand of vehicle. Examples of factory scan tools include:

_ General Motors —Tech 2.

_ Ford —New Generation Star (NGS) and IDS (Integrated Diagnostic Software).

_ Chrysler —DRB-III or Star Scan (CAN-equipped vehicles)

_ Honda —HDS or Master Tech

_ Toyota —Master Tech

All factory scan tools are designed to provide bidirectional capability which allows the
service technician the opportunity to operate components using the scan tool thereby
confirming that the component is able to work when commanded. Also all factory scan tools
are capable of displaying all factory parameters.

2. Aftermarket scan tools. These scan tools are designed to function on more than one brand
of vehicle. Examples of aftermarket scan tools include:

_ Snap-on (various models including the MT2500 and Modis)

_ OTC (various models including Pegasus, Genisys and Task Master)

_ AutoEnginuity and other programs that use a laptop or handheld computer for the display

While many aftermarket scan tools can display most if not all of the parameters of the factory
scan tool, there can be a difference when trying to troubleshoot some faults

6.5 FLASH CODE RETRIEVAL ON OBD-I GENERAL MOTORS VEHICLES

Most General Motors diagnostic trouble codes can be retrieved by using a metal tool and
contacting terminals A and B of the 12-pin DLC.. This method is called flash code retrieval
because the MIL will flash to indicate diagnostic trouble codes. The steps are as follows:

1. Turn the ignition switch to on (engine off). The ―check engine‖ light or ―service engine
soon‖ light should be on. If the amber malfunction indicator light (MIL) is not on, a problem
exists within the light circuit.
2. Connect terminals A and B at the DLC.

3. Observe the MIL. A code 12 (one flash, then a pause, then two flashes) reveals that there is
no engine speed indication to the computer. Because the engine is not running, this simply
indicates that the computer diagnostic system is workingcorrectly.

4. After code 12 is displayed three times, the MIL will flash any other stored DTCs in
numeric order starting with the lowest number code. If only code 12 is displayed another
three times, the computer has not detected any other faults.

NOTE: Trouble codes can vary according to year, make, model, and engine. Always consult
the service literature or service manual for the exact vehicle being serviced. Check service
information for the meaning and recommended steps to follow if a diagnostic trouble code is
retrieved.

6.6 The PCM can be reset or cleared

The PCM can be reset or cleared of previously set DTCs and freezeframe data in the
following ways:

1. Driving the Vehicle. Drive the vehicle under similar conditions that were present when the
fault occurred. If the conditions are similar and the PCM performed the non-contiguous
monitor test and it passed three times, then the PCM will extinguish the MIL. This is the
method preferred by most vehicle manufacturers, however, this method could be time
consuming. If three passes cannot be achieved, the owner of the vehicle will have to be told
that even though the check engine light (MIL) is on, the problem has been corrected and the
MIL should go out in a few days of normal driving.

2. Clear DTCs Using a Scan Tool. A scan tool can be used to clear the diagnostic trouble
code (DTC), which will also delete all of the freeze-frame data. The advantage of using a
scan tool is that the check engine (MIL) will be out and the customer will be happy that the
problem (MIL on) has been corrected. Do not use a scan tool to clear a DTC if the vehicle is
going to be checked soon at a test station for state-mandated emission tests.

3. Battery Disconnect. Disconnecting the negative battery cable will clear the DTCs and
freeze-frame on many vehicles but not all. Besides clearing the DTCs, disconnecting the
battery for about 20 minutes will also erase radio station presets and other memory items in
many cases. Most vehicle manufacturers donot recommend that the battery be disconnected
to clear DTCs and it may not work on some vehicles.