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Scan Tools and Engine Performance Diagnosis

Scan tools

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shelmer carigaba
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158 views16 pages

Scan Tools and Engine Performance Diagnosis

Scan tools

Uploaded by

shelmer carigaba
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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SCAN TOOLS AND ENGINE HOU em eVe i sd bs) FIGURE 88-1 A tumnelis one way to visualize the dlagnostc proc- ess. The purpose isto narrow the possible causes of a concer Until the root eaves ie determined and corrected. bes ead EC ite dtd Ite impertant thet all automotive eorvice techniclane knew how to diagnose anc troubleshoot engine computer systems. The dagnos- tic process is @ strategy that eliminates known-good components or eyetams inorder to find the roct cause of automotive engine pr- formarce problems, All vehicle manufacturers recommend a diag- nostic procedure, and the plan suggestedin this chapter combines most of the features of these plans plus additional steps developed over years of real-world problem solvng. Many diferent things.can cause an engine performance prob- lem or concer, The sorvice technician hes to narrow the passibil- ties to find the cause ofthe problem and correct tA funnel is away of visualizing a diagnostic procedure. @ SEE FIGURE 8-1. At the wie top are the symptoms of the problem; the funnel narrows as possible causes are elminated until the root cause is foundand.cor- rected at the bottom of the funnel All problem diagnosis deals with sympioms that could be the resut of many different causes. The wide range of possible salu- tions must be narrowed to the most lkaly and these must aventu- ally be further narrowed to the actual cause. The folbwing section describes eicht steps the service technician can take to narrow the peesibilties to one cause, STEP 1 VERIFY THE PROBLEM (CONCERN) Before a minute is spent on diagnosis, be certainthat a problem exist. Ifthe problem cannot be verified, t cannot be solved or tested to verify that the repair wae completo. @ SEE FIGURE 8-2. FIGURE 88-2 Step #1 isto verity the customer concem or problem, Ifthe problem cannot be verfied, then the repair cannotbe verfied. ‘The rer ofthe vehicle knows muchaboutthe vehicleand how itis chiven. Before diagnosis, avaays ask the following questions: «= ts he mafunction Indicator light (check engine) on? ‘= What was the tomporature outside? = Was the engine warm or cold? «= Was the problem durirg startng, acceleration, cruise, or ‘some other condition? "= How far had the vehicle been driven? = Were any dash warning lights on? Ifs0, which ono(e)? Has there been any service o repair work performed on the vehicle lately? NOTE: This last question is very important. Many engine per= formance faults are often the result of something being knocked loose or 2 hose falling off during repair work. Knowing that the vehicle was just serviced before the problem began may be an indicator as to where to look for the solution to a problem. After the nature and scope ofthe problem are determined, the ‘complaint should be verified before further diagnostis tests are per~ formed. A sample form that customers could fil out with detais of the problem is shown in @ FIGURE 88-3. NOTE: Bocause drivers differ, itis somotimes the best policy ‘to take the customer on the test drive to verify the concern. ‘STEP 2 PERFORM A THOROUGH VISUAL INSPECTION AND BASIG TESTS — The visual inspection is the most imoor- tant aspect of diagnosie! Most exparte agree that batween 10% ENGINE PERFORMANCE DIAGNOSIS WORKSHEET (To Be Filed Out By the Vehicle Owner) Name: Mileage: Date: Make; Mose: Year Engine: onl (Please Circle Al That Appi in All Cetegories) Describe Problem: When Did the Problem ‘*JustStarted *LastWeex + Last Month First Occur? +Other List Previous Repairs in the Last 6 Months: Starting Problems “= Will Net Crank + Cranks, but Wil Not Stat * Starts, but Takes a Long Tine Engine Quits or Stalls ‘Fight after Starting _*Wnen Putinto Gear _* During Steacy Speed Oring ‘Fight alter Vehicle Comes toa Siop *Whie Idling + During Acceleration = When Parking Peor Idling Conditions. ‘Is Too Slow atAllTimes +s Too Fasi_ + Intermttently Too Fast or Too Siow ‘IsRough or Uneven + Fluctuates Up and Down Poor Running Conditions ‘Runs Rough + Lacks Power *Bucks and Jerks + Poor Fuel Economy + Hesitales or Stumbies on Acceleration + Backlies + Mistires or Cuts Out + Engine Knocks, Pings, Rattles +Surges + Dieseling or Run-On Auto. Transmission Problems + Improper Shifting (Early/Lata) * Changes Gear Incorrectly + Vohicle Does Not Move wien in Gear * Jerks or Bucks, Usually Occurs, + Morning *Afteroon + Anytime Engine Temperature Cold + Warn +Hot Driving Conditions During Occurrence ‘= Short—Less Than 2 Milos *2-10 Mis + Long—More Than 10 Miles + Sip and Go * While Turning + Whie Braking» AtGear Engagement “= With AIC Operating *With Headlights On» During Acceleration “During Deceleration + Mostly Downhill * Mostly Uphill * Mostty Level + Mostly Gury» Rough Road Driving Habite: = Mostly City Driving *Highway = Park Vehicle Inside» Park Vehicle Outside Drive Per Day: * Less Than 10 Mies * 10-50 «More Than 50 Dash Warning Light Gasoline Used Fuel Octane: #87 +89 +01 +More Than 91 Brand! ‘Temperature when Problem +32-85" F «Below Freezing (92°F) + Above 85°F Occurs ‘Check Engine Light! ‘Light cn Sometimes * Light on Always + Light Never On ‘Smells ‘**Hot" +Gasoline + Oil Burning + Electrical Noises *Pattle *Knock + Squeak * Other FIGURE 88-2 & form that the customer should fil out if there is a driveabilty concern ‘o help the service technician more quickly find the root cause. ‘and 30% of ll engine performance problems can be found sinply Unusual ncises, smote, or smell by performing a thorough visual inspaction. The inspection should include the following: = Check for obvious problems (basics, basics, basics). FIGURE 88-4. Fuel leaks ‘Vacuum hoses that are disconnected or split Corroded connectors = Check everything that does and does not work. This step involves tuning things on and observing that everything is ‘working property (Check the air cleaner and air duct (squirrels and other small ‘animals can bulld nests or store dog food in them). @ SEE FIGURE 88-4 This is what was found when removing an air filter froma vehicle that had a lack-of-power concern. Obviously the nuts were deposited by squirrels or some other animal, blocking a lot of the airtow into theengine. SE tecH tie “Original Equipment” Is Not a Four-Letter Word To many service technicians, an criginakequioment part is considered to be only marghal and to get the really “good stuf an aftermarket (enewal market) part has to be purchased. However, many problems can be traced to the use of an aftermarket part that has failed eax in its service life. Technicians who work at dealerships usually begin the: diagnosis with an eftermarket part identified during a visual inspection. it has been their experience that simply replacing the aftermarket part with the factory original-equipment (OF) part often solves theproblem, Original equipment parts are required to pass quality and durability standards and tests at a level rot required of aftermarket parts. The technician should be aware that the presence of a new part does net necessarily mean that the partis good Look for evidence of previous repairs. Any time work is performed on a vehiole, there ie alwaye a riek that eomething will be disturbed, knocked off, or left disconnected. ‘Check oil level and condition. Another ares for visual in- ‘pection is cil lovel and condition Oil level. Oil should be to the proper level. Oil condition. Using a match or lighter, try to light the oil on, tho dipstick; ifthe oll flames up, gasoline is procont in tho ‘engine oil. Drip some engine oil from the dipstick onto the hot exhaust manfold. theoll bubbles or dolls, coolant (water) is presentin the oll. Check for grttiness by rubbing the oil between your fingers. NOTE: Gasoline in the oil will cause the engine to run Fich by drawing fuel through the positive erankease ventilation (PCV) system. "= Check coolant level and condition. Many mechanical en- ine problems are caused by overheating. The proper opera- tion of the cooling system is citica to the life of any ergine. FIGURE 88-5 Using 2 brigit ight makes seeing where the smoke is coming from easier. In this case, smoke was added to the in- ‘take manifold withthe inlet blocked with a yellow plastic cap ard smoke was seen escaping past a gasket at the idle ar cortral — ed ‘Smoke Machine Testing Vacuum (ait leaks can cause a variety of driveability problems and are often dificult to locate. One good methods to use a machine that generates a stream of ‘smoke. Connecting the outlet of the smoke machine to the hose that was removed from the vacuum brake booster allows smoke to enter the intake manifold. Any ‘vacuum oaks will be spotted by observing emoks coming out ofthe leak. @ SEE FIGURE 83-5. NOTE: Check the coolant level in the radiator only if the radiator is cool. If the radiator is hot and the radiator cap is removed, the drop in pressure above the coolant will cause the coolant to b immediately, which can ‘cause severe burns because the coolant expands explo- sively upward and outward from the radiator opening. Use the paper test. A sound engine sould produce even and steady exhaust flow at he talpipe when running, For the paper test, hold a piece of paper (even a dollar bill works) or a 8-by-5-inch card within + inch (2.5 centimeters) of the tailpipe with the engine running at idle. The paper should blow evenly ‘away from the end of the taipipe without “putting” or being drawn inward toward the end of the tailpipe. Ifthe paper is at times drawn toward the tailpipe, the valves in one or more cyl- indore could be burned. Other reasons why the paper might be drawn toward the tailpipe include the folowing 1. The engine could be misfiring because of a lean condition that could occur normally when the enghe ie cold. 2 Pulsing of the paper toward the tailpipe could also be caused by ahole in the exhaust system. Ifexhaust escapes, through a hole in the exhaust system, air cauld be drawn— inthe intervals between the exhaust putfs—trom the tailpipe to the hole in the exhaust, causing the paper to be drawn toward the tailpipe. SPARK TESTER FIGURE 88-6 A spark tester connected toa spark plug wire (coil output. A typical spark tester will onl fre i at east 25,000 volts ie available from the oo, making a epark tester a very Useful tool. Do not use one that just lights when a sparks present, because they do not require more than about 2,000 volts to light. "= Ensure adequate fue! level. Nake certain that the fuel tank is atleast one-fourth to one-half fult f the fuel levels low itis possible that any water or alcohol at the bottom of the fuel tank is more concentrated and can be dawn into the fuel system. = Check the battery voltage. The voltage of the battery shauld be at least 12.4 volts and the charging voltage (engine run- fing) 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-no:mal battery voltage can also cause the PCM problems and could cause damage to electronic modules. = Check the spark using a spark tester. Remove one spark plug wire and attach the cemoved plig wire to the sperk tester. Attach the grounding clip of the spark tester fo a good ‘clean engine ground, start or crank the engine, and observe the spark tester. @ SEE FIGURE 88-6. The spark at the spark tester should be steady and consistert. fan intermittent ‘sparkoccurs, then thls 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. NOTE: De not use a standard spark plug to check for proper ignition system voltage. An electronic ignition ‘spark tester is designed to force the spark to jump about 0.75 inch (19 mm). This amount of gap requires between 25,000 and 30,000 volts (25 to 30 kV) at atmos- pheric pressure, which is enough voltage to ensure that ‘a spark can occur under compression inside an engine. ‘= 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 ie due to ‘weak electric fuel pump or clogged fuel fitter. Checking fuel pump pressure early in the diagnostic process elminates low fuel pressure as a possibilty, STEP 3 RETRIEVE THE DIAGNOSTIC TROUBLE CODES (DTCs) I diagnostic trouble code (DTC) is present in the com- puter memory, it may be signaled by illuminating @ mafunction indicator lamp (MIL), commonly labeled “check engine" or ‘service engine soon.” @ SEE FIGURE 88-7. Any code(s) that is displayed ‘on a scan tool when the MIL is not on is called @ pending code. Becavee the MIL is not on, this indicates that the fault has not re- peated to cause the PCM to turn on the MIL. Although this penging CUSTOMER SATISFACTION e FIGURE 88-7 Step3 inthe clagnostic process is to retrieve any stored diagnostic trouble codes. code is heloful to thetectnician to know that a fauithas, in the past, been detected, further testing will be needed to find the root cause of the problem. STEP 4 CHECK FOR TECHNICAL SERVICE BULLETINS (TSBs) Check for corrections or repair procedures in techni- ccal service bulletins (TSBs) that match the symptoms. @ SEE FIGURE 88-8. According to studies performed by automobile manufacturers, as many as 30% of vehicles can be repaired follow- ing the information, suggestiens, 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 troublecode. ‘STEP 5 LOOK CAREFULLY ATSCAN TOOLDATA veticie manutactuers nave been giving the technician moe and more data cn a scan tool connected to the data link connector (DLC). @ SEE FIGURE 88-9. Begiming technicians are often cbserved ‘scrolling through scan data without a real clie about what they are looking for. When asked, they usualy reply that they ae looking for ‘something unusual, as if the screen will lasha big message “LOOK HERE—THIS IS NOT CORRECT.” That statement does not appear ‘01 scan too! displays. The best way to look at scan datas in a defi- rite sequence and with spectic, 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. * ldlo aie cortrol (AC) valve is boing commanded te an accopt- able range. FIGURE 88-8 Ater checking for stored diagnostic trouble codes (DTCs), the wise technician checks service information for any tech- nical service bulletins that may relateto the vehicle being serviced. = Oxygen sensor (0,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 STEP 6 NARROW THE PROBLEM TO A SYSTEM OR CYLINDER Narrowing the focus to a system or individual cylin- deris the hardest part of the entire diagnostic process. ® Perform a cylinder power balance test. FIGURE 88-9 Looking carefully at the scan tool data s very hel {ul in locating the source of a problem. ® Ha weak oylinder ie detected, perform a compreesion and a cylinder leakage test io determine the probable cause. ‘STEP 7 REPAIR THE PROBLEM AND DETERMINE THE ROOT CAUSE The repair or part replacement must be per- formed following vehicle manufacturer's recommendations and be Ccertainthat the root cause ofthe problem has been found. Also follow the manufacturer's recommended repair procedures and methods. ‘STEP 8 VERIFY THE REPAIR AND CLEAR ANY STORED DTCs @ SEEFIGURE 88-10. ® Test drive to verity 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 bbased on a stored DTC, but should not be performed if the vehicle is going to be tested for emissions because all of the ‘monitors wil need to be run and pass) ® tum the vehicle to the customer and double-check the following 41. The vehicle is clean, 2. The radio is tuned off. 8. The clock is set to the right tine and the radio stations have been restored if the battery was disconnected during the FIGURE 88-10 Step 8 is very important. Besure that the repair procedure. customer's concern has been corrected FIGURE 88-11. A TECH 2 scan too! is the factory scantod used on General Motors vehicles. ND tech rie ‘One Test Is Worth 1,000 “Expert” Opinions Whenever any vehicle has an engine performance or riveabilty concem, certain people always say: “Sounds ikelt's a bad Injector.” “IIL bat you it's a bad computer.” “Ihad a problem just ike yours yesterday and it was a bad EGR valve.” Regardless ofthe skills and talents of those people, itis stil more accurate to perform tests on the vehicle than to rely on feelings or opinions of others whe have not ‘even seen the vehicle. Even your own opinion should not ‘sway your thinking Follow aplan, perform tests, and the test results will lead to the root cause. 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. Trese are the scan tools required by all doalers that sell and service the brand of vehicle. Examples of factory scan toois include: = General Motors—Tech 2. @ SEE FIGURE 88-11. = Ford—New Generation Star (NGS) and IDS (integrated Diagnostic Software). = Chryster—DRB-Il or Star Scan (CAN-equipped vehicles) = Honda—HDS or Master Tech = Toyota—Master Tech All factory scan todls are designed to provide bidirectional capebilty which allows the senice technician the opportunity to operate components using the scan tool thereby conftm- ing that the componert is able to work when commanded. Also all factory scan tools are capable of displaying allfaciory parameters. FIGURE 88-12 Some scan tools use pocket PCs which make it very convenient touse, 2. Aftermarket scan tools. These scan tools are designed to function on more than one brand of vehide. Examples of after- market ooan toole include: = Snop-on (various modsle including the MT2500 and Mods) = OTC (various models inckiding Pegasus. Genisys and Task Master) ® AutoEnginuity and other programs that use alaptop or handheld compute: for the display ‘While many aftermarket scan toals can display mast i not allot the parameters ofthe factory scan tock, there can be a diference when {tying to traubleshoot some faults. @ SEE FIGURE 88-12. RETRIEVAL OF DIAGNOSTIC INFORMATION To retrieve diagnostic information from the powertrain control module (PCM), a scan tod is needed. Ifa factory 0: factorytevel ‘scan tool is used, then al of the data can be retrieved. ta global (generic) only type scan tools used, only the emissions related deta Can be retioved. To retrieve diagnostic information fom the PCM, use the folowing steps: STE 1 STE 2 Locate and gain access to the data link connector (DLC) Connect the scan tocl to the DLC and establish ‘communication. NOTE: if no communication is established, follow the vehicle manufacturer's specified instructions. STEP 3. Fellow the on-screen instructions of the scan teol tb cor- rectly identity the vehicle. Observe the scan data, as well as any diagnostic trouble codes. STEP 4 STEP 5 Fellow vehicle manufacturer's instructions if any DTCs are stored. Ifno DTCs ate stored, compare all sensor values. with a factory acceptable range chat to see f any sensor values are out-of-range. Parameter Identification (PID) Engine ldling/Radiator Hose Hot/Clesed Throttle/ Park or Neutral/Closed Loop/Accessories Of ‘Brake Pedal Released 3K Crank Sensor RPM vares 24x Grank Sensor RPM vares Actual EGR Percent o Position BARO kPaNots 65-110 kPay 35-45Vots CMP Sensor YesiNo Yes Signal Present Commanded onvott on Fuel Pump Oycles of Misfre Counts 0-99 Data Dested EGR Percent ° Position ect “ore vares EGR Duty Gycle Percent ° Enghe Run Time Hr: Min: See vares EVAP Ganister. Percent Low ang Varying Purge EVAP Fault No Fauly No Faut History Exovee Vacuum/ Purge Valve Leak’ ‘Small Leak/ Weak Vacuum Fuel Tank Inches of HO/ Varies Pressure Volts HOS Sensor! —-Ready/Mlot Ready Ready HOS Sensor 1 Mlvolts 0-1,000 and Varying HOS Sensor 2 Mlvolts 01,000 and Varying HOSXCounts Counts Varies IAC Position Counts 15-25 preferred aT “ore Varies Knock Retard Degrees ° Long Term FT Percent O10 MAF Grams persecond 37 MAF Frequency Hz 1,200-3,000 (depends on atiude andengineload) Map kPaNots 20-46 Pay 075-2 Valts (depends on atitude) Counts ° Counts ° Percent O10 Star Up ECT “ore Varies ‘Start Up IAT “ore Varies Total Misfire Counts ° Current Count Total Misfire ‘Counts 0 Failures Total Misfire Counts ° Passes TP Angle Percent ° TP Sensor Votts 0200.74 Venice Speed MPHIKnvh ° ‘Net: View te PID accen on te scanne lust Gaemining Fa pow occuring athepresent tine mR CS USING DIAGNOSTIC BUCA) Pinning down causes of the aciual problem can be accomplished bby trying to set the opposits code. For example, # 2 code indi- cates an open throttle position (TP) sensor (hich resistance). clear the code and create a shorted (ow-resistance) condtion. This can beaccomplished by using ajumper wire and connecting the signal terminal to the 5-~roltreference terminal. This should set ¢ diagnes- tictrowle code. * Ifthe opposite cove sets, this indicates thatthe wiing ‘and connector forthe sensor is okay andthe sercor toe is detective open) «Ifthe same code sets, this indicates tha! the wing or

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