Student Reference2

70-1831-S
Module 3: Engine Performance

Section 1: Ignition Systems
Automotive Technology Curriculum
2005 Edition Student Reference
ENGINE PERFORMANCE: IGNITION SYSTEMS

Automotive Technology Module 3: Engine Performance Section 1: Ignition Systems Student Reference
Technical Consultant: Robin Ferguson
Project Coordinator: Erica Kassel
Graphic Artists: Chris Benedict Jacqueline Craig
Produced by the Instructional Materials Laboratory 1400 Rock Quarry Center University of Missouri-Columbia Columbia, MO 65211 (800) 669-2465 http://www.iml.missouri.edu 2005 Edition Catalog no. 70-1831-S 2005. The Curators of the University of Missouri. All Rights Reserved.
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AUTOMOTIVE TECHNOLOGY
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ACKNOWLEDGMENTS
The 2005 revision of Engine Performance: Ignition Systems represents the Instructional Materials Laboratorys commitment to the continual improvement of the Automotive Technology Curriculum. Engine Performance: Ignition Systems is the first section of the third module in the nine-module series. The other modules are as follows: Module Module Module Module Module Module Module Module Module Module 1 2 3 3 4 5 6 7 8 9 Introduction to Automotive Technology Electrical Systems Engine Performance, Section 2: Fuel and Exhaust Systems Engine Performance, Section 3: Emission Control Systems Engine Repair Steering and Suspension Systems Brakes Manual Drive Train and Axles Automatic Transmissions and Transaxles Heating and Air Conditioning
All modules are based on the National Automotive Technicians Education Foundation (NATEF) task list. For years the National Institute for Automotive Service Excellence (ASE) has set the professional standards for automotive technicians. A strong NATEF orientation makes the nine curriculum guides an effective tool for preparing students to enter the technologically advanced field of automotive technology. IML gratefully acknowledges the important contribution of the advisory committee: Roger Donovan, Illinois Central College, East Peoria, IL Robin Ferguson, Kirksville Vocational Technical School, Kirksville, MO Sam Jeanrenaud, Lees Summit, MO Keith Kendrick, John A. Logan College, Carterville, IL Steve Reese, Lewis and Clark Vocational Technical School, St. Charles, MO Ron Tuetken, Lewis and Clark Community College, Godfrey, IL John Walker, Hannibal Area Vocational Technical School, Hannibal, MO Rodney Wolken, Eldon Career Center, Eldon, MO
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TABLE OF CONTENTS
Introduction ................................................................................................................i Title Page .............................................................................................. i Acknowledgments ............................................................................ iii Components ......................................................................................vii References ........................................................................................ viii Unit I Introduction to Ignition Systems .............................................. S 1 Lesson 1: Overview of Ignition Systems ................................... S 5 Unit II General Engine Diagnosis ....................................................... S 11 Lesson 1: Performing Preliminary Engine Diagnosis ........... S 15 Lesson 2: Performing Engine Diagnostic Tests ..................... S 23 Lesson 3: Performing Engine System Diagnostic Tests ........ S 37 Unit III Computerized Engine Controls Diagnosis and Repair .... S 55 Lesson 1: Introduction to Computerized Engine Controls ......................................................................................... S 59 Lesson 2: On-Board Diagnostics and Driveability ............... S 75 Lesson 3: Test and Service Computerized Engine Control Components ................................................................... S 85 Unit IV Distributor Ignition (DI) Systems ........................................ S 113 Lesson 1: Overview and Theory of Distributor Ignition Systems ......................................................................... S 117 Lesson 2: Diagnosing and Servicing Distributor Ignition Systems ......................................................................... S 125 Unit V Electronic Ignition (EI) Systems ........................................... S 145 Lesson 1: Overview and Theory of Electronic Ignition Systems ......................................................................... S 149 v
Lesson 2: Diagnosing and Servicing Electronic Ignition Systems ......................................................................... S 155 Unit VI Engine Related Service ........................................................... S 163 Lesson 1: Engine Related Service ........................................... S 167 Lesson 2: Oxyfuel Heating and Cutting ............................... S 183
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COMPONENTS
I. Objectives Each unit is based on objectives that state the measurable unit and specific behavioral or performance objectives that the student is expected to achieve. Because the objectives of the unit provide direction for the teaching-learning process, the teacher and student need a common understanding of the intent of the objectives. Information sheets Presented in outline format, the information sheets provide content essential for meeting the cognitive (knowledge) objectives in the unit. The student should study the information sheets before any class discussion or completion of the assignment sheets. The corresponding student reference page numbers appear in the upper right- hand corner of the Instructor Guide.
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III. Assignment Sheets The assignment sheets allow the student to respond to cognitive questions in writing. IV. Job Sheets The job sheets are designed to guide the student through various key tasks and provide a means for the instructor to evaluate a student's performance of the task. V. Unit Tests The unit tests evaluate the students knowledge of the material.
VI. Priority Item Crosswalk Chart This chart cross-references the job sheets to the NATEF task list. A listing of the required percentages of a P-1, P-2, or P-3 item covered by the curriculum is also provided. VII. Student Workbook and Student Test Packet Tracking Sheets These provide the instructor with an effective way to track student progress on the assignment sheets, job sheets, and unit tests.
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REFERENCES
ALLDATA. www.alldata.com. Automotive Excellence. Vol. 2. Peoria, IL: Glencoe/McGraw-Hill, 2001. Dictionary of Automotive Terms. www.motorera.com/dictionary/cardic.htm. Dodge. www.dodge.com. Duffy, James E. Modern Automotive Technology. Tinley Park, IL: The Goodheart-Willcox Company, Inc., 2004. Erjavec, Jack. Automotive Technology: A Systems Approach. 3rd ed. Albany, NY: Delmar Thomson Learning, 2000. Ford Motor Company. www.ford.com. General Motors. www.gm.com. How Stuff Works. www.auto.howstuffworks.com. Mello, Tara Baukus. Diesel Developments. www.edmunds.com. National Automotive Technicians Education Foundation (NATEF). www.natef.org. National Highway Traffic Safety Administration. Department of Transportation. www.nhtsa.dot.gov. National Institute for Automotive Service Excellence (ASE). www.asecert.org. National Renewable Energy Laboratory. www.nrel.gov/vehiclesandfuels/ hev/basics.html. Tobolt, William K, Larry Johnson, and W. Scott Gauthier. Automotive Encyclopedia. Tinley Park, IL: The Goodheart-Willcox Company, Inc., 2000. United States Environmental Protection Agency. www.epa.gov.
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UNIT I: INTRODUCTION TO IGNITION SYSTEMS CONTENTS OF THIS UNIT
I. II. Unit objective Lesson plan A. Lesson 1: Overview of Ignition Systems 1. III. Unit I Test Information outline
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UNIT I: INTRODUCTION TO IGNITION SYSTEMS UNIT OBJECTIVE
After completing this unit, students should be able to discuss basic ignition systems. Students will demonstrate mastery of the material by achieving a score of on the Unit I Test.
SPECIFIC OBJECTIVES
After completing the lesson in this unit, students should be able to: Lesson 1 I. II. III. Explain the purpose of ignition systems. Identify the types of ignition systems. Identify the basic components of ignition systems.
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UNIT I: INTRODUCTION TO IGNITION SYSTEMS LESSON 1: OVERVIEW OF IGNITION SYSTEMS
I. Purpose of ignition systems A. Ignition systems must perform six basic functions. 1. 2. 3. 4. 5. Ignition systems turn the engine on and off. Ignition systems operate using voltage from the battery or alternator. Ignition systems produce high voltage at the spark plug electrodes to being the ignition process. Ignition systems fire each spark plug at the proper time. Ignition systems time the spark so that it occurs on the compression stroke when the piston nears the top of its travel, or top dead center (TDC). Ignition systems control spark timing based on changes in engine load and other conditions.
6. B.
The basic operation of the four-stroke cycle engine helps make it easier to understand the operation of the ignition system. 1. 2. 3. The up-and-down movement of the piston turns the crankshaft. The crankshaft transfers its movement to the transmission/ transaxle. The transmission/transaxle transfers movement to the wheels.
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4. To move the crankshaft, each of the pistons moves through the four-stroke cycle, which includes the intake stroke, compression stroke, power stroke, and exhaust stroke.
a.
During the intake stroke, the camshaft opens the intake valve as the piston moves down in the cylinder. The area of low pressure created by the downward movement of the piston causes the air/fuel mixture to enter the cylinder. Atmospheric pressure forces the air/fuel mixture past the intake valve and into the cylinder. During the compression stroke, the rotation of the camshaft closes the intake valve. The piston moves upward in the cylinder as the crankshaft rotates, compressing the air/fuel mixture. Near the end of this stroke and slightly before the piston reaches TDC, the spark plug fires and ignites the air/fuel mixture. During the power stroke, the air/fuel mixture explodes. The force created by the explosion causes the piston to move downward in the cylinder and power is applied to the crankshaft. During the exhaust stroke, the piston again moves upward with the exhaust valve open. This piston movement forces the spent exhaust gases past the open exhaust valve. This cycle is repeated several thousand times a minute during normal driving. S6
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II. Types of ignition systems A. Distributor ignition (DI, old terms HEI, Duraspark, TFI) systems use a distributor to direct current from the ignition coil to the spark plug in each individual cylinder. The three types of DI systems are breaker point, solid-state, and computerized. 1. Breaker point systems use breaker points, or contact points, to disrupt current to the coil primary. NOTE: Break point systems were one of the first DI systems. a. The breaker points, in which one is moveable and the other one is permanent, are held together by spring tension. Current moves through these points to the ignition coil primary. The system uses a multi-lobed distributor shaft driven by the engine crankshaft. The shaft lobes rub against the moveable point and cause it to separate from the permanent point. This disrupts current to the ignition coil primary.
b.
2.
Solid-state systems use an ignition control module to disrupt current to the ignition coil primary. NOTE: Solid-state systems replaced breaker point systems. a. The main component in the ignition control module is the transistor that switches the current to the ignition coil primary on and off. A signal from an electronic sensor activates the transistor.
b. 3.
In computerized systems, the powertrain control module (PCM) works with the ignition control module to switch the current to the ignition coil on and off. NOTE: Computerized systems replaced solid-state systems. a. The PCM uses input from electronic sensors located on either the crankshaft or the distributor shaft to tell the ignition control module when to turn the ignition coil primary on and off. Other sensors work with the PCM to provide even more precise control.
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B. Electronic ignition (EI, old terms DIS, C3I, EDIS) systems do not use a distributor to direct voltage to the individual spark plugs. Instead, they use one ignition coil for every two cylinders (wastedspark) or one ignition coil for each cylinder (unit ignition). The PCM advances and retards timing electronically. NOTE: Most of todays vehicles have EI systems. These systems allow for efficient operation and minimal maintenance by using electronics to control electrical current flow. 1. A wasted-spark system uses one ignition coil for every two cylinders. Each ignition coil serves two cylinders that are opposite each other in the firing sequence. When the ignition coil fires, a spark is delivered simultaneously to both cylinders. a. b. The ignition coil delivers the spark to one cylinder when its piston is near the top of the compression stroke. The ignition coil delivers another spark to the other cylinder when its piston is in the exhaust stroke. This spark does not ignite the air/fuel mixture, which is why the system is referred to as a wasted-spark system.
2.
A unit ignition system uses one ignition coil for each cylinder. a. b. Each ignition coil fires sequentially and only on the power stroke of the appropriate cylinder. Smaller ignition coils are used because firing occurs less frequently than with a wasted-spark or DI system.
III.
Basic components of ignition systems A. B. C. D. E. The battery provides power to the ignition system. The ignition switch is mounted on the steering column or dash and allows the driver to turn the ignition system and engine on and off. The ignition coil produces the high voltage necessary to create a spark. The spark plugs create a spark at their tip to ignite the air/fuel mixture in the cylinder. The ignition system wires connect all the ignition components.
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NOTE: DI systems use a distributor, distributor cap, and distributor rotor. NOTE: EI systems use various electronic sensors to send signals to the PCM.
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UNIT II: GENERAL ENGINE DIAGNOSIS CONTENTS OF THIS UNIT
I. II. Unit objective Lesson plans A. Lesson 1: Performing Preliminary Engine Diagnosis 1. 2. Information outline Job sheets a. b. c. B. JS1-L1-UII: Complete a Work Order with Concern, Cause, and Correction JS2-L1-UII: Identify and Interpret Engine Performance Concern JS3-L1-UII: Perform a Preliminary Engine Inspection
Lesson 2: Performing Engine Diagnostic Tests 1. 2. Information outline Job sheets a. b. c. d. e. JS1-L2-UII: Perform Engine Absolute Manifold Pressure Tests JS2-L2-UII: Perform a Cylinder Power Balance Test JS3-L2-UII: Perform Cranking Engine Cylinder Compression Tests JS4-L2-UII: Perform a Running Engine Cylinder Compression Test JS5-L2-UII: Perform a Cylinder Leakage Test
C.
Lesson 3: Performing Engine System Diagnostic Tests 1. Information outline
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2. Job sheets a. b. c. d. e. f. III. Unit II Test JS1-L3-UII: Perform Engine System Diagnostic Tests Using an Oscilloscope JS2-L3-UII: Perform an Exhaust Gas Diagnostic Test JS3-L3-UII: Verify Engine Operating Temperature JS4-L3-UII: Inspect, Test, and Service the Cooling System JS5-L3-UII: Drain, Flush, and Refill the Cooling System JS6-L3-UII: Verify Correct Camshaft Timing
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UNIT II: GENERAL ENGINE DIAGNOSIS UNIT OBJECTIVE
After completing this unit, students should be able to perform general engine diagnosis. Students will demonstrate mastery of the material by successfully performing specific tasks on the job sheets and achieving a score of on the Unit II Test.
SPECIFIC OBJECTIVES
After completing the lessons in this unit, students should be able to: Lesson 1 I. II. III. IV. Identify the functions and components of a work order. Explain the procedures for verifying a customers engine performance concern. Explain the procedures for performing a preliminary engine inspection. Demonstrate the ability to: A. B. C. Lesson 2 I. II. III. IV. V. Explain the procedures for performing engine absolute (vacuum/boost) manifold pressure tests. Explain the procedures for performing a cylinder power balance test. Explain the procedures for performing engine cylinder compression tests. Explain the procedures for performing a cylinder leakage test. Demonstrate the ability to: A. Perform engine absolute manifold pressure tests (JS1-L2-UII). Complete a work order with concern, cause, and correction (JS1-L1-UII). Identify and interpret engine performance concern (JS2-L1-UII). Perform a preliminary engine inspection (JS3-L1-UII).
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B. C. D. E. Lesson 3 I. II. III. IV. V. VI. Explain the procedures for performing engine system diagnostic tests using an oscilloscope. Explain the procedures for performing an exhaust gas diagnostic test. Explain the procedures for verifying engine operating temperature. Explain the procedures for inspecting, testing, and servicing the cooling system. Explain the procedures for verifying correct camshaft timing. Demonstrate the ability to: A. B. C. D. E. F. Perform engine system diagnostic tests using an oscilloscope (JS1-L3-UII). Perform an exhaust gas diagnostic test (JS2-L3-UII). Verify engine operating temperature (JS3-L3-UII). Inspect, test, and service the cooling system (JS4-L3-UII). Drain, flush, and refill the cooling system (JS5-L3-UII). Verify correct camshaft timing (JS6-L3-UII). Perform a cylinder power balance test (JS2-L2-UII). Perform cranking engine cylinder compression tests (JS3-L2-UII). Perform a running engine cylinder compression test (JS4-L2-UII). Perform a cylinder leakage test (JS5-L2-UII).
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UNIT II: GENERAL ENGINE DIAGNOSIS LESSON 1: PERFORMING PRELIMINARY ENGINE DIAGNOSIS
I. The automotive technician needs to be familiar with the functions and components of a work order. NOTE: See JS1-L1-UII for a sample work order. A. The work order serves several functions. 1. 2. 3. 4. 5. B. Itemizes the repairs by listing the cost of parts and labor Can be used to authorize the repair Has the necessary information on how to contact the owner and serves as documentation for future reference May also specify limited warranties and liabilities of the shop May serve as a reference for recent service history for warranty or legal purposes
A work order typically has the following components. 1. 2. 3. 4. 5. 6. 7. 8. 9. Customer name, address, and phone number (home or work with extension number) Date Invoice number Year, make, model, vehicle identification number (VIN), and mileage of the vehicle Name/initials of the service writer and technician Customer authorization signature to allow repairs Description of customer concern Vehicle service history information Related technical service bulletins (TSB)
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10. Technician's notes that includes diagnostic procedures performed, the results of diagnosis, and any important observations or remarks Component or system defect responsible for the concern Service performed to successfully correct the concern Labor procedures and costs based on the parts and labor estimation guides Outside labor procedures and costs that include if a shop sent a particular part out to another shop for repairs Listing of each part that includes name, description, and cost Sales tax, which is usually calculated on parts only Total that represents the final price that the customer will pay for all charges related to the repair
11. 12. 13. 14. 15. 16. 17. C. D.
Work orders may be handwritten or prepared by entering codes in a computer terminal and then printed. Depending on the part, the following information may be required for ordering repair parts. 1. 2. 3. 4. 5. Make, model, and model year (found on the drivers side door jamb) of the vehicle VIN Engine information that includes engine size, in cubic inches or liters, the number of cylinders, and the type of fuel system Wheelbase Number of doors
II.
Procedures for verifying a customers engine performance concern A. B. It is very important to verify the customers concern before beginning engine performance diagnosis. Have the customer describe the engine performance concern. Pay careful attention to what he or she is describing. Make sure to record what is said.
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C. Ask the customer the following series of questions. Make sure to record answers. 1. 2. 3. 4. 5. 6. D. III. When did the concern first occur? Is the malfunction indicator light on or flashing? Is the concern continuous or intermittent? What are the driving conditions when the concern occurs? Is the vehicle making any unusual noises or vibrations? What is the recent service history of the vehicle?
Based on the answers to the questions, determine the next step in the diagnostic process for the vehicle.
Procedures for performing a preliminary engine inspection A. Many engine performance problems can be traced to something simple. A preliminary engine inspection is an important part of diagnosing engine problems and saves diagnostic time. Perform a preliminary engine inspection. 1. With the engine off, inspect the installation and routing of the spark plug wires. a. b. 2. Check each wire to make sure it is securely installed on the spark plugs and distributor cap. Check the routing of the wires for contact with hot exhaust parts or moving parts.
B.
Inspect the condition of the primary wiring terminals and connectors for secure connections. Check for improperly routed or damaged wiring. Inspect the battery terminals for corrosion or looseness. Inspect the air filter for cleanliness of the elements. A dirty air filter produces an overly rich air/fuel mixture that results in poor fuel economy, poor performance, and higher-thannormal exhaust emissions.
3. 4.
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5. Inspect the drive belts for looseness or wear. Damaged drive belts can slip and cause an engine to overheat. This can also cause low alternator output that results in a no-start condition or poor performance due to low system voltage. Inspect for oil leaks on the spark plug wires and other parts. These are messy and can be a potential fire hazard. Check the coolant level. Low coolant level can cause overheating and loss of performance. NOTE: The coolant level is critical in engines controlled by computers. A slightly low coolant level may not cause engine overheating but can keep the engine coolant temperature sensor from functioning properly. 8. Inspect for coolant leaks. These can cause a misfire problem, can result in a low coolant level, and can cause engine overheating. Inspect for fuel leaks. These are a fire hazard and must be corrected. Inspect the fuel tank, fuel lines, fuel pump, and carburetor/fuel injectors for leaks. Inspect for any other leaks that may cause a problem.
6. 7.
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10. C.
Diagnose abnormal engine noises or vibrations. 1. Abnormal engine noises or vibrations indicate engine wear or damage. Different methods can be used to locate abnormal engine noises or vibrations. CAUTION: Use these methods outdoors because the vehicle must be started without exhaust ventilation equipment connected to the tailpipe. a. A stethoscope is a listening device used to find internal noises in parts. Place the stethoscope against the suspect part. The stethoscope magnifies the sound to make it clear and loud. A long screwdriver can be used in place of a stethoscope. Noises travel through the screwdriver similar to a stethoscope.
2.
b.
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c. A section of vacuum hose can be used to locate vacuum leaks and air pressure leaks. Place one end of the hose next to the ear and move the other end around the engine compartment. The hiss is loudest when the hose is near the suspect part.
3.
The following are possible sources of abnormal engine noises or vibrations. a. Rod bearing knock is a light, regular, rapping noise that occurs when the throttle is held constant and the engine is not accelerating. It is loudest after engine warm-up. Main bearing knock is similar to rod bearing knock but is slightly deeper or duller in pitch and is normally louder when the engine is under load. A worn main thrust bearing causes excess crankshaft endplay. On vehicles equipped with manual transmissions, a deep knock when applying and releasing the clutch is produced. On vehicles equipped with automatic transmissions, a single thud or knock during acceleration or deceleration is produced. Piston slap is a loud, metallic knock produced when the piston flops back and forth inside its cylinder. Piston slap is normally louder when the engine is cold and quieter as the engine reaches normal operating temperature. Piston pin knock is caused by excessive clearance between the piston pin and the pin bore in the piston. Vacuum leaks produce a high-pitched, hissing or squealing noise and are often misdiagnosed as a defective alternator, water pump, or idler pulley bearings. Vacuum leaks often change when the throttle is opened quickly or when the engine is under load. A cracked flywheel/flex plate is often misdiagnosed as rod bearing knock or main bearing knock. Exhaust leaks produce a clicking sound especially during acceleration and can be misdiagnosed as a noisy valve. Valve train noise is caused by a lack of oil to the lifters and is most noticeable at idle when oil pressure is lowest.
b.
c.
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g. h. i.
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j. An excessively loose timing chain produces a severe knocking noise when the timing chain hits the timing chain cover. This can be misdiagnosed as rod bearing knock. A overly tight timing belt produces a whining sound. Damage to timing belt covers produces a rubbing or grinding sound. When the attaching nuts or bolts on a torque converter are loose on the flex plate, the noise is most noticeable at idle or when the engine is not under load. Loose or defective drive belts produce a flopping noise that sounds similar to bearing knock. An early fuel evaporative valve produces a knocking noise especially under load. Defective engine mounts produce a clunking sound usually during acceleration. Pre-ignition produces a pinging sound caused by ignition of the air/fuel mixture before the timed spark ignition. Detonation produces a loud, audible knock caused by a violent explosion in the combustion chamber created by the uncontrolled burning of the air/fuel mixture. Secondary ignition produces a snapping or clicking sound caused by the jumping of high voltage current. Vehicle accessories, such as the power steering pump, air pump, or air conditioning compressor, produce flopping noises, grinding noises, whining noises, rattling noises, or clattering noises.
k.
l.
m. n. o. p. q.
r. s.
D.
Inspect for abnormal exhaust color, odor, and sound. NOTE: Analyzing exhaust fumes does not provide a conclusive diagnosis of the problem. It does provide direction for further diagnosis. CAUTION: The following test should be performed outdoors because it must be done without exhaust ventilation equipment connected to the tailpipe.
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1. 2. Start the engine. When the engine first starts, look for any signs of heavy black smoke and/or an uneven sound coming from the exhaust. This indicates that the choke or cold enrichment system is too rich. NOTE: Light traces of black or white smoke emitted upon start-up is normal. The white smoke is created by water vapor in the exhaust and should dissipate as the engine begins to reach normal operating temperature. 3. While the engine is at a warm idle, listen to the exhaust system. The system should sound reasonably even and steady. An uneven sound, fluttering, or popping in the exhaust may indicate a carburetor problem, ignition miss, or an internal engine problem such as a leaking valve. Raise the engine speed to 2,000 rpm and listen to the exhaust. If the exhaust sound is not smooth, the problem may be with the ignition system or internal workings of the engine. Note the exhaust color. a. With the engine at normal operating temperature, the exhaust should be colorless. NOTE: On extremely cold days, it is normal for the exhaust to have a white vapor. b. Engine coolant leaking into the combustion chamber usually causes white smoke in the exhaust. A defective cylinder head gasket, cracked cylinder head, or engine block are the most likely causes. Blue smoke is normally a sign of oil in the combustion chamber. Oil can enter the combustion chamber through worn or broken piston rings, defective valve stem seals, defective intake manifold gaskets, plugged oil return holes in the cylinder head, or a leaking automatic transmission vacuum modulator diaphragm.
4.
5.
c.
6.
Check for any unusual exhaust odor. a. White smoke from the engine coolant that leaks into the combustion chamber produces an unpleasantly sweet smell.
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b. An overly rich air/fuel mixture on vehicles equipped with a catalytic converter produces a rotten egg or sooty smell. Blue smoke produces a burning oil smell.
c. E.
Based on the preliminary engine inspection, determine the next step in the repair process. Further diagnosis and/or repairs should be included in the steps.
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UNIT II: GENERAL ENGINE DIAGNOSIS LESSON 2: PERFORMING ENGINE DIAGNOSTIC TESTS
NOTE: Testing the engines mechanical condition is required when the cause of a problem is not located during the preliminary inspection. Engine diagnostic tests are designed to locate internal engine problems. I. Procedures for performing engine absolute (vacuum/boost) manifold pressure tests A. Perform a vacuum gauge test to determine engine condition and performance. NOTE: Accurately diagnosing problems with a vacuum gauge can be difficult. Study and compare readings to diagnostic charts. 1. Connect the vacuum gauge to an intake manifold vacuum source. Connect a vacuum hose to an accessible intake manifold vacuum connector and extend it up to the vacuum gauge. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 3. 4. Start the engine and allow it to reach normal operating temperature. Observe and record the reading with the engine at idle speed. Normal idle vacuum is approximately between 18 in and 21 in. A low reading or an erratic vacuum gauge needle indicates a problem.
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5. B. Shut off the engine. Disconnect the test equipment. Disconnect the exhaust ventilation equipment.
Perform an exhaust restriction test to determine if the exhaust system is restricted or has excessive back pressure. 1. Connect the vacuum gauge to an intake manifold vacuum source. Connect a vacuum hose to an accessible intake manifold vacuum connector and extend it up to the vacuum gauge. Connect a tachometer to the engine. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 4. 5. Start the engine. Gradually accelerate the engine rpm from idle to 2,000 rpm. Observe and record the reading. Maintain the engine speed at 2,000 rpm for about 10 seconds or longer. Observe and record the reading. The vacuum gauge should hold steady or increase slightly. The vacuum reading gradually decreases if the exhaust system is restricted. Shut off the engine. Disconnect the test equipment. Disconnect the exhaust ventilation equipment.
2. 3.
6. C.
Perform a cranking vacuum test to determine if the engine is mechanically sound. 1. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 2. 3. 4. 5. Start the engine and allow it to reach normal operating temperature. Shut off the engine. Connect a vacuum gauge to a nonported vacuum source on the intake manifold. Disable the ignition system. Completely block the throttle valve so that air cannot enter.
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6. 7. 8. 9. Crank the engine. Observe and record the cranking vacuum. Disconnect the vacuum gauge. Unblock the throttle valve. Enable the ignition. Disconnect the exhaust ventilation equipment. The following are possible results for this test. a. b. Satisfactory cranking vacuum indicates a mechanically sound engine. Uneven or pulsating cranking vacuum indicates defective valves, defective piston rings, a defective head gasket, or an uneven cranking speed. Below normal cranking vacuum indicates excessive resistance in the battery cables, a defective cranking motor, or excessive mechanical drag in the engine. Uneven cranking vacuum indicates uneven compression or a defective starter. NOTE: If the cranking vacuum is uneven, perform a cranking engine cylinder compression test or a cylinder leakage test. Satisfactory engine performance cannot be obtained until existing compression or vacuum leaks are eliminated. D. II. Based on the tests, determine the necessary action to correct any problems. Include further diagnosis and/or repairs.
c.
d.
Procedures for performing a cylinder power balance test A. Perform a cylinder power balance test to determine if a cylinder is supporting its share of engine load. The purpose of the test is to compare the difference in the percentage of rpm drop. The variance between cylinders should not exceed 20%. 1. Connect the cylinder balance tester to the engine according to manufacturers procedures. NOTE: This test may also be performed using an engine analyzer or scan tool. 2. Connect a tachometer to the engine if it is not part of the cylinder balance tester.
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NOTE: The tachometer is necessary because the drop in engine rpm is viewed on the tachometer. 3. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 4. 5. 6. 7. Start the engine and allow it to reach normal operating temperature. Shut off the engine. Disconnect the oxygen sensor and unplug the exhaust gas recirculation (EGR) hose or connector. Restart the engine. Bring the engine speed to 1,000 rpm and maintain that speed. Select the cylinder shorting mode on the cylinder balance tester. Disable the idle air control on a fuel-injected engine, which is necessary because it compensates for the shorted cylinder and raises the engine rpm. Short each cylinder for the same amount of time, about 2 seconds to 3 seconds. Give the engine about 5 seconds to stabilize between each short. NOTE: All shorted cylinders should cause the rpm to drop a certain percentage. 9. Observe the tachometer for the amount of rpm drop on each cylinder. Compare the reading to the following specifications. a. b. c. A four-cylinder engine should have a 10% to 18% drop in rpm. A six-cylinder engine should have an 8% to 12% drop in rpm. An eight-cylinder engine should have a 4% to 8% drop in rpm. NOTE: All cylinders should drop about the same amount. NOTE: Check a cylinder that does not show rpm drop because this causes a cylinder to miss.
8.
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10. 11. 12. 13. III. Shut off the engine. Disconnect the test equipment. Disconnect the exhaust ventilation equipment. Reconnect the oxygen sensor and the EGR hose or connector. Clear the codes. Based on the tests, determine the necessary action to correct any problems. Include further diagnosis and/or repairs.
Procedures for performing engine cylinder compression tests A. There are two types of engine cylinder compression tests. 1. A cranking engine cylinder compression test accurately identifies leaking piston rings, leaking valves, or a blown head gasket. A running engine cylinder compression test determines volumetric efficiency.
2. B.
Volumetric efficiency is the measure of the quantity of air brought into the cylinder during various engine operating conditions. It is proportional to the airflow that is limited by the quantity that can flow past the valves and into the combustion chamber. 1. After a certain rpm, the amount of pressure in the combustion chamber starts to decrease. The amount of restriction causes reduced airflow and low compression. Volumetric efficiency is illustrated by cranking, idle, and snap acceleration compression. a. Cranking compression 1. The throttle is closed during cranking. The total airflow into the combustion chamber is limited by the quantity of air that can flow past the throttle plate and through the idle air bypass. The quantity of air entering the combustion chamber is 80% of the total capacity at wide open throttle. About 150 pounds per square inch (psi) of compression at wide open throttle can be expected.
2.
2.
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3. 4. If the throttle plate is closed during cranking, a decrease in pressure should occur. If compression does not increase when the throttle opens during a cranking engine cylinder compression test, there is a restriction in the intake or exhaust airflow.
b.
Idle compression 1. When the engine idles, the throttle position closes, but the rpm is approximately three times faster than the cranking rpm. Because the total volume of the air/fuel mixture being drawn into the cylinder is less due to the throttle position and engine rpm, the idle compression is reduced to about 100 psi. The piston moves faster than the air because of the restriction caused by the closed throttle plate. Characteristics of idle compression The air is restricted by the throttle plate. The crankshaft speed is four to five times faster than the cranking speed. There is less air entering the cylinder per engine cycle. There is typically 50 psi to 60 psi, and the gauge must be burped. If the rpm increases slowly, the pressure decreases. There are no manufacturers specifications to compare with other cylinders.
2.
3.
c.
Snap acceleration compression 1. By snap accelerating the throttle, the compression increases and the area for air movement increases about 80 times.
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2. 3. The throttle opening allows more of the air/fuel mixture into the cylinder in the same short time. The increased compression with more fuel produces increased power and causes the rpm to increase, resulting in higher running compression pressure and more power. When the throttle quickly snaps open to remove the throttle plate restriction, the readings increase to about 80% of cranking compression. A high reading indicates an exhaust restriction that is most likely caused by an exhaust valve train problem. A low reading indicates an intake restriction most likely caused by an intake valve train problem or a carboned valve.
4.
C.
There are differences between a cranking engine cylinder compression test and a running engine cylinder compression test. 1. A cranking engine cylinder compression test isolates a cylinder seal problem, and a running engine cylinder compression test shows a volumetric efficiency problem. By snapping the throttle, the airflow into the engine dramatically increases and an increase in the compression pressure occurs. It is possible to compare the series of readings with the other cylinders to isolate the best candidate for a potential volumetric efficiency problem.
2.
3.
D.
There are variables that affect a running engine cylinder compression test. 1. The compression relationship on a running engine is about 60 psi at idle and about 40 psi when accelerating to 1,500 rpm. The throttle position and engine rpm restrict the amount of air that can enter the cylinder when compared to idle rpm. With the engine running, the piston moves faster than the airflow into the cylinder through the small passage created by the closed throttle plate.
2.
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3. Similar to a slow-crank condition, the cylinder is not as full of air as it can be. This results in the running compression being less than cranking compression. Because the piston moves much faster in running compression, the normal cylinder seal leakage and heat loss to the cylinder walls are reduced to almost nothing. The result is higher compression temperature and a spark that easily ignites the air/fuel mixture.
4.
E.
Perform cranking engine cylinder compression tests. 1. Perform a cranking engine cylinder compression test with the throttle closed. a. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. b. c. d. e. f. g. Start the engine and allow it to reach normal operating temperature. Shut off the engine. Disable the ignition and fuel systems. Remove the air filter. Use compressed air to blow debris away from the spark plugs. Remove the spark plugs. Install the compression gauge in one cylinder.
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h. Crank the engine at least four compression strokes. If the engine cranks slowly, the readings are not accurate. Charge the battery. Then, test the battery, starting, and charging systems. It may be necessary to keep a battery charger on the battery to perform this test. Observe the compression gauge. Record the readings of the first puff and at the highest point. Repeat the procedure for each cylinder. Remove the compression gauge. Reinstall the air filter and spark plugs. Enable the ignition and fuel systems. Disconnect the exhaust ventilation equipment.
i. j. k.
2.
Perform a cranking engine cylinder compression test with the throttle open. a. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. b. c. d. e. f. g. h. i. Start the engine and allow it to reach normal operating temperature. Shut off the engine. Disable the ignition and fuel systems. Remove the air filter. Block the throttle valve to the wide open position. Use compressed air to blow debris away from the spark plugs. Remove the spark plugs. Install the compression gauge in one cylinder. Crank the engine at least four compression strokes. If the engine cranks slowly, the readings are not accurate. Charge the battery. Then, test the battery, starting, and charging systems. It may be necessary to keep a battery charger on the battery to perform this test.
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j. k. l. m. Observe the compression gauge. Record the readings of the first puff and at the highest point. Repeat the procedure for each cylinder. Unblock the throttle valve. Remove the compression gauge. Reinstall the air filter and spark plugs. Enable the ignition and fuel systems. Disconnect the exhaust ventilation equipment.
3.
Based on the tests, determine the necessary action to correct any problems. Include further diagnosis and/or repairs. a. If the first puff is low but gradually builds up to a normal reading, there could be a worn ring or cylinder wall problem. If the reading is higher than specifications or higher on one cylinder, there could be carbon buildup or a camshaft problem. If the reading remains the same on some strokes or is slow on others or if different readings occur on subsequent tests of the same cylinder, there could be a sticking valve.
b.
c.
F.
Perform a running engine cylinder compression test. 1. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 2. 3. 4. Start the engine and allow it to reach normal operating temperature. Shut off the engine. Use compressed air to blow debris away from the spark plugs. Remove one spark plug and connect a spark tester to the plug wire. Install the compression gauge in the cylinder. Start the engine and allow it to idle.
5. 6.
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7. 8. 9. 10. 11. 12. Release the compression gauge pressure. Observe and record the compression reading at idle. Slowly raise the engine speed to 1,500 rpm. Observe and record the compression reading. Return the engine speed to idle. Release the compression gauge pressure. Snap the throttle open and then closed. Observe and record the compression reading. NOTE: Attempt to open the throttle as wide as possible without increasing the engine speed because this allows more air in without increasing the rpm. 13. Repeat the procedure for each cylinder. Compare the readings to the following specifications. a. b. c. Compression at idle should be 100 psi (+/-20). Compression at 1,500 rpm should be 60 psi (+/-20). Compression when snapping the throttle open and closed should be 80% of wide open throttle cranking compression.
14. 15. 16. 17. IV.
Shut off the engine. Remove the compression gauge. Remove the spark tester and reinstall the spark plug. Disconnect the exhaust ventilation equipment. Based on the tests, determine the necessary action to correct any problems. Include further diagnosis and/or repairs.
Procedures for performing a cylinder leakage test A. Perform a cylinder leakage test to determine the amount of compression loss in a cylinder and pinpoint the source of compression leakage. 1. Connect the exhaust ventilation equipment.
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CAUTION: Be use to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Start the engine and allow it to reach normal operating temperature. Shut off the engine. Remove the air filter. Block the throttle valve to the wide open position. Use compressed air to blow debris away from the spark plugs. Remove the spark plugs. Remove the crankcase filler cap. Check the coolant level. If necessary, refill the radiator. Rotate the engine until the cylinder is at top dead center (TDC). Calibrate and connect the cylinder leakage tester according to manufacturer's procedures. Observe and record the reading. Repeat the procedure for each cylinder. Compare the readings to the following specifications. a. b. c. d. If engine condition is excellent, leakage is 0% to 4%. If engine condition is good, leakage is 5% to 9%. If engine condition is fair, leakage is 10% to 14%. If engine condition is poor, leakage is 15% to 20%.
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13. If there is excessive cylinder leakage, listen at the different points to determine the source of the leak.
Problem Component Exhaust valve Intake valve Piston rings Head gasket Cylinder head or block (may be cracked) Head gasket (leaking into cooling system)
Location to Listen or Look for Air Leak Exhaust tailpipe Throttle valve Oil filler cap or positive crankcase ventilation valve connection Spark plug hole of each cylinder Air bubbles in the radiator
14. 15. 16. 17. 18.
Disconnect the cylinder leakage tester. Unblock the throttle valve. Reinstall the air filter and spark plugs. Replace the crankcase filler cap. Disconnect the exhaust ventilation equipment. Based on the tests, determine the necessary action to correct any problems. Include further diagnosis and/or repairs.
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UNIT II: GENERAL ENGINE DIAGNOSIS LESSON 3: PERFORMING ENGINE SYSTEM DIAGNOSTIC TESTS
I. Procedures for performing engine system diagnostic tests using an oscilloscope A. An oscilloscope, or scope, displays voltage in relation to time. It produces a line on a cathode ray tube (CRT) or liquid crystal display (LCD) when connected to circuit voltage. A circuit problem can be found by comparing the line pattern to a known good pattern.
1. 2.
The display pattern, or trace, is the circuit voltage pattern. The vertical pattern represents voltage. The higher the vertical rise is, the higher the voltage is from the device being tested.
a.
Oscilloscopes have a selector for voltage scales. There are primary/secondary and high/low selector switches that result in four voltage scales. 1. 2. The primary low voltage scale has a 0 to 25 volt range. The primary high voltage scale has a 0 to 250 volt range. S 37
3. 4. 3. The secondary low voltage scale has a 0 to 25 kilovolt range. The secondary high voltage scale has a 0 to 50 kilovolt range.
The horizontal pattern represents time. Time is represented on the screen in degrees, milliseconds, or duty cycle. Dwell can actually be seen and measured on an oscilloscope.
4.
An oscilloscope requires input from at least four locations: the primary circuit, the secondary circuit, reference signal to locate sequence (usually the number 1 spark plug wire), and ground.
B.
Check for continuity when observing oscilloscope patterns. Each cylinder should be basically the same as the others. 1. A parade pattern is horizontal on the screen with the cylinder patterns side-by-side in firing order, starting with the number 1 cylinder on the left. A parade pattern allows all sections of the pattern for each cylinder to be viewed at the same time.
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2. A raster pattern has all cylinders on the screen one above the next. The firing order starts with the number 1 cylinder at the bottom of the stack and the last cylinder at the top of the stack. The advantage of the raster pattern is it measures time variations from cylinder to cylinder.
3.
The superimposed pattern stacks all patterns on top of each other to look like a single cylinder with only small variations. This pattern is used to compare spark line variations, but it cannot indicate which cylinders are at fault.
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4. In distributor ignition (DI) systems, the primary and secondary patterns show the same events, but more can usually be determined from viewing the secondary pattern. The secondary pattern is divided into three sections: the firing section, intermediate section, and dwell section.
a.
The firing section is the first section displayed on the left side of the screen. This section displays the buildup of voltage in each cylinder circuit. 1. 2. 3. The long vertical line is called the firing spike. Current flow across the spark plug electrodes and to ground is displayed. The horizontal trace from A to B is called the spark line, or firing line.
b.
The intermediate section begins when the spark plug stops firing and the remaining voltage from the coil secondary dissipates. This is referred to as coil oscillations. The dwell section is displayed last and begins with the ignition module switching on to provide current to the primary circuit. This section ends with the ignition module switching off the primary current to fire the ignition coil.
c.
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5. In electronic ignition (EI) systems, secondary oscilloscope patterns share many of the characteristics of computerized DI system patterns, but there are some unique characteristics. a. In a wasted-spark ignition system, two firing spikes are displayed. 1. A true firing shows the voltage required to cross the spark plug gap on the cylinder in its power stroke.
2.
A wasted firing shows the voltage required to cross the spark plug gap on the cylinder in its exhaust stroke.
C.
Perform engine system diagnostic tests using an oscilloscope. 1. 2. 3. Connect the oscilloscope to the engine according to manufacturers procedures. Check service information and record the engine size, dwell time, and firing order. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating the vehicle in an enclosed area. 4. 5. Start the engine and allow it to reach normal operating temperature. Check the primary raster pattern for dwell time, primary on, primary off, coil oscillations, and uneven primary off trace. Compare patterns to manufacturers specifications. Check the secondary parade pattern for even firing spikes, normal firing lines, and similarity between cylinders. Compare patterns to manufacturers specifications. NOTE: The firing spikes should be within 3 kilovolts of each other and between 5 kilovolts and 15 kilovolts in height.
6.
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7. Check the secondary raster pattern for even firing lines, primary on, dwell time, and coil oscillations. Compare patterns to manufacturers specifications. Shut off the engine and disconnect the oscilloscope. Disconnect the exhaust ventilation equipment. Based on the tests, determine necessary action to correct any problems. Include further diagnosis and/or repairs.
8. 9. II.
Procedures for performing an exhaust gas diagnostic test A. The exhaust gas analyzer measures chemical content of exhaust gases and indicates the amount of pollutants and other gases in the exhaust. This determines condition of the engine and other systems. 1. Depending on the type of exhaust gas analyzer, the technician can measure hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO2), oxygen (O2), and oxides of nitrogen (NOx). Exhaust gas analysis indicates excessive emissions resulting from problems, such as a clogged air filter, engine mechanical problems, a vacuum leak, an ignition system malfunction, an emissions control system malfunction, a fuel metering problem, and/or a computer system malfunction.
2.
B.
The three types of exhaust gas analyzers are the two-gas, four-gas, and five-gas. 1. The two-gas analyzer measures the amount of HC and CO. This analyzer is rarely used because it cannot analyze the exhaust gases on modern engines. The four-gas analyzer measures the amount of HC, CO, CO2, and O2. The five-gas analyzer measures HC, CO, CO2, O2, and NOx. This analyzer provides the most information about exhaust gases.
2. 3.
C.
Exhaust gas analyzer readings must be within specifications set by each state. Modern vehicles have stricter specifications and require lower readings than older vehicles.
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1. HC are measured in parts per million (ppm) by volume. A reading of 20 ppm means there are 20 parts of HC for every million parts of exhaust gas. a. Excessive HC in the exhaust causes a rotten egg smell. This can be caused by a fuel system malfunction, incorrect ignition timing, engine mechanical problems, an emissions control system malfunction, an ignition system malfunction, and/or a computer system malfunction.
2.
CO is measured in percentage by volume. A reading of 1.2% means that 1.2% of the engine exhaust is CO. a. A high CO reading indicates an overly rich air/fuel mixture because of incomplete burning of fuel or a lack of O2 during combustion. This can be caused by a fuel system malfunction, an emissions control system malfunction, and/or incorrect ignition timing. A low or no CO reading indicates a lean air/fuel mixture.
b. 3.
CO2 is measured in percentage by volume. The CO2 reading should typically be above 8%. a. b. CO2 is a by-product of combustion and is not toxic at low levels. Compare the CO2 and O2 readings when evaluating the exhaust gases. These readings indicate the air/fuel mixture ratio and possible exhaust leaks.
4.
O2 is measured in percentage by volume. The O2 reading typically should be between 1% and 7%. a. O2 is needed in the exhaust gases for the catalytic converter to burn the HC and CO emissions. O2 is added to the exhaust gases by the air injection system or the exhaust pulse air injection system.
5.
NOx are measured in ppm by volume and can be measured only with a five-gas analyzer. High NOx can be caused by high combustion chamber temperatures and/or an exhaust gas recirculation system malfunction. NOTE: Because NOx are toxic, many states have made exhaust testing with a five-gas analyzer mandatory. S 43
D. Perform an exhaust gas diagnostic test. 1. Connect the exhaust gas analyzer according to manufacturers procedures. NOTE: It may be necessary to block the source of air to the catalytic converter. A catalytic converter that works properly cleans the exhaust gases and makes it difficult to get an accurate reading. 2. 3. 4. 5. 6. 7. III. Turn on the exhaust gas analyzer and allow it to warm up. Zero and calibrate the exhaust gas analyzer. Start the engine and allow it to reach normal operating temperature. Check the exhaust gas analyzer readings. Compare readings to proper specifications. Shut off the engine. Disconnect the exhaust gas analyzer. Based on the test, determine necessary action to correct any problems. Include further diagnosis and/or repairs.
Procedures for verifying engine operating temperature A. Engine operating temperature is the temperature the engine coolant reaches under normal operating conditions. Engine operating temperature is typically between 180F and 210F (80C and 100C). The safest and easiest method to verify engine operating temperature is to use a noncontact infrared thermometer. 1. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 2. 3. Start the engine and allow it to run until warm. Aim the infrared thermometer at the cylinder head and measure the temperature. Compare reading to manufacturers specifications.
B.
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4. 5. C. Shut off the engine. Disconnect the exhaust ventilation equipment. Based on the test, determine necessary action to correct any problems. Include further diagnosis and/or repairs.
Verify engine operating temperature using a digital multimeter (DMM) with a temperature probe. 1. Place the temperature probe on the engine near the thermostat, on the top radiator hose, or into the coolant in the radiator (not in the overflow recovery tank). CAUTION: Be sure the temperature probe is designed to be placed in a liquid. CAUTION: Never remove a radiator cap unless the engine is sufficiently cool. Removing the radiator cap when the engine is hot can cause scalding hot coolant to be sprayed over a wide area, resulting in serious injury. 2. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 3. 4. 5. 6. Start the engine and allow it to run until warm. Monitor the temperature reading. Compare reading to manufacturers specifications. Shut off the engine. Disconnect the exhaust ventilation equipment. Based on the test, determine necessary action to correct any problems. Include further diagnosis and/or repairs.
D.
Verify engine operating temperature using a direct-read, probe-type (cooking) thermometer. 1. 2. Place the thermometer probe into the coolant in the radiator or tape the thermometer to the top radiator hose. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. S 45
3. 4. 5. 6. IV. Start the engine and allow it to run until warm. Observe the reading. Compare reading to manufacturers specifications. Shut off the engine. Disconnect the exhaust ventilation equipment. Based on the test, determine necessary action to correct any problems. Include further diagnosis and/or repairs.
Procedures for inspecting, testing, and servicing the cooling system A. Inspect the cooling system. 1. 2. 3. 4. Inspect the radiator cap for damage. Check the rubber or metal seal for cracks. Inspect the hoses for wear, holes, swollen areas, and flexibility. Inspect the outer shell of the radiator for cracks and holes. Inspect the coolant passages inside the radiator. If the coolant passages are restricted, the radiator must be sent to a specialty shop to be rodded out. Inspect the coolant recovery tank for cracks or holes.
5. B.
Pressure test the cooling system for leaks. 1. Connect a pressure tester to the radiator filler neck.
CAUTION: Never remove a radiator cap unless the engine is sufficiently cool. Removing the radiator cap when the engine is hot can cause scalding hot coolant to be sprayed over a wide area, resulting in serious injury.
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2. Pump the pressure tester until the pressure reaches the release pressure marked on the radiator cap. Check the cooling system for leaks. a. b. Check for signs of leaks at the radiator tank and cooling fins and tubes. Check for leaks from the heater core on the ground or floor under the engine and on the right front carpet in the passenger compartment. Check for leaks at the water pump drive shaft where the pulley is connected. Replace the water pump if leakage is found. Check all hoses and hose connections for leaks. Check engine and thermostat gaskets for leaks. Check engine freeze (core) plugs for leaks. Check engine oil and transmission fluid for coolant contamination.
c.
d. e. f. g. 3.
Monitor the reading for 15 minutes. Pressure should not drop more than 1 or 2 lb in a 15-minute period. A drop in pressure indicates cooling system leakage. Relieve the pressure and disconnect the pressure tester. Connect the pressure tester to the radiator cap and test the pressure release point. Replace the radiator cap if the test does not meet manufacturers specifications. Relieve the pressure and disconnect the pressure tester.
4. 5.
6. C.
Test the cooling system for combustion gas leakage. 1. Test using a pressure tester. a. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area.
S 47
b. c. Connect the pressure tester. Do not pressurize the cooling system. Start the engine and monitor the reading. A rapid increase in pressure indicates cylinder compression leakage into the cooling system. Shut off the engine. Disconnect the pressure tester and the exhaust ventilation equipment.
d. 2.
Test using a combustion leak tester. a. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. b. c. d. Place the tester in the filler opening of the cooling system (radiator or reservoir). Start the engine. Squeeze and release the tester bulb to get an air sample. Observe the color of the test fluid in the tester. Blue indicates no combustion gases and yellow indicates combustion gases are leaking into the cooling system. Shut off the engine. Disconnect the exhaust ventilation equipment.
e. 3.
Test using an exhaust gas analyzer. a. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. b. c. d. Remove the filler cap (radiator or reservoir). Start the engine. Place the exhaust gas analyzer probe near the cooling system filler opening. Observe the readings and increase engine speed. A HC reading indicates combustion gas is leaking into the cooling system. S 48

CAUTION: Do not allow coolant to be sucked into the exhaust gas analyzer. Coolant pulled into the analyzer will damage the analyzer. e. D. Shut off the engine. Disconnect the exhaust ventilation equipment.
Inspect the condition of the coolant. 1. 2. 3. 4. 5. Remove the radiator cap. Check the coolant color. It should have a good color and still be clear and not clouded by contamination. Feel the coolant between the fingers. It should feel slippery. If the coolant looks cloudy, is a dark or rusty color, is foamy, or feels gritty or sticky, it should be replaced immediately. Replace the radiator cap.
E.
Test the coolant recovery system. CAUTION: Road test a vehicle only with the instructor's permission. 1. 2. 3. Drive the vehicle for several miles. Shut off the engine. Observe the level in the coolant recovery tank.
4.
Allow the cooling system to completely cool down.
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5. Remove the radiator cap and check the coolant level. The radiator should be completely full and the level in the coolant recovery tank should have dropped. Inspect the coolant recovery system if a problem is found. a. b. c. F. Inspect the hose and hose connections between the radiator and the coolant recovery tank. Inspect the coolant recovery tank for damage. Inspect the radiator cap gasket and valve.
6.
Service the cooling system. 1. Replace the radiator cap if it is damaged or has a bad rubber or metal seal. Lock the new radiator cap onto the radiator filler neck. Replace hoses that are damaged, worn, or show deterioration. Replace the spring on the lower radiator hose that prevents the water pump from sucking the hose shut. Remove and install the radiator. NOTE: Procedures for removing and installing the radiator vary significantly. Consult the appropriate service information to obtain the correct procedures. The following are general procedures. a. Remove the radiator. 1. 2. 3. 4. 5. 6. b. Drain the cooling system. Disconnect the hoses and oil cooler lines. Remove the radiator mounts (brackets). Remove the shroud/electric fan assemblies. Remove the electrical connectors. Remove the radiator.
2.
3.
Install the new radiator. 1. Position the new radiator in the vehicle. S 50

2. 3. 4. 5. 6. 4. Connect the electrical connectors. Install the fan shroud/electrical fan assemblies. Install the radiator mounts. Connect the hoses and oil cooler lines. Refill the cooling system.
Remove and install the coolant recovery tank. a. b. c. d. Remove the mounting brackets. Remove the coolant recovery tank. Position the new coolant recovery tank in the vehicle. Connect the mounting brackets. Tighten as necessary.
G.
Drain, flush, and refill the cooling system. 1. 2. Remove the radiator cap. Make sure the petcock, located on the bottom radiator tank, can open freely. Remove the thermostat housing and the thermostat. Clean the mating surfaces of the thermostat housing and the engine to remove the old gasket/seal. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 4. 5. Start the engine and allow it to reach normal operating temperature. Shut off the engine.
3.
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6. Open the petcock, allowing the coolant to drain completely from the radiator.
CAUTION: Used coolant is classified as toxic waste and must be disposed of according to law. 7. Remove one of the heater hoses and connect a supply of fresh water to the hose end that leads into the heater. NOTE: Chemical cleaners are available for cleaning a dirty system. These circulate through the system to remove dirt and debris. Follow package directions when using these cleaners. 8. 9. 10. Allow the cooling system to fill. When the system is full, start the engine and allow it to idle. Adjust the water flow so that the radiator stays full while the drain is running wide open. Keep the engine and the fresh water running until the discharge fluid runs clear. Shut off the engine. Let the drain run until it stops and then close the petcock. Install the thermostat with the wax-filled pellet toward the inside of the engine. Center the thermostat in the housing. Install the new gasket/seal and thermostat housing. Use the correct sealer to install the gasket. Reconnect the heater hose. Consult service information to select the correct coolant and determine the coolant capacity for the vehicle. Using the correct coolant capacity, measure coolant at half this capacity and add to the radiator. Pour the coolant down the radiator filler neck.
11. 12.
13. 14. 15.
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16. 17. Continue to fill the radiator with clean, fresh water. Fill to proper specifications. Start the engine and allow it to reach normal operating temperature. The coolant should start to circulate and the upper radiator tank should become warm. Bleed the system, if necessary. If the cooling system is working properly, top off the radiator with clean water and replace the radiator cap. Shut off the engine. Disconnect the exhaust ventilation equipment.
18. 19. V.
Procedures for verifying correct camshaft timing A. Verify correct camshaft timing with the valve timing components located in the block (nonoverhead camshaft engines). 1. Disassemble the engine sufficiently to observe the valves in the number 1 cylinder. Disassembly may require removing the rocker arm cover from the head. Find the timing mark on the harmonic balancer, which is located at the front of the engine crankshaft. Rotate the engine in the normal direction. Observe the action of the valves in the number 1 cylinder. a. Find the overlap position of the cylinder by noting when the exhaust valve closes and when the intake valve begins to open. NOTE: The overlap position occurs when both of the valves are slightly open at the same time (one just coming closed and the other just coming open). b. Position the crankshaft so that the valves are in the overlap position. At this position, the timing marks should be at top dead center (TDC). If they are not, the valve timing is off. The engine short block must be partially disassembled to correct this problem.
2. 3.
5.
Inspect the condition of the timing chain and sprockets. a. Remove the distributor cap. Rotate the crankshaft and observe the distributor rotor. S 53
b. c. d. e. Stop rotating the crankshaft when there is movement of the distributor rotor. Use chalk to mark the location of the distributor rotor and the crankshaft. Begin to rotate the engine backwards and observe the distributor rotor. Stop rotating the crankshaft when the distributor rotor moves. Record the amount of crankshaft rotation required to start movement of the distributor rotor, which is a sign of timing chain looseness. Replace timing components if the movement is more than 3/4 in.
B.
Verify correct camshaft timing in overhead camshaft engines. NOTE: Overhead camshaft engines use timing chains or belts to drive the camshaft(s). These can use one or more camshafts. Be sure to time all of the components correctly. 1. 2. Turn the crankshaft to the TDC position. Remove the camshaft drive cover so that the camshaft(s) and timing marks can be seen. NOTE: Some camshaft drive covers have small openings that can be used to see the timing marks without removing the cover. 3. If the timing marks are correctly aligned, inspect the condition of the camshaft drive chain or belt and gears. If the timing marks are not correctly aligned, time according to manufacturers procedures. Make sure to determine the cause of the incorrect timing condition, such as a worn timing belt, timing chain, gear, or tension.
4.
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UNIT III: COMPUTERIZED ENGINE CONTROLS DIAGNOSIS AND REPAIR CONTENTS OF THIS UNIT
I. II. Unit objective Lesson plans A. Lesson 1: Introduction to Computerized Engine Controls 1. 2. Information outline Assignment Sheet a. b. B. AS1-L1-UIII: Computerized Engine Controls Answers to the assignment sheet
Lesson 2: On-board Diagnostics and Driveability 1. 2. Information outline Job sheets a. b. JS1-L2-UIII: Obtain and Interpret Diagnostic Trouble Codes and Scan Tool Data JS2-L2-UIII: Diagnose the Causes of Emissions or Driveability Concerns Using Stored Diagnostic Trouble Codes JS3-L2-UIII: Diagnose the Causes of Emissions or Driveability Concerns with No Stored Diagnostic Trouble Codes JS4-L2-UIII: Check for Module Communication Errors
c.
d. C.
Lesson 3: Test and Service Computerized Engine Control Components 1. Information outline
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2. Job sheets a. b. c. JS1-L3-UIII: Test and Service Computerized Engine Controls Using a Digital Multimeter JS2-L3-UIII: Test and Service Computerized Engine Controls Using a Scan Tool JS3-L3-UIII: Test and Service Computerized Engine Controls Using a Graphing Multimeter/Digital Storage Oscilloscope
III.
Unit III Test
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UNIT III: COMPUTERIZED ENGINE CONTROLS DIAGNOSIS AND REPAIR UNIT OBJECTIVE
After completing this unit, students should be able to diagnose and repair computerized engine controls. Students will demonstrate mastery of the material by completeing the assignment sheet, successfully performing specific tasks on the job sheets, and achieving a score of on the Unit III Test.
SPECIFIC OBJECTIVES
After completing the lessons in this unit, students should be able to: Lesson 1 I. II. III. IV. V. VI. Describe the basic operation of computerized engine controls. Discuss the basics of computers. Identify and describe the types of sensors. Identify and describe the types of actuators. Discuss the basics of on-board diagnostic systems. Complete the assignment sheet on computerized engine controls (AS1-L1-UIII).
Lesson 2 I. II. III. IV. V. Explain the procedures for obtaining and interpreting diagnostic trouble codes and scan tool data. Explain the procedures for diagnosing the causes of emissions or driveability concerns using stored diagnostic trouble codes. Explain the procedures for diagnosing the causes of emissions or driveability concerns with no stored diagnostic trouble codes. Explain the procedures for checking for module communication errors. Demonstrate the ability to: A. Obtain and interpret diagnostic trouble codes and scan tool data (JS1-L2-UIII). S 57
B. C. D. Lesson 3 I. II. III. IV. V. Explain the procedures for testing wiring and wiring circuits. Explain the procedures for testing and servicing sensors. Explain the procedures for testing and servicing actuators. Explain the procedures for testing computerized engine controls using a graphing multimeter or digital storage oscilloscope. Demonstrate the ability to: A. B. C. Test and service computerized engine controls using a digital multimeter (JS1-L3-UIII). Test and service computerized engine controls using a scan tool (JS2-L3-UIII). Test and service computerized engine controls using a graphing multimeter/digital storage oscilloscope(JS3-L3-UIII). Diagnose the causes of emissions or driveability concerns using stored diagnostic trouble codes (JS2-L2-UIII). Diagnose the causes of emissions or driveability concerns with no stored diagnostic trouble codes (JS3-L2-UIII). Check for module communication errors (JS4-L2-UIII).
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UNIT III: COMPUTERIZED ENGINE CONTROLS DIAGNOSIS AND REPAIR LESSON 1: INTRODUCTION TO COMPUTERIZED ENGINE CONTROLS
I. Basic operation of computerized engine controls A. Computerized engine controls are highly complex and involve many interrelated components. System design, testing, and servicing procedures vary greatly depending on the manufacturer. 1. Sensors input information to the powertrain control module (PCM), which uses the input to manipulate the output devices, or actuators. Through this process, the PCM maintains efficient engine operation.
2.
Computerized engine controls use different sensors to relay information about engine load, engine speed, air/fuel mixture, and engine temperature. The PCM makes output decisions that alter system operation. Alterations include adjusting ignition timing, changing engine idle speed, adjusting the air/fuel mixture, altering operation of emissions systems, and controlling transmission/transaxle operation.
3.
II.
Basics of computers A. In addition to the PCM, a vehicle uses one or more computers to control various systems. The PCM receives and processes data from the various computers for overall monitoring and control of the engine, transmission, and other systems. 1. 2. The heating and air conditioning computer controls the operation of the heating and air conditioning system. The engine control computer controls engine function. S 59
3. 4. 5. 6. The suspension computer modifies ride stiffness and shock absorber action. The ignition control module controls ignition timing, spark plug firing, and ignition coil pack operation. The instrumentation computer operates dashboard displays. The anti-lock brake (ABS) computer receives information from speed sensors in each of the wheels. The computer then applies and releases the brakes so the vehicle can stop without locking the wheels. The body control computer provides memory and other functions for the electrical convenience accessories, such as the radio and driver information center.
7.
B.
Computers receive data input, interpret and process the data input, and then produce data output that affects electronic or mechanical components.
1.
Computers use digital signals and must convert analog signals to digital signals. a. An analog signal varies in strength across a continuum and is measured by needle swings or bar movement. The needle indicates smooth progression of the rise or fall of voltage.
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b. A digital signal does not vary in strength. It is either on or off. These are expressed as numerical readouts.
C.
Computers use many components. 1. 2. 3. 4. 5. 6. The voltage regulator converts higher voltage to lower voltage for use by the computer and sensors. The amplifiers increase lower voltage to higher voltage for use by internal computer components. The conditioners convert incoming analog signals to digital signals and outgoing digital signals to analog signals. The buffer is a temporary storage area for data. The microprocessor makes calculations and decisions for the computer. Memory is the circuit that stores data for the microprocessor. a. Random access memory (RAM) is for temporary data storage. The microprocessor reads RAM and writes data into RAM. When the computer is shut off or loses power, RAM data is erased. Read only memory (ROM) is for long-term data storage. The microprocessor cannot write information into the ROM. Programmable read only memory (PROM) contains information about the specific vehicle, such as the number of engine cylinders and fuel system type. Erasable programmable read only memory (EPROM) contains semipermanent data, such as mileage readings for an electronic dash display. EPROM can be reprogrammed through a difficult process that involves the manufacturer using special equipment.
b.
c.
d.
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e. Electrically erasable programmable read only memory (EEPROM) or flash erasable programmable read only memory (FEPROM) can be reprogrammed by a technician in the field without erasing the entire PROM. Operating limits can easily be changed if there are performance or driveability problems. Keep alive memory (KAM) contains information that allows the vehicle to continue to run even if it receives abnormal sensor input.
f.
7. 8. 9. 10. 11. III.
The clock produces a steady pulse that coordinates computer activities. The output drives power transistors that convert lower voltage to higher voltage for use by the actuators. The circuit board connects and holds computer components. The harness connector is a multipin terminal that connects sensor and actuator wires. The computer housing contains computer components.
Types of sensors NOTE: Computerized engine controls vary; some systems use more sensors than others. New sensor types are being developed and added to systems while other sensor types are finding less use. A. The permanent magnet signal generator can be a crankshaft position (CKP) sensor, distributor shaft position sensor, camshaft position (CMP) sensor, and vehicle speed sensor (VSS). The PCM uses alternating current (AC) signals from permanent magnet signal generators to establish ignition timing and monitor vehicle speed. NOTE: In some cases, the CKP sensor, distributor shaft position sensor, and CMP sensor are Hall-effect sensors. Check the wiring to determine the type of sensor. A permanent magnet signal generator uses two wires; a Hall-effect sensor uses three wires. 1. A permanent magnet signal generator produces an AC signal to monitor speed and position of moving parts. It induces AC in a conductor by passing a magnetic field through it. a. The sensor uses small teeth, or reluctors, mounted on the distributor shaft, crankshaft, or camshaft. S 62

b. A magnetic pickup coil that does not move is mounted close to the moving part. The reluctors on the shaft come close to, but do not touch, the pickup coil. As a reluctor tooth on the moving shaft approaches the pickup coil, a magnetic field moves across the pickup coil winding and produces positive voltage. As the shaft rotates, the reluctor tooth aligns with the pickup coil and the magnetic field is eliminated, causing voltage to fall to zero. The first part of the AC cycle is complete. When the reluctor moves away from the pickup coil, the magnetic field is induced again, causing negative voltage to be produced. Finally, the reluctor moves clear of the pickup coil and voltage returns to zero. This movement from positive to negative voltage represents one AC cycle.
c.
d.
e.
f.
2.
A permanent magnet signal generator provides an accurate indication of both shaft speed and position. The faster the shaft turns, the more AC cycles per second produced. a. Along with a reference notch to indicate shaft position, there is usually one reluctor for every two pistons. The position of each reluctor is coordinated with the position of the piston pairs. By monitoring reluctor position, the PCM knows when one of the pistons in the pair is in the combustion stroke and when the other is in the exhaust stroke. The speed and position of the crankshaft and distributor shaft are closely related to piston speed and position.
b.
c. 3.
The VSS monitors vehicle speed and is mounted on the transmission where the speedometer cable drive gear is located. The VSS sends a signal to the PCM proportional to vehicle speed, allowing the PCM to control transmission shifting and torque converter operation.
NOTE: The CKP sensor sometimes functions as the VSS. S 63
B. The Hall-effect sensor monitors the speed of moving parts. The CKP sensor or CMP sensor can be Hall-effect sensors.
1.
The Hall-effect sensor is mounted on the distributor shaft or the crankshaft. It determines piston position and engine speed and establishes ignition timing.
2.
The Hall-effect sensor has a thin, wafer-like semiconductor. Current is constantly applied to the semiconductor. Across from the semiconductor is a permanently-mounted magnet. The semiconductor is "invaded" by the magnetic field. Depending on the application, the semiconductor and magnet are mounted close to the shaft.
3.
The shaft is equipped with a trigger wheel. Metal shutters are mounted on the trigger wheel and are designed to pass between the semiconductor and magnet as the shaft turns. When there is no shutter between the semiconductor and magnet, the magnetic field invades the semiconductor field and disturbs current flow through the semiconductor. This produces a weak voltage signal called Hall voltage. S 64
4.

5. When a shutter is between the semiconductor and magnet, the semiconductor is shielded from the magnetic field. The steady current flows in one side of the semiconductor and out the other. Hall voltage is not sent to the PCM. Hall voltage is sent to a control unit. The voltage switches off the control unit and breaks the circuit to the ignition coil. This fires the ignition coil. As another shutter interrupts the magnetic field, the steady current flow returns to normal and Hall voltage is eliminated. The control unit is then switched on and reenergizes the ignition coil, making it ready to fire again.
6.
7.
C.
The engine coolant temperature (ECT) sensor monitors engine coolant temperature and indicates engine temperature. Variations in engine temperature require changes be made to the richness of the air/fuel mixture.
1. 2. 3.
The ECT sensor is a thermistor, a sensor that varies resistance according to temperature. A reference voltage signal of approximately 5 volts is sent from the PCM to the ECT sensor and then returned to the PCM. The ECT sensor is designed to change resistance according to temperature. Most ECT sensors have a negative resistance-totemperature relationship. As the temperature goes up, the resistance goes down. The reverse is also true. As the temperature goes down, the resistance goes up. The ECT sensor is mounted immersed in engine coolant. As the engine coolant temperature goes down, ECT sensor resistance goes up.
4.
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a. Resistance may be as high as 27 K ohms when the engine coolant is 68F. If reference voltage of 5 volts is sent to the ECT sensor, a voltage drop of 3 volts results. This leaves approximately a 2-volt signal to return to the PCM.
b.
Resistance may be as low as 2 K ohms when the engine coolant is 212F. If reference voltage of 5 volts is sent to the ECT sensor, a voltage drop of .5 volts results. This leaves approximately a 4.5-volt signal to return to the PCM.
5.
The PCM interprets variations in the return voltage signal as variations in engine coolant temperature. The PCM then increases or decreases engine idle or alters the air/fuel mixture to ensure maximum engine efficiency at various temperatures.
D.
The intake air temperature (IAT) sensor monitors temperature of incoming air. Variations in air temperature require changes be made to the richness of the air/fuel mixture.
NOTE: Engines that use a mass airflow sensor usually do not use an IAT sensor.
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1. 2. 3. The IAT sensor is a thermistor. A reference voltage signal of approximately 5 volts is sent from the PCM to the IAT sensor and returned to the PCM. The IAT sensor is designed to change resistance according to temperature. Most IAT sensors have a negative resistance-totemperature relationship. As the temperature goes up, the resistance goes down. The reverse is also true. As the temperature goes down, the resistance goes up. The IAT sensor is mounted in the engine air inlet duct, which is often in the intake opening of the mass airflow sensor. Air entering the engine flows over the IAT sensor. As the temperature of the air entering the engine goes down, IAT sensor resistance goes up. a. Resistance may be as high as 27 K ohms when the air temperature is 68F. If reference voltage of 5 volts is sent to the IAT sensor, a voltage drop of 3 volts results. This leaves approximately a 2-volt signal to return to the PCM. Resistance may be as low as 2 K ohms when the air temperature is 212F. If reference voltage of 5 volts is sent to the IAT sensor, a voltage drop of .5 volts results. This leaves approximately a 4.5-volt signal to return to the PCM.
4.
b.
5.
The PCM interprets variations in the return voltage signal as variations in the temperature of air entering the engine. The PCM then increases or decreases engine idle or alters the air/ fuel mixture to ensure maximum engine efficiency at various temperatures.
E.
The throttle position (TP) sensor monitors throttle position, or how far the throttle plate is open. The PCM alters the air/fuel mixture or advances/retards ignition timing based on input from the TP sensor.
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1. The TP sensor is a potentiometer, a device that varies resistance according to the movement of mechanical parts. The TP sensor is designed to vary resistance according to throttle movement. a. The TP sensor has three electrical connections. There is one connection at the end of each resistance unit and one at the end of the wiper arm. The wiper arm is attached to the throttle. As the throttle moves, the wiper arm moves across the resistance unit. The PCM sends reference voltage of 5 volts to the TP sensor. The wiper arm movement varies resistance, increasing or decreasing voltage drop across the resistance unit. This increases or decreases the voltage signal returned through the wiper arm circuit to the PCM. When the throttle is at idle, the position of the wiper arm results in high resistance, creating a high voltage drop of approximately 4.5 volts in the TP sensor. This allows a .5-volt signal to return to the PCM, indicating the engine is at idle. When the throttle is at the wide open position, the position of the wiper arm results in low resistance, creating a low voltage drop of approximately .5 volts in the TP sensor. This allows a 4.5-volt signal to return to the PCM, indicating the engine is at the wide open position. Some vehicles use a throttle position switch that indicates when the throttle is closed or wide open.
b. c.
d.
e.
f. F.
The manifold absolute pressure (MAP) sensor monitors the absolute pressure in the intake manifold and indicates engine load.
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NOTE: In some vehicles, a barometric pressure (BARO) sensor monitors barometric pressure. It functions and is serviced like the MAP sensor. Since the late 1980s, most manufacturers combine this sensor with the MAP sensor. 1. Manifold absolute pressure is determined by measuring vacuum. The higher the vacuum is, the lower the pressure is. a. Absolute pressure is a pressure reading that includes atmospheric pressure. Regular pressure readings do not include atmospheric pressure. 1. Atmospheric pressure is 14.7 pounds per square inch (psi) at sea level. An absolute pressure reading of 14.7 psi registers as zero on a regular pressure gauge.
b.
Absolute pressure in the intake manifold indicates engine load and speed. The MAP sensor is located in the intake manifold to monitor intake manifold pressure. It sends information to the PCM, and then adjustments are made to ignition timing.
2.
The MAP sensor receives reference voltage of 5 volts from the PCM. The MAP sensor alters the signal in relation to intake manifold pressure and then returns the altered signal to the PCM, indicating engine load and barometric pressure. There are two basic types of MAP sensors. The first is the frequency-signal type that sends a frequency hertz (Hz) signal to the PCM. The second is the simple-voltage type that sends a voltage signal to the PCM. a. The frequency-signal type receives reference voltage from the PCM. The MAP sensor converts the reference voltage into a frequency signal. The MAP sensor return signal is then measured in Hz.
3.
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1. The following graph shows inches of mercury (in Hg), kilopascals (kPa), and Hz specifications for the frequency-signal type.
2.
During periods of low manifold pressure, or high vacuum, the MAP sensor sends a return lowfrequency signal as low as 80 Hz to the PCM. Low manifold pressure indicates light engine load. During periods of high manifold pressure, or low vacuum, the MAP sensor sends a return highfrequency signal as high as 159 Hz to the PCM. High manifold pressure indicates heavy engine load.
3.
b.
The simple-voltage type varies resistance in reaction to manifold pressure, or manifold vacuum. The MAP sensor alters the reference voltage returning to the PCM. 1. When manifold pressure is high, or low vacuum, MAP sensor resistance decreases, creating a low voltage drop across the MAP sensor. A relatively high voltage signal is returned to the PCM. When manifold pressure is low, or high vacuum, MAP sensor resistance increases, creating a high voltage drop across the MAP sensor. A relatively low voltage signal is returned to the PCM.
2.
G.
The mass airflow (MAF) sensor monitors the mass of air entering the intake manifold. The PCM uses the information about airflow to modify ignition and fuel system operation. Most vehicles that use a MAF sensor do not use an IAT sensor.
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H. The volume airflow (VAF) sensor monitors the amount of air entering the engine. It is a hinged vane in the airstream that swings open when pushed by the air that is drawn into the engine through the throttle valve.
I.
The oxygen sensor (O2S) monitors the amount of oxygen in the exhaust and indicates the richness or leanness of the air/fuel mixture.
J.
The knock sensor (KS) monitors the engine for knock or ping. It sends a yes or no signal to the PCM, which then retards ignition timing until the yes signal stops.
IV.
Types of actuators A. The PCM takes sensor input and alters the function of the engine or related systems. The PCM uses actuators to control component function. Actuators can be located almost anywhere on a vehicle. The solenoid opens or closes valves that control vacuum to systems, such as the air injection system. On some vehicles, the solenoid operates fuel injectors and controls throttle position. 1. The solenoid consists of a metal core and windings.
B.
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2. The PCM activates the solenoid by grounding the solenoid circuit. When the solenoid is activated, current creates a magnetic field around the coil windings. This magnetic field pulls the metal core into the coil windings. The action of the metal core opens and closes passages that carry vapor, vacuum, or fluid. It also moves other mechanical components or makes electrical connections. The PCM activates the solenoid coil very rapidly, causing the metal core to move rapidly, in some cases, hundreds of times per second. This allows very precise control of vapor, vacuum, or fluid.
3.
4.
C.
Relays are used when a high current load needs to be controlled by the PCM. The PCM grounds the coil windings and then the coil magnetic field pulls the contacts closed, allowing large current flow to the load. A servo motor is another actuator. The PCM grounds the servo motor circuit to shut off the servo motor. When necessary, it also reverses servo motor rotation. The ignition module contains the transistor that drives the coil primary. The PCM uses sensor input to fire the ignition coil at the proper time.
D.
E.
V.
Basics of on-board diagnostic systems A. On-board diagnostic (OBD) systems are a self-test feature built into all new vehicles. These are designed to detect problems and indicate where the problems might be located. The PCM scans the input and output information to detect incorrect voltage, resistance, or current.
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1. A scan tool communicates with the OBD system to check for diagnostic trouble codes (DTCs) relating to the malfunctioning system.
a.
The scan tool snapshot is an immediate reading of the operating parameters present when a problem occurs. Snapshot information is used if a problem is difficult to find or if the problem is intermittent. This is used when a DTC is present. The scan tool datastream values are live electrical values measured when the engine is running or the vehicle is driven. The datastream values are used if there is an engine performance problem and no DTCs are set. Values almost out of specifications may indicate a problem area.
b.
2.
The on-board diagnostics generation one (OBD I) system is the early version of these types of systems. a. b. OBD I stores DTCs and turns on a dash light when a malfunction occurs. OBD I cannot determine the sort of problem occurring with a sensor or system.
3.
The on-board diagnostics generation two (OBD II) system is designed to monitor how efficiently the vehicles systems are operating. Also, OBD II helps to keep vehicles running efficiently for at least 100,000 miles.
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a. OBD II monitors each sensor and has provisions for monitoring fuel trim and fuel tank pressure. The PCM monitors each system continuously for compliance with emissions standards.
B.
When the OBD system detects an engine problem, it stores a DTC(s) in the PCM for later retrieval. When checking the DTC(s) using a scan tool, the DTC(s) appears in a digital readout format. 1. There are two types of DTCs. a. A hard DTC indicates a problem that is always present, such as a broken linkage on a potentiometer. Regardless of conditions, the DTC does not go away. A soft DTC indicates a problem that occurs only under certain conditions. For example, a very small break in a wire can cause an open circuit that occurs only during road shock. 1. 2. 2. The soft DTC is usually stored for a limited time. In some instances, the soft DTC will not be stored. The technician must try to reproduce the conditions that caused the soft DTC during diagnosis.
b.
An engine can have more than one problem that results in several different DTCs. a. Computerized engine control systems have interrelated systems and components. A problem in one can trigger a problem in another. Check service information to determine which DTC should be addressed first.
b. 3.
Some DTCs refer to specific sensors and others refer to general conditions, such as an overly rich air/fuel mixture. The diagnostic steps for the two types of DTCs are different. The cause of a DTC can be mechanical problems, faulty wiring and connections, a faulty sensor or actuator, and/or a faulty PCM.
4.
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UNIT III: COMPUTERIZED ENGINE CONTROLS DIAGNOSIS AND REPAIR LESSON 2: ON-BOARD DIAGNOSTICS AND DRIVEABILITY
NOTE: Most often engine performance concerns are mechanical and do not involve the computerized engine controls. Eliminate possible mechanical solutions before conducting an in-depth electronic diagnosis. The concern could be much more basic than it first appears. I. Procedures for obtaining and interpreting diagnostic trouble codes and scan tool data A. The first step in diagnosing computerized engine controls is to obtain and interpret diagnostic trouble codes (DTCs) and other scan tool data. This information is a valuable resource to the technician because it can provide a starting point for diagnosis. From the scan tool data, the technician can then use available service information and their own knowledge to further diagnosis and/or begin the repair process. Obtain and interpret DTCs and scan tool data. 1. 2. 3. 4. 5. 6. 7. 8. Determine if the system uses on-board diagnostics generation one (OBD I) or on-board diagnostics generation two (OBD II). Connect the scan tool to the data link connector (DLC). Check the digital reading and record stored DTCs. Check the datastream information. Compare to the manufacturers specifications. Check and record stored snapshot information. Using available service information, interpret the scan tool data. When applicable, clear the codes. Disconnect the scan tool.
B.
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II. Procedures for diagnosing the causes of emissions or driveability concerns using stored DTCs A. Stored DTCs can make the diagnosis and repair process easier, because the technician has a set starting point. A hard DTC makes the process much quicker than a soft DTC. Diagnose the causes of emissions or driveability concerns using stored DTCs. 1. 2. 3. 4. 5. Determine if the system uses on-board diagnostics generation one (OBD I) or on-board diagnostics generation two (OBD II). Connect the scan tool to the DLC. Check the digital reading and record stored DTCs. Check and record stored snapshot information. Check the datastream information for sensor output and actuator operation relating to the DTCs or driveability concerns. Record abnormal readings. With the scan tool, test for malfunction of interrelated systems. Make sure to test the cruise control, security system, suspension controls, traction controls, heating and air conditioning systems, automatic transmission, accessories not installed by the original manufacturer, and other similar systems particular to the vehicle. Using available service information, interpret the scan tool data. Determine necessary action to correct the emissions or driveability concern. When applicable, clear the DTCs. Disconnect the scan tool.
B.
6.
7.
8. 9. III.
Procedures for diagnosing the causes of emissions or driveability concerns with no stored DTCs A. When no DTC is stored, the technician must isolate the cause of the concern using symptom-based troubleshooting. Even if a DTC is not stored, technicians can still use the datastream information to help isolate the cause of the concern.
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B. Diagnose the causes of emissions or driveability concerns with no stored DTCs. 1. 2. 3. 4. Determine if the system uses on-board diagnostics generation one (OBD I) or on-board diagnostics generation two (OBD II). Connect the scan tool to the DLC. Check the digital reading. If the vehicle has stored DTCs, see Section II.B to continue diagnosis. Check the datastream information for sensor output and actuator operation relating to the DTCs or driveability concerns. Record abnormal readings. Using available service information, interpret the datastream information. Disconnect the scan tool. Based on the datastream information and the following problems and causes, determine necessary action to correct the emissions or driveability concern. a. The engine cranks but does not start. Possible causes are as follows. Charcoal canister full of fuel Defective mass airflow (MAF) sensor or manifold absolute pressure (MAP) sensor Malfunctioning engine coolant temperature (ECT) sensor or circuit Exhaust gas recirculation (EGR) valve stuck open Defective charcoal canister vent valve Inadequate fuel pressure Empty fuel tank Water in the fuel supply Nonfunctioning cold start fuel injector Severely-restricted fuel injectors
5. 6. 7.
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b. The engine is hard to start when hot. Possible causes are as follows. c. Clogged air filter Positive crankcase ventilation (PCV) valve stuck open Vacuum leak Malfunctioning ECT sensor or circuit Malfunctioning intake air temperature (IAT) sensor or circuit Defective MAF sensor or MAP sensor Malfunctioning throttle position (TP) sensor or circuit No fuel pressure or inadequate fuel pressure Leaking or continuously operating cold start valve
The engine starts but does not run. Possible causes are as follows. Defective charcoal canister vent valve EGR valve stuck open Intake manifold vacuum leak Insufficient fuel flow
d.
The engine idles erratically or rough when cold or at normal operating temperature. Possible causes are as follows. Dirty throttle plate or bore Minimum idle speed adjustment out of specification EGR valve stuck open or leaking Vacuum leak Air leak in the intake duct and/or intake manifold Defective or malfunctioning idle system Lean or rich air/fuel mixture in the fuel injectors Insufficient fuel pressure from the fuel pump Malfunctioning TP sensor or circuit Clogged fuel filter or impurities in the fuel supply Malfunctioning cold start fuel injector
e.
There is an excessively high idle speed. Possible causes are as follows. Vacuum leak Sticking throttle linkage Incorrectly adjusted idle speed
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f. The engine misses throughout the driving speed range. Possible causes are as follows. g. Clogged fuel filter or impurities in the fuel supply Insufficient fuel pressure from the fuel pump Vacuum leak Leaking EGR valve Lean air/fuel mixture in the fuel injectors
There is engine hesitation and/or stumbling and stalling upon acceleration. Possible causes are as follows. Clogged fuel filter Malfunctioning TP sensor or circuit Malfunctioning IAT sensor or circuit Malfunctioning MAP sensor or circuit Dirty throttle plate or bore Insufficient fuel pressure from the fuel pump Lean air/fuel mixture in the fuel injectors
h.
The engine lacks power or has sluggish performance. Possible causes are as follows. Clogged air filter Restriction in the exhaust system Vacuum leak Heat control valve stuck open during cold engine operation or stuck closed during warm engine operation Malfunctioning MAP sensor or circuit Clogged fuel filter or impurities in the fuel supply Lean air/fuel mixture in the fuel injectors
i.
The engine stalls on deceleration or when coming to a quick stop. Possible causes are as follows. EGR valve stuck open or leaking around the base Incorrectly adjusted idle speed Incorrectly adjusted or bad TP sensor Incorrectly adjusted or malfunctioning idle speed control (ISC) or electronic air control valve Clogged fuel filter or impurities in the fuel supply Vacuum leak
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j. There is surging at a steady speed. Possible causes are as follows. k. Clogged air filter Vacuum leak Air leak in the intake duct and/or intake manifold EGR valve stuck open or leaking around the base Malfunctioning oxygen sensor (O2S) or circuit Malfunctioning TP sensor or circuit Malfunctioning MAF sensor or circuit Malfunctioning MAP sensor or circuit Loose fuel injector wiring harness connectors Insufficient fuel pressure from the fuel pump Defective fuel pump Lean air/fuel mixture in the fuel injectors Defective powertrain control module (PCM) or information sensor
When shut off, the engine idles too fast or diesels. Possible causes are as follows. Vacuum leak Malfunctioning EGR valve EGR valve stuck closed Heat control valve stuck closed Idle speed too high Excessive engine operating temperature Malfunctioning fuel shutoff system
l.
There is backfiring through the intake or exhaust. Possible causes are as follows. Vacuum leak in the PCV or charcoal canister purge line Vacuum leak at the fuel injectors, intake manifold, air control valve, or vacuum lines Malfunctioning EGR system
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m. There is poor fuel economy. Possible causes are as follows. n. Clogged air filter Heat control valve stuck open or closed PCV valve stuck open or closed Dirty PCV filter Defective O2S Incorrectly adjusted idle speed Fuel leak Worn or damaged internal parts in the electronic fuel injection (EFI) system Malfunctioning cold start fuel injector
There is knock, or ping. Possible causes are as follows. Nonfunctioning EGR valve Vacuum leak
o.
The exhaust smoke is black. Possible causes are as follows. Rich air/fuel mixture Dirty air filter Restricted intake duct
p.
There is a fuel smell. Possible causes are as follows. Overfull fuel tank Fuel tank cap gasket not sealing properly Leaking fuel lines Fuel injectors stuck open Fuel injectors leaking internally or externally Clogged charcoal canister filter Vapor leaks from the evaporative emissions control (EVAP) system lines
IV.
Procedures for checking for module communication errors A. In-vehicle data traffic is growing rapidly. Traditionally, individual wiring harnesses were used for data transfer between control units and sensors or display devices. As the number of control units and associated devices increased, the number of wiring harnesses and required interconnections increased. 1. Some modern vehicles contain three miles of wiring cable. The weight of the cable presents a problem.
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2. Another problem arises from the complexity of the wiring. Making minor changes and diagnosing faults can be extremely difficult.
B.
A bus network is the most effective way to deal with the wiring issues. A bus network is a transmission path on which signals are dropped off or picked up at every device attached to the line. 1. There are four categories of in-vehicle bus networks. a. The body control bus handles the dashboard and instrument panel displays, mirrors, seat belts, door locks, and passive airbags. The entertainment and driver-information systems bus handles the radios, Internet browsers, CD/DVD players, telematics, and other entertainment systems. The under the hood bus handles the antilock brakes, emissions control systems, powertrain, and transmission systems. The advanced safety systems bus handles the brake-bywire, steer-by-wire, and driver assistance systems.
b.
c.
d. 2.
There are different types of in-vehicle bus networks. a. A local area network (LAN) minimizes the use of individual wiring harnesses for data exchanges and reduces the required interconnections. An in-vehicle LAN must have minimum signal delays between components to ensure error-free data transfer. A controller area network (CAN) is currently the standard for in-vehicle bus networks. A typical vehicle integrates two or three CAN buses. A high-speed CAN bus runs the critical functions, such as engine control and antilock brakes. The local interconnect network (LIN) supplements the CAN. It is an inexpensive bus that enables communication for sensors and actuators where the bandwidth of a CAN is not required, such as door control and climate regulation.
b.
c.
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C. U codes are DTCs assigned to the bus network. These codes follow the same format as powertrain codes. The U prefix indicates network communication errors. 1. Individual LAN and CAN bus modules are capable of setting U codes when they detect abnormal conditions. Most bus modules are able to detect conditions, such as bus failure or loss of communication with one or more modules. Some CAN bus modules contain a system basis chip capable of monitoring the actual conditions on the bus circuits. These modules can set additional DTCs for conditions, such as voltage high, voltage low, shorted bus circuits, or open bus circuits. DTC status is common to all modules. The DTC is active if the conditions currently exist. The DTC is stored if the condition no longer exists.
2.
3.
D.
Check for module communication errors. 1. 2. Connect the scan tool equipped with LAN and CAN capability to the DLC. If necessary, enter vehicle information. Set the scan tool to check for LAN and CAN DTCs. This allows the scan tool to communicate with all modules for errors. Check the digital reading and record stored DTCs. NOTE: Some vehicles provide the scan tool with a report that may include the module name, part number, hardware and software version, diagnostic version, DTCs, description of the DTCs, DTC status (active or stored), accumulated timer, ignition cycle counter, and mileage when DTCs were set. 4. Using available service information, interpret the scan tool data. Determine necessary action to correct module communication errors. When applicable, clear the DTCs. Disconnect the scan tool.
3.
5. 6.
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UNIT III: COMPUTERIZED ENGINE CONTROLS DIAGNOSIS AND REPAIR LESSON 3: TEST AND SERVICE COMPUTERIZED ENGINE CONTROL COMPONENTS
I. Procedures for testing wiring and wiring circuits A. Check the reference voltage to the sensors using a digital multimeter (DMM). 1. 2. Locate the sensor to be tested. Note the wire colors running to the sensor. Determine the wire that carries reference voltage from the powertrain control module (PCM) to the sensor, the wire that returns the voltage signal, and the wire that grounds the sensor. NOTE: Technicians must be able to read and interpret wiring diagrams because the labelling of wiring varies by manufacturer. a. b. 3. 4. The ground wire, labelled GND, is usually black with a blue stripe. The wire that carries the voltage signal back to the PCM, labelled TP, is usually light green with a white stripe.
Select the direct current (DC) voltage function on the DMM and set to the proper range. Connect the red probe to the harness connector of the reference voltage wire and the black probe to the negative battery cable. Check the reading. Compare to manufacturers specifications. If reference voltage is nonexistent or not within specifications, check for loose or corroded wire connections back to the PCM. If the connections are not loose or corroded, check the continuity of the reference voltage wiring back to the PCM. Disconnect the DMM.
5.
6.
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B. Check wiring continuity using a DMM. 1. 2. 3. Select the resistance function on the DMM and set to the lowest range. Connect the red lead to the wire being tested and the black lead to a good ground. Check the reading. Compare to manufacturers specifications. A reading higher than specifications (usually greater than 1.0 ohms) indicates an open in the circuit. NOTE: Some DMMs are equipped with a setting for measuring continuity and are designed to make a beeping signal if the circuit is continuous. 4. 5. C. Disconnect the DMM. Repair the circuit if an open is found.
If the reference voltage circuit connections are good and the circuit is continuous, perform an inspection of the electrical system that sends current to the PCM.
II.
Procedures for testing and servicing sensors NOTE: These are general procedures. Follow manufacturers recommended procedures. CAUTION: When connecting jumper wires, do not allow the wires to touch because this can burn out the sensors or PCM components. A. Test and service the crankshaft position (CKP) sensor and other permanent magnet signal generators. 1. The CKP sensor is a permanent magnet signal generator that determines rpm and cylinder position. The goal for testing is to determine if a proper voltage signal is produced. Test the CKP sensor during engine cranking. a. b. Select the alternating current (AC) voltage function on the DMM and set to the proper range. Disable the ignition system.
2.
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c. d. e. Connect the jumper wires between the sensor terminals and the PCM wiring terminal. Connect the alligator clips to the probe ends. Connect the black probe to the ground wire and the red probe to the signal wire.
f. g.
Crank the engine. Check the reading. It should be constant AC voltage of about .8 volts to 3 volts. Compare to manufacturers specifications. Turn off the key. Enable the ignition system. Disconnect the DMM.
h. 3.
Test the CKP sensor with the engine running. a. b. Select the rpm/hertz (Hz) function on the DMM and set to the proper range. With the key off/engine off, connect the jumper wires between the sensor terminals and the PCM wiring terminal. Connect the alligator clips to the probe ends. Connect the black probe to the jumper running from the ground wire and the red probe to the jumper running from the signal wire. Connect the exhaust ventilation equipment.
c. d.
e.
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CAUTION: Be sure to use approved exhaust ventilation equipment when operating the vehicle in an enclosed area. f. g. h. 4. Start the engine. Check the reading. Compare to manufacturers specifications. Shut off the engine. Disconnect the DMM and exhaust ventilation equipment.
Perform a static resistance test on a CKP sensor. a. b. Select the resistance function on the DMM and set to the proper range. With the key off/engine off, disconnect the sensor wires. Connect both probes to the magnetic pickup.
c. d. 5.
Check the ohms reading. Compare to manufacturers specifications. Disconnect the DMM.
Test the CKP sensor using an oscilloscope. a. Connect the oscilloscope according to manufacturers procedures.
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b. Observe the pattern. Compare to a known good pattern. The maximum peak levels should be equal. If one is shorter than the other, check for a chipped or bent tooth on the trigger wheel.
c. 6.
Disconnect the oscilloscope.
Replace a malfunctioning CKP sensor. Use manufacturers procedures. If the problem is caused by clearance between the reluctor and magnetic pickup coil, the clearance is adjustable. If the CKP sensor is adjustable, check clearance and adjust according to manufacturers specifications.
B.
Test and service the Hall-effect sensor. 1. The Hall-effect sensor determines engine speed and cylinder piston position. The goal for testing is to determine if voltage is produced when a vane passes. Test the Hall-effect sensor during engine cranking using a DMM with an analog bar graph or pointer. a. b. c. d. Select the AC voltage function on the DMM and set to the proper range. Disable the ignition system. Connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires. Connect the alligator clips to the probe ends.
2.
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e. Connect the black probe to the jumper running from the ground wire and the red probe to the jumper running from the signal wire.
f. g.
Crank the engine. Check for bar graph pulses (usually between 0 volts and 12 volts) as the vanes pass the sensor. Compare to manufacturers specifications. Turn off the key. Enable the ignition system. Disconnect the DMM.
h. 3.
Test the Hall-effect sensor by passing a feeler gauge between the magnet and semiconductor using a DMM with an analog bar graph or pointer. a. b. Select the AC voltage function on the DMM and set to the proper range. With the key off/engine off, connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires. Connect the alligator clips to the probe ends. Connect the black probe to the jumper running from the ground wire and the red probe to the jumper running from the signal wire. With the key on/engine off, pass the feeler gauge between the magnet and the semiconductor.
c. d.
e.
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f. Check for bar graph pulses (usually between 0 volts and 12 volts) as the feeler gauge passes between the magnet and semiconductor. Compare to manufacturers specifications. Turn the key off. Disconnect the DMM.
g. 4.
Test the Hall-effect sensor using a DMM with a duty cycle function. a. b. c. d. e. Select the duty cycle function on the DMM and set to the proper range. Disable the ignition system. Connect the jumper wires from the sensor terminals to all the sensor wires. Connect the alligator clips to the probe ends. Connect the black probe to the jumper running from the ground wire and the red probe to the jumper running from the signal wire. Crank the engine. Check the reading. Compare to manufacturers specifications. Shut off the engine. Enable the ignition system. Disconnect the DMM.
f. g. h. 5.
Test the Hall-effect sensor using an oscilloscope. a. b. Connect the oscilloscope according to manufacturers procedures. Observe the pattern. Compare to a known good pattern.
1.
The upper horizontal lines should reach reference voltage.
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2. 3. 4. c. 6. C. The voltage transitions should be straight and vertical. The peak-to-peak voltages should equal reference voltage. The lower horizontal lines should almost reach ground.
Replace a malfunctioning Hall-effect sensor. Use manufacturers procedures.
Test and service the engine coolant temperature (ECT) sensor. 1. The ECT sensor alters resistance in relation to the engine coolant temperature. The goal for testing is to determine if the ECT sensor properly alters resistance at various temperatures. NOTE: Check mechanical problems before checking the ECT sensor. Check the engine coolant level and temperature. 2. Test the ECT sensor when the engine coolant is cold. a. b. c. d. Select the ohmmeter function on the DMM and set to the proper range. With the key off/engine off, determine engine coolant temperature. It must be a relatively low temperature. Disconnect the sensor wires. Insert the DMM probes into the sensor leads.
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e. f. 3. Check the reading. Resistance should be high. Compare to manufacturers specifications. Disconnect the DMM. Reconnect the sensor wires.
Test the ECT sensor with the engine at normal operating temperature. a. b. c. Select the ohmmeter function on the DMM and set to the proper range. Disconnect the sensor wires. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating the vehicle in an enclosed area. d. e. f. g. h. i. Start the engine and allow it to reach normal operating temperature. Check the engine coolant temperature using a thermometer. Shut off the engine. Insert the DMM probes into the sensor leads. Check the reading. Resistance should drop as the engine warms. Compare to manufacturers specifications. Disconnect the DMM and exhaust ventilation equipment. Reconnect the sensor wires.
4.
Test the ECT sensor using an oscilloscope. a. b. Connect the oscilloscope according to manufacturers procedures. Observe the pattern. Compare to a known good pattern.
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c. 5. Disconnect the oscilloscope.
Replace a malfunctioning ECT sensor. Use manufacturers procedures. NOTE: Some service information requires coating the ECT sensor threads with a sealer before installation. Do not overtighten a new ECT sensor.
D.
Test and service the intake air temperature (IAT) sensor. 1. The IAT sensor alters resistance in relation to the temperature of air entering the intake manifold. The goal for testing is to determine if the IAT sensor properly alters resistance in relation to the temperature of air entering the intake manifold. Test the IAT sensor with it at or near room temperature. a. b. c. d. e. 3. Select the resistance function on the DMM and set to the proper range. Disconnect the sensor wires. With the key off/engine off, insert the DMM probes into the sensor leads. Check the reading. Compare to manufacturers specifications. Disconnect the DMM. Reconnect the sensor wires.
2.
Test the IAT sensor with the engine at normal operating temperature. a. b. c. Select the ohmmeter function on the DMM and set to the proper range. Disconnect the sensor wires. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating the vehicle in an enclosed area. d. Start the engine and allow it to reach normal operating temperature.
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e. f. g. 4. Shut off the engine. Check the reading. Compare to manufacturers specifications. Disconnect the DMM and exhaust ventilation equipment.
With the sensor removed from the vehicle, test the IAT sensor. a. b. c. d. e. Select the resistance function on the DMM and set to the proper range. Insert the DMM probes into the sensor leads. Heat the sensor with a hair dryer or similar device. Check the reading. Compare to manufacturers specifications. Disconnect the DMM.
5. 6. E.
Test the IAT sensor using an oscilloscope. The procedure is the same as the ECT sensor. See Section II.C.4. Replace a malfunctioning IAT sensor. Use manufacturers procedures.
Test and service the throttle position (TP) sensor. 1. The TP sensor varies resistance according to throttle position. The goal for testing is to determine if the TP sensor varies resistance according to throttle position. NOTE: Check for mechanical problems before testing the TP sensor. Check for binding of the throttle shaft or linkages and for proper seating. Check any other mechanical problems recommended by service information. NOTE: A TP sensor affected by road shock can behave normally during testing. Tap the TP sensor when moving the throttle to simulate road shock. 2. Resistance test the TP sensor. a. Select the resistance function on the DMM and set to the proper range.
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b. c. d. e. f. 3. Disconnect the sensor wires. With the key off/engine off, connect the DMM probes to the sensor signal and ground terminals. Slowly move the throttle from the open position to the wide open position. Check the bar graph. It should move smoothly without skips. Compare to manufacturers specifications. Disconnect the DMM. Reconnect the sensor wires.
Perform a voltage drop test on the TP sensor. a. b. Select the voltage function on the DMM and set to the proper range. With the key off/engine off, connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires. Connect the alligator clips to the probe ends. Connect the black probe to a good, clean ground and the red probe to the jumper running from the signal wire. With the key on/engine off, slowly move the throttle from the open position to the wide open position. Check the bar graph. It should move smoothly without skips. Compare to manufacturers specifications. Turn off the key. Disconnect the DMM.
c. d. e. f. g. 4.
Perform a voltage drop test on the TP sensor with the throttle at idle. a. b. Select the voltage function on the DMM and set to the proper range. With the key off/engine off, connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires. Connect the alligator clips to the probe ends.
c.
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d. e. f. g. h. 5. Connect the black probe to a good, clean ground and the red probe to the jumper running from the signal wire. Check that the throttle is at idle. Turn the key on and engine off. Check the reading. Compare to manufacturers specifications. Turn off the key. Disconnect the DMM.
Test the TP using an oscilloscope. a. b. Connect the oscilloscope according to manufacturers procedures. Observe the pattern. Compare to a known good pattern. Voltage increase identifies enrichment. Peak voltage indicates wide open throttle. Voltage decrease identifies the throttle plate closing. Minimum voltage indicates a closed throttle plate. DC offset indicates voltage at key on with throttle plate closed.
c. 6.
Test the TP sensor using a scan tool. a. b. Connect the scan tool to the data link connector (DLC). Set to monitor a TP sensor signal. With the key on/engine off and without pushing on the throttle pedal, check the idle throttle voltage. Compare to manufacturers specifications. While checking the voltage signal, slowly push the throttle pedal down. The voltage should increase and the voltage change should follow pedal movement.
c.
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d. With the throttle pedal held to the floor, check the wide open throttle voltage. Compare to manufacturers specifications. If the readings are not within specifications, the TP sensor may need to be adjusted. Not all TP sensors are adjustable. Turn off the key. Disconnect the scan tool.
e.
f. 7.
Adjust the TP sensor using a scan tool. a. b. c. d. e. Connect the scan tool to the DLC. Set to monitor a TP sensor signal. Loosen the mounting screws. Observe the reading. Rotate the TP sensor until the reading is within specifications. Torque the mounting screws. Check the reading again. Compare to manufacturers specifications. Disconnect the scan tool.
8. F.
Replace a malfunctioning TP sensor. Use manufacturers procedures.
Test and service the manifold absolute pressure (MAP) sensor. 1. The MAP sensor alters reference voltage based on the manifold absolute pressure in the intake manifold. The goal for testing is to determine if the frequency or voltage signal sent to the PCM is altered properly according to manifold absolute pressure. NOTE: If the vehicle has a separate barometric pressure (BARO) sensor, use the same testing procedures as the MAP sensor. 2. Test the MAP sensor for intermittent problems. a. b. Select the DC voltage setting on the DMM and set to the proper range. Connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires.
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c. d. Connect the alligator clips to the probe ends. Connect the black probe to the jumper running to the ground wire and the red probe to the jumper running from the signal wire. With the key on/engine off, tap and heat (with a hair dryer or similar device) the sensor to induce intermittent problems. Check the reading. The voltage reading should be 5 volts. Compare to manufacturers specifications. Turn off the key. Disconnect the DMM.
e.
f. g. 3.
Test the frequency-signal MAP sensor for proper operation. a. b. c. d. Select the rpm/Hz function on the DMM and set to the proper range. Connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires. Connect the alligator clips to the probe ends. Connect the black probe to the jumper running to the ground wire and the red probe to the jumper running from the signal wire.
e.
With the key on/engine off, draw a vacuum with a hand vacuum pump.
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f. Check the Hz reading and analog bar graph. As greater vacuum is smoothly drawn, the reading should increase smoothly and within specifications. Compare to manufacturers specifications. Turn off the key. Disconnect the DMM.
g. 4.
Test the frequency-signal MAP sensor using an oscilloscope. a. b. Connect the oscilloscope according to manufacturers procedures. Observe the pattern. Compare to a known good pattern.
1. 2. 3. 4. 5.
Upper horizontal lines should reach reference voltage. Voltage transitions should be straight and vertical. Peak-to-peak voltage should equal reference voltage. Lower horizontal lines should almost reach ground. Voltage drop to ground should not exceed 400 millivolts (mV). If voltage drop is greater than 400 mV, check for a bad ground at the sensor or PCM.
c. 5.
Test the simple-voltage MAP sensor for proper operation. a. Select the DC voltage setting on the DMM and set to the proper range.
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b. c. d. Connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires. Connect the alligator clips to the probe ends. Connect the black probe to the jumper running to the ground wire and the red probe to the jumper running from the signal wire. With the key on/engine off, draw a vacuum with a hand vacuum pump. Check the reading. As greater vacuum is smoothly drawn, the reading should increase smoothly and within specifications. Compare to manufacturers specifications. Turn off the key. Disconnect the DMM.
e. f.
g. 6.
Test the simple-voltage MAP sensor using an oscilloscope. a. b. Connect the oscilloscope according to manufacturers procedures. Observe the pattern. Compare to a known good pattern.
1. 2. 3. c. 7.
High voltage indicates high intake manifold pressure (low vacuum). Low voltage indicates low intake manifold pressure (high vacuum). As the throttle plate opens, intake manifold pressure increases and vacuum decreases.
Replace a malfunctioning MAP sensor. Use manufacturers procedures.
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G. Test and service the mass airflow (MAF) sensor. 1. The MAF sensor alters reference voltage based on the mass of air entering the intake manifold. The goal for testing is to determine if the frequency or voltage signal sent to the PCM is altered properly according to mass airflow. Test the frequency-signal MAF sensor for intermittent problems. a. Select the DC voltage function on the DMM and set to the proper range. NOTE: Even though the MAF sensor sends a frequency signal, the signal is still read as constant voltage. The frequency signal is so high that it does not register on a regular DC voltage setting. A constant voltage reading is preferred when checking for intermittent problems caused by road shock or jarring. b. c. d. Connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires. Connect the alligator clips to the probe ends. Connect the black probe to the jumper running to the ground wire and the red probe to the jumper running from the signal wire.
2.
e.
With the key on/engine off, tap and heat (with a hair dryer or similar device) the sensor to induce intermittent problems. Check the reading. It should be 2.5 volts. Compare to manufacturers specifications.
f.
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g. 3. Turn off the key. Disconnect the DMM.
Test the frequency-signal MAF sensor for proper operation. a. b. Select the rpm/Hz function on the DMM and set to the proper range. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating the vehicle in an enclosed area. c. d. e. Connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires. Connect the alligator clips to the probe ends. Connect the black probe to the jumper running to the ground wire and the red probe to the jumper running from the signal wire. Start the engine. Smoothly vary the engine rpm. Check the reading and analog bar graph. It should change smoothly with changes in the engine rpm. Compare to manufacturers specifications. Shut off the engine. Disconnect the DMM and exhaust ventilation equipment.
f. g.
h. 4.
Test the frequency-signal MAF sensor using an oscilloscope. a. b. Connect the oscilloscope according to manufacturers procedures. Observe the pattern. Compare to a known good pattern.
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1. 2. 3. c. 5. Upper horizontal lines should reach reference voltage. Peak-to-peak voltage should equal reference voltage. Lower horizontal lines should almost reach ground.
Test the simple-voltage MAF sensor for intermittent problems. a. b. c. d. Select the DC voltage function on the DMM and set to the proper range. Connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires. Connect the alligator clips to the probe ends. Connect the black probe to the jumper running to the ground wire and the red probe to the jumper running from the signal wire.
NOTE: A simple-voltage MAF sensor has an extra wire, the burn-off wire, that supplies current to burn off any contamination of the wire element. e. With the key on/engine off, tap and heat (with a hair dryer or similar device) the sensor to induce intermittent problems. Check the reading. It should be 5 volts. Compare to manufacturers specifications. Turn off the key. Disconnect the DMM.
f. g.
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6. Test the simple-voltage MAF sensor for proper operation. a. b. Select the voltage function on the DMM and set to the proper range. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating the vehicle in an enclosed area. c. d. e. Connect the jumper wires from the sensor terminals to the wire leads for all the sensor wires. Connect the alligator clips to the probe ends. Connect the black probe to the jumper running to the ground wire and the red probe to the jumper running from the signal wire. Start the engine. Smoothly vary the engine rpm. Check the reading and analog bar graph. It should change smoothly with changes in rpm. Compare to manufacturers specifications. Shut off the engine. Disconnect the DMM and exhaust ventilation equipment.
f. g.
h. 7.
Test the simple-voltage MAF using an oscilloscope. a. b. Connect the oscilloscope according to manufacturers procedures. Observe the pattern. Compare to a known good pattern.
c.
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8. H. Replace a malfunctioning MAF sensor. Use manufacturers procedures.
Test and service the volume airflow (VAF) sensor. 1. The VAF sensor alters resistance according to the amount of air entering the engine. The goal for testing is to determine if the VAF sensor varies resistance according to the amount of air entering the engine. Inspect the VAF. a. Check the intake air duct leading to the VAF sensor for tears, holes, or deterioration that might allow debris to reach the VAF sensor. Inspect the air filter and housing. Inspect the electrical circuit for damaged or corroded connectors.
2.
b. c. 3.
Test the VAF sensor by disconnecting the electrical connector. a. b. c. d. Using a voltmeter, measure the reference voltage being sent to the VAF sensor. Most systems use 5 volts. Remove the air intake duct. Connect an ohmmeter to the electrical connector. While observing the reading, slowly move the flap inside the VAF sensor. The reading should change smoothly. If the reading is erratic, skips, or jumps, inspect the flap for binding. NOTE: The flap can bind because of dirt or grease buildup. Remove buildup using carburetor cleaner. e. Disconnect the ohmmeter.
4.
Replace a malfunctioning VAF sensor. Use manufacturers procedures.
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I. Test and service the oxygen sensor (O2S). 1. The O2S measures the amount of oxygen in the exhaust gases before and after the catalytic converter. The goal for testing is to determine if the O2S properly alters resistance in relation to the amount of oxygen in the exhaust gases. Test the O2S using a DMM. a. Connect one DMM lead to the output signal wire and the other to a good, clean ground. CAUTION: Make the proper connections when testing the O2S. A voltage surge can damage the O2S and PCM. b. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating the vehicle in an enclosed area. c. d. e. Start the engine and allow it to reach normal operating temperature. Check the voltage output. Using propane enrichment equipment, create an artificially rich condition. Check the reading. It should be higher than normal. Compare to manufacturers specifications. Using propane enrichment equipment, create an artificially lean condition by removing a vacuum line. Check the reading. It should be lower than normal. Compare to manufacturers specifications. Shut off the engine. Disconnect the DMM and exhaust ventilation equipment.
2.
f.
g. 3.
Test the O2S using an oscilloscope. a. Connect the oscilloscope according to manufacturers procedures.
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b. Observe the pattern. Compare to a known good pattern.
1. 2. 3. c. 4.
Maximum peak voltage should be at least 800 mV or more. Peak-to-peak voltage should be at least 600 mV or more with an average of 450 mV. Minimum peak voltage should be at least 200 mV or less.
Test the O2S using a scan tool. a. b. Connect the scan tool to the DLC. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating the vehicle in an enclosed area. c. d. Start the engine and allow it to reach normal operating temperature. Check the reading with the vehicle in closed loop operation. An O2S located between the engine and the catalytic converter should oscillate between 100 mV and 900 mV. Compare to manufacturers specifications. NOTE: Many vehicles are equipped with more than one O2S. Check the correct sensor. e. Shut off the engine. Disconnect the scan tool and exhaust ventilation equipment.
5.
Replace a malfunctioning O2S. Use manufacturers procedures.
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J. Test and service the knock sensor (KS). 1. The KS detects engine ping, preignition, or detonation. The goal for testing is to determine if the KS signals the PCM when engine ping, preignition, or detonation occurs. Test the KS using an oscilloscope. a. b. Connect the oscilloscope according to manufacturers procedures. Observe the pattern. Compare to a known good pattern.
2.
c. 3. III.
Replace a malfunctioning KS. Use manufacturers procedures.
Procedures for testing and servicing the actuators A. Test the solenoid. 1. 2. 3. Select the voltage function on the DMM and set to the proper range. Connect the jumper wires to the battery and solenoid. Check the reading. Compare to manufacturers specifications. If the solenoid is good, check the voltage to the solenoid from its harness. Disconnect the DMM.
4.
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5. B. Replace a malfunctioning solenoid. Use manufacturers procedures.
Test relays. Because relays have moveable contact points, they are a common source of problems. 1. 2. 3. 4. Select the voltage function on the DMM and set to the proper range. Check the voltage entering the relay and the voltage leaving the relay. Compare to manufacturers specifications. Disconnect the DMM. Replace malfunctioning relays. Use manufacturers procedures.
C.
Test the servo motor. 1. 2. 3. Connect an external voltage source. Disconnect the wiring harness. Connect the jumper wires. If the servo motor begins to work, it is good. If the servo motor is good, test the wiring harness leading to the servo motor. Disconnect the jumper wires. Reconnect the wiring harness. Replace a malfunctioning servo motor. Use manufacturers procedures.
4. 5. D.
Perform active tests of actuators using a bidirectional scan tool capable of performing actuator tests. 1. 2. Connect the scan tool to the DLC. Enter vehicle information. From the display, select Function Test or Special Functions. NOTE: Most bidirectional scan tools will perform additional tests, including power balance testing and communications testing, in the Function Test/Special Functions mode. 3. From the display, select Actuator Test.
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NOTE: Some scan tools may display a list of actuators by name, such as idle air controller. 4. Select the actuator to be tested and follow the scan tool instructions for performing the test. Some tests will be performed with the key on/engine off, and others will require key on/engine running. Determine if the actuator responded correctly. If the actuator did not respond correctly, determine necessary action. Include further diagnosis and/or repair(s). Disconnect the scan tool. Replace malfunctioning actuators. Use manufacturers procedures.
5.
6. 7. IV.
Procedures for testing and servicing computerized engine controls using a graphing multimeter (GMM) or digital storage oscilloscope (DSO) NOTE: These are general procedures. Follow manufacturers recommended procedures. A. Test the electrical/electronic circuits. 1. 2. 3. B. Configure the GMM/DSO for the electrical/electronic circuits and connect the test leads. Check the pattern. Compare to a known good pattern. Disconnect the test leads.
Test the sensors. 1. 2. 3. Configure the GMM/DSO for the sensor to be tested and connect the test leads. Check the pattern. Compare to a known good pattern. Disconnect the test leads.
C.
Test the actuators. 1. 2. Configure the GMM/DSO for the actuator and connect the test leads. Check the pattern. Compare to a known good pattern.
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3. D. Disconnect the test leads.
Test the PCM. 1. 2. 3. Configure the GMM/DSO for the PCM and connect the test leads. Check the pattern. Compare to a known good pattern. Disconnect the test leads.
E.
Use manufacturers service information to repair problems found during testing.
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UNIT IV: DISTRIBUTOR IGNITION (DI) SYSTEMS CONTENTS OF THIS UNIT
I. II. Unit objective Lesson plans A. Lesson 1: Overview and Theory of Distributor Ignition Systems 1. 2. Information outline Assignment sheet a. B. AS1-L1-UIV: Distributor Ignition Systems
Lesson 2: Diagnosing and Servicing Distributor Ignition Systems 1. 2. Information outline Job Sheets a. b. c. d. e. JS1-L2-UIV: Diagnose Ignition Sytems Problems on a Vehicle with a Distributor Ignition System JS2-L2-UIV: Inspect, Test, and Service the Primary Circuit and Ignition Coil JS3-L2-UIV: Check and Adjust Ignition Timing and Timing Advance/Retard JS4-L2-UIV: Inspect, Test, and Service the Distributor JS5-L2-UIV: Inspect, Test, and Service Secondary Circuit Wiring and Spark Plugs
III.
Unit IV Test
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UNIT IV: DISTRIBUTOR IGNITION (DI) SYSTEMS UNIT OBJECTIVE
After completing this unit, students should be able to diagnose and service distibutor ignition systems. Students will demonstrate mastery of the material by completing the assignment sheet, successfully performing specific tasks on the job sheets, and achieving a score of on the Unit IV Test.
SPECIFIC OBJECTIVES
After completing the lessons in this unit, students should be able to: Lesson 1 I. II. III. IV. Identify terms and definitions associated with distributor ignition systems. Describe the performance capabilities of distributor ignition systems. Identify and describe the components of distributor ignition systems. Complete the assignment sheet on distributor ignition systems (AS1-L1-UIV).
Lesson 2 I. II. III. IV. V. VI. Explain the procedures for diagnosing ignition system problems on a vehicle with a distributor ignition system. Explain the procedures for inspecting and testing primary circuit wiring. Explain the procedures for inspecting, testing, and replacing the ignition coils. Explain the procedures for checking and adjusting ignition timing and timing advance/retard. Explain the procedures for inspecting, testing, and servicing the distributor. Explain the procedures for inspecting, testing, and replacing the secondary wiring.
VII. Explain the procedures for servicing spark plugs.
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VIII. Demonstrate the ability to: A. B. C. D. E. Diagnose ignition system problems on a vehicle with a distributor ignition system (JS1-L2-UIV). Inspect, test, and service the primary circuit and ignition coil (JS2-L2-UIV). Check and adjust ignition timing and timing advance/retard (JS3-L2-UIV). Inspect, test, and service the distributor (JS4-L2-UIV). Inspect, test, and service secondary circuit wiring and spark plugs (JS5-L2-UIV).
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UNIT IV: DISTRIBUTOR IGNITION (DI) SYSTEMS LESSON 1: OVERVIEW AND THEORY OF DISTRIBUTOR IGNITION SYSTEMS
I. Terms and definitions associated with distributor ignition (DI) systems A. B. C. D. After top dead center (ATDC) Piston position during downstroke. Base timing Ignition timing of an engine at idle speed and when no advance mechanism is in operation. Before top dead center (BTDC) Piston position during upward travel. Electromagnetic induction Principle that states voltage is induced in a conductor whenever the lines of force of a magnetic field cut across the conductor. Firing order Numerical order of spark plug firing. Mutual inductance Magnetic property whereby voltage is induced in one coil because of a changing current in another coil. Pre-ignition Ignition of air/fuel mixture before the timed spark. Reluctance Naturally-occurring resistance to the buildup of a magnetic field. Self-inductance Magnetic property whereby voltage is induced in a current-carrying wire when the current in the wire itself is changing. Top dead center (TDC) Piston position at the top of travel.
E. F. G. H. I.
J. II.
Performance capabilities of DI systems A. B. C. DI systems convert the 12 volts of electricity supplied by the battery to at least 20,000 or more volts. DI systems direct the high voltage to the proper spark plug at the proper time. DI systems adjust the time that the voltage is directed to each spark plug according to engine speed and load. S 117
III. Components of DI systems NOTE: The components discussed in this section are basic components found on all DI systems. Some older systems, such as breaker point systems, have additional components not discussed here. A. The spark plug discharges a relatively high voltage (sometimes more than 60,000 volts) inside the combustion chamber. This discharge is referred to as firing the spark plug. When the spark plug fires, the air/fuel mixture is ignited. 1. Spark plugs have a steel shell with a ceramic insulator inserted into the shell. Threads on the steel shell permit installation of the spark plug in the cylinder head.
2.
The seal between the cylinder head and spark plug is done by a tapered seat machined into the steel shell with a matching seat machined into the cylinder head. A special gasket can also be used for the seal.
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3. Electrodes are the current-conducting electrical contacts of a spark plug. The center electrode travels through the center of the ceramic insulator. The side electrode is attached to the steel shell.
NOTE: Electrodes can be constructed of a nickel chromium alloy. Some designs incorporate platinum for a longer spark plug life. Some manufacturers use bipolar ground electrodes to maintain spark plug durability. 4. 5. The spark plug wires connect to a terminal that extends from the center electrode and out of the top of the insulator. A carbon resistor is sometimes placed between the center electrode and terminal to suppress radio noise.
6.
The ceramic insulator has ribs on the outer diameter to prevent the flashover of the high-voltage secondary from the spark plug cable to the steel shell. The optimum operating temperature of a spark plug is between 700F to 1500F.
7.
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NOTE: A spark plug that operates at too high a temperature may begin to glow and become a source of pre-ignition. A spark plug that operates at too low a temperature cannot burn off the conductive deposits that develop from combustion and misfires will occur. 8. Spark plug heat range is the ability of the spark plug to dissipate heat from its firing end to the cylinder head and engine coolant. This is controlled by the length of the insulator firing tip. a. A hot spark plug has a long firing tip because heat has a greater distance to travel as it is transferred from the tip, to the shell, cylinder head, and engine coolant. A cold spark plug has a short firing tip that allows for faster heat transfer.
b.
9.
Spark plug reach is the length of the steel shell from the point at which it contacts the cylinder head to the bottom of the steel shell. It includes both the threaded and non-threaded sections.
NOTE: A spark plug should never be interchanged with one that has a different reach. Poor engine performance or engine damage can result. B. Spark plug wires are radio-suppression wires designed to prevent high-frequency radio interference emitted by copper or other types of spark plug wires.
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1. 2. Spark plug wires are made of a fiberglass or aramid fiber string transfused with carbon. Insulating rubber covers the carbon string and a protective outer jacket of neoprene or silicone is installed. Copper or stainless steel terminals are connected to each end and are made to snap on the spark plugs and distributor cap. Boots made of heavy rubber insulate the terminals.
C.
The distributor directs electrical current to each spark plug at the proper firing time. 1. 2. In each cylinder, the spark plug must fire when the piston is in the compression stroke, so all spark plugs cannot fire at once. Electrical current must be delivered to each spark plug at the time the cylinder is supposed to fire.
D.
The distributor cap attaches to the top portion of the distributor with screws or spring clips. It is made of either bakelite or a special insulating plastic.
1.
A coil wire tower extends from the center of the distributor cap. A carbon insert on the inside of the tower carries the high voltage from the ignition coil to the rotor.
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2. Spark plug towers extend from the top of the distributor cap around the outer circumference. Copper or aluminum contacts are molded into each of the towers. Spark plug cables connect to each of the towers. In addition to directing high voltage from the coil secondary to the proper spark plug, the distributor cap also seals the distributor housing from dirt and moisture. Larger distributor caps with terminals spaced farther apart are sometimes used to protect against arc-over between terminals because of available higher voltage.
3.
4.
E.
The rotor rotates with the distributor shaft. It is mounted on the upper end of the distributor shaft under the distributor cap and is held in place by a press fit or with screws.
1.
Rotors are made of bakelite or a special insulating plastic with a spring steel contact, which rests against the carbon button in the distributor cap. As the distributor shaft rotates, a copper contact attached to the rotor delivers high voltage from the spring steel contact to the proper spark plug wire terminal on the distributor cap. A small air gap is provided between the tip and the distributor cap secondary tower. The high-voltage electrical current must cross this air gap as it travels to the spark plug. Larger rotors and special insulating plastics are sometimes used to prevent arc-over of high-voltage electricity.
2.
3.
4. F.
The ignition coil produces the high voltage necessary to create the spark.
1.
The two types of ignition coils are type A and type B. The internal wiring is physically different in these two types. S 122

a. In a type A coil, the primary circuit is wired from the primary positive terminal to the primary negative terminal. The secondary circuit is wired from the primary positive terminal to the secondary terminal.
b.
In a type B coil, the primary circuit is wired from the primary positive terminal to the primary negative terminal. The secondary circuit is wired from the ground to the secondary terminal.
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G. Computerized systems use the powertrain control module (PCM) to control the ignition process and to establish ignition timing using input from various sensors.
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UNIT IV: DISTRIBUTOR IGNITION (DI) SYSTEMS LESSON 2: DIAGNOSING AND SERVICING DISTRIBUTOR IGNITION SYSTEMS
NOTE: The procedures in this lesson are general procedures. Check service information before beginning procedures. Follow manufacturers recommended procedures. I. Procedures for diagnosing ignition system problems on a vehicle with a distributor ignition (DI) system A. Identify ignition system concerns. Check for no-start, hard start, misfire, poor driveability, spark knock, power loss, poor mileage, and emissions concerns. Depending on the concerns, test the possible causes of the concerns using available service information. Using a scan tool, check and record diagnostic trouble codes (DTCs), snapshot information, and datastream information related to the concerns. If there is a no-start condition, test the components and systems using a digital multimeter (DMM). Make sure to test the following. E. Crankshaft position (CKP) sensor Camshaft position (CMP) sensor Distributor shaft position sensor Ignition control module Ignition coils Powertrain control module (PCM) Primary circuit wiring and voltage Secondary circuit wiring and voltage Distributor caps Rotor
B. C.
D.
Perform an exhaust gas diagnostic test. 1. Connect the exhaust gas analyzer according to manufacturers procedures. NOTE: It may be necessary to block the source of air to the catalytic converter. A catalytic converter that works properly cleans the exhaust gases and makes it difficult to get an accurate reading. S 125
2. 3. 4. 5. 6. F. II. Turn on the exhaust gas analyzer and allow it to warm up. Zero and calibrate the exhaust gas analyzer. Start the engine and allow it to reach normal operating temperature. Check the exhaust gas analyzer readings. Compare readings to proper specifications. Shut off the engine. Disconnect the exhaust gas analyzer.
Based on the tests, determine necessary action to correct any problems. Include further diagnosis and/or repairs.
Procedures for inspecting and testing primary circuit wiring A. Inspect the primary circuit wiring. 1. 2. 3. B. Inspect wiring for worn or cracked insulation. Repair or replace as necessary. Check for loose or broken wire terminals. Repair as necessary. Check routing of the primary wiring. Reroute wiring that is touching the exhaust manifold or other hot surfaces.
Test the primary circuit. CAUTION: It may be necessary to connect the exhaust ventilation equipment during testing. 1. Check voltage drop across the resistor bypass circuit while cranking the engine. a. Remove the coil secondary wire at the distributor and ground it.
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b. Connect the DMM.
c. d.
Crank the engine. The reading should be less than 1 volt. Turn off the ignition switch. A reading over 1 volt indicates the following. Open circuit between battery and battery side of ignition coil Failure of ignition switch to close Ground in resistor bypass circuit Ground in ignition coil
e. 2.
Disconnect the DMM.
Measure available voltage at the side of the ignition coil. a. Connect the DMM.
b.
Turn the ignition switch to the run position. The reading should show normal battery voltage. Turn off the ignition switch.
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c. A reading of less than battery voltage indicates the following. Battery with a low state of charge Shorted ignition module control circuit Ground in circuit between ignition coil and distributor Ground in circuit used during cranking or in resistance lead or lead connecting ignition coil to resistor
d. 3.
Disconnect the DMM.
Check voltage drop across the coil primary. a. Connect the DMM.
b.
Turn the ignition switch to the run position. The reading should be between 5.5 and 7.5 volts. Turn off the ignition switch. A reading over 7.5 volts indicates the following. Open ignition module control circuit Loose connection in distributor circuitry High resistance between distributor contacts Loose connection between ignition coil and distributor Shorted-out resistor between ignition switch and ignition coil Ignition switch remains closed while in cranking position Open coil primary winding No ground from distributor to engine
c.
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d. A reading under 5.5 volts indicates the following. e. 4. Loose connection between resistor and ignition coil Open resistor Loose connection between battery and resistor
Disconnect the DMM.
Check voltage drop across the primary control circuit. a. Connect the DMM.
b.
Turn the ignition switch to the run position while cranking the engine or with the engine running. The reading should not exceed 0.2 volts. Turn off the ignition switch. A reading that exceeds 0.2 volts indicates the following. Open in ignition module control circuit Loose connection in distributor circuitry Poor or no ground from distributor to engine High resistance between distributor contacts
c.
d. 5.
Disconnect the DMM.
Check voltage drop across the circuit between the ignition switch and resistor. NOTE: Not all solid-state systems use a resistor between the ignition switch and coil primary, so it may be necessary to measure available battery voltage. NOTE: Most engines must be cranked to do this test.
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a. Connect the DMM.
b.
Turn the ignition switch to the run position. The reading should range between 4.5 and 6.6 volts. Turn off the ignition switch. A reading less than 4.5 volts or more than 6.6 volts indicates a damaged resistor. Disconnect the DMM.
c. d. III.
Procedures for inspecting, testing, and replacing the ignition coils A. Inspect the ignition coils. NOTE: Ignition coils do not require periodic service. An inspection is recommended when other ignition work is performed. NOTE: Before performing an inspection, it may be necessary to clean the ignition coil with an electrical parts cleaner. 1. Inspect the ignition coil cover for cracks or carbon tracking, traces of carbon found in the ignition coil, distributor cap, or rotor that leads away some electricity. Inspect the primary wiring. Repair or replace as necessary. Inspect the secondary coil wire. Repair or replace as necessary. Check the tightness of the wiring connections. The secondary wire should be pressed all the way into its socket and the insulating boot should be in place. Tighten as necessary.
2. 3. 4.
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5. Remove the secondary wire from the coil tower. Inspect the wire and coil tower. Replace if the coil tower is eroded due to poor wiring connection. NOTE: Corrosion in the coil tower may be cleaned with a small wire brush. 6. Check the coil polarity. a. b. c. The coil primary terminals are normally marked positive (+) and negative (-). In a negative ground system, the (-) terminal should be connected to the distributor primary lead. In a positive ground system, the (+) terminal should be connected to the distributor primary lead. NOTE: On solid-state systems, coil polarity is often difficult to detect. If coil polarity is thought to be incorrect, consult service information for proper wiring connections at the coil primary. B. Test the ignition coil. 1. Identify the type of ignition coil. Epoxy-filled coils can be identified by examining the wiring. a. Type A coils are installed in the traditional metal can and have three terminals: primary positive, primary negative, and high-voltage output. Type B coils have four terminals: primary positive, primary negative, high-voltage output, and ground.
b. 2.
Test the primary resistance of the ignition coil. a. b. c. d. Turn off the ignition switch. Disconnect the primary and secondary coil terminals. Connect the DMM leads to the primary positive (+) and negative (-) terminals. Read the resistance. Compare reading to manufacturer's specifications. Replace as necessary.
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e. 3. Disconnect the DMM.
Test the secondary resistance of the ignition coil. a. b. c. Connect the DMM leads from the primary positive (+) terminal to the secondary coil terminal. Read the resistance. Compare reading to manufacturer's specifications. Replace as necessary. Disconnect the DMM.
C.
Replace the ignition coil. NOTE: Manufacturers recommend replacing the ignition coil instead of attempting to repair it. 1. 2. 3. 4. Disconnect the primary leads from the ignition coil. Note the position of the wires for proper reassembly. Disconnect the secondary coil wire. Loosen the coil mounting bracket and remove the ignition coil. Reverse the steps for installation.
IV.
Procedures for checking and adjusting ignition timing and timing advance/retard A. Ignition timing must be accurate for optimum performance. Timing advance is a change of timing so that ignition occurs earlier in the cycle. Timing retard is a change of timing so that ignition occurs later in the cycle. There are two different types of timing equipment. 1. The timing light is the most common device. It is a strobe light that is triggered by the firing of the Number 1 spark plug. The timing light flashes every time the Number 1 spark plug fires. a. The flashing beam is pointed at the timing marks on the engine. The timing is then adjusted until the flash occurs when the appropriate timing mark passes the pointer or indicator mark. Timing marks are located on the harmonic balancer with a pointer on the front engine cover. S 132
B.
b.

1. Some engines have a timing tab attached to the front engine cover. Timing marks are found on the tab. A notch or line on the crankshaft pulley or harmonic balancer corresponds to the timing tab. Other engines have timing marks on the engine flywheel. These correspond to marks or a pointer on the engine block.
2.
2.
The timing meter is used in crowded engine compartments and provides a more accurate measure of ignition timing. NOTE: Only engines with provisions for locating the trigger of the timing meter can be timed with a timing meter. a. The trigger device is a magnetic probe from the timing meter. It is inserted into a socket at the harmonic balancer. The probe senses the passing of a strategicallyplaced slot in the harmonic balancer every time the crankshaft rotates. The magnetic field of the probe is interrupted when the slot in the harmonic balancer passes the probe. The probe senses this break and transmits a signal to the timing meter, which interprets and registers the signal in degrees of crankshaft rotation.
b.
C.
Time an engine using a timing light. 1. Use service information to obtain timing specifications. a. b. The specifications normally are given for a certain engine rpm, such as 6 before top dead center (TDC) at 600 rpm. The rpms are critical during a timing check. If the idle speed is too fast, the centrifugal advance unit may be in operation, which gives a false reading. NOTE: Other specific instructions are usually included in addition to timing specifications. Timing information is usually found on the emissions decal. Read instructions carefully before checking and adjusting timing. 2. Clean timing marks thoroughly to increase visibility. It is usually helpful to place a chalk mark on the specified timing mark. S 133
NOTE: Correction fluid or touch-up paint can be used to make the specified timing mark. 3. Connect a tachometer and timing light to the engine. Disconnect vacuum advance and other devices as directed by the emissions decal. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 5. 6. Start the engine and set the idle speed to specification. Direct the timing light at the timing marks and read timing. a. If timing is incorrect, loosen the distributor hold-down bolt. Turn the distributor to either advance or retard until desired timing is achieved. Tighten the distributor hold-down bolt and recheck timing. Readjust if necessary.
4.
b. 7.
Test the centrifugal advance unit. a. With the timing light in position, increase the engine speed to 2000 rpm. Note whether the timing advances and if the maximum amount of advance is achieved. Compare to manufacturer's specifications. If timing advances smoothly, the unit is functioning normally. If timing does not advance or is jerky, the unit is not working or is sticking. Clean or repair as necessary.
b. c. 8.
Test the vacuum advance unit. a. b. c. With the engine at idle, disconnect the advance hose to the vacuum advance unit. Connect a vacuum pressure pump to the vacuum advance unit. Direct the timing light on the timing indicator and apply 15 inches of vacuum to the vacuum advance unit.
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d. The timing should advance smoothly. Note the maximum amount of advance. Compare to manufacturer's specifications. If timing advances smoothly, the vacuum advance is functioning normally. If there is no vacuum advance, the vacuum diaphragm may be leaking or the breaker plate may be sticking.
e. f. 9.
Shut off the engine. Disconnect the tachometer and timing light. Disconnect the vacuum pressure pump. Disconnect the exhaust ventilation equipment.
D.
Check and adjust ignition timing and timing advance/retard using a timing meter. 1. 2. Use service information to obtain timing specifications. Insert the magnetic probe of the timing meter in the probe receptacle until the probe tip contacts the harmonic balancer.
CAUTION: Do not insert the probe with the engine on. The probe must be clear of the fan, pulleys, etc. NOTE: An adapter is required to fit the probe to some vehicles. Consult service information for the proper procedure. 3. 4. Power up the timing meter as directed by the manufacturer. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 5. Start the engine. Prepare the engine as directed by the manufacturer. S 135
6. 7. Read ignition timing on the timing meter. Test the centrifugal and vacuum advance units as described in sections IV.C.7 and IV.C.8. Refer to manufacturer's specifications for the amount of centrifugal and vacuum advance and total timing advance. Shut off the engine. Disconnect the timing probe and adapter. Disconnect the vacuum pressure pump. Disconnect the exhaust ventilation equipment.
8.
V.
Procedures for inspecting, testing, and servicing the distributor A. B. Perform a visual inspection of the distributor assembly. Inspect and test the distributor electronic components using available service information. The procedure should be appropriate for the specific distributor. If applicable, inspect and test the distributor advance component. Inspect the distributor cap. 1. 2. Inspect the distributor cap for cracks or carbon tracking. Replace as necessary. Inspect the cap for badly burned contacts. Moderate burning is normal. Replace as necessary.
C. D.
NOTE: Some manufacturers use a silicone dielectric compound on the distributor to suppress radio noise that takes on a charred look with age. This is normal and does not affect performance. Do not remove the compound. 3. Check for corrosion in the coil towers. Remove corrosion with a small wire brush. Replace as necessary. S 136

4. 5. E. Check wires for tight connections in the coil towers. Loose connections cause arcing and burning that erodes the cap. Using a DMM, measure the resistance of the contacts to the coil towers. Compare to manufacturers specifications.
Inspect and test the rotor. 1. 2. 3. Check the rotor for cracks or carbon tracking. Replace as necessary. Inspect for signs of "burn-through," holes burned in the rotor due to high-voltage arcing. Replace as necessary. Examine the rotor tip for signs of excessive burning. Replace as necessary. NOTE: Some manufacturers use a silicone dielectric compound on the rotor tips that takes on a charred look with age. This is normal and does not affect performance. Do not remove the compound. When installing a new rotor, apply a thin coat of compound (1/32 thick) to the tip.
4.
Check the rotor spring contact for adequate tension and wear at the distributor cap carbon button contact area. Replace as necessary. Using a DMM, measure resistance. Compare to manufacturers specifications.
5. F.
Remove the distributor. 1. 2. Clean debris from around the base of the distributor housing. If equipped, disconnect the vacuum advance hose.
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3. 4. Disconnect the primary wiring. Remove the distributor cap. NOTE: If removing spark plug wires, mark their position for proper reassembly. 5. Crank the engine until the rotor is in position to fire the Number 1 cylinder and the timing mark is aligned with the TDC mark. NOTE: If timing marks are not visible, mark the distributor housing at the point at which the rotor is pointing. Then make another mark on the distributor housing and a corresponding mark on the engine block. These marks help during the reassembly process. 6. 7. 8. G. Remove the distributor hold-down clamp. Remove the distributor. Place a clean towel over the hole in the engine where the distributor was removed.
Service the distributor. 1. Disassemble the distributor using available service information. The procedure should be appropriate for the specific distributor. a. b. c. d. e. f. Remove the rotor. Remove the permanent magnet signal generator or Halleffect sensor. Remove the vacuum advance unit. If applicable, remove the ignition module. Remove the centrifugal advance springs and weights. Support the distributor and drive out the roll pin retaining the distributor gear to the shaft. Slide the distributor gear off the shaft. Remove the distributor shaft.
g.
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h. i. 2. Separate the upper and lower shafts. If applicable, remove the primary wiring lead.
Using safety solvent, clean the distributor housing, distributor shaft, and centrifugal advance components. Blow dry. NOTE: Do not clean the vacuum advance, ignition module, and Hall-effect sensor or permanent magnet signal generator in safety solvent. Wipe these clean with a shop towel.
3. 4. 5.
Inspect the distributor shaft and bushing for wear. Inspect the drive gear for scoring or excessive wear. Repair or replace defective or worn components including the distributor advance component, distributor cap, and rotor. a. Repair or replace the distributor advance component using available service information. The procedure should be appropriate for the specific distributor. Replace the distributor cap. NOTE: Improper installation of the distributor cap can lead to a damaged or broken distributor cap and rotor when the engine is cranked. 1. 2. 3. 4. Loosen the hold-down screws or release the holddown clips. Raise the distributor cap up and clear of the rotor. If required, apply a light film of silicone dielectric compound to the distributor contacts. Hold the new distributor cap beside the old one with the alignment tab or other positioning mark in the same position. Remove the wires from the old distributor cap and insert firmly into the new one. Install each wire in the proper tower that corresponds to the tower in the old distributor cap.
b.
5. 6.
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7. Seat the cap on the distributor housing. Make sure the alignment tab is in the proper position and the distributor cap is installed squarely.
c.
Replace the rotor. 1. 2. Remove the distributor cap. Remove the rotor from the distributor shaft. Rotors are normally removed by taking away the two attaching screws or pulling the rotor straight up and off the distributor shaft. Install the new rotor. Align the tabs on the rotor with the notch in the distributor shaft and press onto the shaft or secure with mounting screws. If mounting screws are used to retain the rotor, tighten the screws securely. Do not overtighten the screws because it is possible to crack the rotor. If required, apply silicone dielectric compound to the rotor tip. Reinstall the distributor cap.
3. 4.
5.
6. 7. 6.
Replace defective electronic components using available service information. The procedure should be appropriate for the specific distributor. Reassemble and lubricate the distributor using available service information. The procedure should be appropriate for the specific distributor. a. b. c. d. e. Install the parts in reverse order of disassembly. Lubricate the distributor shaft and bushings. If applicable, apply cam lubricant to the distributor cam. If applicable, apply silicone grease to the ignition module base. If a distributor tester is available, test the operation of the distributor and vacuum advance unit. S 140
7.

H. Install the distributor. 1. Remove the towel and place the distributor in the engine. Align the marks made during removal. NOTE: Do not force the distributor into the engine. It may be necessary to use a long screwdriver to turn the oil pump to align the drive coupling before inserting the distributor. 2. 3. 4. Install the distributor hold-down clamp and bolt. Snug, but do not tighten, the hold-down bolt. Install the distributor cap, vacuum advance line, and primary wiring. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 5. 6. VI. Start the engine and set timing to specifications. (See section IV. for timing procedures.) Shut off the engine and disconnect the exhaust ventilation equipment.
Procedures for inspecting, testing, and replacing the secondary wiring A. Inspect the secondary wiring. 1. 2. 3. Inspect the wiring insulation for cracking, chafing, oil soaking, or other damage. Replace as necessary. Inspect the wire boots for splitting, tears, or missing boots. Replace as necessary. Check for loose wiring at the spark plugs, distributor cap, and ignition coil. Tighten loose-fitting spark plug end terminals by squeezing the terminal lightly with pliers. Be careful not to damage wire boots.
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4. Inspect the routing of the spark plug wires. a. b. To prevent crossfire, check that spark plug wires are separate if connected to cylinders that fire consecutively. Crossfire results from induction of voltage in a spark plug wire from the magnetic field surrounding a nearby spark plug wire. It most commonly occurs when two spark plug wires that fire adjacent cylinders in the firing order are routed side-by-side.
5. B.
Check that wires are in their retaining/mounting clips and routed in the original pattern.
Test the resistance of the spark plug wires. 1. 2. Connect one DMM lead to each end of the spark plug wire. Check the reading. Compare to manufacturers specifications. A typical maximum resistance is 7,000 ohms per foot. Replace as necessary. NOTE: Specifications vary greatly. Check manufacturer's specifications before passing or condemning a wire. 3. Disconnect the DMM.
C.
Replace spark plug wires. 1. Grasp the wire by the wire boot and remove by gently twisting and pulling. NOTE: Do not remove the spark plug wires by pulling hard on the wire because this can break the carbon string. 2. 3. 4. Note the routing of each wire and reinstall the retaining clips. Install the wires by pushing the wires firmly onto the spark plug terminals and distributor cap towers. If the wire boot is the only item that must be replaced, carefully cut the old boot from the wire. Lubricate the new boot with spray silicone lubricant and slide the boot onto the wire. Do not pull on the wire.
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VII. Procedures for servicing spark plugs A. Remove the spark plugs. CAUTION: It is important to follow the proper procedures when removing and installing spark plugs. It is also important to be familiar with procedures for inspecting spark plugs when removed from the engine. 1. Grasp the spark plug wire by the wire boot and remove by gently twisting and pulling. Remove all spark plug wires. If necessary, label the wires with tape to ensure proper reinstallation. Use compressed air to blow dirt or other contaminants from around each spark plug. Select the proper spark plug socket, a deep-well socket with a special rubber insert that protects the porcelain insulator. Remove each spark plug. If any of the spark plugs are excessively tight, apply a penetrating lubricant to the base of the spark plug. NOTE: Keep the spark plugs in order so that any problems found can be traced to the proper cylinder. B. Inspect the spark plugs. 1. 2. 3. Inspect the condition of the electrodes. Replace as necessary. Inspect the electrode gap. The gap should be set to manufacturer's specifications. Inspect the spark plugs for fouling. Spark plugs should be clean with no foreign deposits on the insulator or shell. Replace as necessary. Inspect the insulator. Replace as necessary. Examine each spark plug for any conditions that might shorten the life of the spark plug or indicate engine problems.
2. 3. 4.
4. 5.
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C. Install the spark plugs. 1. Adjust the electrode gap of each spark plug to specification. Use a spark plug gap gauge to bend the side electrode to adjust the spark plug gap. NOTE: Bend only the side electrode. Bending the center electrode breaks the insulator and destroys the spark plug. 2. If the spark plugs are the gasket-seat type, check that the gasket is in place. NOTE: If the spark plugs seemed overly tight when removed, there is most likely excessive carbon buildup on the thread area of the spark plug and cylinder head. Use a thread chaser to remove carbon buildup. 3. Install the spark plugs finger tight in the cylinder head. NOTE: When working with an aluminum cylinder head, apply a conductive-type antiseize compound to the threads before installation to prevent sticking or seizing and help with future removal of the spark plugs. 4. Tighten spark plugs to specified torque with a spark plug socket and torque wrench.
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UNIT V: ELECTRONIC IGNITION (EI) SYSTEMS CONTENTS OF THIS UNIT
I. II. Unit objective Lesson plans A. Lesson 1: Overview and Theory of Electronic Ignition Systems 1. 2. Information outline Assignment sheet a. B. AS1-L1-UV: Electronic Ignition Systems
Lesson 2: Diagnosing and Servicing Electronic Ignition Systems 1. 2. Information outline Job sheets a. b. c. JS1-L2-UV: Diagnose Ignition System Problems on a Vehicle with an Electronic Ignition System JS2-L2-UV: Inspect, Test, and Service the Primary Circuit and Ignition Coils JS3-L2-UV: Inspect, Test, and Service Secondary Circuit Wiring and Spark Plugs
III.
Unit V Test
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UNIT V: ELECTRONIC IGNITION (EI) SYSTEMS UNIT OBJECTIVE
After completing this unit, students should be able to diagnose and service electronic ignition systems. Students will demonstrate mastery of the material by completing the assignment sheet, successfully performing specific tasks on the job sheets, and achieving a score of on the Unit V Test.
SPECIFIC OBJECTIVES
After completing the lessons in this unit, students should be able to: Lesson 1 I. II. III. IV. V. VI. Explain the basic operation of electronic ignition systems. Identify and describe the components of electronic ignition systems. Explain the basics of wasted-spark systems. Explain the basics of unit ignition systems. Explain the advantages of electronic ignition systems. Complete the assignment sheet on electronic ignition systems (AS1-L1-UV).
Lesson 2 I. II. III. IV. V. Explain the procedures for diagnosing ignition system problems on a vehicle with an electronic ignition system. Explain the procedures for inspecting and testing the primary circuit wiring. Explain the procedures for inspecting, testing, and replacing the ignition coils. Explain the procedures for checking and adjusting ignition timing and timing advance/retard. Explain the procedures for inspecting, testing, and replacing the secondary wiring.
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VI. Explain the procedures for servicing the spark plugs.
VII. Demonstrate the ability to: A. B. C. Diagnose ignition system problems on a vehicle with an electronic ignition system (JS1-L2-UV). Inspect, test, and service the primary circuit and ignition coils (JS2-L2-UV). Inspect, test, and service secondary circuit wiring and spark plugs (JS3-L2-UV).
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UNIT V: ELECTRONIC IGNITION (EI) SYSTEMS LESSON 1: OVERVIEW AND THEORY OF ELECTRONIC IGNITION SYSTEMS
I. Basic operation of electronic ignition (EI) systems A. EI systems were once referred to as distributorless ignition systems, or DIS, because these systems do not use a distributor. 1. These systems use one ignition coil for every two cylinders (wasted-spark) or one ignition coil for each cylinder (unit ignition). The powertrain control module (PCM) sends a signal based on input from various sensors to the electronic coil module to fire the first ignition coil at the proper time.
2.
3. 4. 5. II.
The ignition coil secondary output then fires the spark plugs. When the next trigger wheel tooth aligns with the crankshaft position (CKP) sensor, the next ignition coil fires. This process is repeated as the engine runs.
Components of EI systems A. The spark plug discharges a relatively high voltage (sometimes more than 60,000 volts) inside the combustion chamber. This discharge is referred to as firing the spark plug. When the spark plug fires, the air/fuel mixture is ignited.
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NOTE: For more information on spark plugs, see Unit IV Distributor Ignition (DI) Systems, Lesson 1, section III.A. B. Spark plug wires are radio-suppression wires designed to prevent high-frequency radio interference emitted by copper or other types of spark plug wires. NOTE: For more information on spark plug wires, see Unit IV Distributor Ignition (DI) Systems, Lesson 1, section III.B. C. The electronic coil module consists of several ignition coils and an electronic circuit for operating the ignition coils. The electronic circuit replaces the ignition control module in DI systems. It is more complex because it must analyze data from the PCM and sensors.
D.
An EI system uses sensors as triggering devices. 1. The camshaft position (CMP) sensor is installed in place of the distributor. It sends signals to the PCM on camshaft and valve position. The crankshaft position (CKP) sensor sends signals to the PCM on engine speed and piston position. The knock sensor (KS) can be used to allow the EI system to retard timing if the engine knocks, or pings.
2. 3. E.
The PCM monitors the sensors and sends a signal to the electronic coil module to fire the ignition coils at the proper time.
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III. Basics of wasted-spark systems A. A wasted-spark system uses one ignition coil for every two cylinders. Each ignition coil serves two cylinders opposite each other in the firing sequence. When the ignition coil fires, a spark is simultaneously delivered to both cylinders. 1. 2. 3. B. The ignition coil delivers the spark to one cylinder when its piston is in the power stroke. The ignition coil delivers the spark to the other cylinder when its piston is in the exhaust stroke. The spark that goes to the cylinder when its piston is in its exhaust stroke is wasted.
One spark plug always fires in the normal direction of current flow while the other one fires backwards. 1. In distributor ignition systems, the secondary current normally flows from the center electrode to the side electrode of the spark plug and then returns through the engine block. Electrons more readily leave the hotter center electrode and travel to the cooler side electrode. If current flow is reversed, it takes a higher ignition coil output voltage to fire the spark plug. If current flows from the colder side electrode to the hotter center electrode, approximately 30% more voltage is required to fire the spark plug. Conventional ignition systems did not function well with backwards current flow because of the inability to produce the additional voltage required to fire the spark plugs. The wasted-spark system fires the spark plugs with reverse current flow without problems because of greater ignition coil primary current.
2.
3.
4.
IV.
Basics of unit ignition systems A. A unit ignition system, or direct ignition system, uses one ignition coil for each cylinder.
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1. In some systems, the ignition coil is mounted directly to the spark plug.
2.
In other systems, the ignition coil is mounted near the spark plug and connects with short secondary ignition cables.
V.
Advantages of EI systems A. EI systems have fewer moving parts, and there is no mechanical distributor to wear or break. This results in less maintenance and breakdowns. S 152

B. EI systems use less space and fit well in crowded engine compartments. Also, the ignition coils and PCM can be mounted remotely. There is reduced load on the engine because the engine does not move a distributor shaft. EI systems have no mechanical timing adjustment because the timing is predetermined and preset. Dwell time is increased. The ignition coil "on" time is increased because there is more than one ignition coil. This allows current flow in the coil primary to increase to a higher level, resulting in higher secondary voltage. EI systems provide for longer ignition coil cooldown. Each ignition coil does not have to work as hard because there is more than one ignition coil, resulting in longer ignition coil life.
C. D. E.
F.
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UNIT V: ELECTRONIC IGNITION (EI) SYSTEMS LESSON 2: DIAGNOSING AND SERVICING ELECTRONIC IGNITION SYSTEMS
NOTE: The procedures in this lesson are general procedures. Check service information before beginning procedures. Follow manufacturers recommended procedures. I. Procedures for diagnosing ignition system problems on a vehicle with an electronic ignition (EI) system A. Identify ignition system concerns. Check for no-start, hard start, misfire, poor driveability, spark knock, power loss, poor mileage, and emissions concerns. Depending on the concerns, test the possible causes of the concerns using available service information. Using a scan tool, check and record diagnostic trouble codes (DTCs), snapshot information, and datastream information related to the concerns. If there is a no-start condition, test the components and systems using a digital multimeter (DMM). Make sure to test the following: E. Camshaft position (CMP) sensor Crankshaft position (CKP) sensor Knock sensor (KS) Electronic coil module Ignition coils Powertrain control module (PCM) Primary circuit wiring and voltage Secondary circuit wiring and voltage
B. C.
D.
Perform an exhaust gas diagnostic test. 1. Connect the exhaust gas analyzer according to manufacturers procedures. NOTE: It may be necessary to block the source of air to the catalytic converter. A catalytic converter that works properly cleans the exhaust gases and makes it difficult to get an accurate reading. 2. Turn on the exhaust gas analyzer and allow it to warm up. S 155
3. 4. 5. 6. F. II. Zero and calibrate the exhaust gas analyzer. Start the engine and allow it to reach normal operating temperature. Check the exhaust gas analyzer readings. Compare reading to proper specifications. Shut off the engine. Disconnect the exhaust gas analyzer.
Based on the tests, determine necessary action to correct any problems. Include further diagnosis and/or repairs.
Procedures for inspecting and testing the primary circuit wiring A. B. Using a scan tool, check and record DTCs, snapshot information, and datastream information for readings. Inspect the primary circuit wiring. 1. 2. 3. C. Inspect the wiring for worn or cracked insulation. Repair or replace as necessary. Check for loose or broken wire terminals. Repair as necessary. Check routing of the primary wiring. Reroute wiring that is touching the exhaust manifold or other hot surfaces.
Test the primary circuit using a digital multimeter (DMM). NOTE: Because there are few or no moving parts, testing is primarily limited to checking continuity and voltage testing of primary circuit wiring. This includes wiring to and from the PCM. 1. Check for proper battery voltage. Improper battery voltage interferes with the ignition system and other electronic engine controls. Test the continuity of the resistor circuit. Test the wiring to and from the PCM.
2. 3. III.
Procedures for inspecting, testing, and replacing the ignition coils NOTE: Ignition coils do not require periodic service. An inspection is recommended when other ignition work is performed.
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NOTE: Before performing an inspection, it may be necessary to clean the ignition coil with an electrical parts cleaner. A. Inspect the electronic coil module and ignition coils. 1. Inspect the electronic coil cover for cracks or carbon tracking, traces of carbon found in the ignition coils that lead away some electricity. Replace as necessary. Inspect the electronic coil module for damage. Replace as necessary. Inspect the primary wiring. Repair or replace as necessary. Inspect the secondary coil wire. Repair or replace as necessary. Check the tightness of the wiring connections. The secondary wire should be pressed all the way into its socket and the insulating boot should be in place. Tighten as necessary. Remove the secondary wire from the coil tower. Inspect the wire and coil tower. If the coil tower is eroded due to poor wiring connection, replace as necessary. NOTE: Corrosion in the coil tower may be cleaned with a small wire brush. 7. B. Check the coil polarity.
2. 3. 4. 5.
6.
Test the ignition coils. 1. Test the primary resistance of the ignition coils. a. b. c. d. e. Turn off the ignition switch. Disconnect the primary and secondary coil terminals. Connect the DMM to the primary positive (+) and negative (-) leads. Read the resistance. Compare reading to manufacturer's specifications. Replace as necessary. Disconnect the DMM.
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2. Test the secondary resistance of the ignition coils. a. b. c. C. Connect the DMM leads from the primary positive (+) terminal to the secondary coil terminal. Read the resistance. Compare reading to manufacturer's specifications. Replace as necessary. Disconnect the DMM.
Replace the ignition coils. NOTE: Manufacturers recommend replacing the ignition coils instead of attempting to repair them. 1. 2. 3. 4. Disconnect the primary leads from the ignition coils. Note the position of the wires for proper reassembly. Disconnect the secondary coil wire. Loosen the coil mounting bracket and remove the ignition coil. Reverse the steps for installation.
IV.
Procedures for checking and adjusting ignition timing and timing advance/retard A. On EI systems, ignition timing is completely controlled by the PCM and cannot be adjusted. Checking ignition timing is not necessary. If a problem with ignition timing occurs, there is most likely a problem with the different sensors or PCM.
V.
Procedures for inspecting, testing, and replacing the secondary wiring A. Inspect the secondary wiring. 1. 2. Inspect the wiring insulation for cracking, chafing, oil soaking, or other damage. Replace as necessary Inspect the wire boots for splitting, tears, or missing boots. Replace as necessary.
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3. Check for loose wiring at the spark plugs and ignition coils. Tighten loose-fitting spark plug end terminals by squeezing the terminal lightly with pliers. Be careful not to damage wire boots.
4.
Inspect the routing of the spark plug wires. a. b. To prevent crossfire, check that spark plug wires are separate if connected to cylinders that fire consecutively. Crossfire results from induction of voltage in a spark plug wire from the magnetic field surrounding a nearby spark plug wire. It most commonly occurs when two spark plug wires that fire adjacent cylinders in the firing order are routed side-by-side.
5. B.
Check that wires are in their retaining/mounting clips and routed in the original pattern.
Test the resistance of the spark plug wires. 1. 2. Connect one DMM lead to each end of the spark plug wire. Check the reading. Compare to manufacturers specifications. A typical maximum resistance is 7,000 ohms per foot. Replace as necessary. NOTE: Specifications vary greatly. Check manufacturer's specifications before passing or condemning a wire. 3. Disconnect the DMM.
C.
Replace spark plug wires. 1. Grasp the wire by the wire boot and remove by gently twisting and pulling. NOTE: Do not remove the spark plug wires by pulling hard on the wire because this can break the carbon string. 2. Note the routing of each wire and reinstall the retaining clips. S 159
3. 4. Install the wires by pushing the wires firmly onto the spark plug terminals. If the wire boot is the only item that must be replaced, carefully cut the old boot from the wire. Lubricate the new boot with spray silicone lubricant and slide the boot onto the wire. Do not pull on the wire.
VI.
Procedures for servicing spark plugs A. Remove the spark plugs. CAUTION: It is important to follow the proper procedures when removing and installing spark plugs. It is also important to be familiar with procedures for inspecting spark plugs when removed from the engine. 1. Grasp the spark plug wire by the wire boot and remove by gently twisting and pulling. Remove all spark plug wires. If necessary, label the wires with tape to ensure proper reinstallation. Use compressed air to blow dirt or other contaminants from around each spark plug. Select the proper spark plug socket, a deep-well socket with a special rubber insert that protects the porcelain insulator. Remove each spark plug. If any of the spark plugs are excessively tight, apply a penetrating lubricant to the base of the spark plug. NOTE: Keep the spark plugs in order so that any problems found can be traced to the proper cylinder. B. Inspect the spark plugs. 1. 2. 3. Inspect the condition of the electrodes. Replace as necessary. Inspect the electrode gap. The gap should be set to manufacturer's specifications. Inspect the spark plugs for fouling. Spark plugs should be clean with no foreign deposits on the insulator or shell. Replace as necessary. Inspect the insulator. Replace as necessary. S 160
2. 3. 4.
4.

5. C. Examine each spark plug for any conditions that might shorten the life of the spark plugs or indicate engine problems.
Install the spark plugs. 1. Adjust the electrode gap of each spark plug to specification. Use a spark plug gap gauge to bend the side electrode to adjust the spark plug gap. NOTE: Bend only the side electrode. Bending the center electrode breaks the insulator and destroys the spark plug. 2. If the spark plugs are the gasket-seat type, check that the gasket is in place. NOTE: If the spark plugs seemed overly tight when removed, there is most likely excessive carbon buildup on the thread area of the spark plug and cylinder head. Use a thread chaser to remove carbon buildup. 3. Install the spark plugs finger tight in the cylinder head. NOTE: When working with an aluminum cylinder head, apply a conductive-type antiseize compound to the threads before installation to prevent sticking or seizing and help with future removal of the spark plugs. 4. Tighten spark plugs to specified torque with a spark plug socket and torque wrench.
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UNIT VI: ENGINE RELATED SERVICE CONTENTS OF THIS UNIT
I. II. Unit objective Lesson plan A. Lesson 1: Engine Related Service 1. 2. Information outline Job sheets a. b. c. d. e. f. g. B. JS1-L1-UVI: Check and Adjust Valve Lash on Engines JS2-L1-UVI: Remove and Replace Timing Belt/Chain JS3-L1-UVI: Inspect, Test, and Service Thermostat and Components JS4-L1-UVI: Inspect, Test, and Service Fans and Fan Components JS5-L1-UVI: Perform Common Fastener and Thread Repairs JS6-L1-UVI: Perform an Oil and Filter Change JS7-L1-UVI: Identify Hybrid Vehicle Internal Combustion Engine Service Precautions
Lesson 2: Oxyfuel Heating and Cutting 1. 2. Information outline Job sheets a. JS1-L2-UVI: Heat and Cut Metal Using an Oxyfuel Torch
III.
Unit VI Test
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UNIT VI: ENGINE RELATED SERVICE UNIT OBJECTIVE
After completing this unit, students should be able to perform engine related service. Students will demonstrate mastery of the material by successfully performing specific tasks on the job sheets and achieving a score of on the Unit VI Test.
SPECIFIC OBJECTIVES
After completing the lessons in this unit, students should be able to: Lesson 1 I. II. III. IV. V. VI. Explain the procedures for checking and adjusting valve lash on engines with mechanical or hydraulic lifters. Explain the procedures for removing and replacing timing belt/chain. Explain the procedures for inspecting, testing, and servicing the thermostat and components. Explain the procedures for inspecting, testing, and servicing fans and fan components. Explain the procedures for performing common fastener and thread repairs. Explain the procedures for performing an oil and filter change.
VII. Explain the procedures for identifying hybrid vehicle internal combustion engine service precautions. VIII. Demonstrate the ability to: A. B. C. D. E. Check and adjust valve lash on engines (JS1-L1-UVI). Remove and replace timing belt/chain (JS2-L1-UVI). Inspect, test, and service thermostat and components (JS3-L1-UVI). Inspect, test, and service fans and fan components (JS4-L1-UVI). Perform common fastener and thread repairs (JS5-L1-UVI). S 165
F. G. Lesson 2 I. II. III. IV. V. VI. Explain the basics of oxyfuel. Identify and describe the components of an oxyfuel outfit. Identify and describe personal protective equipment. Explain and practice safety procedures. Describe the types of flames. Explain the factors that affect a cut. Perform an oil and filter change (JS6-L1-UVI). Identify hybrid vehicle internal combustion engine service precautions (JS7-L1-UVI).
VII. Explain the procedures for heating and cutting metal using an oxyfuel torch. VIII. Demonstrate the ability to: A. Heat and cut metal using an oxyfuel torch (JS1-L2-UVI).
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UNIT VI: ENGINE RELATED SERVICE LESSON 1: ENGINE RELATED SERVICE
I. Procedures for checking and adjusting valve lash on engines with mechanical or hydraulic lifters A. Mechanical valve lifters must have clearance (lash) between the cam and the valve while the valve is closed. If there is no clearance, the valve will be held open by the valve train linkage. 1. Methods for checking and adjusting lash vary, depending on the design of the valve lifter. a. b. c. 2. Some valve trains have adjustable lifters located at the camshaft. Others have adjusters at the rocker arm that are composed of a screw and locknut. A third type uses valve adjusting shims located at the top of the valve stem.
Valve lash on mechanical valve trains must be adjusted accurately when the valve train is assembled. Clearance must be maintained by periodic measurement and adjustment. Measure the clearance by inserting a feeler gauge of the proper thickness between the valve train linkage and the valve stem.
3.
a.
In some applications, the clearance is measured with the engine running at normal operating temperature. Others require that the engine be cold. S 167
b. B. Consult service information for the required clearance dimension and proper adjustment procedures.
Hydraulic valve lifters must be adjusted when the valve train is assembled. Clearance is hydraulically maintained and periodic maintenance is not required. 1. Valve lash is not measured in the same way as clearance in mechanical valve trains. a. Unlike mechanical valve trains, valve lash is not measured as a clearance. Clearance in hydraulic valve trains is always zero. In hydraulic valve trains, the valve lash is the amount that the lifter piston is deflected into the lifter body when the valve is closed. If there is any measurable clearance, the hydraulic valve train will be noisy. If the piston bottoms in the lifter body, the valve will not close. If the hydraulic valve train is properly adjusted, the lifter piston will be about one-half of the way down in the lifter body. Consult proper service information for more specific procedures.
b.
c.
d. II.
Procedures for removing and replacing timing belt/chain A. Remove the timing belt/chain. 1. 2. 3. 4. 5. 6. 7. 8. Disconnect the negative battery cable. Remove belts, brackets, hoses, and wiring that interfere with removing the timing cover. Remove timing cover. Loosen and remove timing belt/chain tensioners. Remove timing belt/chain from the timing gears. Remove timing gears. Clean timing gears/pulley. Inspect for wear or damage. Clean and inspect timing belt/chain tensioner assembly. S 168

B. Install and adjust timing belt/chain. 1. 2. 3. 4. Install the replacement timing belt/chain. Install and adjust the timing belt/chain tensioners. Turn the crankshaft in the direction of normal rotation two complete turns. Verify correct camshaft timing. a. Verify correct camshaft timing with the valve timing components located in the block (nonoverhead camshaft engines). 1. Observe the valves in the number 1 cylinder. Disassembly may require removing the rocker arm cover from the head. Find the timing mark on the harmonic balancer, which is located at the front of the crankshaft. Rotate the engine in the normal direction. Observe the action of the valves in the number 1 cylinder. Find the overlap position of the cylinder by noting when the exhaust valve closes and when the intake valve begins to open. NOTE: The overlap position occurs when both of the valves are slightly open at the same time (one just coming closed and the other just coming open). Position the crankshaft so that the valves are in the overlap position. At this position, the timing marks should be at top dead center (TDC). If they are not, the valve timing is off. The engine short block must be partially disassembled to correct this problem.
2. 3.
b.
Verify correct camshaft timing in overhead camshaft engines. 1. Turn the crankshaft to the TDC position.
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2. Remove the camshaft drive cover so that the camshaft(s) and timing marks can be seen. NOTE: Some camshaft drive covers have small openings that can be used to see the timing marks without removing the cover. 3. If the timing marks are correctly aligned, inspect the condition of the camshaft drive chain or belt and gears. If the timing marks are not correctly aligned, time according to manufacturers procedures.
4. 5. 6. 7. 8.
Reinstall the timing cover. Reinstall the belts, brackets, hoses, and wiring that were removed to access the timing belt/chain. Reconnect the negative battery cable. Connect the exhaust ventilation equipment. CAUTION: Be sure to use the approved exhaust ventilation equipment when operating a vehicle in an enclosed area.
9. 10. III.
Start the engine. Check engine operation. Shut off the engine. Disconnect the exhaust ventilation equipment.
Procedures for inspecting, testing, and servicing the thermostat and components A. B. C. Use service information to locate the thermostat. Inspect the thermostat housing and gasket for leakage or damage. Test the thermostat. 1. 2. Verify engine operating temperature. (See Unit II - General Engine Diagnosis, Lesson 3, Section III for the procedures.) Check the circulation within the cooling system. a. Connect the exhaust ventilation equipment.
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CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. b. Start the engine. Take off the radiator cap and look down the radiator neck. CAUTION: Never remove a radiator cap unless the engine is sufficiently cool. Removing the radiator cap when the engine is hot can cause scalding-hot engine coolant to be sprayed over a wide area, resulting in serious injury. c. When the engine reaches normal operating temperature, the thermostat should open. Observe the engine coolant as it circulates through the radiator tank. If engine coolant overflows the radiator tank, the radiator core may be plugged. If possible, check the circulation through the upper hose when the engine is gunned and while the thermostat is open. Shut off the engine. Disconnect the exhaust ventilation equipment.
d.
e. D.
Replace the thermostat and components. 1. 2. 3. 4. Drain the cooling system. Remove the thermostat housing and thermostat. Clean the mating surfaces of the thermostat housing and engine, removing the old gasket/seal. Install the new thermostat with the wax-filled pellet toward the inside of the engine. Center the thermostat in the housing.
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CAUTION: Be sure to install the correct thermostat for the engine. The wrong thermostat can cause engine malfunction due to being too cold or too hot. 5. 6. 7. Install the new gasket/seal and thermostat housing. Use the correct sealer to install the gasket. Refill the cooling system and bleed air, if required. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 8. 9. IV. Start the engine and check cooling system operation. Shut off the engine. Disconnect the exhaust ventilation equipment.
Procedures for inspecting, testing, and servicing fans and fan components A. Inspect the mechanical (belt-driven) fan. CAUTION: Radiator fans are very dangerous. Keep hands away from the fan during operation. Disconnect the negative battery cable when inspecting and servicing a mechanical fan. Only connect the negative battery cable when observing fan operation. 1. 2. Make sure the fan runs quietly. Fans should make no growling or grinding noises. Check the fan for bent blades, cracks, and other defects. CAUTION: Bent or cracked fan blades may fly out of the fan with great force and cause personal injury. 3. 4. 5. B. Make sure the fan spins without noticeable wobble. Make sure there is no more than 3/8-in play in the fan. If the fan is a clutch fan, check for signs of oil leaking from the clutch assembly.
Test a clutch fan. 1. Connect the exhaust ventilation equipment.
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CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. 2. 3. Start the engine. Observe fan operation. a. b. Before the engine warms, the fan should slip. When the engine warms, the clutch should engage and air should begin to flow through the radiator and over the engine, indicating that the clutch is locked. A fan clutch that is locked all the time regardless of engine operating temperature should be replaced. A fan clutch with excessive play or oil leakage should also be replaced.
c.
4. C.
Shut off the engine and disconnect the exhaust ventilation equipment.
Inspect the electric radiator fan. CAUTION: Electric radiator fans can come on without warning. Make sure the fan and negative battery cable are disconnected before inspecting, servicing, or working close to an electric fan. Only connect the fan and negative battery cable when observing fan operation. 1. 2. 3. Make sure the fan runs quietly. Fans should make no growling or grinding noises. Disconnect the fan and negative battery cable. Check the fan for bent blades, cracks, and other defects. CAUTION: Bent or cracked fan blades may fly out of the fan with great force and cause personal injury. 4. 5. 6. Make sure the fan spins without noticeable wobble. Check that there is no more than 3/8-in play in the fan. Using service information, energize the fan and observe operation of the unit.
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7. D. E. F. V. Using service information, check the sensors and controls that operate the fan.
Inspect the fan shroud for cracks or damage, shroud-to-fan fit and clearance, and condition of mounting brackets and bolts. Inspect the cooling system air dams and mounting brackets for damage. Based on the inspections and tests, repair or replace defective components. Consult service information for the proper procedures.
Procedures for performing common fastener and thread repairs A. Remove a bolt that is broken off in a threaded hole because of overtightening. 1. Use a screw extractor to remove bolts. The screw extractor has flutes or grooves that spiral in a counterclockwise direction. a. b. c. Drill a hole in the center of the broken bolt. Insert the screw extractor in the hole. Use a tap handle to rotate the screw extractor and bolt counterclockwise. Remove both as a unit from the bolt hole.
2.
Remove a bolt that is not bound to the threaded hole. a. b. Drive a sharp punch into the center of the bolt. Use pliers to retrieve the bolt. NOTE: Breakage due to the wrong thread design, a cross-threaded bolt, or a bolt that is bottomed out in the hole can make removal difficult. Drill out the bolt and retap the hole. Use the correct bolt and start it into the hole with the fingers.
B.
Use a tap to cut threads into a hole. CAUTION: Before drilling a hole to cut threads, choose the correct drill bit size for the thread size. Failure to use the correct drill bit size can result in a broken tap or inadequate thread depth.
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1. 2. 3. Select the proper tap. Apply thread cutting oil. Start the handle with the tap straight and then make a half turn.
4. 5. C.
After each partial turn, back the tap off until the metal chips begin to break loose. Repeat this process until all of the needed threads are cut. Add oil as needed during the process.
Use a die to cut threads onto a rod. 1. 2. 3. Select the proper die. Apply thread cutting oil. Put the tapered side of the die on the rod. NOTE: A special die stock holds the die for the cutting process. The die should be positioned in the die stock so that the tapered end engages the rod first.
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4. 5. 6. D. Start the die stock with the die straight and then make a half turn. After each partial turn, back the die off until the metal chips begin to break loose. Repeat this process until all of the needed threads are cut. Add oil as needed during the process.
Repair damaged or stripped threads. 1. Chasing threads involves using a standard tap or die to run through existing threads of the same size. The purpose is to correct small imperfections that interfere with the threading of the nut or bolt. NOTE: Use a thread cutting oil during this procedure. 2. When threads in a hole are so severely damaged that they cannot be adequately repaired by chasing, a helicoil can be installed to restore the threads back to their original sizes. a. b. c. Completely drill out the old, damaged threads with a drill bit supplied in the helicoil kit. Tap with a special tap from the helicoil kit. With a special handle, screw in an insert that looks like a spring or coil. The inside of this coil is the same as the original thread of the hole.
3.
A thread insert can also be used to repair damaged threads. The insert is almost identical to the helicoil but is somewhat larger. It is retained in place by driving down four pins around the insert. Thread repair cement can be used on low-torque applications. The cement is applied to the bolt, and the bolt is then placed back into the damaged hole. New threads are molded as the glue-like substance hardens.
4.
VI.
Procedures for performing an oil and filter change NOTE: This is a general procedure for changing oil. Even though changing oil is a relatively simple task, it is critical that it be done correctly. Consult the appropriate service information for specifications and procedures for changing oil on any particular vehicle. S 176

NOTE: Be especially careful to consult service information when changing the oil on turbocharged vehicles. Vehicles with turbochargers often require special oil. In addition, procedures for changing oil on turbocharged vehicles may also be more complex. A. Connect the exhaust ventilation equipment. CAUTION: Be sure to use approved exhaust ventilation equipment when operating a vehicle in an enclosed area. B. Start the engine and allow it to reach normal operating temperature. Turn off the engine. If the vehicle is turbocharged, allow the engine to idle during the last few minutes of operation. NOTE: Even if a turbocharged vehicle comes into the shop at normal operating temperature, start the engine and allow it to idle a few minutes. A warm turbocharged engine must idle in order to scavenge oil from the turbocharger. C. Lift the vehicle in order to get to the underside. CAUTION: When lifting a vehicle, always use proper lifting equipment and observe all safety precautions. Never work under a vehicle supported by only a jack. A frame-type lift or safety stand is the only acceptable support for a vehicle. Failure to comply with all safety rules could result in fatal injuries. D. Place a drain pan or drain bucket under the crankcase drain plug. NOTE: Some engines have more than one drain plug, and all must be removed to completely drain the oil from the engine. E. Remove the oil drain plug or plugs and catch the oil in the drain pan or bucket. Allow the oil to drain for a few minutes. CAUTION: Do not allow hot oil to contact the skin.
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F. While the oil is draining, check the following. 1. 2. 3. Inspect the drain plug, oil pan threads, and drain plug gasket. Replace if worn or damaged. Check the suspension and steering joints in the vehicle and lubricate, if required. Check the grease in the rear axle (or final drive) and the lubricant in manual transmissions. NOTE: When checking lubrication points, components or systems that relate to the vehicles safe operation should be checked. These may include suspension components (especially the shock absorber), steering linkages, exhaust systems, fuel tanks and lines, tires, etc. In addition, tire pressure should be checked and adjusted, as needed. G. Use an oil filter wrench to remove the oil filter. Catch oil in the drain pan or drain bucket. Clean the area where the oil filter gasket will seal and make sure that the oil gasket is not still stuck there.
H.
Reinstall the drain plug(s) and tighten securely. Do not over torque or cross thread the drain plug. Replace worn or damaged gaskets at this time. Install the new oil filter. Lubricate the gasket with clean engine oil. Tighten the oil filter according to manufacturers specifications. Most filters are tightened hand tight. Some have specific torquing techniques. Consult appropriate service information for tightening specifications. Recheck all work and make sure that the drain plug(s) are installed tightly. Also make sure that the oil filter is on tightly. Lower the vehicle to the floor. Select the correct type and weight of oil.
I.
J. K. L.
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M. Open the hood and add the proper amount of new oil to the engine. Perform lubrication service under the hood as required. In some vehicles, the throttle and other control linkages should be lubricated at this time.
CAUTION: Be sure to add the correct amount of oil to the engine. Adding too much or too little oil can result in severe engine damage. N. Start the engine and allow to idle for a few seconds. The oil pressure warning system may actuate for a few seconds but should reset itself within 10 seconds. NOTE: If the engine does not show signs of developing oil pressure within 10 seconds, shut off the engine immediately. Locate and correct the problem. Double-check that oil was put in the engine. O. Allow the engine to idle for a few minutes. While the engine is idling, lift the vehicle and check the drain plug(s) and oil filter for leaks. NOTE: In turbocharged vehicles, idling is necessary to get the proper amount of oil pressure to the turbocharger before it is actuated. In non-turbocharged vehicles, idling the engine allows the opportunity to check for leaks. P. Q. R. Lower the vehicle and record on a windshield/door tag the vehicles mileage, date, and precisely what service was performed. Shut off the engine. Disconnect the exhaust ventilation equipment. Dispose of the used oil according to the United States Environmental Protection Agency (EPA) guidelines.
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VII. Procedures for identifying hybrid vehicle internal combustion engine service precautions A. A hybrid vehicle, also called a hybrid electric vehicle (HEV), uses both an electric motor and a small, internal combustion engine for power. The two types of HEV designs are series and parallel. 1. In the series design, an electric motor drives the vehicle with power from a battery pack. The internal combustion engine is used solely to power the generator that, in turn, recharges the battery pack. In the parallel design, the electric motor and internal combustion engine both drive the vehicle, with the electric motor being used when additional power is needed (e.g., acceleration, going up hill) and the internal combustion engine taking over at cruising speeds.
2.
B.
The thought process behind HEVs is to meet the desire to decrease dependence on oil and lessen environmentally-harmful emissions. 1. 2. At this printing, HEVs are entering the marketplace gradually, but they are in their infancy and technology is still evolving. It is unknown whether HEVs will eventually replace the standard gasoline-powered vehicles or are primarily an interim step toward another technology. Currently, the advantages of HEVs are improved mileage and less emissions. Among the disadvantages are more complicated designs and heavier vehicles due to the additional components.
3.
C.
Servicing HEVs can be potentially dangerous. Careless service can result in potentially-fatal electrical shock, arcing temperatures up to 3500F, or explosion of molten metal. It is imperative for the technician to know and adhere to service precautions. 1. During service, the technician must wear high-voltage safety gloves similar to an electrical linemans gloves when removing the service plug. The technician should also shield the face. At this printing, high-voltage cables are orange. Also, caution labels are used to identify the high-voltage battery pack and other high-voltage components.
2.
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CAUTION: Be sure to identify the high-voltage cables before beginning service. Not all high-voltage cables are bright orange. Some are very light orange and can appear yellow. 3. 4. High-voltage cables can be located near vehicle lift locations. Be sure lift pads are placed properly. Some components contain strong magnets that must be handled with special care. People with pacemakers or other magnetically-sensitive medical devices should not work on or near these components. The technician should remove all metal items from pockets or clothing before beginning service. The high-voltage system should be disconnected before beginning service. Disconnecting the auxiliary battery shuts down the high-voltage circuit. For additional protection, the service plug can be removed. Wait at least five minutes after removing the service plug to allow the capacitors inside the inverter to fully discharge. Some HEVs automatically turn the engine on and off when the ready light, located on the instrument panel, is on. Remove the key from the ignition before beginning service.
5.
6.
7.
D.
Identify hybrid vehicle internal combustion engine service precautions. 1. Using service information, determine the locations of the highvoltage system components, including the high-voltage cables and service plug. Using service information, determine if special care is needed when handling any components of the high-voltage system. Deactivate the high-voltage system. CAUTION: The following procedure is for a Honda HEV. It is imperative to consult service information for the proper procedures for the specific HEV before beginning service. a. b. Turn off the ignition switch. Remove the rear seat back.
2. 3.
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c. d. e. f. g. h. i. Remove the battery module cover from the intelligent power unit (IPU) lid. Remove the locking cover from the battery module switch. Turn off the battery module switch. Turn the locking cover around and put it back on the battery module switch. Wait at least five minutes to allow the capacitors inside the inverter to fully discharge. Remove the IPU lid. Measure voltage at the junction board terminals. There should be 30 volts or less. There is a problem if there is more than 30 volts.
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UNIT VI: ENGINE RELATED SERVICE LESSON 2: OXYFUEL HEATING AND CUTTING
I. Basics of oxyfuel A. Oxyfuel is a group of processes in which oxygen and a combustible fuel gas are combined to make a flame. This flame can reach temperatures of 5,000F to 6,000F, which is hot enough to melt or cut most metals. These processes are used to heat, cut, weld, braze, and hardface metal. 1. In oxyfuel cutting, the fuel gas flame heats the metal and a stream of oxygen then cuts the metal. Typical kinds of cuts include cutting flat steel, round-bar steel, and cast iron. It is also possible to bevel and make holes in metal.
B.
Fuel gases used in oxyfuel processes include acetylene, propane, natural gas, hydrogen, butane, and methylacetylene-propadiene (MPS). Each has different properties and may not be used for all functions or perform them equally well. 1. Acetylene is used because of its versatility in performing many functions well. It can make a clean, accurate cut and the flame it produces is easily regulated. Oxyacetylene is a term created from combining the words oxygen and acetylene. NOTE: In this lesson, oxyfuel refers to oxyacetylene, but it is important to remember that other fuel gases are available. If others are used, accessories and procedures designed for those must be used.
II.
Components of an oxyfuel outfit A. Each outfit has two steel cylinders (oxygen and acetylene) designed to hold gases under high pressure. 1. The oxygen cylinder has a back-seating valve that controls gas flow from the tank. When the tank is in use, the valve is opened all the way to prevent leakage around the valve. The acetylene cylinder valve is only opened 1/4 to 1/2 turn when in use, so it can be shut down quickly in an emergency. The device used to open the acetylene cylinder valve must be left in place during use to allow for quick shutoff.
2.
S 183
3. Cylinders should be fastened to a wall, post, or approved cylinder truck so they stay upright at all times. The valve can be damaged and cause a leak if the cylinder is knocked over. To prevent damage, valve protection caps should be in place when the cylinder is not in use.
B.
Regulators are attached to both cylinders and control the flow of gases through the oxyfuel outfit. 1. Regulators reduce high-storage pressure to a lower working pressure and maintain a steady working pressure even if the cylinder pressure changes. A regulator has a cylinder pressure gauge and a working pressure gauge.
2. C.
Valves are attached to both cylinders and control the flow of gases through the oxyfuel outfit. Valves perform valuable safety functions. 1. 2. 3. 4. A cylinder valve is located at the top of the cylinder and is opened by a handle or valve wrench to adjust the flow of gas. A torch has two valves, one for oxygen and the other for fuel gas, turned by hand to control the gas flow into the torch. Check valves are located at the torch or regulator and prevent gas from flowing the wrong way. Some regulators are equipped with safety release valves that release gas to lower excessive pressure.
D.
Regulator gauges include the cylinder pressure gauge, which measures pressure in the cylinder, and the working pressure gauge, which measures the pressure going into the line. 1. 2. Gauges indicate pressure in pounds per square inch gauge (psig) or in kilopascals gauge (kPag). Gauges have markings beyond the range of normal or safe operation. Acetylene working pressure gauges may be marked up to 30 psig, but acetylene pressure should be kept below 15 psig for safe operation.
E.
An oxyfuel outfit has two hoses, one carries oxygen and the other carries fuel gas.
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1. Hoses are made of several layers of rubber. They come in different sizes according to the hoses inside diameter. They are generally available in two colors: green for oxygen and red for fuel gas. NOTE: Hose colors are not standardized and hookup may differ from one oxyfuel outfit to another. Check hoses as part of the basic setup procedure. 2. One end of the oxygen hose is connected to the oxygen cylinder regulator and the other end is connected to the torch. The fuel gas hose is connected to the fuel gas cylinder regulator and the torch. CAUTION: Do not switch the hoses from one fuel gas to another. This can create a combustible mixture in the hose. F. A cutting torch is held by the operator to make the cut. 1. The cutting torch mixes oxygen and fuel gas to produce the desired flame. It is held by the operator to make the cut. Oxygen comes out the center opening in the cutting tip and the fuel gas comes out another opening(s) in the cutting tip. The components of a cutting torch are the fuel gas valve, oxygen valve, cutting oxygen lever, body, cutting oxygen tube, preheating gases tube, head, and cutting tip.
2.
III.
Personal protective equipment (PPE) A. When using oxyfuel, specific clothing and gear are necessary to protect the body from sparks, burns, and harmful fumes. The eyes and other body parts must be protected from harmful light rays. Leather gauntlet-style gloves and high-top leather shoes should be worn to protect the hands and feet. Clothing should be wool or cotton. It should be dark and tightly woven to help block light rays. 1. 2. Shirts should be long sleeved and worn with the sleeves and top collar button buttoned. Pants should come down over the tops of the boots and be cuffless to avoid catching sparks.
B. C.
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3. D. Other protective clothing and equipment, such as leather aprons and leather sleeves, should be worn as needed.
Wear welding goggles with filter lenses appropriate for the work being done. Lenses with a shade number between 4 and 6 are common for oxyfuel cutting. 1. 2. Wear safety glasses under the welding goggles to protect eyes from flying debris. Wear additional head and eye protection, such as a flameproof skullcap or face shield, to avoid burns from sparks or hot metal spatter.
E.
Respirators may be required depending on the size of the work area, available ventilation, and metals being used. 1. Some types of metals give off toxic fumes during the cutting or welding process. Metals covered with paint, grease, or other chemicals can create a breathing hazard. Acetylene can displace oxygen in the air and cause respiratory problems.
2. IV.
Safety procedures A. The work area should be fire resistant. Oxyfuel cutting should only be performed in fireproof surroundings, such as concrete floors and walls. 1. 2. 3. 4. B. The work area should be clean and free of trash, grease, oil, and other flammable materials. A fire blanket should be available to wrap around a person in case of fire. An appropriately rated fire extinguisher, first-aid kit, and safety equipment should be kept within easy reach. Aisles and stairs should be kept free of obstacles for quick exit in case of fire.
Ventilation is required to protect clothing from becoming combustible due to saturation with oxygen or fuel gases. Working outdoors or in a large shop with high ceilings is best. If this is not possible, forced ventilation (hoods and exhaust fans) is necessary.
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C. Proper storage and handling of the cylinders is necessary, because they are highly pressurized and can explode. 1. Oxygen and fuel gas cylinders should be stored separately. If the cylinders are stored together and a fire starts, oxygen and fuel gas can release and cause a large explosion and/or blaze. The storage area should be made of fire-resistant materials and be located away from sources of heat and fire. It should be locked and labeled with appropriate warning signs. Fuel storage should be adequately ventilated to eliminate buildup of fuel fumes in case of a leak. A cylinder should be moved using a hand truck with a safety chain or by tilting it slightly and rolling it on its bottom edge with one hand on the valve protection cap.
2.
3.
4.
D.
Follow manufacturers procedures for setup and shutdown of the oxyfuel outfit. CAUTION: If the oxyfuel outfit catches fire at any time, turn off the oxygen and fuel gas at the tanks immediately. 1. Use only components designed for the specific oxyfuel outfit. Some components appear similar to those used with other fuel gases, but they cannot be used interchangeably without risk of explosion. Check all connections with a leak-detecting solution. Tighten fittings in areas that bubble. CAUTION: Do not use petroleum-based solutions to check for leaks. Do not use grease to lubricate components. These substances can cause a fire in the presence of oxygen. 3. Use only a spark lighter held at an angle to light the torch. The spark lighter should be long enough to keep the operator from being burned by the flame. Position the torch so that the tip is pointing away from the operator, other people in the area, and combustible objects. The flame must be off before setting down the torch. If work is suspended for some time, the oxyfuel outfit must be shut down.
2.
4.
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5. During shutdown, close all points where oxygen or fuel gas can escape and bleed lines of any remaining gas to prevent undetected leaks in the system.
V.
Types of flames A. The three types of flames produced by an oxyacetylene torch are carburizing, neutral, and oxidizing. The welder will start out with a carburizing flame and make adjustments to attain a neutral flame for cutting. 1. The carburizing flame is low-temperature and may add carbon to the cut or weld. In this flame, too much acetylene is present and three distinct parts of the flame are visible. It is mainly used for special applications. The neutral flame does not add carbon or burn the work with oxygen. It is considered the best choice for most cutting and welding. It is a balance of oxygen and acetylene and has an inner core of flame that is rounded on the end. The oxidizing flame is high temperature and may add oxygen to the cut or weld. Too much oxygen is present in this flame, the flame is noisy, and the inner cone is shortened. It is not recommended for most operations because it may burn the work.
2.
3.
VI.
Factors that affect a cut A. The welder should be in a comfortable position that allows free movement of the torch hand. Also, the welder should be braced against a stable object to ensure a steady cutting movement. The torch is held in different manners depending on the type of cut. 1. To start a cut on an edge, hold the torch so that the flame angles slightly away from the work. The edge will preheat sooner and allow the cut to begin quicker. To start other cuts, hold the torch straight over the point to be cut. The noncutting hand can be positioned under the torch and used for a guide while the torch hand controls the oxygen lever and makes the cut. Most cuts are made with the torch at a right angle to the work. A slight leading angle can be used for straight cuts or a greater angle can be used for cutting thin stock if needed. S 188
B.
2.
3.

C. The speed at which the torch is moved when making the cut affects the appearance of the cut. 1. If the correct speed is used, the drag lines, lines made on the edge during cutting, are nearly vertical and the top and bottom edge are smooth and square. If the torch is moved too slowly, the drag lines are irregular and the stream tends to wander and gouge the cut. The flame can melt the top edge of the cut. If the torch is moved too fast, the drag lines tend to break, the top edge may be jagged, and the cut may not go all the way through the material.
2.
3.
D.
If correct gas pressure is used, the cut should be smooth and the top and bottom edges square. Too much pressure distorts the cut by dishing out the top or pushing out the bottom. Too little pressure causes the cut to not go all the way through the metal.
VII. Procedures for heating and cutting metal using an oxyfuel torch A. Cut a straight line. 1. Inspect equipment, materials, and work area to ensure safe and correct operation. Remove items or materials that could cause a potentially dangerous situation. Position the plate on the worktable and mark a cutting line using a soapstone and straightedge. Clamp angle iron to the plate at a right angle, just off the cutting line, to serve as a guide. Set up the oxyfuel outfit according to manufacturers procedures. Light the torch using a spark lighter. Adjust the flame to a neutral flame with and without the oxygen lever pressed. Position the torch over the edge of the metal, with the center of the cutting tip in line with the cutting line and angled slightly away from the work. The preheat flames should be just above the top of the plate. Use the free hand to steady the cutting hand. S 189
2. 3. 4. 5. 6. 7.
NOTE: Right-handed operators generally work best from right to left, left-handers from left to right. 8. When the plate has reached cutting temperature, press the cutting oxygen lever and move the torch steadily across the plate to complete the cut. Make additional cuts if instructed. Shut down the oxyfuel outfit using manufacturers procedures. Return materials and equipment to the proper places.
9.
B.
Cut a bevel. 1. Inspect equipment, materials, and work area to ensure safe and correct operation. Remove items or materials that could cause a potentially dangerous situation. Position the plate on the worktable and mark a cutting line using a soapstone and straightedge. Clamp angle iron to the plate at an angle, just off the cutting line, to serve as a guide. Set up the oxyfuel outfit according to manufacturers procedures. Light the torch using a spark lighter. Adjust the flame to a neutral flame with and without the oxygen lever pressed. Position the torch over the edge of the metal, with the center of the cutting tip in line with the cutting line and pointed slightly away from the work. The preheat flames should be just above the top of the plate. Hold the whole torch at the angle of the desired cut and guide by the angle iron. Use the hand that is not operating the cutting lever to steady the cutting hand. When the plate has reached cutting temperature, press the cutting oxygen lever and move the torch steadily across the plate to complete the cut. Make additional cuts if instructed. Shut down the oxyfuel outfit using manufacturers procedures. Return materials and equipment to the proper places.
2. 3. 4. 5. 6. 7.
8.
9.
S 190

C. Cut a circle. 1. Inspect equipment, materials, and work area to ensure safe and correct operation. Remove items or materials that could cause a potentially dangerous situation. Position the plate on the worktable and mark a cutting line using a soapstone. Set up the oxyfuel outfit using manufacturers procedures. Light the torch using a spark lighter. Adjust the flame to a neutral flame with and without the oxygen lever pressed. Use the oxyfuel outfit to pierce steel by holding the torch at a right angle to the work with the cutting tip near the center of the circle. The preheat flames should be just above the top of the plate. When the plate reaches cutting temperature, raise the cutting tip 1/2 in or more and slowly press the cutting lever. Rotate the torch until the flame cuts through the metal. Lower the torch into normal cutting position and cut out to the cutting line and complete the cut. Use the hand that is not operating the cutting lever to steady the cutting hand. Make additional cuts if instructed. Shut down the oxyfuel outfit using manufacturers procedures. Return materials and equipment to the proper places.
2. 3. 4. 5. 6.
7. 8. 9.
10.
S 191
S 192

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70-1831-S

Module 3: Engine Performance

Automotive Technology Curriculum

2005 Edition Student Reference

ENGINE PERFORMANCE: IGNITION SYSTEMS

Project Coordinator: Erica Kassel

Graphic Artists: Chris Benedict Jacqueline Craig

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Lesson 3: Performing Engine System Diagnostic Tests 1. Information outline

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11. 12. 13. 14. 15. 16. 17. C. D.

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14. 15. 16. 17. IV.

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Allow the cooling system to completely cool down.

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Unit III Test

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7. 8. 9. 10. 11. III.

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NOTE: The CKP sensor sometimes functions as the VSS. S 63

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