chapter 1

THE DIAGNOSTIC
PROCESS
LEARNING OBJECTIVES KEY TERMS

After studying this chapter, the reader should Data link connector Smoke machine  5
be able to: (DLC)  7 Strategy-based
1. List the steps of the diagnostic process. Drive cycle  20 diagnosis  2
2. Discuss the type of scan tools that are used to Flash code retrieval  11 Technical service
assess vehicle components. No-code diagnosis  17 bulletin (TSB)  7
3. Describe how to retrieve diagnostic information Paper test  5 Trip  16
from a vehicle. Pending code  6
4. Explain the troubleshooting procedures to
follow if a diagnostic trouble code has been set.
5. Describe diagnostic trouble code retrieval,
diagnosis, and testing for OBD-II vehicles.
6. Explain the troubleshooting procedures to
follow if no diagnostic trouble code has been
set.
7. List the steps in most manufacturers' diagnostic
routines.
8. Describe how to verify the repair and conduct a
universal drive cycle.
9. Describe how to run OBD-II monitors on a light
duty diesel vehicle.

M01_HALM3495_07_SE_C01.indd 1 22/12/18 5:23 PM

 CUSTOMER CONCERN

DIAGNOSTIC STEPS
TO LOCATE ROOT
CAUSE OF PROBLEM

REPAIRS
COMPLETED

REPAIR
CONFIRMED

CODES
CLEARED

CUSTOMER SATISFACTION

CUSTOMER SATISFACTION
FIGURE 1–2  Step #1 is to verify the customer concern or
problem. If the problem cannot be verified, then the repair
FIGURE 1–1  A funnel is one way to visualize the diagnostic cannot be verified.
process. The purpose is to narrow the possible causes of a
concern until the root cause is determined and corrected. If the problem cannot be verified, it cannot be solved or tested
to verify that the repair was complete. ● SEE FIGURE 1–2.
The driver of the vehicle knows much about the vehicle
THE EIGHT-STEP and how it is driven. Before diagnosis, always ask the following
questions:
DIAGNOSTIC PROCEDURE ■■ Is the malfunction indicator light (check engine) on?
■■ What was the temperature outside?
STRATEGY-BASED DIAGNOSIS Successful diagnose ■■ Was the engine warm or cold?
depends on using the same process for all problems and ■■ Was the problem during starting, acceleration, cruise, or
customer concerns to arrive at the root cause of the problem.
some other condition?
The process is called strategy-based diagnosis.
Many different things can cause an engine performance
■■ How far had the vehicle been driven?
problem or concern. The service technician has to narrow the ■■ Were any dash warning lights on? If so, which one(s)?
possibilities to find the cause of the problem and correct it. A ● SEE FIGURE 1–3.

funnel is a way of visualizing a diagnostic procedure. ● SEE ■■ Has there been any service or repair work performed on
FIGURE 1–1. At the wide top are the symptoms of the prob- the vehicle lately?
lem; the funnel narrows as possible causes are eliminated until
the root cause is found and corrected at the bottom of the NOTE:  This last question is very important. Many engine
funnel. performance faults are often the result of something
All problem diagnosis deals with symptoms that could be being knocked loose or a hose falling off during repair
the result of many different causes. The wide range of pos- work. Knowing that the vehicle was just serviced before
sible solutions must be narrowed to the most likely and these the problem began may be an indicator as to where to
must eventually be further narrowed to the actual cause. The look for the solution to a problem.
following section describes eight steps the service technician
can take to narrow the possibilities to one cause. After the nature and scope of the problem are determined,
the complaint should be verified before further diagnostic tests
STEP 1  VERIFY THE PROBLEM (CONCERN) Before are performed. A sample form that customers could fill out with
a minute is spent on diagnosis, be certain that a problem exists. details of the problem is shown in ● FIGURE 1–4.

2    chapte r 1

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 1. 2. 3. 4.
1. Anit-Lock Brake System Warning
2. Gas Cap Loose
3. Low Coolant Level Detected
4. Low Fuel
5. Malfunction Indicator Lamp (MIL)
5. 6. 7. 8. 6. Reduced Power
7. Service Required
8. Theft Deterrent
9. Time for Maintenance Indicator
10. Transmission Warning

9. 10.

1. 2. 3. 4.
1. Battery/Alternator Warning
2. Catalytic Converter Warning
3. Electronic Throttle Control
4. Ignition Switch Warning
5. Low Coolant Level Warning
5. 6. 7. 8. 6. Oil Level Low
7. Oil Pressure Low
8. Temperature Warning
9. Theft Deterrent Fault
10. Transmission Fault - Do Not Shift
11. Transmission Fluid Temp Warning
9. 10. 11.

FIGURE 1–3  The amber dash warning symbols indicate that a fault has been detected. A red dash warning light indicates that a
major fault has been detected requiring action by the driver as soon as possible.

NOTE:  Because drivers differ, it is sometimes the best Check the air cleaner and air duct (squirrels and other
policy to take the customer on the test-drive to verify small animals can build nests or store dog food in
the concern. them). ● SEE FIGURE 1–5.
■■ Check everything that does and does not work. This
STEP 2  PERFORM A THOROUGH VISUAL step involves turning things on and observing that every-
INSPECTION AND BASIC TESTS  The visual inspection thing is working properly.
is the most important aspect of diagnosis! Most experts ■■ Look for evidence of previous repairs. Any time
agree that between 10% and 30% of all engine performance
work is performed on a vehicle, there is always a risk
problems can be found simply by performing a thorough visual
that something will be disturbed, knocked off, or left
inspection. The inspection should include the following:
disconnected.
■■ Check for obvious problems (basics, basics, basics).  ■■ Check oil level and condition. Another area for visual
Fuel leaks inspection is oil level and condition.
Vacuum hoses that are disconnected or split Oil level. Oil should be to the proper level.
Corroded connectors Oil condition. Using a match or lighter, try to light the oil
Unusual noises, smoke, or smell on the dipstick; if the oil flames up, gasoline is present

T H E D I A GN OS T IC P ROC ES S     3

M01_HALM3495_07_SE_C01.indd 3 22/12/18 5:24 PM

 FIGURE 1–4  A form that the customer should fill out if there is a driveability concern to help the service technician more quickly
find the root cause.

4    chapte r 1

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 LEAK AT
GASKET

YELLOW
PLASTIC
CAP
FIGURE 1–5  This is what was found when removing an
air filter from a vehicle that had a lack-of-power concern.
FIGURE 1–6  Using a bright light makes seeing where the
Obviously the nuts were deposited by squirrels or some other
smoke is coming from easier. In this case, smoke was added
animal, blocking a lot of the airflow into the engine.
to the intake manifold with the inlet blocked with a yellow
plastic cap and smoke was seen escaping past a gasket at
TECH TIP the idle air control.

“Original Equipment” Is Not a Four-Letter Word

in the engine oil. Drip some engine oil from the dip-
To many service technicians, an original equipment
stick onto the hot exhaust manifold. If the oil bubbles
(OE) part is considered to be only marginal and to
or boils, coolant (water) is present in the oil. Check for
get the really “good stuff” an aftermarket (renewal
grittiness by rubbing the oil between your fingers.
market) part has to be purchased. However, many
problems can be traced to the use of an aftermarket NOTE: Gasoline in the oil will cause the engine to
part that has failed early in its service life. Technicians run rich by drawing fuel through the positive crank-
who work at dealerships usually begin their diagno- case ventilation (PCV) system.
sis with an aftermarket part identified during a visual
inspection. It has been their experience that simply ■■ Check coolant level and condition. Many mechanical
replacing the aftermarket part with the factory OE engine problems are caused by overheating. The proper
part often solves the problem. operation of the cooling system is critical to the life of any
OE parts are required to pass quality and du- engine.
rability standards and tests at a level not required of
aftermarket parts. The technician should be aware NOTE:  Check the coolant level in the radiator only
that the presence of a new part does not necessarily if the radiator is cool. If the radiator is hot and the
mean that the part is good. radiator cap is removed, the drop in pressure above
the coolant will cause the coolant to boil immedi-
ately, which can cause severe burns because the
coolant expands explosively upward and outward
TECH TIP from the radiator opening.

Smoke Machine Testing

■■ Use the paper test. even and steady exhaust flow at
the tailpipe when running. For the paper test, hold a
Vacuum (air) leaks can cause a variety of driveabil-
piece of paper (even a dollar bill works) or a 3-by-5-inch
ity problems and are often difficult to locate. One
card within 1 inch (2.5 m) of the tailpipe with the engine
good method is to use a machine that generates a
running at idle. The paper should blow evenly away
stream of smoke. Connecting the outlet of the smoke
from the end of the tailpipe without “puffing” or being
machine to the hose that was removed from the
drawn inward toward the end of the tailpipe. If the paper
vacuum brake booster allows smoke to enter the
is at times drawn toward the tailpipe, the valves in one
intake manifold. Any vacuum leaks will be spotted
or more cylinders could be burned. Other reasons why
by observing smoke coming out of the leak. ● SEE
the paper might be drawn toward the tailpipe include
FIGURE 1–6.
the following:

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M01_HALM3495_07_SE_C01.indd 5 22/12/18 5:24 PM

 SPARK
TESTER
CUSTOMER CONCERN

VERIFY THE PROBLEM

IE
H
VISUAL INSPECTION
AND SIMPLE TESTS

STEP# 3

FIGURE 1–7  A spark tester connected to a spark plug wire

or coil output. A typical spark tester will only fire if at least
25,000 volts are available from the coil, making a spark tester
a very useful tool. Do not use one that just lights when a spark
is present, because they do not require more than about 2,000
volts to light.

1. The engine could be misfiring because of a lean condi-

tion that could occur normally when the engine is cold.
2. Pulsing of the paper toward the tailpipe could also be
caused by a hole in the exhaust system. If exhaust
escapes through a hole in the exhaust system, air CUSTOMER SATISFACTION
could be drawn—in the intervals between the exhaust
puffs—from the tailpipe to the hole in the exhaust,
causing the paper to be drawn toward the tailpipe. FIGURE 1–8  Step 3 in the diagnostic process is to retrieve
■■ Ensure adequate fuel level. Make certain that the fuel any stored diagnostic trouble codes.
tank is at least one-fourth to one-half full; if the fuel level
is low, it is possible that any water or alcohol at the bot- 30 kV) at atmospheric pressure, which is enough
tom of the fuel tank is more concentrated and can be voltage to ensure that a spark can occur under
drawn into the fuel system. compression inside an engine.
■■ Check the battery voltage. The voltage of the battery
should be at least 12.4 volts and the charging voltage
■■ Check the fuel-pump pressure. Checking the fuel-pump
(engine running) should be 13.5 to 15.0 volts at 2000 RPM. pressure is relatively easy on many port-fuel-injected en-
Low battery voltage can cause a variety of problems, gines. Often the cause of intermittent engine performance
including reduced fuel economy and incorrect (usually too is due to a weak electric fuel pump or clogged fuel filter.
high) idle speed. Higher-than-normal battery voltage can Checking fuel-pump pressure early in the diagnostic pro-
also cause powertrain control module (PCM) problems and cess eliminates low fuel pressure as a possibility.
could cause damage to electronic modules.
■■ Check the spark using a spark tester. Remove one STEP 3   RETRIEVE THE DIAGNOSTIC TROUBLE
spark plug wire and attach the removed plug wire to the CODES (DTCs)  If a DTC is present in the computer
spark tester. Attach the grounding clip of the spark tester memory, it may be signaled by illuminating a malfunction
to a good clean engine ground, start or crank the engine, indicator lamp (MIL), commonly labeled “check engine” or
and observe the spark tester. ● SEE FIGURE 1–7. The “service engine soon.” ● SEE FIGURE 1–8. Any code(s) that
spark at the spark tester should be steady and consistent. is displayed on a scan tool when the MIL is not on is called a
If an intermittent spark occurs, then this condition should pending code. Because the MIL is not on, this indicates that
be treated as a no-spark condition. If this test does not the fault has not repeated to cause the PCM to turn on the
show satisfactory spark, carefully inspect and test all com- MIL. Although this pending code is helpful to the technician
ponents of the primary and secondary ignition systems. to know that a fault has, in the past, been detected, further
testing will be needed to find the root cause of the problem.
NOTE: Do not use a standard spark plug to check Check and record the freeze-frame information. This
for proper ignition system voltage. An electronic ig- indicates when the DTC was set, and this not only will help
nition spark tester is designed to force the spark to the technician determine what may have caused the code to
jump about 0.75 inch (19 mm). This amount of gap set but also helps to verify the repair by operating the vehicle
requires between 25,000 and 30,000 volts (25 and under the same or similar conditions.

6    chapte r 1

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 TECH TIP

Perform Both a Pre-Scan and a Post-Scan

Many experts advise shops to make a pre-scan of all
the vehicle’s computer modules as well as a scan after
the vehicle has been repaired to be a part of their stan-
dard operation procedure (SOP). Not only is this good
business practice, but it really helps communications
with the customer about possible faults with the vehicle
that may not be part of the original customer concern.
• Pre-scan: This involves accessing all of the mod-
ules in the vehicle and retrieving any or all of the
stored diagnostic trouble codes (DTCs), including
pending codes. Any stored DTCs are recorded
on the work order, and if related to the customer FIGURE 1–9  After checking for stored diagnostic trouble
concern, the customer may need to be notified codes (DTCs), the wise technician checks service information
to get their approval before proceeding with the for any technical service bulletins that may relate to the vehicle
repairs. being serviced.
• Post-scan: After the vehicle has been repaired
and before it is released to the customer, a total
module scan is performed again to not only verify
the repair but also to ensure that another DTC was
not set during the repair process. The results of
this post-scan should also be documented on the
repair order so it becomes a part of the documen-
tation for the vehicle history.

STEP 4  CHECK FOR TECHNICAL SERVICE BULLETINS

(TSBS)  Check for corrections or repair procedures in technical
service bulletins (TSBs) that match the symptoms. ● SEE
FIGURE 1–9. According to studies performed by automobile
manufacturers, as many as 30% of vehicles can be repaired
following the information, suggestions, or replacement parts
found in a service bulletin. DTCs must be known before searching
for service bulletins, because bulletins often include information
on solving problems that involve a stored diagnostic trouble code.

STEP 5  LOOK CAREFULLY AT SCAN TOOL DATA Vehicle

CUSTOMER SATISFACTION
manufacturers have been giving the technician more and more
data on a scan tool connected to the data link connector
(DLC). ● SEE FIGURE 1–10. Beginning technicians are often FIGURE 1–10  Looking carefully at the scan tool data is very
observed scrolling through scan data without a real clue about helpful in locating the source of a problem.
what they are looking for. When asked, they usually reply that
they are looking for something unusual, as if the screen will flash 1. Readings below 200 mV at times
a big message “LOOK HERE—THIS IS NOT CORRECT.” That 2. Readings above 800 mV at times
statement does not appear on scan tool displays. The best way
3. Rapid transitions between rich and lean
to look at scan data is in a definite sequence and with specific,
selected bits of data that can tell the most about the operation of
STEP 6  NARROW THE PROBLEM TO A SYSTEM OR
the engine, such as the following:
CYLINDER  Narrowing the focus to a system or individual
■■ Engine coolant temperature (ECT) is the same as intake air cylinder is the hardest part of the entire diagnostic process.
temperature (IAT) after the vehicle sits for several hours. For example:
■■ Idle air control (IAC) valve is being commanded to an ■■ Perform a cylinder power balance test.
acceptable range. ■■ If a weak cylinder is detected, perform a compression and
■■ Oxygen sensor (O2S) is operating properly: a cylinder leakage test to determine the probable cause.

T H E D I A GN OS T IC P ROC ES S     7

M01_HALM3495_07_SE_C01.indd 7 22/12/18 5:24 PM

 CASE STUDY

The Case of the No-Start Lexus

The owner of a Lexus IS250 had the car towed to a
shop as a no-start. The technician discovered that the
“check engine” light would not come on even with key
on, engine off (KOEO). A scan tool would not com-
municate either. Checking the resources on www.iatn.
net, the technician read of a similar case where the fuel
pressure sensor was shorted, which disabled all serial
data communications. The technician disconnected
the fuel pressure sensor located on the backside of the
engine and the communications were restored and the
engine started. The fuel pressure sensor was replaced
and the vehicle returned to the happy owner.

Summary:
• Complaint—The vehicle owner stated that the
engine would not start.
• Cause—A shorted fuel pressure sensor was found
CUSTOMER SATISFACTION as per a previous similar case.
• Correction—The fuel pressure sensor was
replaced and this corrected the serial data fault
FIGURE 1–11  Step 8 is very important. Be sure that the cus- that caused the no-start condition.
tomer’s concern has been corrected.

STEP 7  REPAIR THE PROBLEM AND DETERMINE SCAN TOOLS

THE ROOT CAUSE  The repair or part replacement must be
performed following vehicle manufacturer’s recommendations
Scan tools are the workhorse for any diagnostic work on all
and be certain that the root cause of the problem has been
vehicles. Scan tools can be divided into two basic groups:
found. Also follow the manufacturer’s recommended repair
procedures and methods. 1. Factory scan tools. These are the scan tools required
by all dealers that sell and service the brand of vehicle.
STEP 8  VERIFY THE REPAIR AND CLEAR ANY Examples of factory scan tools include:
STORED DTCS  ● SEE FIGURE 1–11. ■■ General Motors—Tech 2 or GM MDI ● SEE
■■ Test-drive to verify that the original problem (concern) is FIGURE 1–12.
fixed.
■■ Ford—New Generation Star (NGS) and IDS (Integrated
Diagnostic Software).
■■ Verify that no additional problems have occurred during
the repair process.
TECH TIP
■■ Check for and then clear all diagnostic trouble codes.
(This step ensures that the computer will not make any
One Test Is Worth 1,000 “Expert” Opinions
changes based on a stored DTC, but should not be
performed if the vehicle is going to be tested for emis- Whenever any vehicle has an engine performance or
sions because all of the monitors will need to be run driveability concern, certain people always say:
and pass.) “Sounds like it’s a bad injector.”
■■ Return the vehicle to the customer and double check the “I’ll bet you it’s a bad computer.”
following: “I had a problem just like yours yesterday and it was
a bad EGR valve.”
1. The vehicle is clean.
Regardless of the skills and talents of those peo-
2. The radio is turned off. ple, it is still more accurate to perform tests on the ve-
3. The clock is set to the right time and the radio stations hicle than to rely on feelings or opinions of others who
have been restored if the battery was disconnected have not even seen the vehicle. Even your own opinion
during the repair procedure. should not sway your thinking. Follow a plan, perform
tests, and the test results will lead to the root cause.

8    chapte r 1

M01_HALM3495_07_SE_C01.indd 8 22/12/18 5:24 PM

 ROCKER
ARM STUD
ROCKER
ARM

FIGURE 1–12  A TECH 2 scan tool is the factory scan tool FIGURE 1–13  What the technician discovered after removing
used on General Motors vehicles. the valve cover was the root cause of the misfire.
■■ Chrysler—DRB-III or Star Scan, wiTECH
■■ Honda—HDS or Master Tech
The Case of the Rough-Running Impala
■■ Toyota—Master Tech or Tech Stream

A customerCASEwith a Chevrolet All factory scan tools are designed to provide bidirectional
STUDY Impala equipped with a 3.4
liter engine is complaining of a running-rough condition capability, which allows the service technician the oppor-
and the MIL is illuminated. The customer commented tunity to operate components using the scan tool, thereby
the condition first occurred after a hard acceleration. confirming that the component is able to work when com-
The technician was able to verify the customer manded. Also, all factory scan tools are capable of dis-
concern. playing all factory parameters.
The technician retrieved the codes from the en- 2. Aftermarket scan tools. These scan tools are designed
gine control module and found a P0306 and a P0300 to function on more than one brand of vehicle while many
to be present. aftermarket scan tools can display most, if not all, of the
Using the graphic misfire counter on the scan parameters of the factory scan tool, there can be a differ-
tool, the technician was able to confirm that cylinder ence when trying to troubleshoot some faults. Examples
#6 was consistently misfiring. of aftermarket scan tools include:
The technician was able to confirm that both the ■■ Snap-on (various models including the MT2500 and
injector and the ignition coil were operating normally.
Modis)
A compression test of the cylinder #6 revealed ■■ OTC (various models including Pegasus, Genisys, and
compression readings below specifications. A cyl-
Task Master)
inder leakage test of cylinder #six showed leakage ■■ AutoEnginuity and other programs that use a laptop
percentage to be at an acceptable level.
or handheld computer for the display
The technician removed the valve cover to discover
the bolt that held the #6 intake valve rocker arm had 3. Global (generic) scan tools. Scan tools that read and
pulled out of the cylinder head. ● SEE FIGURE 1–13. display just global data are capable of only displaying
The technician was able to repair the bolt hole in emission-related information. While global only data is
the cylinder head with a thread repair kit and reinstall helpful at times, generic scan tools are not usually con-
the rocker arm. The technician completed a drive cycle sidered to be suitable for use by professional service
and confirmed the misfire condition was repaired. technicians. ● SEE FIGURE 1–14.

Summary:
• Complaint—The owner complained of a running- RETRIEVAL OF DIAGNOSTIC
rough condition and an illuminated MIL.
• Cause—Following the correct diagnostic proce- INFORMATION
dure it was determined that the rocker arm bolt had
pulled out of the cylinder head. To retrieve diagnostic information from the PCM, a scan tool is
• Correction—The cylinder head was repaired and needed. If a factory or factory-level scan tool is used, then all of
the rocker arm was reinstalled, which corrected the the data can be retrieved. If a global (generic)-only-type scan tool is
rough-running concern and turned off the MIL. used, only the emissions-related data can be retrieved. To retrieve
diagnostic information from the PCM, use the following steps:

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 Parameter Identification (PID)
Scan Tool
Parameter Units Displayed Typical Data Value
Cycles of Misfire Counts 0–99
Data
Desired EGR Percent 0
Position
ECT °C>°F Varies
EGR Duty Cycle Percent 0
Engine Run Time Hr: Min: Sec Varies
EVAP Canister Percent Low and Varying
Purge
EVAP Fault No Fault/Excess No Fault
History Vacuum/Purge
FIGURE 1–14  A Bluetooth adapter that plugs into the DLC Valve Leak/
and transmits global OBD II information to a smart phone that Small Leak/Weak
has a scan tool app installed. Vacuum
Fuel Tank Inches of Varies
STEP 1 Locate and gain access to the data link connector Pressure h2 O > Volts
(DLC).
HO2S Sensor 1 Ready/Not Ready
STEP 2 Connect the scan tool to the DLC and establish Ready
communication. HO2S Sensor 1 Millivolts 0–1,000 and
Varying
NOTE:  If no communication is established, follow
the vehicle manufacturer’s specified instructions. HO2S Sensor 2 Millivolts 0–1,000 and
Varying
STEP 3 Follow the on-screen instructions of the scan tool to HO2S X Counts Counts Varies
correctly identify the vehicle. IAC Position Counts 15–25 preferred
STEP 4 Observe the scan data, as well as any diagnostic trou- IAT °C/°F Varies
ble codes. Knock Retard Degrees 0
STEP 5 Follow vehicle manufacturer’s instructions if any DTCs Long-term FT Percent 0–10
are stored. If no DTCs are stored, compare all sensor MAF Grams per 3–7
values with a factory-acceptable range chart to see if second
any sensor values are out of range. MAF Frequency Hz 1,200–3,000
(depends on
altitude and engine
Parameter Identification (PID) load)
Scan Tool MAP kPa/Volts 20–48 kPa/0.75–2
Parameter Units Displayed Typical Data Value Volts (depends on
Engine Idling/Radiator Hose Hot/Closed Throttle/ altitude)
Park or Neutral/Closed Loop/Accessories Off/ Misfire Current Counts 0
Brake Pedal Released Cyl. 1–10
3X Crank Sensor RPM Varies Misfire History Counts 0
24X Crank Sensor RPM Varies Cyl. 1–10
Actual EGR Percent 0 Short-term FT Percent 0–10
Position Start Up ECT °C/°F Varies
BARO kPa/Volts 65–110 kPa/ Start Up IAT °C/°F Varies
3.5–4.5 Volts
Total Misfire Counts 0
CMP Sensor Yes/No Yes Current Count
Signal Present
Total Misfire Counts 0
Commanded Fuel On/Off On Failures
Pump

10    chapter 1

M01_HALM3495_07_SE_C01.indd 10 22/12/18 5:24 PM

 Parameter Identification (PID)
Scan Tool
Parameter Units Displayed Typical Data Value
Total Misfire Counts 0
Passes
TP Angle Percent 0
TP Sensor Volts 0.20–0.74
Vehicle Speed MPH/Km/h 0
Note: Viewing the PID screen on the scanner is useful in determining if a
problem is occurring at the present time

TROUBLESHOOTING
USING DIAGNOSTIC FIGURE 1–15  Diagnostic trouble codes (DTCs) from Chrysler
TROUBLE CODES and Dodge vehicles can be retrieved by turning the ignition
switch to on and then off three times.

Pinning down causes of the actual problem can be accom-

plished by trying to set the opposite code. For example, if a by disconnecting the fuel-injection fuse. Some ve-
code indicates an open throttle position (TP) sensor (high resis- hicles require that two fuses be disconnected to
tance), clear the code and create a shorted (low-resistance) clear any stored codes.
condition. This can be accomplished by using a jumper wire
and connecting the signal terminal to the 5-volt reference ter- ■■ Clearing codes—Method 3. If the other two methods
minal. This should set a diagnostic trouble code. cannot be used, the negative battery cable can be dis-
connected to clear stored diagnostic trouble codes.
■■ If the opposite code sets, this indicates that the wiring
and connector for the sensor is okay and the sensor itself
NOTE:  Because of the adaptive learning capacity of the
is defective (open).
computer, a vehicle may fail an exhaust emissions test
■■ If the same code sets, this indicates that the wiring or
electrical connection is open (has high resistance) and is
the cause of the setting of the DTC.
TECH TIP
METHODS FOR CLEARING DIAGNOSTIC TROUBLE
CODES Clearing diagnostic trouble codes from a vehicle computer Do Not Lie to a Scan Tool!
sometimes needs to be performed. There are three methods that Because computer calibration may vary from year
can be used to clear stored diagnostic trouble codes. to year, using the incorrect year for the vehicle while
using a scan tool can cause the data retrieved to be
CAUTION: Clearing diagnostic trouble codes (DTCs) incorrect or inaccurate.
also will clear all of the noncontinuous monitors.
■■ Clearing codes—Method 1. The preferred method of
clearing codes is by using a scan tool. This is the method
recommended by most vehicle manufacturers if the pro-
TECH TIP
cedure can be performed on the vehicle. The computer of
some vehicles cannot be cleared with a scan tool.
Quick and Easy Chrysler Code Retrieval
■■ Clearing codes—Method 2. If a scan tool is not available
or a scan tool cannot be used on the vehicle being ser- Most Chrysler-made vehicles (Dodge, Ram, and
viced, the power to the computer can be disconnected. Chrysler) can display the diagnostic trouble code on
the dash by turning the ignition switch on and then
1. Disconnect the fusible link (if so equipped) that feeds
off and then on three times with the last time being
the computer.
on. This makes it easy for anyone to see if there are
2. Disconnect the fuse or fuses that feed the computer. any stored trouble codes without having to use a
scan tool. ● SEE FIGURE 1–15.
NOTE:  The fuse may not be labeled as a computer
fuse. For example, many Toyotas can be cleared

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M01_HALM3495_07_SE_C01.indd 11 22/12/18 5:24 PM

 FIGURE 1–16  The data link connec-
tor (DLC) can be located in various
locations.

NEAR BEHIND
CENTER ASHTRAY
OF DASH

LEFT CORNER
OF DASH

if the vehicle is not driven enough to allow the computer

to run all of the monitors.

CAUTION: By disconnecting the battery, the radio pre-

sets will be lost. They should be reset before returning
the vehicle to the customer. If the radio has a security
code, the code must be entered before the radio will func-
tion. Before disconnecting the battery, always check with
the vehicle owner to be sure that the code is available.

DLC LOCATIONS
FIGURE 1–17  A typical OBD-II data link connector (DLC).
The data link connector (DLC) is a standardized 16-cavity con- The location varies with make and model and may even be
nector where a scan tool can be connected to retrieve diagnos- covered, but a tool is not needed to gain access. Check ser-
tic information from the vehicle’s computers. vice information for the exact location if needed.
The normal location is under the dash on the driver’s
side but it can be located within 12 inches (30 cm) of the RETRIEVING OBD-II CODES A scan tool is required to
center of the vehicle. It can be covered, but if it is, then the retrieve diagnostic trouble codes from most OBD-II vehicles.
cover has to be able to be removed without the use of a tool, Every OBD-II scan tool will be able to read all generic Society
such as when it is located underneath the ash tray. ● SEE of Automotive Engineers (SAE) DTCs from any vehicle.
FIGURE 1–16.
Fuel and Air Metering System

P0100  Mass or Volume Airflow Circuit Problem

OBD-II DIAGNOSIS P0101 Mass or Volume Airflow Circuit Range or
Performance Problem
P0102 Mass or Volume Airflow Circuit Low Input
Starting with the 1996 model year, all vehicles sold in the
United States must use the same type of 16-pin data link con- P0103 Mass or Volume Airflow Circuit High Input
nector (DLC) and must monitor emission-related components. P0105 Manifold Absolute Pressure or Barometric Pressure
● SEE FIGURE 1–17. Circuit Problem

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M01_HALM3495_07_SE_C01.indd 12 22/12/18 5:24 PM

 P0106 Manifold Absolute Pressure or Barometric Pressure P0142 O2 Sensor Circuit Problem (Bank 1* Sensor 3)
Circuit Range or Performance Problem P0143 O2 Sensor Circuit Low Voltage (Bank 1*
P0107 Manifold Absolute Pressure or Barometric Pressure Sensor 3)
Circuit Low Input P0144 O2 Sensor Circuit High Voltage (Bank 1*
P0108 Manifold Absolute Pressure or Barometric Pressure Sensor 3)
Circuit High Input P0145 O2 Sensor Circuit Slow Response (Bank 1*
P0110 Intake Air Temperature Circuit Problem Sensor 3)
P0111 Intake Air Temperature Circuit Range or P0146 O2 Sensor Circuit No Activity Detected (Bank 1*
Performance Problem Sensor 3)
P0112 Intake Air Temperature Circuit Low Input P0147 O2 Sensor Heater Circuit Problem (Bank 1*
P0113 Intake Air Temperature Circuit High Input Sensor 3)
P0115 Engine Coolant Temperature Circuit Problem P0150 O2 Sensor Circuit Problem (Bank 2
Sensor 1)
P0116 Engine Coolant Temperature Circuit Range or
Performance Problem P0151 O2 Sensor Circuit Low Voltage (Bank 2
Sensor 1)
P0117 Engine Coolant Temperature Circuit Low
Input P0152 O2 Sensor Circuit High Voltage (Bank 2
Sensor 1)
P0118 Engine Coolant Temperature Circuit High
Input P0153 O2 Sensor Circuit Slow Response (Bank 2
Sensor 1)
P0120 Throttle Position Circuit Problem
P0154 O2 Sensor Circuit No Activity Detected (Bank 2
P0121 Throttle Position Circuit Range or Performance
Sensor 1)
Problem
P0155 O2 Sensor Heater Circuit Problem (Bank 2
P0122 Throttle Position Circuit Low Input
Sensor 1)
P0123 Throttle Position Circuit High Input
P0156 O2 Sensor Circuit Problem (Bank 2
P0125 Excessive Time to Enter Closed-Loop Fuel Control
Sensor 2)
P0128 Coolant Temperature Below Thermostat Regulating
P0157 O2 Sensor Circuit Low Voltage (Bank 2
Temperature
Sensor 2)
P0130 O2 Sensor Circuit Problem (Bank 1*
P0158 O2 Sensor Circuit High Voltage (Bank 2
Sensor 1)
Sensor 2)
P0131 O2 Sensor Circuit Low Voltage (Bank 1*
P0159 O2 Sensor Circuit Slow Response (Bank 2
Sensor 1)
Sensor 2)
P0132 O2 Sensor Circuit High Voltage (Bank 1*
P0160 O2 Sensor Circuit No Activity Detected (Bank 2
Sensor 1)
Sensor 2)
P0133 O2 Sensor Circuit Slow Response (Bank 1*
P0161 O2 Sensor Heater Circuit Problem (Bank 2
Sensor 1)
Sensor 2)
P0134 O2 Sensor Circuit No Activity Detected (Bank 1*
P0162 O2 Sensor Circuit Problem (Bank 2
Sensor 1)
Sensor 3)
P0135 O2 Sensor Heater Circuit Problem (Bank 1*
P0163 O2 Sensor Circuit Low Voltage (Bank 2
Sensor 1)
Sensor 3)
P0136 O2 Sensor Circuit Problem (Bank 1*
P0164 O2 Sensor Circuit High Voltage (Bank 2
Sensor 2)
Sensor 3)
P0137 O2 Sensor Circuit Low Voltage (Bank 1*
P0165 O2 Sensor Circuit Slow Response (Bank 2
Sensor 2)
Sensor 3)
P0138 O2 Sensor Circuit High Voltage (Bank 1*
P0166 O2 Sensor Circuit No Activity Detected (Bank 2
Sensor 2)
Sensor 3)
P0139 O2 Sensor Circuit Slow Response (Bank 1*
P0167 O2 Sensor Heater Circuit Problem (Bank 2
Sensor 2)
Sensor 3)
P0140 O2 Sensor Circuit No Activity Detected (Bank 1*
P0170 Fuel Trim Problem (Bank 1*)
Sensor 2)
P0171 System Too Lean (Bank 1*)
P0141 O2 Sensor Heater Circuit Problem (Bank 1*
P0172 System Too Rich (Bank 1*)
Sensor 2)
(continued)

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M01_HALM3495_07_SE_C01.indd 13 22/12/18 5:24 PM

 P0173 Fuel Trim Problem (Bank 2) P0321 Ignition or Distributor Engine Speed Input Circuit
P0174 System Too Lean (Bank 2) Range or Performance
P0175 System Too Rich (Bank 2) P0322 Ignition or Distributor Engine Speed Input Circuit No
Signal
P0176 Fuel Composition Sensor Circuit Problem
P0325 Knock Sensor 1 Circuit Problem
P0177 Fuel Composition Sensor Circuit Range or
Performance P0326 Knock Sensor 1 Circuit Range or Performance
P0178 Fuel Composition Sensor Circuit Low P0327 Knock Sensor 1 Circuit Low Input
Input P0328 Knock Sensor 1 Circuit High Input
P0179 Fuel Composition Sensor Circuit High Input P0330 Knock Sensor 2 Circuit Problem
P0180 Fuel Temperature Sensor Problem P0331 Knock Sensor 2 Circuit Range or
P0181 Fuel Temperature Sensor Circuit Range or Performance
Performance P0332 Knock Sensor 2 Circuit Low Input
P0182 Fuel Temperature Sensor Circuit Low P0333 Knock Sensor 2 Circuit High Input
Input P0335 Crankshaft Position Sensor Circuit Problem
P0183 Fuel Temperature Sensor Circuit High P0336 Crankshaft Position Sensor Circuit Range or
Input Performance
Fuel and Air Metering (Injector Circuit) P0337 Crankshaft Position Sensor Circuit Low
P0201 Injector Circuit Problem—Cylinder 1 Input

P0202 Injector Circuit Problem—Cylinder 2 P0338 Crankshaft Position Sensor Circuit High
Input
P0203 Injector Circuit Problem—Cylinder 3
Auxiliary Emission Controls
P0204 Injector Circuit Problem—Cylinder 4
P0400 Exhaust Gas Recirculation Flow Problem
P0205 Injector Circuit Problem—Cylinder 5
P0401 Exhaust Gas Recirculation Flow Insufficient
P0206 Injector Circuit Problem—Cylinder 6
Detected
P0207 Injector Circuit Problem—Cylinder 7
P0402 Exhaust Gas Recirculation Flow Excessive
P0208 Injector Circuit Problem—Cylinder 8 Detected
P0209 Injector Circuit Problem—Cylinder 9 P0405 Air Conditioner Refrigerant Charge Loss
P0210 Injector Circuit Problem—Cylinder 10 P0410 Secondary Air Injection System Problem
P0211 Injector Circuit Problem—Cylinder 11 P0411 Secondary Air Injection System Insufficient Flow
P0212 Injector Circuit Problem—Cylinder 12 Detected
P0213 Cold Start Injector 1 Problem P0412 Secondary Air Injection System Switching Valve or
P0214 Cold Start Injector 2 Problem Circuit Problem

Ignition System or Misfire P0413 Secondary Air Injection System Switching Valve or
Circuit Open
P0300 Random Misfire Detected
P0414 Secondary Air Injection System Switching Valve or
P0301 Cylinder 1 Misfire Detected Circuit Shorted
P0302 Cylinder 2 Misfire Detected P0420 Catalyst System Efficiency below Threshold
P0303 Cylinder 3 Misfire Detected (Bank 1*)
P0304 Cylinder 4 Misfire Detected P0421 Warm Up Catalyst Efficiency below Threshold
P0305 Cylinder 5 Misfire Detected (Bank 1*)
P0306 Cylinder 6 Misfire Detected P0422 Main Catalyst Efficiency below Threshold
P0307 Cylinder 7 Misfire Detected (Bank 1*)
P0308 Cylinder 8 Misfire Detected P0423 Heated Catalyst Efficiency below Threshold
(Bank 1*)
P0309 Cylinder 9 Misfire Detected
P0424 Heated Catalyst Temperature below Threshold
P0310 Cylinder 10 Misfire Detected
(Bank 1*)
P0311 Cylinder 11 Misfire Detected
P0430 Catalyst System Efficiency below Threshold
P0312 Cylinder 12 Misfire Detected (Bank 2)
P0320 Ignition or Distributor Engine Speed Input Circuit P0431 Warm Up Catalyst Efficiency below Threshold
Problem (Bank 2)

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 P0432 Main Catalyst Efficiency below Threshold P0706 Transmission Range Sensor Circuit Range or
(Bank 2) Performance
P0433 Heated Catalyst Efficiency below Threshold P0707 Transmission Range Sensor Circuit Low
(Bank 2) Input
P0434 Heated Catalyst Temperature below Threshold P0708 Transmission Range Sensor Circuit High
(Bank 2) Input
P0440 Evaporative Emission Control System P0710 Transmission Fluid Temperature Sensor Problem
Problem P0711 Transmission Fluid Temperature Sensor Range
P0441 Evaporative Emission Control System Insufficient or Performance
Purge Flow P0712 Transmission Fluid Temperature Sensor Low
P0442 Evaporative Emission Control System Leak Input
Detected P0713 Transmission Fluid Temperature Sensor High
P0443 Evaporative Emission Control System Purge Input
Control Valve Circuit Problem P0715 Input or Turbine Speed Sensor Circuit
P0444 Evaporative Emission Control System Purge Problem
Control Valve Circuit Open P0716 Input or Turbine Speed Sensor Circuit Range or
P0445 Evaporative Emission Control System Purge Performance
Control Valve Circuit Shorted P0717 Input or Turbine Speed Sensor Circuit No
P0446 Evaporative Emission Control System Vent Signal
Control Problem P0720 Output Speed Sensor Circuit Problem
P0447 Evaporative Emission Control System Vent P0721 Output Speed Sensor Circuit Range or
Control Open Performance
P0448 Evaporative Emission Control System Vent P0722 Output Speed Sensor Circuit No Signal
Control Shorted
P0725 Engine Speed Input Circuit Problem
P0450 Evaporative Emission Control System Pressure
P0726 Engine Speed Input Circuit Range or
Sensor Problem
Performance
P0451 Evaporative Emission Control System Pressure
P0727 Engine Speed Input Circuit No Signal
Sensor Range or Performance
P0730 Incorrect Gear Ratio
P0452 Evaporative Emission Control System Pressure
P0731 Gear 1 Incorrect Ratio
Sensor Low Input
P0732 Gear 2 Incorrect Ratio
P0453 Evaporative Emission Control System Pressure
Sensor High Input P0733 Gear 3 Incorrect Ratio

Vehicle Speed Control and Idle Control P0734 Gear 4 Incorrect Ratio
P0735 Gear 5 Incorrect Ratio
P0500 Vehicle Speed Sensor Problem
P0736 Reverse Incorrect Ratio
P0501 Vehicle Speed Sensor Range or Performance
P0740 Torque Converter Clutch System Problem
P0502 Vehicle Speed Sensor Low Input
P0741 Torque Converter Clutch System Performance
P0505 Idle Control System Problem
or Stuck Off
P0506 Idle Control System RPM Lower Than
P0742 Torque Converter Clutch System Stuck On
Expected
P0743 Torque Converter Clutch System Electrical
P0507 Idle Control System RPM Higher Than Expected
P0745 Pressure Control Solenoid Problem
P0510 Closed Throttle Position Switch Problem
P0746 Pressure Control Solenoid Performance or
Computer Output Circuit Stuck Off
P0600 Serial Communication Link Problem P0747 Pressure Control Solenoid Stuck On
P0605 Internal Control Module (Module Identification P0748 Pressure Control Solenoid Electrical
Defined by J1979) P0750 Shift Solenoid A Problem
Transmission P0751 Shift Solenoid A Performance or
P0703 Brake Switch Input Problem Stuck Off
P0705 Transmission Range Sensor Circuit Problem P0752 Shift Solenoid A Stuck On
(PRNDL Input) P0753 Shift Solenoid A Electrical
(continued)

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M01_HALM3495_07_SE_C01.indd 15 22/12/18 5:24 PM

 P0755 Shift Solenoid B Problem Each type of DTC has different requirements for it to set, and the
computer will only turn on the MIL for emissions-related DTCs.
P0756 Shift Solenoid B Performance or
Stuck Off TYPE A CODES. A type A diagnostic trouble code is emission
P0757 Shift Solenoid B Stuck On related and will cause the MIL to be turned on at the first trip if the
P0758 Shift Solenoid B Electrical computer has detected a problem. Engine misfire or a very rich or
lean air–fuel ratio, for example, would cause a type A diagnostic
P0760 Shift Solenoid C Problem
trouble code. These codes alert the driver to an emissions
P0761 Shift Solenoid C Performance or Stuck Off problem that may cause damage to the catalytic converter.
P0762 Shift Solenoid C Stuck On
TYPE B CODES. A type B code will be stored as a pending code
P0763 Shift Solenoid C Electrical
in the PCM and the MIL will be turned on only after the second
P0765 Shift Solenoid D Problem consecutive trip, alerting the driver to the fact that a diagnostic
P0766 Shift Solenoid D Performance or Stuck Off test was performed and failed.
P0767 Shift Solenoid D Stuck On
NOTE:  Type A and Type B codes are emission related and
P0768 Shift Solenoid D Electrical will cause the lighting of the malfunction indicator lamp,
P0770 Shift Solenoid E Problem usually labeled “check engine” or “service engine soon.”
P0771 Shift Solenoid E Performance or Stuck Off
P0772 Shift Solenoid E Stuck On TYPE C AND D CODES.  Type C and type D codes are for use
P0773 Shift Solenoid E Electrical with non-emission-related diagnostic tests. They will cause the
lighting of a “service” lamp (if the vehicle is so equipped).
* The side of the engine where number one cylinder is located.

OBD-II FREEZE-FRAME  To assist the service technician,

OBD II requires the computer to take a “snapshot” or freeze-
OBD-II ACTIVE TESTS frame of all data at the instant an emission-related DTC is set.
A scan tool is required to retrieve this data. CARB and EPA
regulations require that the controller store specific freeze-
The vehicle computer must run tests on the various emission- frame (engine-related) data when the first emission-related
related components and turn on the malfunction indicator lamp fault is detected. The data stored in freeze-frame can only be
(MIL) if faults are detected. OBD II is an active computer analy- replaced by data from a trouble code with a higher priority such
sis system because it actually tests the operation of the oxygen as a problem related to a fuel system or misfire monitor fault.
sensors, exhaust gas recirculation system, and so forth when-
ever conditions permit. It is the purpose and function of the NOTE: Although OBD II requires that just one freeze-
powertrain control module (PCM) to monitor these components frame of data be stored, the instant an emission-related
and perform these active tests. DTC is set, vehicle manufacturers usually provide ex-
For example, the PCM may open the EGR valve momen- panded data about the DTC beyond that required. How-
tarily to check its operation while the vehicle is decelerating. A ever, retrieving enhanced data usually requires the use
change in the manifold absolute pressure (MAP) sensor signal of an enhanced or factory-level scan tool.
will indicate to the computer that the exhaust gas is, in fact,
The freeze-frame has to contain data values that occurred
being introduced into the engine. Because these tests are
at the time the code was set (these values are provided in stan-
active and certain conditions must be present before these
dard units of measurement). Freeze-frame data are recorded
tests can be run, the computer uses its internal diagnostic pro-
during the first trip on a two-trip fault. As a result, OBD-II sys-
gram to keep track of all the various conditions and to schedule
tems record the data present at the time an emission-related
active tests so that they will not interfere with each other.
code is recorded and the MIL activated. These data can be
OBD-II DRIVE CYCLE  The vehicle must be driven under accessed and displayed on a scan tool. Freeze-frame data
a variety of operating conditions for all active tests to be are one frame or one instant in time. They are not updated
performed. A trip is defined as an engine-operating drive cycle (refreshed) if the same monitor test fails a second time.
that contains the necessary conditions for a particular test to REQUIRED FREEZE-FRAME DATA ITEMS.
be performed. For example, for the EGR test to be performed,
■■ Code that triggered the freeze-frame
the engine has to be at normal operating temperature and
decelerating for a minimum amount of time. Some tests are ■■ A/F ratio, airflow rate, and calculated engine load
performed when the engine is cold, whereas others require that ■■ Base fuel injector pulse width
the vehicle be cruising at a steady highway speed. ■■ ECT, IAT, MAF, MAP, TP, and VS sensor data

TYPES OF OBD-II CODES  Not all OBD-II diagnostic

■■ Engine speed and amount of ignition spark advance
trouble codes are of the same importance for exhaust emissions. ■■ Open- or closed-loop status

16    chapter 1

M01_HALM3495_07_SE_C01.indd 16 22/12/18 5:24 PM

 ■■ Short-term and long-term fuel trim values ■■ Incorrect oil level or viscosity
■■ For misfire codes—identify the cylinder that misfired ■■ Incorrectly timed timing belt or chain causing valve timing
to off but not enough to cause a crank/cam correlation
NOTE: All freeze-frame data will be lost if the battery DTC to be set.
is disconnected, power to the PCM is removed, or the
scan tool is used to erase or clear trouble codes. NO-CODE DIAGNOSTIC STRATEGY  If there are no
stored DTCs, diagnostic strategy the wise service technician
DIAGNOSING INTERMITTENT MALFUNCTIONS  Of all follows includes the following steps:
the different types of conditions that you will see, the hardest to STEP #1: After verifying the customer concern, check vehicle
accurately diagnose and repair are intermittent malfunctions. service history and perform a thorough visual inspec-
These conditions may be temperature related (only occur when tion checking for the following:
the vehicle is hot or cold), or humidity related (only occur when
■■ Evidence of a previous repair or recent body
it is raining). Regardless of the conditions that will cause the
work that may be an indication of an accident
malfunction to occur, you must diagnose and correct the condition.
(collision).
When dealing with an intermittent concern, you should deter-
mine the conditions when the malfunction occurs, and then try to ■■ Check the fuel for contamination or excessive alco-
duplicate those conditions. If a cause is not readily apparent to hol content
you, ask the customer when the symptom occurs. Ask if there are ■■ Check that all of the tire sizes are the same,
any conditions that seem to be related to, or cause the concern. because if they are not, this can cause a vibration
Another consideration when working on an OBD-II- that is often confused as being a misfire, especially
equipped vehicle is whether a concern is intermittent, or if it in four-wheel-drive and all-wheel-drive vehicles.
only occurs when a specific diagnostic test is performed by ■■ Check for evidence of previous service work if the
the PCM. Since OBD-II systems conduct diagnostic tests only vehicle history is not available that may include engine
under very precise conditions, some tests may be run only work such as a timing belt or water pump replacement.
once during an ignition cycle. Additionally, if the requirements
■■ Check for technical service bulletins (TSBs) that
needed to perform the test are not met, the test will not run
relate to the customer’s concern.
during an ignition cycle. This type of onboard diagnostics could
be mistaken as “intermittent” when, in fact, the tests are only STEP #2: Check scan tool data and look at fuel trim numbers. A
infrequent (depending on how the vehicle is driven). Examples preferred fuel trim is less than 5% whereas anything less
of this type of diagnostic test are HO2S heaters, evaporative than 10% is considered to be acceptable. A diagnostic
canister purge, catalyst efficiency, and EGR flow. When diag- trouble code for a rich or lean air–fuel ratio is usually set
nosing intermittent concerns on an OBD-II-equipped vehicle, when the fuel number exceeds 25%. Sometimes drive-
a logical diagnostic strategy is essential. The use of stored ability issues can be experienced by the driver when
freeze-frame information can also be very useful when diag- the exhaust is lean but not lean enough to set a DTC.
nosing an intermittent malfunction if a code has been stored.
STEP #3: Perform a test drive using a scan tool set to record
the major high-authority sensors in movie mode.
NO-CODE DIAGNOSIS The high-authority sensors that should be selected
include:
■■ MAP/MAF
POSSIBLE CAUSES  No-code diagnosis is what the service ■■ ECT/IAT
technician needs to perform when there is a customer concern
but there are no stored diagnostic trouble codes (DTCs). This type
■■ TP sensor
of customer complaint often results in a potential long process ■■ O2 sensors
to locate the root cause. There are many possible causes of a The TP and MAF sensor should track each other, and
problem such as a hesitation, stalling of poor performance that when shown using the graphing capability on the scan
will not cause a DTC to set. Some of the possible causes include: tool, they show a direct relationship to each other as
■■ Alcohol (ethanol) in high concentrations in the fuel the vehicle is accelerated. Any sensor that shows to
■■ Contaminated fuel that has water or diesel fuel mixed be not responding during engine load test needs to be
with the fuel checked more thoroughly.
■■ Clogged air intake systems due to an animal nest of road STEP #4: If the root cause has not been located, perform a five-
debris caught in the air intake system gas analysis of the exhaust gases. See Chapter 26 for
details regarding what the results may indicate.
■■ Partially clogged or restricted exhaust system
■■ Engine mechanical fault such as recessed valves into STEP #5: Using all available resources, including vehicle manu-
the cylinder head resulting in reduced valve lift, thereby facturer’s recommended testing procedures, determine
reducing engine power. the root cause of the problem. After making the repair,

T H E D I A G NOS T IC P ROC ES S     17

M01_HALM3495_07_SE_C01.indd 17 22/12/18 5:24 PM

 appeared to be operating correctly; however, the check engine
CASE STUDY light with the same code occurred again after a week? Why?
Why #1: The technician did not complete a thorough diagnosis,
The Case of the No-Power Kia
instead relying on a silver bullet in a repair forum. On
A customer had a Kia Sorento towed to a shop be- the second attempt to repair the vehicle the technician
cause it would not accelerate and the engine would followed the diagnostic procedure for the code. The
not increase in speed higher than 1000 RPM. No resistance of the new oil control valve was found to
diagnostic trouble codes were found and no technical be within specifications. The camshaft position (CMP)
service bulletins were found that pertained to this con- sensor was tested based on the advice from another
dition either. The data display on the scan tool did not technician. The sensor passed all the diagnostic tests
show anything out of range and a through visual in- and appeared to be generating a normal signal.
spection found that the engine appeared to well main-
Why #2: If the oil control valve and the sensor are both good,
tain without any obvious or visible faults. Then another
why did the code reset? The technician checked all
technician in the shop told the technician working on
of the wiring and the electrical connectors and found
the vehicle that the brake lights were on whenever the
them to be okay. Why was the problem still occurring?
engine was running even though no one was in the
Why #3: During a subsequent test drive, the code set again.
vehicle. This led to a closer examination of the brake
This time the technician tested the crankshaft sensor
switch, and when it was moved the engine was then
and verified the condition of the timing belt. Each of
able to be accelerated normally. A replacement brake
the components tested normally.
switch was installed and the problem of a lack of ac-
celeration was solved, and after replacement, the ve- Why #4: The technician thought that the recurring problem
hicle performed normally. The customer was pleased was related to the OCV because when these were
that a simple and low-cost solution was found. replaced, it fixed the vehicle for some time. The tech-
nician then noticed the engine oil was low and very
Summary: dirty. Why was this important?
• Complaint—The vehicle owner complained that Why #5: Understanding that clean oil was needed for the sys-
the engine would not accelerate and the engine tem to operate properly, the engine oil and filter were
speed would not increase higher than 1000 RPM. replaced making sure to use the oil recommended
• Cause—A defective brake switch caused the PCM by the manufacturer and an oil filter that met original
to sense that the brake was applied and limited equipment specifications. The code was cleared and
engine speed. on subsequent test drives the failure did not reoccur.
• Correction—A replacement brake switch fixed
On the second repair attempt the technician followed the diag-
the problem and allowed the vehicle to accelerate
nostic process to a logical end. No assumptions were made,
normally.
but instead decisions were made based on the test results. In
the end, the root cause of the problem was actually very simple
and the repair was relatively inexpensive.
verify the repair by performing a test-drive under similar
conditions that caused the customer concern to make MULTIPLE COMPONENT FAILURE DIAGNOSIS If
sure that the cause has been successfully repaired. more than one component is found to be defective, the root
cause has to be found. If the components are electrical, use a
wiring diagram and check for the following:
■■ Do the components share a common ground connec-
DETERMINING ROOT tion? If so, this could be the most likely cause and the

CAUSE OF REPEATED first place to check.

COMPONENT FAILURES TECH TIP

The Brake Pedal Trick

THE FIVE WHYS  Typically when a component or system
If the vehicle manufacturer recommends that battery
fails multiple times, the root cause of the failure was not
power be disconnected, first disconnect the nega-
corrected. When diagnosing the root cause of repeated
tive battery cable and then depress the brake pedal.
component or system failure, the wise technician asks why five
Because the brake lights are connected to battery
times. For example, for a case where the PCM set repeated
power, depressing the brake pedal causes all of the
P0017 (CKP/CMP correlation) DTCs, the oil control valve was
capacitors in the electrical system and computer(s) to
replaced and the DTC cleared. According to the repair forums,
discharge through the brake lights.
this was a common repair for this condition. The engine

18    chapter 1

M01_HALM3495_07_SE_C01.indd 18 22/12/18 5:24 PM

 ■■ Do the components share the same power? If so, then
this could be the source of common component failure. TECH TIP
■■ Are the components or wiring near a heat source such as
the exhaust system or EGR system components? Heat Drive the Light Out
can cause electrical issues and often cause issues with If working on a vehicle that is subject to state emis-
more than one component. sion testing, it is best to not clear codes. When diag-
■■ Are the components or wiring near something that is nostic trouble codes are cleared, all of the monitors
moved such as a door, hood, or trunk (tailgate) open- have to be rerun and this can be a time-consuming
ing? The movement can cause electrical issues and often job. Instead of clearing the code, simply drive the
cause issues with more than one component. vehicle until the PCM clears the code. This will likely
take less time compared to trying to drive the vehicle
■■ Follow the diagnostic strategy to find and correct the root
under varying conditions to run all of the monitors.
cause, then verify the repair has solved the customer
concern before returning the vehicle.

were present when the DTC was set. By driving under similar

MANUFACTURER’S conditions, the PCM may perform a test of the system and
automatically extinguish the malfunction indicator light (MIL).
DIAGNOSTIC ROUTINES This is the method preferred by many vehicle manufacturers.

OBD MONITORS FOR REPAIR VERIFICATION All

Each vehicle manufacturer has established their own diagnos- 1996 and newer vehicles perform enhanced diagnostic checks
tic routines and they should be followed. Most include the fol- of specific emission control components such as engine,
lowing steps: transmission, fuel systems, and other emissions controls. Each
diagnostic check communicates with the powertrain control
STEP 1 Retrieve diagnostic trouble codes.
module’s (PCM) diagnostic executive to record the data in
STEP 2 Check for all technical service bulletins that could be the readiness monitor. These diagnostic checks are generally
related to the stored DTC. performed while the vehicle is driven in a specific manner and are
STEP 3 If there are multiple DTCs, the diagnostic routine may a great way to prove the repair was successful. If the diagnostic
include checking different components or systems in- checks have been performed and passed, the PCM marks them
stead of when only one DTC was stored. as “ready.” Technicians in a non-emissions test area are able to
use the data to ensure the vehicle is repaired and that no other
STEP 4 Perform system checks. codes are set prior to returning the vehicle to the customer.
STEP 5 Perform the necessary service or repair For technicians who work on vehicles in an emission test
area this is an important step in the repair process. If diagnostic
STEP 6 Perform a road test matching the parameters re-
data has been erased during vehicle repairs or through battery
corded in the freeze-frame to check that the repair has
disconnection, the PCM will flag the monitors as “incomplete”
corrected the malfunction.
or “not ready.” Vehicles are rejected from emission testing
STEP 7 Repeat the road test to cause the MIL to be when these diagnostic checks are not completed. The number
extinguished. of monitors allowed to be not complete depends on the year of
the vehicle and the emission testing area requirements.
NOTE: Do not clear codes (DTCs) unless instructed by The vehicle performs the self-diagnostic tests when the
the service information. vehicle is driven, referred to as a “drive cycle.” Therefore, after
the repair is complete the vehicle will need to be driven through a
Following the vehicle manufacturer’s specific diagnostic drive cycle. If the check engine light does not turn off, then addi-
routines will ensure that the root cause is found and the repair tional repair(s) may be required. If the repairs require the DTCs to
verified. This is important for customer satisfaction. be cleared or a battery disconnect (which also clears DTCs), then
the vehicle needs to be driven to get the monitors to run and pass.

VERIFYING THE REPAIR

ROAD TEST (DRIVE CYCLE)
PROCEDURE After the repair has been successfully
completed, the vehicle should be driven under similar Use the freeze-frame data and test-drive the vehicle so that the
conditions that caused the original concern in order to verify vehicle is driven to match the conditions displayed on the freeze-
that the problem has been corrected. To perform this test drive, frame. If the battery has been disconnected, then the vehicle
it is helpful to have a copy of the freeze-frame parameters that may have to be driven under conditions that allow the PCM to

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 conduct monitor tests. This drive pattern is called a drive cycle. 8. Repeat steps 6 and 7 five times.
The drive cycle is different for each vehicle manufacturer but a 9. Using scan tool, check readiness.
universal drive cycle may work in many cases. In many cases
performing a universal drive cycle will reset most monitors in
most vehicles.

UNIVERSAL DRIVE CYCLE DIESEL OBDII MONITOR

PRECONDITIONING: Phase I. READINESS
MIL must be off.
No DTCs present.
PRIOR TO START
Fuel fill between 15% and 85%. ■■ Fuel level greater than 25%.
Cold start - Preferred = 8 - hour soak at 68°F to 86°F.
■■ Coolant temperature below 140°F (60°C)
alternative: ECT = IaT.
■■ Battery voltage must be between 11 and 16 volts. PTO is
1. With the ignition off, connect scan tool.
not engaged
2. Start engine and drive between 20 and 30 mph for 22
­minutes, allowing speed to vary.
TO RUN THE MONITORS
3. Stop and idle for 40 seconds, gradually accelerate to
1. Allow the engine to idle for a minimum of two minutes and
55 mph.
warm the engine to greater than 140 degrees. (Vehicle
4. Maintain 55 mph for 4 minutes using a steady throttle input. must be stationary and the accelerator must not be
5. Stop and idle for 30 seconds, then accelerate to 30 mph. depressed during this time.)
6. Maintain 30 mph for 12 minutes. 2. Drive for 5 minutes at speeds above 25 mph and less than
7. Repeat steps 4 and 5 four times. 45 mph (in-town driving).

Using scan tool, check readiness. If insufficient readiness 3. Drive the vehicle at highway speeds and perform 10−15
set, continue to universal drive trace phase II. zero fueling events (decelerate for 10 seconds with foot
Important: (Do not shut off engine between phases). off of accelerator).
Phase II: 4. Drive the vehicle at highway speeds and perform 15−20
1. Vehicle at a stop and idle for 45 seconds, then accelerate boost events (sudden depression of the accelerator pedal
to 30 mph. to provide turbocharger boost to the system).

2. Maintain 30 mph for 22 minutes. 5. Drive the vehicle at highway speeds in a steady state for
12−15 minutes.
3. Repeat steps 1 and 2 three times.
6. Return to the shop and let vehicle idle for 30 seconds.
4. Bring vehicle to a stop and idle for 45 seconds, then
accelerate to 35 mph. 7. With the vehicle in park increase the engine speed to
1200−1300 RPM for 2−3 minutes (repeat 3−4 times).
5. Maintain speed between 30 and 35 mph for 4 minutes.
8. Let idle for 30 seconds.
6. Bring vehicle to a stop and idle for 45 seconds, then
accelerate to 30 mph. 9. Shut off vehicle.

7. Maintain 30 mph for 22 minutes. 10. Cycle key back on and check readiness status.

SUMMARY
1. Funnel diagnostics—Visual approach to a diagnostic Step 7  Repair the problem and determine the root cause
procedure: Step 8  Verify the repair and check for any stored DTCs
Step 1  Verify the problem (concern)
2. A thorough visual inspection is important during the diag-
Step 2 Perform a thorough visual inspection and basic nosis and troubleshooting of any engine performance
tests problem or electrical malfunction.
Step 3  Retrieve the diagnostic trouble codes (DTCs) 3. If the MIL is on, retrieve the DTC and follow the manufac-
Step 4  Check for technical service bulletins (TSBs) turer’s recommended procedure to find the root cause of
Step 5  Look carefully at scan tool data the problem.

Step 6  Narrow the problem to a system or cylinder 4. OBD-II vehicles use a 16-pin DLC and common DTCs.

20    chapter 1

M01_HALM3495_07_SE_C01.indd 20 22/12/18 5:24 PM

 REVIEW QUESTIONS
1. Why should TSBs be checked after retrieving diagnostic 4. What is the preferred method to use to clear DTCs?
trouble codes? 5. What is the definition of a trip?
2. Why does the customer concern need to verified?
3. What is the difference between an aftermarket scan tool
and a factory-level scan tool?

CHAPTER QUIZ
1. Technician A says that the first step in the diagnostic pro- 6. The preferred method to clear diagnostic trouble codes
cess is to verify the problem (concern). Technician B says (DTCs) is to ____________.
the second step is to perform a thorough visual inspec- a. disconnect the negative battery cable for 10 seconds
tion. Which technician is correct? b. use a scan tool
a. Technician A only c. remove the computer (PCM) power feed fuse
b. Technician B only d. cycle the ignition key on and off 40 times
c. Both Technicians A and B
7. Which is the factory scan tool for Chrysler brand vehicles
d. Neither Technician A nor B
equipped with CAN?
2. Which item is not important to know before starting the a. wiTECH
diagnosis of an engine performance problem? b. Tech 2
a. List of previous repairs c. NGS
b. The brand of engine oil used d. Master Tech
c. The type of gasoline used
8. What fault could occur that can cause a driveability issue
d. The temperature of the engine when the problem
and not set a diagnostic trouble code (DTC)?
occurs
a. Alcohol (ethanol) in high concentrations in the fuel
3. A generic (global)-type scan tool can retrieve ____________ b. Contaminated fuel that has water or diesel fuel mixed
data. with the fuel.
a. emissions-related c. Clogged air intake systems due to an animal nest of
b. HVAC road debris caught in the air intake system
c. ABS brake system d. Any of the above
d. All of the above
9. Technician A says that knowing if there are any stored di-
4. The steps in a manufacturer-specific diagnostic routine agnostic trouble codes may be helpful when checking for
are being discussed. Technician A says that after record- related technical service bulletins. Technician B says that
ing any DTCs, the codes should be erased. Technician only a factory scan tool should be used to retrieve DTCs.
B says to road test the vehicle twice to turn off the MIL. Which technician is correct?
Which technician is correct? a. Technician A only
a. Technician A only b. Technician B only
b. Technician B only c. Both Technicians A and B
c. Both technicians are correct d. Neither Technician A nor B
d. Neither technician is correct
10. A drive cycle is designed to reset all the OBD-II moni-
5. Technician A says that if the opposite DTC can be set, the tors. Before starting the drive cycle the engine should be
problem is the component itself. Technician B says if the ____________.
opposite DTC cannot be set, the problem is with the wiring a. fully warmed up (cooling fans cycled on and off two
or grounds. Which technician is correct? times)
a. Technician A only b. have a full tank of fuel
b. Technician B only
c. cold (ECT = IaT)
c. Both Technicians A and B
d. operated at idle for two minutes
d. Neither Technician A nor B

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