start

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

2009Pearson
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OBJECTIVES:
After studying Chapter 63, the reader should
be able to:
• List the steps of the diagnostic process.
• Describe the simple preliminary tests that
should be performed at the start of the
diagnostic process.
• List six items to check as part of a thorough
visual inspection.
• Explain the troubleshooting procedures to
follow if a diagnostic trouble code has been set.
Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
2009Pearson
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OBJECTIVES:
After studying Chapter 63, the reader should
be able to:
• Explain the troubleshooting procedures to
follow if no diagnostic trouble code has been
set.
• Discuss the type of scan tools that are used to
assess vehicle components.
• Describe the methods that can be used to
reprogram (reflash) a vehicle computer.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

2009Pearson
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KEY TERMS:
data link connector (DLC) • drive cycle

flash code retrieval

key–on–engine off test (KOEO) • key–on–engine running

test (KOER)

pending code • paper test

self-test automatic readout (STAR) • smoke machine

technical service bulletin (TSB) • trip

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

2009Pearson
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THE EIGHT-STEP DIAGNOSTIC PROCEDURE
It is important that all automotive service techs know how to
diagnose and troubleshoot engine computer systems.

The diagnostic process eliminates known-good components or

systems in order to find the root cause of automotive engine
performance problems.

All manufacturers recommend a diagnostic procedure, and the plan

suggested in this chapter combines most of the features of these
plans plus steps developed in real-world problem solving.

Many different things can cause an engine performance problem or

concern. The service technician has to narrow the possibilities to
find the cause of the problem and correct it.
Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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A funnel is a way of visualizing
a diagnostic procedure. At the
wide top are the symptoms of the
problem; the funnel narrows as
possible causes are eliminated
until the root cause is found and
corrected at the bottom.
Figure 63–1 A funnel is one way to
visualize the diagnostic process. The
purpose is to narrow the possible causes of
a concern until the root cause is
determined and corrected.

The wide range of possible

solutions must be narrowed to
the most likely and these must
eventually be further narrowed
to the actual cause. Continued
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Figure 63–2 Step #1 is to verify the customer concern or problem. If the problem cannot be
verified, then the repair cannot be verified.

Step #1 Verify the Problem

(Concern) Be certain a problem
exists. If the problem cannot be
verified, it cannot be solved or
tested to verify that the repair
was complete.

Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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The driver of the vehicle knows much about the vehicle and how it
is driven. Before diagnosis, always ask the following questions:
Is the malfunction indicator light (check engine) on?
What was the temperature outside?
Was the engine warm or cold?
Was the problem during starting, acceleration, cruise, or
some other condition?
How far had the vehicle been driven?
Were any dash warning lights on? If so, which one(s)?
Has there been any service or repair work performed on the
vehicle lately?

Continued
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NOTE: Many engine performance faults are often the result of something
being knocked loose or a hose falling off during repair work. Knowing that
the vehicle was just serviced before the problem began may be an indicator
as to where to look for the solution to a problem.

NOTE: Because drivers differ, it is sometimes the best policy to take the
customer on the test drive to verify the concern.

After the nature and scope of the problem are determined, the
complaint should be verified before further diagnostic tests are
performed.

A sample form that customers could fill out with details of the
problem is shown in Figure 63–3

Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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Figure 63–3 A form that the customer should fill out if there is a driveablilty concern to help the
service technician more quickly find the root cause.

See the complete form on Page 764 of your textbook. Continued

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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 “Original Equipment” is not a Four-Letter
Word
To many service technicians, an original-equipment part is considered to
be only marginal and to get the really “good stuff” an aftermarket (renewal
market) part has to be purchased. However, many problems can be traced
to the use of an aftermarket part that has failed early in its service life.
Technicians who work at dealerships usually go immediately to an aftermarket part
that is observed during a visual inspection. It has been their experience that simply
replacing the aftermarket part with the factory original-equipment (OE) part often
solves theproblem.

Original equipment parts are required to pass quality and durability standards and
tests at a level not required of aftermarket parts. The tech should be aware that the
presence of a new part does not necessarily mean that the part is good.

Continued
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Step #2 Perform a Thorough Visual Inspection and Basic Tests
The most important aspect of diagnosis! Most experts agree that
between 10% and 30% of all engine performance problems can be
found simply by performing a thorough visual inspection.
Check for obvious problems (basics, basics, basics).
• Vacuum hoses disconnected or split
• Fuel leaks
• Corroded connectors
• Unusual noises, smoke, or smell
• Check the air cleaner and air duct
(small animals can build nests or
store dog food in them)
Figure 63–4 This is what was found when removing an air filter from a vehicle that had a lack-of-
power concern. Obviously the nuts were deposited by squirrels or some other animal, blocking a
lot of the airflow into the engine.
Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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 Check everything that does and does not work. This step
involves turning things on and observing that everything is
working properly.

Look for evidence of previous repairs. Any time work is

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

Ensure adequate fuel level. Make certain that the fuel 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 bottom of the fuel tank
is more concentrated and can be drawn into the fuel system.

Continued
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 Check coolant level and condition Many mechanical engine
problems are caused by overheating. The proper operation of
the cooling system is critical to the life of any engine.

NOTE: Check the coolant level in the radiator only if the radiator is cool.
If the radiator is hot and the radiator cap is removed, the drop in pressure
above the coolant will cause the coolant to boil immediately, which can
cause severe burns because the coolant expands explosively upward and
outward from the radiator opening.

Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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 Check oil level and condition Another area for visual
inspection is oil level and condition.
• Oil level Oil should be to the proper level.
• Oil condition Using a match or lighter, try to light the oil
on the dipstick; if the oil flames up, gasoline is present in
the engine oil. Drip some engine oil from the dipstick onto
the hot exhaust manifold. If the oil bubbles or boils, coolant
(water) is present in the oil. Check for grittiness by rubbing
the oil between your fingers.

NOTE: Gasoline in the oil will cause the engine to run rich by drawing
fuel through the positive crankcase ventilation (PCV) system.

Continued
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 Use the paper test A soundly running engine should produce
even and steady exhaust at the tailpipe.

For the paper test, hold a piece of paper (even a dollar bill
works) or a 3- by 5-inch card within 1 inch (2.5 centimeters)
of the tailpipe with the engine running at idle.

The paper should blow evenly away from the end of the
tailpipe without “puffing” or being drawn inward toward the
end of the tailpipe.

If the paper is at times drawn toward the tailpipe, the valves in

one or more cylinders could be burned.

Continued
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Other reasons why the paper might be drawn toward the tailpipe
include the following:
1. The engine could be misfiring because of a lean condition
that could occur normally when the engine is cold.
2. Pulsing of the paper toward the tailpipe could also be caused
by a hole in the exhaust system. If exhaust escapes through
a hole in the exhaust system, air could be drawn—in the
intervals between the exhaust puffs—from the tailpipe to the
hole in the exhaust, causing the paper to be drawn toward
the tailpipe.

Continued
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 Smoke Machine Testing
Vacuum (air) leaks cause a variety of driveability problems and are often
difficult to locate. One good method is to use a machine that generates a
stream of smoke. Connecting the outlet of the smoke machine to the hose
that was removed from the vacuum brake booster allows smoke to enter
the intake manifold. Vacuum leaks will be spotted by observing smoke
coming out of the leak.

Figure 63–5 Using a bright light makes seeing

where the smoke is coming from easier. In this
case, smoke was added to the intake manifold
with the inlet blocked with a yellow plastic cap
and smoke was seen escaping past a gasket
at the idle air control.

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 Check the battery voltage The voltage of the battery should
be at least 12.4 volts and the charging voltage (engine running)
should be 13.5 to 15.0 volts at 2,000 RPM.

Low battery voltage can cause a variety of problems including

reduced fuel economy and incorrect (usually too high) idle
speed. Higher-than-normal battery voltage can also cause the
PCM problems and could cause damage to electronic modules.

Check the fuel-pump pressure Relatively easy on many port-

fuel-injected engines. Often intermittent engine performance is
due to a weak fuel pump or clogged fuel filter. Checking fuel
pump pressure early in the diagnostic process eliminates low
fuel pressure as a possibility.

Continued
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 Check the spark using a spark tester Remove one spark
plug wire and attach the removed plug wire to the spark tester.
Attach the grounding clip of the spark tester to a good clean
engine ground, start or crank the engine, and observe the tester.
The spark at the spark tester
should be steady and consistent.
An intermittent spark should be
treated as a no-spark condition.

Carefully inspect and test all

components of the primary and
secondary ignition systems.
Figure 63–6 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 is
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
Continued they
do not require more than about 2,000 volts to light.
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NOTE: Do not use a standard spark plug to check for proper ignition
system voltage. An electronic ignition spark tester is designed to force the
spark to jump about 0.75 inch (19 mm). This amount of gap requires
between 25,000 and 30,000 volts (25 to 30 kV) at atmospheric pressure,
which is enough voltage to ensure that a spark can occur under
compression inside an engine.

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Figure 63–7 Step #3 in the diagnostic process is to retrieve any stored diagnostic trouble
codes.
Step #3 Retrieve the Diagnostic
Trouble Codes (DTCs)
If a trouble code (DTC) is present
in the computer memory, it may
be signaled by illuminating a
malfunction indicator lamp
(MIL), commonly labeled “check
engine” or “service engine soon.”
Any code(s) displayed when the
MIL is not on is called a pending
code. Because the MIL is not on,
this indicates the fault has not
repeated to cause the PCM to turn
on the MIL.
Continued
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Step #4 Check for Technical Service Bulletins (TSBs) Check for
corrections in technical service bulletins (TSBs) that match the
symptoms. According to studies, as many as 30% of vehicles can be
repaired following the information, suggestions, or replacement parts
found in a service bulletin.
Figure 63–8 After checking for stored
diagnostic trouble codes (DTCs), the wise
technician checks service information for
any technical service bulletins that may
relate to the vehicle being serviced.

DTCs must be known before

searching for service bulletins,
because bulletins often include
information on solving problems
that involve a stored diagnostic
trouble code.
Continued
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Figure 63–9 Looking carefully at the scan tool data is very helpful in locating the source of a
problem.

Step #5 Look Carefully at Scan

Tool Data Manufacturers have
been giving the tech more and more
data on a scan tool connected to the
data link connector (DLC).

The best way to look at scan data

is in a definite sequence and with
specific, selected bits of data that
can tell the most about the
operation of the engine.

Continued
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Step #6 Narrow the Problem to a System or Cylinder Narrowing
the focus to a system or individual cylinder is the hardest part of the
entire diagnostic process.
Perform a cylinder power balance test.
If a weak cylinder is detected, perform a compression
and a cylinder leakage test to determine probable cause.

Step #7 Repair the Problem and Determine the Root Cause

The repair or part replacement must be performed following
vehicle manufacturer’s recommendations and be certain that the
root cause of the problem has been found. Also follow the
manufacturer’s recommended repair procedures and methods.

Continued
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Figure 63–10 Step #8 is very important. Be sure that the customer’s concern has been
corrected.

Step #8 Verify the Repair and

Clear Any Stored DTCs
Test-drive to verify the original
problem (concern) is fixed.
Verify no additional problems
have occurred during the repair
process.
Check for and then clear all
diagnostic trouble codes.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

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 One Test is Worth 1,000 “Expert Opinions”
Whenever any vehicle has an engine performance or driveability concern,
certain people always say:

“Sounds like it’s a bad injector.”

“I’ll bet you it’s a bad computer.”

“I had a problem just like yours yesterday and it was a bad EGR
valve.”

Regardless of the skills and talents of those people, it is still more accurate
to perform tests on the vehicle than to rely on feelings or opinions of others
who have not even seen the vehicle. Even your own opinion should not
sway your thinking. Follow a plan, perform tests, and the test results will
lead to the root cause.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

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SCAN TOOLS
Scan tools are the workhorse for diagnostic work on all vehicles
and can be divided into two basic groups:
1. Factory scan tools—These are the scan tools required by all
dealers that sell and service the brand of vehicle. Examples of
factory scan tools include:
• Ford—New Generation Star (NGS)
• Chrysler—DRB-III or Star Scan
• General Motors—Tech 2
• Honda—HDS or Master Tech
• Toyota—Master Tech
Figure 63–11 A TECH 2 scan tool is the factory
scan tool used on General Motors vehicles.

Continued
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2. Aftermarket scan tools—These scan tools are designed to function
on more than one brand of vehicle:
• Snap-on (various models including the MT2500 and Modis)
• OTC (various models including Genisys and Task Master)
• AutoEnginuity and other programs that use a laptop or handheld
computer for the display

While many aftermarket scan tools

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

Figure 63–12 Some scan tools use pocket PCs which

make it very convenient to use.

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RETRIEVAL OF DIAGNOSTIC INFORMATION
To retrieve diagnostic information from the power train control
module (PCM), a scan tool is needed. If the factory scan tool is
used, then all of the data can be retrieved. If a generic OBD-II scan
tool is used, only the emissions-related data can be retrieved.
To retrieve diagnostic information from the PCM:

Step #1 Locate and gain access to the data link connector (DLC).

Step #2 Connect the scan tool to the DLC and establish

communication.

Step #3 Follow the on-screen instructions of the scan tool to

correctly identify the vehicle.
Continued
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 Step #4 Observe scan data, as well as any diagnostic trouble
codes.

Step #5 Follow manufacturer’s instructions if any DTCs are

stored. If no DTCs are stored, compare all sensor values with a
factory range chart to see if any sensor values are out-of-range.

NOTE: If no communication is established, follow the vehicle

manufacturer’s specified instructions.

Continued
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See the chart on Page 768 of your textbook.
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TROUBLESHOOTING USING DIAGNOSTIC
TROUBLE CODES
Causes of actual problems can be determined by trying to set the opposite
code.

If a code indicates an open throttle position (TP) sensor (high

resistance), clear the code and create a shorted (low-resistance)
condition. Do this by using a jumper and connecting the signal
terminal to the 5-volt reference terminal.
If the opposite code sets, this indicates that the wiring and
connector for the sensor is okay and the sensor itself is
defective (open).
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. Continued
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 Methods for Clearing Diagnostic Trouble Codes Clearing
diagnostic trouble codes from a vehicle computer sometimes
needs to be performed.

CAUTION: Clearing diagnostic trouble codes (DTCs) also will clear all
of the noncontinuous monitors.

Three methods can be used to clear stored diagnostic trouble codes:

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 procedure
can be performed on the vehicle. The computer of some
vehicles cannot be cleared with a scan tool.

Continued
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 Clearing codes—Method 2 If a scan tool is not available or
a scan tool cannot be used on the vehicle being serviced, the
power to the computer can be disconnected.
1. Disconnect the fusible link (if so equipped) that
feeds the computer.
2. Disconnect the fuse or fuses that feed the
computer.

NOTE: The fuse may not be labeled as a computer fuse. For example,
many Toyotas can be cleared by disconnecting the fuel-injection fuse.
Some vehicles require two fuses be disconnected to clear stored codes.

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 Clearing codes—Method 3 If the other two methods cannot
be used, the negative (–) battery cable can be disconnected to
clear stored diagnostic trouble codes.

NOTE: Because of the adaptive learning capacity of the computer, a

vehicle may fail an exhaust emissions test if the vehicle is not driven
enough to allow the computer to run all of the monitors.

CAUTION: By disconnecting the battery, the radio presets and clock

information 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 function. Before disconnecting the battery, always
check with the vehicle owner to be sure that the code is available.

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FLASH CODE RETRIEVAL ON OBD-I
GENERAL MOTORS VEHICLES
The GM system uses a “check engine” MIL to notify of possible
system failure. Under the dash is a data link connector (DLC)
previously called an assembly line communications link (ALCL)
or diagnostic link (ALDL).
Most trouble codes can be
retrieved by using a metal tool
and contacting terminals A and
B of the 12-pin DLC.
Figure 63–13 To retrieve flash codes from
an OBD-I General Motors vehicle, connect
terminals A and B with the ignition on–
engine off. The M terminal is used to
retrieve data from the sensors to a
scan tool.

Continued Continued
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 This method is called flash code retrieval because the MIL will
flash to indicate diagnostic trouble codes. The steps are as follows:
1. Turn the ignition switch to on (engine off). The “check
engine” light or “service engine soon” light should be on. If
the amber malfunction indicator light (MIL) is not on, a
problem exists within the light circuit.
2. Connect terminals A and B at the DLC.

NOTE: Refer to service manual diagnostic procedures if the MIL is on

and does not flash a code 12 when terminals A and B are connected.

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

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

4. After code 12 is displayed three times, the MIL will flash any
other stored DTCs in numeric order starting with the lowest-
number code. If only code 12 is displayed another three
times, the computer has not detected any other faults.
Continued
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 Do Not Lie To a Scan Tool!
Because computer calibration may vary from year to year, using the
incorrect year for the vehicle while using a scan tool can cause the data
retrieved to be incorrect or inaccurate.

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RETRIEVING FORD DIAGNOSTIC CODES
The best tool is a self-test
automatic readout (STAR)
tester, new generation STAR
(NGS), WDS (Worldwide
Diagnostic System), or
another scan tool with Ford
capabilities.
Figure 63–14 A Ford OBD-I self-
test connector. The location of
this connector can vary with
model and year of vehicle.

The test connector is usually

located under the hood on
the driver’s side.
Continued Continued
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Key On–Engine Off Test (On-Demand Codes or Hard Faults)
With the ignition key on (engine off), watch the voltmeter pulses,
which should appear within 5 to 30 seconds. (Ignore any initial
surge of voltage when the ignition is turned on.)

The computer will send a two-digit code that will cause the
voltmeter to pulse or move from left to right.

If the voltmeter needle pulses two times, then pauses for 2

seconds, and then pulses three times, the code is 23.

There is normally a 4-second pause between codes.

Continued
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Separator pulse After all the codes have been reported, the
computer will pause for about 6 to 9 seconds, then cause the
voltmeter needle to pulse once, and then pause for another 6 to 9
seconds. This is the normal separation between current trouble
codes and continuous memory codes (for intermittent problems).

Code 11 is the normal pass code, which means that no fault has
been stored in memory. Normal operation of the diagnostic
procedure using a voltmeter should indicate the following if no
codes are set: 1 pulse (2-second pause), 1 pulse (6- to 9-second
pause), 1 pulse (6-to 9-second pause), 1 pulse (2-second pause),
and finally, 1 pulse.

These last two pulses that are separated by a 2-second interval

represent a code 11, which is the code used between current and
intermittent trouble codes.
Continued
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Continuous Memory Codes (Soft Codes) Continuous memory
codes are set based on information stored while the vehicle was in
normal operation.

These codes represent an intermittent problem and should only be

used for diagnosis if the KOEO test results in code 11 (no faults
detected). Any codes displayed after the separation pulse represent
failures that have been detected but may no longer be present.

Continued
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 Put a Wire in the Attic and a Light in the
Basement! - Part 1
Retrieving DTCs from a Ford using low-cost test equipment is easier when
you remember the following: “Put a wire in the attic and a light in the
basement.” After warming the engine to operating temperature, perform
these simple steps:
1. Locate the data link connector (DLC) under the hood. Connect a
jumper wire from the single-wire pigtail called the self-test input to
terminal #2 at the top (attic) of the connector.
2. To read DTCs, connect a standard 12-volt test light (not a self-
powered continuity light) to the positive battery terminal and the
lower (basement) terminal (#4) of the DLC. See Figure 63–15. Turn
the ignition to on (engine off). The DTCs will be displayed by means
of the flashes of the test light.
To clear stored Ford DTCs, simply disconnect the jumper wire from the
self-test input while the codes are being flashed. This interruption is the
signal to the computer to clear any stored DTCs.

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 Put a Wire in the Attic and a Light in the
Basement! - Part 2
“Put a wire in the attic and a light in the basement.”…

Figure 63–15 To retrieve Ford DTCs using a test light and a jumper wire, turn the ignition switch
on (engine off) and make the connections shown. The test light will blink out the diagnostic
trouble codes.

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Key-On–Engine Running (KOER) Test During the KOER self-
test, the sensors are checked by the computer under actual
operating conditions and the output devices (actuators) are
operated and checked for expected results.

Start the engine and raise the speed to 2,500 to 3,000 RPM to
warm the oxygen sensor within 20 seconds of starting. Hold a
steady high engine speed until the initial pulses appear (2 pulses
for a four-cylinder engine, 3 pulses for a six-cylinder, and 4 pulses
for an eight-cylinder).

These codes are used to verify the proper processor (computer) is

in the vehicle and that the self-test has been entered. Continue to
hold a high engine speed until the code pulses begin (10 to 14
seconds).
Continued
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Steering, Brake, and Overdrive Switch Test To test the power
steering pressure switch, the technician must turn the steering wheel
one-half turn after the ID code has been displayed. The brake pedal
and overdrive cancel must be cycled after the ID code to allow the
system to detect a state change of these switches.

Dynamic Response Check The dynamic response test checks the

throttle position (TP) mass air flow (MAF) and manifold absolute
pressure (MAP) sensors during a brief wide-open throttle (WOT)
test performed by the technician. The signal to depress the throttle
briefly to wide open is a single pulse or a STAR code 10.

If any hard (on-demand) faults appear, these should be repaired first

and then any soft (continuous) codes next. Use the factory
“pinpoint tests” to trace the problem. Refer to service information
for a description of Ford-specific alphanumeric DTCs.
Continued
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 FLASH CODE RETRIEVAL ON CHRYSLER
VEHICLES
To put the computer into the self-diagnostic mode, the ignition
switch must be turned on and off twice within a 5-second period
(on-off-on-off-on). The computer will flash a series of fault codes.
Older Chrysler products flash the “check engine” dash lamp.

NOTE: Unlike other manufacturers, most Chrysler brand vehicles

equipped with OBD II will display the P-codes on the odometer display by
cycling the ignition key as previously performed on older vehicles.

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OBDII DIAGNOSIS
Starting with the 1996 model year, all vehicles sold in the US must
use the same 16-pin data link connector (DLC) and must monitor
emission- related components.
Retrieving OBD-II Codes
A scan tool is required to
retrieve diagnostic trouble
codes from most OBD-II
vehicles.
Every OBD-II tool will be able
to read all generic Society of
Automotive Engineers (SAE) Figure 63–16 A typical OBD-II data link
DTCs from any vehicle. connector (DLC). The location varies with make
and model and may even be covered, but a tool is
not needed to gain access. Check service
Continued information for the exact location if needed.

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OBDII DIAGNOSTIC CODES

See the complete charts on Page 771 - 773 of your textbook.

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OBDII ACTIVE TESTS
The vehicle computer must run tests on the various emission-related
components and turn on the malfunction indicator lamp (MIL) if
faults are detected.

OBD II is an active computer analysis system because it actually

tests the operation of the oxygen sensors, exhaust gas recirculation
system, etc., whenever conditions permit.

Because these tests are active and certain conditions must be

present before these tests can be run, the computer uses its internal
diagnostic program to keep track of the various conditions and to
schedule active tests so that they will not interfere with each other.

Continued
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OBD-II Drive Cycle The vehicle must be driven under a variety
of operating conditions for all active tests to be performed.

A trip is defined as an engine-operating drive cycle that contains

the necessary conditions for a particular test to be performed.

For the EGR test, the engine has to be at normal operating

temperature and decelerating for a minimum amount of time.

Some tests are performed when the engine is cold, where others
require that the vehicle be cruising at a steady highway speed.

Continued
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 Types of OBD-II Codes Not all OBD-II diagnostic trouble codes
are of the same importance for exhaust emissions. Each type of
DTC has different requirements for it to set, and the computer will
only turn on the MIL for emissions-related DTCs.

NOTE: Type A and Type B codes are emission related and will cause the
lighting of the malfunction indicator lamp, usually labeled “check engine”
or “service engine soon.”

Type A Codes Emission related; will cause the MIL to be turned

on at the first trip if the computer has detected a problem. Engine
misfire or a very rich or lean air–fuel ratio would cause a type A
diagnostic trouble code. These alert the driver to an emissions
problem that may damage the catalytic converter.

Continued
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Type B Codes A type B code will be stored and the MIL will be
turned on during the second consecutive trip, alerting the driver
to the fact that a diagnostic test was performed and failed.
Type C and D Codes Type C and type D codes are for use with
non-emission-related diagnostic tests. They will cause the
lighting of a “service” lamp (if the vehicle is so equipped).

Continued Continued
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 OBD-II Freeze-Frame To assist the tech, OBD II requires the
computer to take a “snapshot” or freeze-frame of all data at the
instant an emission-related DTC is set. A scan tool is required to
retrieve this data.
CARB and EPA regulations require that the controller store
specific freeze-frame (engine-related) data when the first emission
related fault is detected.
The data stored in freeze-frame can only be replaced by data from
a trouble code with a higher priority such as a trouble related to a
fuel system or misfire monitor fault.

NOTE: Although OBD II requires one freeze-frame of data be stored, the

instant an emission-related DTC is set, manufacturers usually provide
expanded data about the DTC beyond that required. Retrieving enhanced
data usually requires use of a vehicle-specific scan tool.
Continued
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The freeze-frame has to contain data values that occurred at the
time the code was set (these values are provided in standard units
of measurement).

Freeze-frame data is recorded during the first trip on a two-trip

fault. As a result, OBD-II systems record the data present at the
time an emission-related code is recorded and the MIL activated.

This data can be accessed and displayed on a scan tool. Freeze-

frame data is one frame or one instant in time.

Freeze-frame data is not updated (refreshed) if the same monitor

test fails a second time.

Continued
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 Required Freeze-Frame Data Items
Code that triggered the freeze-frame
A/F ratio, airflow rate and calculated engine load
Base fuel injector pulse width
ECT, IAT, MAF, MAP, TP, and VS sensor data
Engine speed and amount of ignition spark advance
Open- or closed-loop status
Short-term and long-term fuel trim values
For misfire codes—identify the cylinder that misfired

NOTE: All freeze-frame data will be lost if the battery is disconnected,

power to the PCM removed, or the scan tool used to clear trouble codes.

Continued
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Diagnosing Intermittent Malfunctions Of all the different types
of conditions that you will see, the hardest to accurately diagnose
and repair are intermittent malfunctions.

These conditions may be temperature related (only occur when the

vehicle is hot or cold), or humidity related (only occur when it is
raining). Regardless of conditions you must diagnose and correct
the condition.

When dealing with an intermittent concern, you should determine

conditions when the malfunction occurs, and try to duplicate them.

If a cause is not readily apparent to you, ask the customer when the
symptom occurs. Ask if there are any conditions that seem to be
related to, or cause the concern
Continued
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When working on an OBD-II-equipped vehicle is whether a
concern only occurs when a specific test is performed by the PCM.

Since OBD-II systems conduct diagnostic tests only under precise

conditions, some tests may only run once during an ignition cycle.
If requirements needed to perform the test are not met, the test will
not run during an ignition cycle. This type of onboard diagnostics
could be mistaken as “intermittent”

Examples of this are HO2S heaters, evaporative canister purge,

catalyst efficiency, and EGR flow. When diagnosing intermittent
concerns on an OBD-II-equipped vehicle, a logical diagnostic
strategy is essential.

The use of stored information can also be very useful when

diagnosing an intermittent malfunction if a code has been stored.
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SERVICE/FLASH PROGRAMMING
Reprogramming consists of downloading new calibration files
from a scan tool, personal computer, or modem into the PCM’s
electronically erasable programmable read-only memory
(EEPROM). This can be done on or off the vehicle.
Since reprogramming is not an OBD-II requirement however,
many vehicles will need a new PCM in the event software
changes become necessary. Physically removing and replacing
the PROM chip is no longer possible.
The following are three industry-standard methods used to
reprogram the EEPROM:
Remote programming Off-board programming
Direct programming
Continued
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Remote Programming
Connect the scan tool to the vehicle’s DLC.
Figure 63–17 The first step in the reprogramming procedure
is to determine the current software installed using a scan
tool. Not all scan tools can be used. In most cases using the
factory scan tool is needed for reprogramming unless the
scan tool is equipped to handle reprogramming.

Figure 63–18 Follow the on-screen instructions.

Enter vehicle information into the scan tool using programming

application software incorporated in the scan tool. Continued
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Remote Programming
Download VIN and current EEPROM calibration using a scan
tool.
Disconnect the scan tool from the DLC and connect the tool to
the shop PC.

Download the new calibration from the PC to the scan tool.

Figure 63–19 An Internet connection is usually
needed to perform updates although some
vehicle manufacturers use CDs which are
updated regularly at a cost to the shop.

Reconnect the scan tool to

the vehicle’s DLC and
download the new calibration
into the PCM.
Continued Continued
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CAUTION: Before programming, the vehicle’s battery must be between
11 and 14 volts. Do not attempt to program while charging the battery
unless using a special battery charger which does not produce excessive
ripple voltage such as the Midtronics PSC-300 (30 amp) or PSC-550 (55
amp) or similar as specified by the vehicle manufacturer.

Figure 63–20
Connecting cables and a computer
to perform off-board programming.

Continued
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Direct Programming Direct programming does utilize a
connection between the shop PC and the vehicle DLC.

Off-Board Programming Off-board programming is used if the

PCM must be programmed away from the vehicle. This is
preformed using the off-board programming adapter.

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J2534 REPROGRAMMING
Legislation has mandated that vehicle manufacturers meet the SAE
J2534 standards for all emissions-related systems on all new
vehicles starting with model year 2004.

This standard enables independent service repair operators to

program or reprogram emissions-related ECMs from a wide variety
of vehicle manufacturers with a single tool.

This system allows programming of all vehicle manufacturer ECMs

using a single set of programming hardware.

Programming software made available by the vehicle manufacturer

must be functional with a J2534 compliant pass-through system.
Continued
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Figure 63–21 The J2534 pass-through reprogramming
system does not need a scan tool to reflash the PCM
A J2534 pass-through
on most 2004 and newer vehicles. system is a standardized
programming and
diagnostic system.

It uses a personal computer

(PC), a standard interface
to a software device driver,
and a hardware vehicle
communication interface.
The interface connects to a
PC, and to a programmable
ECM on a vehicle through
the J1962 data link
connector (DLC).
Continued
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The software for a typical pass-through application consists of two
major components including:

The part delivered by the company that furnishes the hardware

for J2534 enables the pass-through vehicle communication
interface to communicate with the PC and provides for all
Vehicle Communication Protocols as required by SAE J2534. It
also provides for the software interface to work with the software
applications as provided for by the vehicle manufacturers.

Figure 63–22 A typical J2534 universal

reprogrammer that uses the J2534 standards.

Continued
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 The second part of the pass-through enabling software is
provided for by the vehicle manufacturers.
This is normally a subset of the software used with their
original equipment manufacturer (OEM) tools and their
website will indicate how to obtain this software and under
what conditions it can be used.
Refer to the National Automotive Service Task Force (NASTF)
website for the addresses for all vehicle manufacturers’ service
information and cost.

Visit the National Automotive Service Task Force on the

Internet at www.nastf.org

Since the majority of vehicle manufacturers make this software

available in downloadable form, having an Internet browser
(Explorer/Netscape/Firefox) and connection is a must. Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
2009Pearson
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MANUFACTURER’S DIAGNOSTIC ROUTINES
Each vehicle manufacturer has established their own diagnostic
routines and they should be followed. Most include:
Step #1 Retrieve diagnostic trouble codes.

Step #2 Check for all technical service bulletins that could be

related to the stored DTC.

Step #3 If there are multiple DTCs, the diagnostic routine may

include checking different components or systems instead of when
only one DTC was stored.

Step #4 Perform system checks.

Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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 Step #5 Perform a road test matching the parameters recorded in
the freeze-frame to check that the repair has corrected the
malfunction.

Step #6 Repeat the road test to cause the MIL to be extinguished.

NOTE: Don’t clear codes (DTCs) unless instructed by service info.

Following the vehicle manufacturer’s specific diagnostic routines

will ensure that the root cause is found and the repair verified.
This is important for customer satisfaction.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

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COMPLETING SYSTEM REPAIRS
After the repair has been successfully completed, the vehicle
should be driven under similar conditions that caused the original
concern. Verify that the problem has been corrected.

To perform this test drive, it is helpful to have a copy of the

freeze-frame parameters that were present when the DTC was set.
By driving under similar conditions, the PCM may perform a test
of the system and automatically extinguish the MIL. This is the
method preferred by most vehicle manufacturers.

The DTC can be cleared using a scan tool, but then that means
that monitors will have to be run and the vehicle may fail an
emission inspection if driven directly to the testing station.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

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PROCEDURE FOR RESETTING THE PCM
The PCM can be reset or cleared of previously set DTCs and freeze-
frame data in the following ways:
1. Driving the vehicle Drive the vehicle under similar
conditions present when the fault occurred. If the PCM
performed the noncontinuous monitor test and passed three
times, the PCM will extinguish the MIL. This is the method
preferred by most manufacturers, however, this method
could be time consuming.

If three passes cannot be achieved, the owner of the vehicle

will have to be told that even though the check engine light
(MIL) is on, the problem has been corrected and the MIL
should go out in a few days of normal driving.
Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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2. Clear DTCs Using a Scan Tool A scan tool can be used to
clear the diagnostic trouble code (DTC), which will also delete
all of the freeze-frame data.

The advantage of using a scan tool is that the check engine

(MIL) will be out and the customer will be happy that the
problem (MIL on) has been corrected.

Do not use a scan tool to clear a DTC if the vehicle is going to

be checked soon at a test station for state-mandated emission
tests.

Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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 3. Battery Disconnect Disconnecting the negative battery cable
will clear DTCs and freeze-frame, erase radio station presets
and other memory items on many vehicles.

Most vehicle manufacturers do not recommend that the battery

be disconnected to clear DTCs and it may not
work on some vehicles.

The Brake Pedal Trick

If the vehicle manufacturer recommends the battery be disconnected, first
disconnect the negative battery cable and then depress the brake pedal.
Because the brake lights are connected to battery power, depressing the
brake pedal causes all of the capacitors in the electrical system and
computer(s) to discharge through the brake lights.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

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ROAD TEST (DRIVE TRACE)
Use the freeze-frame data and test-drive the vehicle so the vehicle is
driven to match the conditions displayed on the freeze-frame.

If the battery has been disconnected, then the vehicle may have to
be driven under conditions that allow the PCM to conduct monitor
tests. This drive pattern is called a drive cycle.

The drive cycle is different for each vehicle manufacturer but a

universal drive cycle may work in many cases. In many cases
performing a universal drive cycle will reset most monitors in most
vehicles.

Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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Universal Drive Cycle Preconditioning: Phase 1
MIL must be off. No DTCs. Fuel fill between 15% and 85%.
Cold start—Preferred = 8-hour soak at 68°F to 86°F.
Alternative = ECT below 86°F.
1. With the ignition off, connect scan tool.
2. Start engine and drive between 20 and 30 mph for 22
minutes, allowing speed to vary.
3. Stop and idle for 40 seconds, gradually accelerate to 55 mph.
4. Maintain 55 mph for 4 minutes using a steady throttle input.
5. Stop and idle for 30 seconds, then accelerate to 30 mph.
6. Maintain 30 mph for 12 minutes.
7. Repeat steps 4 and 5 four times.

Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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Using scan tool, check readiness. If insufficient readiness set,
continue to universal drive trace phase II.
Important: (Do not shut off engine between phases). Phase II:

1. Vehicle at a stop and idle for 45 seconds, then accelerate

to 30 mph.
2. Maintain 30 mph for 22 minutes.
3. Repeat steps 1 and 2 three times.
4. Stop and idle for 45 seconds, then accelerate to 35 mph.
5. Maintain speed between 30 and 35 mph for 4 minutes.
6. Stop and idle for 45 seconds, then accelerate to 30 mph.
7. Maintain 30 mph for 22 minutes.
8. Repeat steps 6 and 7 five times.
9. Using scan tool, check readiness.
Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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SUMMARY
1. Funnel diagnostics—Visual approach to a diagnostic procedure:
Step 1 Verify the problem (concern)
Step 2 Perform a thorough visual inspection and basic tests
Step 3 Retrieve the diagnostic trouble codes (DTCs)
Step 4 Check for technical service bulletins (TSBs)
Step 5 Look carefully at scan tool data
Step 6 Narrow the problem to a system or cylinder
Step 7 Repair the problem and determine the root cause
Step 8 Verify the repair and check for any stored DTCs

Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
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SUMMARY (cont.)
2. Care should be taken to not induce high voltage or current around any
computer or computer-controlled circuit or sensor.

3. A thorough visual inspection is important during the diagnosis and

troubleshooting of any engine performance problem or electrical malfunction.

4. If the MIL is on, retrieve the DTC and follow the manufacturer’s
recommended procedure to find the root cause of the problem.

5. OBD-II vehicles use a 16-pin DLC and common DTCs.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

2009Pearson
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 end

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

2009Pearson
PearsonEducation,
Education,Inc.
Inc.
By James D. Halderman Pearson
PearsonPrentice
PrenticeHall
Hall- -Upper
UpperSaddle
SaddleRiver,
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NJ07458
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