74 Sensors, actuators and oscilloscope diagnostics

Table 4.1 Sensor diagnostic methods

Sensor Equipment Method(s) Results Scope waveform
Thermistor Ohmmeter Connect across the two Most thermistors have a Figure 4.14
Coolant sensor terminals, or if only one, from negative temperature
Air intake this to earth coefficient (NTC). This means
temperature sensor the resistance falls as
Ambient temperature rises. A
temperature sensor resistance check should give
Etc. readings broadly as follows:
0°C = 4500 Ω
20°C = 1200 Ω
100°C = 200 Ω
Inductive Ohmmeter A resistance test with the Values vary from approx. Figure 4.2
Crankshaft speed and AC voltmeter sensor disconnected 200–400 Ω on some vehicles Figure 4.4
position AC voltage output with the to 800–1200 Ω on others. The Figure 4.7
ABS wheel speed engine cranking ‘sine wave’ output should be
Camshaft position approx. 5 V (less depending on
engine speed)
Hall effect DC voltmeter The voltage output measured as This distributor switches Figure 4.3
Ignition distributor Logic probe the engine or component is between 0 and approx. 8 V as Figure 4.17
Engine speed Do NOT use an rotated slowly. The sensor is the Hall chip is magnetised or Figure 4.19
Transmission speed ohmmeter as this normally supplied with a 5 V not. Others switch between
Wheel speed will damage the or a 10–12 V 0 and approx. 4 V
Current flow in a Hall chip A logic probe will read high
wire (ammeter and low as the sensor output
amp clamp) switches
Optical DC voltmeter The device will normally be Clear switching between low N/A
Ignition distributor supplied with a stabilised and high voltage
Rotational speed voltage. Check the output wire
signal as the device is rotated
slowly
Variable resistance DC voltmeter This sensor is a variable The voltage should change Figure 4.8
Throttle resistor. If the supply is left smoothly from approx. 0 V to Figure 4.10
potentiometer connected then check the the supply voltage (often 5 V)
Flap-type airflow output on a DC voltmeter
sensor Ohmmeter With the supply disconnected, Resistance should change
Position sensor check the resistance smoothly
Strain gauges DC voltmeter The normal supply to an The output should change N/A
MAP sensor externally mounted manifold between approx. 0 and 5 V as
Torque stress absolute pressure (MAP) the manifold pressure changes.
sensor is 5 V. Check the output As a general guide 2.5 V at idle
as manifold pressure changes speed
either by snapping the throttle
open, road testing or by using
a vacuum pump on the sensor
pipe
Variable DC voltmeter Measure the voltage at the Small changes as the input to N/A
capacitance sensor the sensor is varied – this is
not difficult to assess because
of very low capacitance values
Accelerometer Scope Tap the engine block lightly Oscillating output that drops Figure 4.21
Knock sensors (13 mm spanner) near the back to zero
sensor If the whole system is operating,
the engine will slow down if at
idle speed
Hot wire DC voltmeter or This sensor includes electronic The output should change Figure 4.12
Airflow duty cycle meter circuits to condition the signal between approx. 0 and 5 V as
from the hot wire. The normal the airflow changes. 0.4–1 V at
supply is either 5 or 12 V. idle is typical. Or depending
Measure the output voltage as on the system in use the
engine speed/load is varied output may be digital

(Continued)
 Sensors, actuators and oscilloscope diagnostics 75

Table 4.1 (Continued)

Sensor Equipment Method(s) Results Scope waveform
Oxygen DC voltmeter The lambda sensor produces its A voltage of approx. 450 mV Figure 4.24
Lambda sensor own voltage a bit like a battery. (0.45 V) is the normal figure Figure 4.26
EGO sensor This can be measured with the produced at lambda value of Figure 4.27
HEGO sensor sensor connected to the one
system The voltage output, however,
should vary smoothly
between 0.2 and 0.8 V as the
mixture is controlled by the
ECU
Acceleration switch DC voltmeter Measure the supply and output A clear switching between say N/A
Dynamic position as the sensor is subjected to 0 and 12 V
the required acceleration
Rain and other DC voltmeter Locate output wire – by trial A clear switching between N/A
unknown types and error if necessary and distinct voltage levels
measure dry/wet output
(splash water on the screen
with the sensor correctly
fitted in position)

4.2.2.1 Crankshaft and camshaft sensors

DEFINITION
Inductive-type crank and cam sensors work in the same
way. A single tooth, or toothed wheel, induces a voltage CID: Cylinder identification.
into a winding in the sensor. The cam sensor provides
engine position information as well as which cylinder
is on which stroke. The crank sensor provides engine The voltage produced by the camshaft sensor will be
speed. It also provides engine position in many cases by determined by several factors, these being the engine’s
use of a ‘missing’ tooth (Figure 4.1). speed, the proximity of the metal rotor to the pick-up
In this particular waveform, we can evaluate the out- and the strength of the magnetic field offered by the
put voltage from the crank sensor. The voltage will differ sensor. The ECU needs to see the signal when the
between manufacturers, and it also increases with engine engine is started for its reference; if absent, it can alter
speed. The waveform will be an alternating voltage signal. the point at which the fuel is injected. The driver of the
If there is a gap in the trace, it is due to a ‘missing tooth’ vehicle may not be aware that the vehicle has a problem
on the flywheel or reluctor and is used as a reference for if the CID sensor fails, as the driveability may not be
the ECU to determine the engine’s position. Some sys- affected. However, the MIL should illuminate.
tems use two reference points per revolution (Figure 4.2). The characteristics of a good inductive camshaft sen-
The camshaft sensor is sometimes referred to as the sor waveform is a sine wave that increases in magnitude
cylinder identification (CID) sensor or a ‘phase’ sen- as the engine speed is increased, and usually provides
sor and is used as a reference to time sequential fuel one signal per 720° of crankshaft rotation (360° of
injection. camshaft rotation). The voltage will be approximately
0.5 V peak to peak while the engine is cranking, rising
to around 2.5 V peak to peak at idle.
Some crankshaft sensors (CAS) are now Hall effect
types and will therefore show a broadly square wave
signal (Figure 4.3).

4.2.2.2 ABS speed sensor

The ABS wheel speed sensors have become smaller and
more efficient in the course of time. Recent models not
only measure the speed and direction of wheel rotation
but can be integrated into the wheel bearing as well
(Figure 4.4).
ABS relies upon information coming in from the sen-
sors to determine what action should be taken. If, under
heavy braking, the ABS ECU loses a signal from one of
Figure 4.1 Crank sensor in position near the engine flywheel. the road wheels, it assumes that the wheel has locked