Linder Technical Conference

2008

Waveform Analysis
Presented By: Scot Manna
MB Automotive Inc

Course Outline
What is waveform analysis
Capturing, Saving, Viewing and Archiving
Waveforms
Scots Fave Five
Scope
p & Scan Tool Display
p y Features &
Software
Case Studies: The difficult process of what to
look at and what does it mean
Building YOUR database, PPT Case Study
D
Demonstration
t ti

 Waveform analysis requires the necessary

tools and leads to connect to a vehicle
An understanding
g of system
y
and circuit
operation is necessary for correct
interpretation
p
of captured
p
waveforms
Scopes and scan tools do not make
diagnostic conclusions, You have to
decide what is good or bad
Having known good patterns is very
helpful during analysis and building a
database should become a priority for
scope users

Analyze
Per the Websters Collegiate Dictionary:
To study or determine the nature and
relationship of the parts by analysis
analysis
to subject to scientific analysis
Analysis: an examination of a complex, its
elements and relationships

Diagnosis
Per Websters
Webster s Collegiate Dictionary:
investigation or analysis of the cause or
nature of a condition
condition, situation or problem
problem
a statement or conclusion concerning the
nature
t
or cause off some phenomenon
h

Repair Path
Problem Vehicle

Symptom: Stalling, Misfire,

Etc.
Without Equipment

Replace Suspect Part

With Equipment

Test Suspect Part

Analyze
y Results

Can You Fix Cars Without a Scope?

Connections

BackProbe

Inserting a needle style

connector into the backside of
connectors, one of the most
common connections
Pros: Easy to tap into circuits,
usually will not negatively
impact circuit
Cons: May damage weather
seals, sometimes probe may
contact wrong circuit, possible
i t
intermittent
itt t connection,
ti
newer
connectors may be difficult to
backprobe

Piercing Probes
Probes that use a needle
to pierce wire insulation
to connect to a circuit
Pros:
P
V
Very
secure
connection, most useful
when connectors cannot
be probed
Cons: Almost always
causes damage to
conductor, Tech should
seal point of entry
through insulation

Non-intrusive Probes
These are probes that
do not require
connection into a
circuit such as current
probes or pressure
t
transducers
d

Software
Most automotive based scopes today will
offer optional computer software for
viewing and storing captured waveforms
There are aftermarket programs available
for waveform storage and annotation
These programs can greatly enhance the
f
functionality
ti
lit off the
th scope
PC-Based scopes by their very design
allow these functions seamlessly

Good Habits, Bad Habits

Good Habits
Making one more test
Saving captured
waveforms
Annotating captured
waveforms
f
Keeping equipment and
leads in good shape
Learning your equipment
and new techniques

Bad Habits
Be Lazy, pulling the
g
trigger
gg too fast
diagnostic
Not testing after repairs
Not saving waveforms or
h i ad
having
database
t b
Using your scope as a
wheel chock
Not attending training
(who needs more
training)

AESWAVE waveform
a eform capture
capt re and storage soft
software
are

AES Annowave waveform annotation software

Snap-on ShopStream Connect software

Click Here!

http://www1.snapon.com/diagnostics

You Must Know These Terms

1.
2.
3.
4.
5.
6.
7.
8.

Trigger
gg Source
Trigger Level
gg Slope
p
Trigger
Trigger Delay
Trigger Mode
Peak Detect
Coupling
Sweep

9. Amplitude
10. Frequency
11 Peak to Peak
11.
12. Cursors
If not then sign up for
Guru School!

What to Analyze

Voltage Level
Signal shape
Dropouts or Glitches
Amperage
Frequency
Duty Cycle & Pulse
Width
Relationships, CKP to
CMP and Primary
Control,

Every waveform has

some of these
important
characteristics.
Proper use of a scope
requires
i
measuring
i
these values as well
as knowing what a
particular signal is
supposed
pp
to look like.

Normal Injector Waveform

IInjj Driver
Di
Voltage
Drop

Known Good?
The only sure way to know if a displayed
waveform is good or bad is to have a
known good waveform from the same type
of vehicle and the same component using
similar test equipment and scales
This is what makes waveform analysis so
challenging

1995 Chevy Blazer, 4.3 CFI

Very Rough Running

What could be causing the problem with injector firing?

Waveform Analysis

Connect

Test

Save

Annotate

Organize

Archive

Waveform Annotation
Describe
Vehicle

Describe
Connections

Describe
Tests

Organize
Files

Annotate
Waveforms

Make Case
Study

Sample MODIS Waveform

MODIS Waveform Save Data Screen

Dialogue Box for additional information

Sometimes
yyou just
j
dont
measure up!

If it moves,
moves I can
see it!

Aaron Koeppen
Randy Dillman

IIf I know it, I

can FIX it!

II Synch I
see it!

Has anyone seen

my trigger?

Bernie Thompson
Matt Fanslow
John Thornton

My Fave Randy Says: Measure

what you test!
Most scopes can make comprehensive
measurements of the signals they display
Linder Tech Guru instructor Randyy Dillman
shares one of my favorite case studies
illustrating how important it is to know what a
signal
i
l should
h ld b
be and
d make
k accurate
t
measurements to determine what may be
wrong
Remember: not all failures are pattern
failures!

Signal Analysis
Crucial Components - Amplitude

Defined as Vpeak (Vp) for DC signals

Vp or Vpeak-peak (Vpp) for AC signals

Measure from the ground level to peak
Whats really important?

Unique Training Solutions

Case St
C
Study:
d 1993 W
W-car 3.1
3 1 vin
i
T
Vehicle is from another shop (a good one)
Engine has a single cylinder miss (seat of the
p
pants)
)
Has new OE ignition wires
Passes flat-rate relative compression test in
parking lot
Unique Training Solutions

Current Ramping Mistakes

Insert pic of wiring

Randy Dillman 2003

Current Ramping Mistakes

Current Probe set to 100mV = 1A

Randy Dillman 2003

Current
Ramping Mistakes
Cursors

Delta Y=465mV

Delta X=4
X=4.15ms
15ms

Randy Dillman 2003

Randy Dillman 2004

Case St
C
Study:
d 1993 W
W-car 3.1
3 1 vin
i
T
All six injectors fire simultaneously
Current measured in saturation is
465mV=4.65 A
4.65 A / 6 = 775mA each

Unique Training Solutions

Current Ramping Mistakes

Delta Y=548 mV

After harness repair!

Randy Dillman 2003

Randy Dillman 2004

Current Ramping Mistakes

6 injectors

5 injectors

Delta Y Difference = 920 mV

Randy Dillman 2003

Randy Dillman 2004

Case St
C
Study:
d 1993 W
W-car 3.1
3 1 vin
i
T
Injector harness (cylinder #3) chewed open
by rodent.
rodent Could not be seen before removing
intake.
Only
y 5 injectors
j
were firing
g
The measured difference was 920mV
Use 900mA per injector to make math easier
Must be measured in saturation
Dont just look for a low impedance fault!

Unique Training Solutions

2001 Hyundai Tiburon, Intermittent No-Start

CKP Sensor During
g Cranking,
g, Engine
g
Starts

Is This CKP Sensor Waveform Good?

How do you know if this is good or bad? A known good

car to test would be nice!

CKP Sensor at 800 RPM, 2.89 Volts Peak to Peak

New CKP Installed, Engine Cranking, 4.34 Volt P to P

New CKP, Idle, 17.89 Volts Peak to Peak!

Case Study,1989 Olds 98

Hard Start
This vehicle is brought
g in with a hard start
complaint when the engine is cold, the engine
also runs rough when cold
The
Th PCM,
PCM ignition
i i i module,
d l coilil pack
k and
d crank
k
sensor have been replaced, the problem
remains
When attempting a cold start the problem is
obvious, seems like a fuel delivery problem
The fuel rail is lifted from the manifold and while
cranking the injectors spray erratically, some do
not fire at all

1st Test
A synch probe is connected to Cyl #1 and
a current probe is connected to fuse #7 in
the under dash fuse\relay center
The following scope pattern is observed
while cranking
The idea is to see if injector control is
normall
What is the likely problem?

8X Zoom Out
O t of Stored Waveform
Wa eform Capt
Capture
re
How Many Injectors Have Fired?

Diagnosis
The current probe shows unusual injector
firing, could the replacement PCM be
defective?
What other tests could be done?
The
Th scope is
i switched
it h d tto 4 ttrace mode
d
and the two CKP signals are added

Diagnosis
The scope clearly shows an issue with the
CKP 18X signal
A Delphi CKP sensor is installed and the
car starts and runs fine
The
Th newly
l iinstalled
t ll d CKP iis d
defective!
f ti !

Case Study,2001 VW Passat V/6

High Load Misfire
This vehicle has a driveability complaint
along with an illuminated MIL
Codes set are PO300, PO303 and P1395
The vehicle misfires under HEAVY load
conditions, near WOT in lower gears
The 3/5 coil, ignition control module and
PCM have been replaced
How would you go about diagnosing this
concern?

Note the 17803 (P1395) DTC, Ignition Coil

Power Output 3: Electrical Malfunction

Approach
The MODIS will be connected to the
vehicle in four channel labscope mode as
follows
Channel 1: Coil 1/6 driver signal
Channel
Ch
l2
2: C
Coilil 4/2 d
driver
i
signal
i
l
Channel 3: Coil 3/5 driver signal
Channel 4: Low amp current probe to coil
pack voltage
p
g feed

Codes are cleared prior to the 2ndd road test

with the MODIS connected

F.O. = 1-4-3-6-2-5

3-5 coil
4-2 coil
1-6 coil

F.O. = 1-4-3-6-2-5

3-5 coil
4-2 coil
1-6 coil

F.O. = 1-4-3-6-2-5

3-5 coil
4-2 coil
1-6 coil

F.O. = 1-4-3-6-2-5

3-5 coil
4-2 coil
1-6 coil

Analysis
The trigger signal for the 3/5 ignition coil is
corrupt
The ignition module and PCM have been
replaced
p
so it is not thought
g either of these
components could be causing the problems
seen in the signal
The front of the engine lifts noticeably when
loaded in the stall
Could this be a factor in the diagnosis?
Could there be a resistive short in the trigger
wire?

Diagnosis
A test light (1
(1.8
8 amp) is connected
between battery power and the 3/5 coil
trigger lead at the ignition module
The wiring harness running from the
module back to the PCM was moved and
pulled, when the harness was pushed at
the back of the engine between the engine
and firewall the test light would illuminate

B+
coil assembly
connector
disconnected

PCM
connector
disconnected

harness

Troubling Trans
1995 Jeep Grand Cherokee
Limp-in Condition
Diagnosed 11/15/07 at MB Automotive

The Condition
This Jeep is brought in by a transmission shop
with a complaint of defaulting to limp-in after
starting
The transmission solenoids have been replaced
, and
An initial scan test reveals 3 codes ((21,22
23) for the governor pressure solenoid, the
overdrive solenoid and the TCC solenoid
The transmission enters default just after starting

 A wiring schematic will be checked to

d t
determine
i h
how thi
this 42RE ttrans operates
t
electrically
There is a separate TCM that supplies
both the power feed and ground for the
transmission solenoids
The TCM is located behind the dashboard
on the firewall
A scope will be connected to all 3 trans
solenoids and the solenoid feed

Direction
A four channel labscope will be connected
to the vehicle, one channel to each
ground, ((no p
particular order)) and
solenoid g
the last channel to the feed circuit with a
current probe
The solenoids are tested at start-up by the
TCM to determine circuit condition
We need to see what the TCM sees to
make a diagnosis

Is this easy work?

NO!

The solenoids
Th
l
id are
tested about .5
seconds after start,
this area will be
zoomed in

What Does This Waveform Tell You?

 Each of the 3 solenoids is pulsed 3 times

b f
before
tturning
i off
ff
The power is shut down from the TCM
because all circuits stay low after cycling
(limp-in), the TCM does not keep the
solenoids grounded after the self test
The current displayed
p y is very
y low when the
solenoids are pulsed, can this be right?
A look at the solenoid code charts will
answer that question

Diagnosis
The code charts give information
regarding the solenoids proper resistance
Each of the 3 solenoids have the correct
resistance
The
Th TCM will
ill b
be replaced
l
d

1st Start, New TCM Installed

1994 Olds 88
S
Scoping
i Out
O t Stalls
St ll
Diagnosed at MB Automotive
11/08/07

The Complaint
The customer complains the engine will
stall out when cold but will re-start
Intermittently the engine will stall while
idling
There
Th
h
has b
been considerable
id bl work
k
performed to correct the problem, plugs,
wires,
i
iinjectors
j t
and
dh
head
d gaskets
k t h
have
been replaced

1st Impressions
The engine starts and runs OK when first
checked, the fuel trims were high but a
vacuum line was found disconnected
The injectors are checked for proper
pp
they
y are right
g
application,
The throttle body is dirty so it is removed
g with the IAC & MAF
and cleaned along
After several test drives the car runs fine
Can it really be this easy?

STALL!
While moving
g the vehicle on the p
parking
g lot, the
engine stalls during idle
It seems like a fuel problem, the engine started
running rough and stalled
stalled, it did not cut right off
like an ignition problem
A 4 channel labscope is connected as follows,
Ch 1 to
Chan
t Inj
I j #1,
#1 Ch
Chan 2 currentt probe
b tto
Injector Feed Fuse, Chan 3 current probe to
Ignition Module Primary Feed, Chan 4 to Ign
M d l T
Module
Terminal
i lD
D, DREF
A stall is captured, you make the diagnosis

The Engine Stalls!

Analysis
The PCM cannot control injector firing
properly
This is a sequential fire fuel injection
system
The
Th DREF signal
i
l iis what
h t th
the PCM uses tto
fire injectors and it looks fine
The vehicle needs a PCM
With a rebuilt PCM the car runs fine

My Fave Matt, Says:

Know Thy Enemy
An understanding of the circuit you are
testing as well as the vehicle system you
are working on is crucial
Sometimes you may see a perfect signal
but it does not belong on the car you are
working on!
The
Th following
f ll i iis a case iin point
i t shared
h db
by
Matt Fanslow from Crag Technologies

1987 Oldsmobile Ninety-Eight

3.8L vin 3

Customer Complaints
Cranks over erratically (similar to timing
being overly advanced)
Engine bucks,
bucks jerks
jerks, misfires
misfires, and stalls
stalls.
Intermittently cranks over, but will not start.
Gets worse as it warms up.

Relative Compression

Check Out This Starter Current!

Scope some inputs

Relationship to ignition

What could be causing it?

Our engine is firing out of time
time.
Dwell
D ll iis allll over th
the place.
l
DREF and EST are mirroring CKP
How does this system work and what
should the signals look like?

DESCRIPTION
The crank sensor is mounted in a pedestal on the front of the engine near
the harmonic balaner. The sensor is a "hall-effect" switch which depends on
a metal interrupter ring, mounted on the balancer to activate it. Windows in
the interrupter activate the "hall-effect" switch as they provide a path for the
magnetic field between the switch's
switch s transducer and it's
it s magnet.
magnet
OPERATION
When the "hall-effect" switch is activated, it grounds the signal line to the C3I
module, pulling the crank signal line's
line s applied voltage low which is
interpreted as a crank signal. Because of the way the signal by the crank
sensor is created, the signal circuit is always either at a high or low voltage
(square wave signal) and three signal pulses are created during each
crankshaft revolution. This signal issued by the C3I module to create a
reference signal which is also a "square wave" signal similar to the crank
signal.
The reference signal is used to calculate engine rpm and crankshaft position
by the Electronic Control Module (ECM) . A misadjusted sensor or bent
interrupter ring could cause rubbing of the sensor resulting in potential
driveability problems such as rough idle, poor performance or a no start
condition. Failure to have the correct clearance will damage the sensor.

The C3I dual crank sensor, secured in an aluminum mounting bracket and bolted to the front left
side of the engine timing cover, is partially behind the crankshaft harmonic balancer. A 4-wire
harness connector plugs into the sensor and connects it to the module. The dual crank sensor
contains two Hall-effect switches with one shared magnet mounted between them. The magnet and
each Hall-Effect switch are separated by an air gap. The Hall-Effect switch reacts like a solid-state
switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic
field is shielded from the switch by a piece of steel placed in the air gap between the switch and the
magnet, the signal voltage is not grounded. If the piece of steel is repeatedly moved in and out of
the air gap, the signal voltage will appear to cycle. The piece of steel is two concentric interrupt
rings mounted to the rear of the crankshaft balancer. Each interrupter ring has blades and windows
that, with crankshaft rotation, either block the magnetic field or let it pass to one of the Hall-effect
switches. The outer Hall-Effect switch is called the 18X crank sensor because this outer interrupt
ring has 18 evenly spaced blades and windows which are all the same width. The 18X crank sensor
produces 18 "ON-OFF" pulses per crankshaft revolution. The Hall-effect switch closest to the
crankshaft is called the 3X crank sensor because it has 3 different unevenly spaced and different
width size windows. The 3X crank sensor produces 3 different length "ON-OFF" pulses per
crankshaft revolution. When a 3X interrupter ring is between the magnet and the inner switch, the
magnetic field will cause the 3X Hall switch to ground the 3X signal voltage supplied from the C3I
module. The 18X interrupt ring and Hall-effect switch react similarly. The C3I module interprets the
18X and 3X pulse signals as an indication of crankshaft position, and must have both signals to fire
the correct ignition coil. The C3I module determines crank position for correct ignition coil
sequencing by counting how many 18X signal transitions occur during a 3X pulse.

Post repair

My Fave Aaron Says:

Make the scope SHOW you the
problem
There are many powerful scope usage
techniques, the key to developing a large
arsenal of tests is networking with other
scope power users
This awesome technique
q for tracking
g down
a misfire like symptom is shared courtesy
of Aaron Keoppen
pp from Falls Tire near
Milwaukee WI

2002 Camry
Automatic Transmission 56,000 miles

3.0L 1MZ-FE

Customer Complaint
Customer states, Intermittently
Intermittently Jerky
Jerky at about
40 MPH, gets worse as vehicle warms up.
MIL is not Illuminated and No DTCs are stored
Test Drive confirms issue, seat of pants feels
like
e a misfire.
s e
Repeatable

Scan Tool or Scope

Scan Tool
Mastertech with Toyota Program Card
Aftermarket

Scope
DSO
GMM

SCOPE
Primary Current
Primary
Pi
V
Voltage
lt
Secondary Voltage
O2 Sensor Hash

SCOPE
O2 sensor Hash?
Mi
Misfiring
fi i cylinders
li d
show
h
Hi
High
hF
Frequency
oscillations in the O2 sensor wave.
Problem: This vehicle has A\F sensors,,
not conventional Oxygen Sensors

Scan Tool
Toyota data update rate is slow
OE or Aftermarket similar data issues

Toyota misfire counters do not work like a

GM or Ford
Not live
Used for trending/long
g
g term

The problem was felt during this test drive

drive, no misfire counts logged!

What Next?
Scope would not help
Scanner no help

Hotline?
i atn?
i-atn?
Call a friend?
Sh t
Shotgun
P
Parts???
t ???

Engine or Transmission?
So far we have no direction
W
We can nott even answer, is
i it engine
i or
transmission?

Misfire
Misfire slows down the crankshaft
crankshaft.
C
Crankshaft
k h ft rotates
t t 720 d
degrees per 4
4stroke cycle
Is there a signal
g
that we can look at that
represents crankshaft speed?

Potential Signals
Injector Voltage or Current
Primary current
Trigger
Clean, stable and reliable signal.

Technique

One scope channel on trigger signal

COP ignition
i iti module
d l primary
i
d
drive
i signal
i
l

Test drive

Technique

Steady throttle and load.

TCC should be locked up.

2007 Camry while creating misfire by turning off a Coil

1999 GMC 1500 while turning TCC On and Off

Scanner Waveforms?
Most scan tools today have the ability to
display computer data parameters (PIDs) in
a graphical format
These displays can often look like waveforms
although they are only digital data values
presented
t d as a histograph
hi t
h
These graphs can be displayed live on the
tools display or downloaded to a software
program for graphical display and analysis
p waveform analysis
y
similar to scope

Test drive after new MAF was installed, good fuel enrichment is
shown.

Scanner Waveforms
This 2002 Dodge
g Grand Caravan comes in with
the complaint of a P0715 code that has not been
repaired although several shops have looked at
the van
The trans shop that rebuilt the trans says there
is a wiring problem
The local Chrysler dealer has flashed the PCM
and TCM and told the customer there were
codes for both transmission sensors but no
actual diagnosis, (the customer said they were
not very nice)

Testing using the KISS Method

A graphing scan tool is connected and the
engine RPM and trans Input speed
sensors are graphed
When slight pressure is exerted on the ISS
connector the RPM drops to Zero
Can it be this easy?

Testing
The connector is removed and terminal
drag is checked, it seems fine
The speed sensor is removed and the
resistance is checked, it is normal
A spare connector
t is
i plugged
l
d onto
t th
the
sensor and the resistance is tested while
pulling
lli on th
the connector
t

Repair
A careful inspection of the speed sensor
showed no ID marks other than a Made in
p inside the connector cavity
y
India stamp
The sensor terminal pins sat lower in the
y than a new Mopar
p sensor, and the
body
connector cavity was larger than the OE
unit creating a somewhat loose fit
Replacing the sensor and connector
repaired the problem

Shaking the ISS

Connector After the
Repair!

2000 Chevy Impala

3 8 Vi
3.8
Vin K
The engine will start and stall,
y running,
g seems like
does not stay
possible VTD issue

 The MAF sensor seems suspect

The
Th MAF iis di
disconnected
t d and
d another
th
attempt to start the engine is made
Frame 247 shows the beginning of this
attempt
The engine now starts and runs

2003 Monte Carlo, 3.8 Vin K

What is wrong with the following
picture?

2001 Cadillac Deville

4 6 Vi
4.6
Vin Y
MIL and stored codes P0171 &
P0174, smoke machine test
reveals no leaks.

2002 Chevy Suburban, 8.1 Vin

G
Intermittent Engine Stall
Fuel Pump & Relay Are New

Engine at Idle

Stall!

1991 Mercury Tracer

1 9 L/4 SOHC
1.9
Lean Trim Code

Weak Fuel Pump,

Pump Bad MAF,
MAF Restricted Injectors?

The pipe that brings exhaust to the E

E.G.R.
G R valve was rusted off at
the manifold!

2001 Infiniti G20t

Severe Idle Surge and Stall in Gear
Diagnosed at MB Automotive Inc
Using Snap-on
Snap on Verus

Problem
This Infiniti has a sudden idle speed drop
that at first was intermittent but now seems
y and repeatable
p
while running
g
to be steady
in the bay
If the vehicle is driven, when the idle drop
p
occurs in gear the engine may stall
(customers original complaint)
The Verus is connected and the following
scan data is captured

RPM
Drop

The RPM graph shows the sudden drop occurring at fairly regular
intervals, there is no throttle angle change.

The Idle Control Motor responds to the RPM drop so the PCM is tr
trying
ing to
correct the problem, it does not appear to be an IAC issue.

Start of RPM Drop! 800 RPM Current, 30 IAC

Steps

RPM falls to 488

488, IAC has begin to open to pre
prevent
ent stall.
stall

Question?
If the IAC is not closing to cause a drop in
idle RPM then why is the engine losing
speed?
Can other scan data reveal what may be
causing the issue?
What else can cause idle RPM changes?
Timing, Fuel Delivery or changes in air
quantity!

The Shop Stream software allows the data to be zoomed in on

and reviewed. While the Timing is changing it looks to be a result
of the RPM change and not the cause.

The Injector command appears to be the cculprit.

lprit The injector command
increases BEFORE the RPM drop occurs. Further data will reveal why!

A\F Alpha is Nissans way of showing Fuel Trim, 100 equals no correction, lower
numbers are subtracting fuel and higher numbers are adding fuel. The system is
subtracting fuel to its idle limit then returning to center. The sudden return to
center is a large fuel increase and causes the RPM drop.

Analysis
Fuel trim is a closed loop correction to
oxygen sensor activity
The g
goal of the PCM is to cycle
y
the A\F ratio
rich and lean to create an average ratio at
14.7/1
The PCM makes rich and lean adjustments in
response to oxygen sensor activity, if the O2
stays low fuel is added
added, if the O2 stays high
fuel is subtracted
The O2 sensor SHOULD cycle rich and lean

The oxygen
o gen sensor is not responding to the A\F Alpha commands
commands. The
PCM tries to drive the O2 voltage low then gives up and returns trim to
center.

Relationship
R
l ti
hi b
between
t
RPM
RPM, A\F Alpha,
Al h IInjector
j t
Pulse Width and Oxygen Sensor Voltage

Testing
The following
g two Verus screen shots show
the oxygen sensor being disconnected and
reconnected, the O2 voltage drops to zero
and returns so we know there is not a
resistive short in the O2 circuit wiring
It must be considered that either the oxygen
yg
sensor has a problem with its voltage output
biased high or there is something making the
engine run very rich
The O2 sensor is replaced to test the 1st
theory but the problem remains

S
Scan
Data
D t with
ith N
New O
Oxygen S
Sensor

RPM Graph was Re-scaled

Scan Data After Cleaning MAF Sensor, Note Changing

O2 Voltage!

O2 Voltage now responds to A\F Alpha and

RPM surge is almost gone!

 The Snap-0n Scanner does not show MAF

in grams per second when viewing
enhanced data
The tool will be switched to Global OBDII
to see this critical value

New MAF Installed! Note Air Flow Rate

(g/s)

S
Scan
Data
D t with
ith new MAF installed!
i t ll d!

The Beginning
A customer drops
p off a 1997 Cavalier with a 2.2 L/4 with
a hard start complaint and a strange noise from the
dashboard
When the key is turned on a noise comes from the dash
like a warning buzzer, along with some clicking and
blinking cluster lights (very weird)
A scan tool is connected to read codes and the following
are present
IPC: B1022, Loss of SIR Serial Data, B1023, Loss of
ABS Serial
S i lD
Data
t
PCM: P0335, CKP Sensor Ckt. , P0342 CMP Sensor
g and P1629, Anti-Theft Device Signal
g
Ckt. Low Voltage

1st Thoughts
The bizarre behavior makes one believe
the PCM or Cluster is bad, or both?
The Cluster will loose communication with
the scan tool and the PCM is outputting
y erratic data
very
The engine will not start and there is no
p
or injector
j
p
pulse
spark
What does the following scan tool snap
point to?
shot p

Snapshot captured KOEO

Test or Replace
The strange PCM behavior suggests the
box should be replaced
It is easier to pick-up
pick up the phone and get a
part than to drag out the scope and keep
g
testing
Proper service procedure dictates
g feeds and g
grounds BEFORE
checking
replacing modules, Ken Zanders taught
me this, get the scope

Fuel Pump Relay Coil Feed KOEO

Ch 1 = Bat Pos Ch 2 = PCM\IGN Fuse Ch 3 = FP\INJ Fuse

Turning The Key ON

4x Zoom Out!

Diagnosis
There is certainly a power feed problem to
the fuse box as the voltage seen on the
scope at the fuse taps confirm
There should be no way for the PCM to
cause the erratic voltage supply problem
problem,
the issue must be upstream from the fuses
A new iignition
iti switch
it h iis ordered
d d and
d
installed

Does Ign 1 Voltage data support the diagnosis?

My Fave Bernie, Says:

When looking for intermittents it may be
helpful to set the scope to roll mode
instead of selecting a trigger
When a trigger is set, the scope will only
update the display when the trigger
condition is met
When
Wh llooking
ki ffor iintermittents,
t
itt t the
th more
channels the better!

2003 Jeep Liberty

3 7 V/6 Intermittent Rough Running or Stall
3.7

This vehicle is experiencing a rough

running condition during steady cruise
periods
Occasionally the engine can loose power
and stall
The 8 channel E-scope is connected to the
vehicle
hi l and
d ttestt d
driven
i
CKP & CMP signals as well as all 6
injectors are connected to the scope

The PCM is double firing a bank of injectors! New PCM fixed the Jeep

1994 Olds 98
Engine Stall or No-Start Problem
Diagnosed at MB Auto

Issue
The vehicle has a stall or intermittent nono
start problem
There has been several attempts to repair
the problem, new fuel pump & relay,
Reman PCM
The problem remains
A multi-trace
multi trace scope will be connected to
try and gain direction or determine the
actual fault

Test Strategy
Because it is unknown at the start of a diagnosis
where the problem lies it is advantageous to
connect to as many circuits as possible to
increase the chance of determining the cause
should the vehicle act up.
This scope connection can verify ignition primary
circuit operation as well as PCM trigger inputs,
fuel pump operation and injector voltage supply
and current flow

ATS E-Scope Connection

Chan 1: Current Probe to Injector Fuse
Chan 2: Current Probe to Fuel Pump Fuse
for Ignition Primary Current
Chan 3: Camshaft Sensor Signal
Chan 4: CKP 18x Signal
Chan 5: CKP 3x Signal
Chan
Ch 6
6: EST (El
(Electronic
t i S
Spark
k Ti
Timing)
i )
Chan 7: #1 Fuel Injector Voltage

Injectors

Coils & Fuel Pump

Cam Sensor

CKP 18X

CKP 3X

EST Signal

#1 Injector Voltage

What is Missing?

Remember
This?

Analysis
The scope has clearly captured the
problem, the second trace has no humps
visible from the fuel pump
pump, all other traces
appear normal
Attention,
Attention and further analysis will be
focused on the fuel pump circuit
Power
P
ffeed
d and
d ground
d will
ill b
be ttested
t d ffor
the fuel pump

My Fave John, Says:

Build your database of known good
CKP\CMP Synch relationships because
these problems can be some of the
strangest and most difficult problems to
diagnose.
diagnose
The following case study illustrates Johns
point.
point

Case Study
Vehicle: 2002 Jeep Grand Cherokee
Overland 4.7L vin J
102,000
miles vin: 1J8GW68JX2xxxxxxx
Concern: Shortly after the engine starts,
the 30 amp
p ASD relay
y fuse blows. The
timing chain was just done, and ever
since
since
Performed diagnosis
g
at Hillerichs Car
Care on Friday, February 15, 2008.

Case Study
Approach:
Scope ASD fuse circuit current to
observe current activity.
Scope the crank and cam sensor signals
to check for synch.

The 30 amp fuse

feeds the ASD
relay.
y
The relay feeds
the
h PCM,
PCM O2
heater relay,
hydraulic
cooling module,
the fuel injectors
and the coils
coils.

The 8 COP coils

are fed from the
30 amp
p fuse via
the ASD relay.

The crank and

cam sensor
signals
g
were
accessed at the
PCM (JTEC).

ASD current exceeds

20 amps and blows
the 30 amp fuse

COP primary current

exceeds 20 amps
and blows the 30
amp fuse

COP primary current: no issue for more than

100 milliseconds

Crank sensor signal

C
Cam
sensor signal
i
l

Crank sensor signal

C
Cam
sensor signal
i
l

Known Good Crank & Cam

Si
Signals
l
This JTEC crank reluctor should have 16
teeth. 4 are wide and 12 are narrow. The
sequence is 1 wide and 3 narrow; this
repeats
p
4 times for a total of 16 teeth.
The cam pulses are 1, 2, 3, 3, 2, 1, 3 and
1.

known g
good

Co #1
Coil
#
Primar
y
Cam
Sensor

Crank
Sensor

Co #1
Coil
#
Primar
y

known good

Cam
S
Sensor

Crank
Sensor

Co #1
Coil
#
Primar
y

known good

Cam
S
Sensor

Crank
Sensor

Co #1
Coil
#
Primar
y

known good

Cam
S
Sensor

Crank
Sensor

Co #1
Coil
#
Primar
y

known good

Cam
S
Sensor

Crank
Sensor

Co #1
Coil
#
Primar
y

known good

Cam
S
Sensor

Crank
Sensor

ASD current exceeds 20 amps and blows the

30 amp fuse

the crank and cam are out of synch

the crank and cam are out of synch

the crank and cam are out of synch

COP coil current exceeds 20 amps and blows

the 30 amp fuse

Case Study
Concern: Shortly after the engine starts,
the 30 amp ASD relay fuse blows. The
timing chain was just done, and ever
since
since
Diagnosis:
g
Incorrect cam timing prevent the PCM
from properly controlling the COP coils
dwell. The coils would not turn off which
would quickly increase current beyond
the capability of the 30 amp fuse.

90 crank degrees =
7.61 millisec

the cam error is 2.26

millisec
this edge
should
h ld be
b over
there

Cam Error
90 crank degrees = 7.61 milliseconds
the cam error is 2.26 milliseconds
7.61 msec = 2.26 msec
90 degrees
g
? degrees
g
? degrees = 26.73 crank degrees

2002 Chevrolet Malibu

I t
Intermittent
itt t No-Start
N St t P
Problem
bl
Diagnosed at MB Automotive
05/14/08

Concern
This Malibu with a 3
3.1
1 Vin J engine will
occasionally crank but not fire
Another shop has checked this issue and
replaced the ignition module, they feel
there is no injector pulse when the no
no-start
start
occurs
A PC b
based
d scope will
ill b
be connected
t d tto
key signals and a scanner is ready to
record
d data
d t if th
the no-start
t t happens
h

Initial Tests
A current probe connected to the fuse
feeding the ignition module shows unusual
coil dwell control intermittently
There are also some no-start events
captured
Sometimes while cranking there is a
sudden
dd b
buck
k ffrom th
the engine
i lik
like th
the
ignition miss-triggers

Channel A = FP\Inj Fuse Voltage

Current
Channel C = Ign Module Fuse Current
Signal

Channel B = FP\Inj Fuse

Channel D = DREF

Note Erratic Primary Current Dwell Control!

Screen 1 of 5

Channel A = DREF Signal

Channel C = Ignition Primary Current

Channel B = Injector C
Current
rrent
Channel D = EST

Screen 2 of 5

Screen 3 of 5

Screen 4 of 5

Screen 5 of 5

 After looking at the strange primary current

control
t l it iis d
decided
id d tto replace
l
th
the
aftermarket ignition module with an AC
D l unitit
Delco
The shop is told it seems like there may be
more than one problem but the module
certainly does not seem right
After installing the new module no erratic
g is seen but after repeated
p
coil firing
attempts the engine cranks and does not
start

Running with new module!

Normal Engine Start Shown,

Shown Channel A = DREF Signal
Signal, Channel B = Battery
Voltage to Ign Module, Channel C= Ign Coil Primary Current, Channel D =
EST Signal

 When the no-start was captured it is clear to

see there is very little applied voltage to the
ignition module
The shop is informed the ignition switch is
bad
The shop decides to replace the ignition
switch
it h th
themselves
l
and
d picks
i k up th
the vehicle
hi l
Two weeks later the shop calls back and
states the no-start
no start has returned
returned, the car is
dropped back off
Attempting to start the car reveals the
problem is present so the car is pushed in
and connected to a scope, injector #6 voltage
and current are checked

What do we know? There is ________

voltage
current
but no _________
.

A Tech 2 is used to trigger

gg #6 injector,
j
, it is clear the computer
p
can
fire the injector. The RPM inputs to the PCM are checked next.

CMP (in red) and DREF (in yellow) are added,

CMP has no toggle and injectors are not firing!

Theory?
It was believed this engine
g
would start
without a CMP input but that is not happening
The CMP is disconnected and the engine
starts once
once, but most often it will not
The vehicle was setting a P0341 code and
the other shop had already replaced the CMP
with an aftermarket unit
A replacement CMP is ordered and installed
The vehicle now starts every time over a two
day period

CMP is un-plugged
un-plugged, engine
starts!

Screen 1 of 2

Screen 2 of 2

Conclusion
Know your scope
scope, its capabilities and
limitations
Learn new techniques and develop new
testing strategies
Make
M k one more test
t t when
h diagnosing
di
i and
d
test known good cars
Save and Annotate waveforms
Create and save case studies