Diagnostic Tools
Below is an equipment list with corresponding part numbers
REQUIRED EQUIPMENT
- Rotunda Worldwide Diagnostic System (WDS) 418-F224 or scan tool with functionality described under Scan Tool Set-up and Functionality.
- Rotunda Evaporative Emission System Tester 310-F007 (134-00056) or equivalent.
RECOMMENDED EQUIPMENT
- Rotunda EEC-IV type 60-Pin Breakout Box 418-005 (014-00322) or equivalent.
- Rotunda EEC-V 104-Pin Breakout Box 418-049 (014-00950) or equivalent.
- Rotunda Vacuum/Pressure Tester 164-R0253 or equivalent. Range 0 -101.3 kPa (0-30 in-Hg.) Resolution 3.4 kPa (1 in -Hg.)
- Rotunda Vacuum Tester 014-R1054 or equivalent. Range 0 -101.3 kPa (0-30 in-Hg.)
- Rotunda Engine EAR Amplifier 107-R2100 or equivalent.
- Rotunda 73 III Automotive Meter 105-R0057 or equivalent. Input impedance 10 Megaohm minimum.
- Rotunda Electronic Ignition (EI) System Tester (Distributor/less Ignition System Tester) 418-F024 (007-00075) or equivalent.
- Dist Integrated EDIS Cable Option 418-F039 (007-00110) or equivalent.
- Series 100 Engine/Ignition Analyzer 010-01060 or equivalent.
- Spark Tester D81P-6666-A or equivalent.
- Non-powered Test Lamp.
OPTIONAL EQUIPMENT
- Rotunda Auxiliary Adapter 418-F007 (007-00023) or equivalent.
- Rotunda Pressure/Vacuum Adapter 418-F006 (007-00022) or equivalent.
- Rotunda Fuel (Gasoline) pressure test kit 134-R0087 or equivalent (Use tool manufacturer's instructions.).
- Rotunda Fuel Composition Test Kit 014-00770.
- Fuel Injector Tester/Cleaner 164-R3759 or equivalent.
- Rotunda NG Tool Kit 134-00114 or equivalent.
Scan Tool Set-up and Functionality
The scan tool must be connected to the data link connector (DLC) for communication with the vehicle.
The DLC is located in the passenger compartment. It is attached to the instrument panel and accessible from the driver's seat.
The DLC is rectangular in design and capable of accommodating up to 16 terminals. The connector has keying features to allow easy connection. The vehicle connector and the test equipment connector have latching features that ensure the test equipment connector will remain mated when properly connected.
The required scan tool functions are described below
- Monitor, record and playback of PIDs
- Freeze frame PID data
- Diagnostic test modes; self-test, clear diagnostic trouble codes (DTCs)
- Output Test Mode
- Resetting keep alive memory (KAM)
- Digital measurement system (multimeter functionality)
- Diagnostic monitoring test results (for OBD II on-board monitors)
- On board system readiness (OBD II monitor completion status)
Some of these functions are described in this article. Refer to the scan tool manufacturer's manual for specific information on scan tool set-up and operation.
Quick Test
Quick Test is divided into three specialized tests
- Key On Engine Off (KOEO) On-Demand Self-Test
- Key On Engine Running (KOER) On-Demand Self-Test
- Continuous Memory Self -Test
Quick Test checks the integrity and function of the Electronic EC System and outputs the test results when requested by a scan tool. Quick Test also provides a quick end check of the powertrain control system and is usually performed at the start of each diagnostic procedure with all accessories off. Quick Test is also performed at the end of most pinpoint tests for verification of repair and to make sure no other faults were incurred while repairing a previous fault. A system pass will be displayed when no DTCs are output and a scan tool communication error does not exist. System pass means that hardware monitored by the PCM is functioning within normal operating limits. Only a system pass, DTC or an incomplete OBDII drive cycle (P1000) will be displayed.
Key On Engine Off (KOEO) On-Demand Self-Test
Key On Engine Off (KOEO) On-Demand Self-Test is a functional test of the powertrain control module performed on demand with the key on and the engine off. This test will perform checks on certain sensor and actuator circuits. A fault must be present at the time of testing for the KOEO Self-Test to detect the fault. When a fault is detected, a Diagnostic Trouble Code (DTC) will be output on the data link at the end of the test when requested by a scan tool.
Key On Engine Running (KOER) On-Demand Self-Test
Key On Engine Running (KOER) On-Demand Self-Test is a functional test of the powertrain control module performed on demand with the key on engine running and vehicle stopped. A check of certain inputs and outputs is made during operating conditions and at normal temperature. The brake pedal position, transmission control and power steering switch tests are part of KOER On-Demand Self-Test and MUST be performed during this operation if applicable. These are described below. A fault must be present at the time of testing KOER On-Demand Self-Test to detect the fault. When a fault is detected, a Diagnostic Trouble Code (DTC) will be output on the data link at the end of the test when requested by a scan tool.
Brake Pedal Position Test
This tests the ability of the Electronic EC system to detect a change of state in the stoplight switch. Brake pedal MUST briefly be applied and released on all vehicles equipped with Brake Pedal Position input. This is done during KOER On-Demand Self-Test.
Transmission Control Switch Test
This tests the ability of the Electronic EC system to detect a change of state in the transmission control switch (TCS). Switch MUST briefly be cycled on all vehicles equipped with TCS input. This is done during KOER On-Demand Self-Test.
Power Steering Pressure Test
This tests the ability of the Electronic EC system to detect a change in power steering system fluid pressure. The steering wheel MUST briefly be turned at least 1/4 of a revolution on vehicles equipped with a power steering pressure (PSP) switch or sensor. This is done during KOER On-Demand Self-Test.
Continuous Memory Self-Test
Testing for Continuous Memory DTC's is a functional test of the powertrain control module performed under any condition (engine running or off) with the key on. Unlike the KOEO and KOER self tests, which can only be activated on demand, the Continuous Self Test is always active. A fault does not need to be present at the time of testing for Continuous DTC's and is therefore, especially valuable when diagnosing intermittent faults. This test will detect failures contributing to driveability or emission concerns. The vehicle may need to be driven or the OBDII Drive Cycle completed to allow the PCM to detect a fault. Refer to DRIVE CYCLES for more information. When a fault is stored in memory, a Diagnostic Trouble Code (DTC) will be output on the data link at the end of the test when requested by a scan tool.
There are two types of Continuous DTC's. The first type is an emission related malfunction indicator lamp (MIL) code which will illuminate the CHECK ENGINE or SERVICE ENGINE SOON indicator in the instrument cluster. The second is a non emission related non-MIL code which will never illuminate the cluster indicator.
For emission related MIL codes, the PCM will store the DTC in continuous memory when a fault is detected for the first time. At this point the DTC will not illuminate the MIL and is now considered a pending code. The purpose of pending codes is to assist in repair verification by reporting a pending DTC after one drive cycle. If the same fault is detected after the next ignition start-run cycle, the emission related MIL code will illuminate the MIL. The MIL will remain on even if the fault is intermittent. The MIL will be extinguished if the fault is not present through three consecutive drive cycles or the DTCs are cleared. Also, an emission related pending MIL and non emission related (non-MIL) code will be erased after approximately 40 vehicle warm up cycles or the DTCs are cleared.
Any scan tool that meets OBDII requirements can access Continuous Memory to retrieve emission related MIL DTC's. However, not all scan tools access pending and non emission related (non-MIL) DTC's in the same way.
During most diagnostic procedures in this manual, it is required that all DTC's be retrieved and cleared. Consult the instruction manual from the tool manufacturer for specific instructions.
Diagnostic Monitoring Test Results
The purpose of this test mode is to allow access to the results of OBD II monitor diagnostic test results. The test values that are stored at the time of the particular monitor completion are displayed when the particular test identification is requested. Refer to the following table for test information.
| Module ID h (1) | Test ID h (1) | Component ID h (1) | Test Description |
|---|---|---|---|
| Oxygen Sensor Monitor (01-0F) | |||
| 10 | 01 | 11 | Sensor Voltage Amplitude-Bank 1, Sensor 1 |
| 10 | 01 | 21 | Sensor Voltage Amplitude-Bank 2, Sensor 1 |
| 10 | 02 | 11 | Upstream Static Shift, Lean Shift on EGO11 |
| 10 | 02 | 11 | Upstream Static Shift, Rich Shift on EGO11 |
| 10 | 02 | 21 | Upstream Static Shift, Lean Shift on EGO21 |
| 10 | 02 | 21 | Upstream Static Shift, Rich Shift on EGO21 |
| 10 10 | 03 03 | 01 02 | Upstream Switchpoint Downstream Switchpoint |
| Catalyst Monitor (10-1F) | |||
| 10 | 10 | 11 | Rear to Front Switch Ratio Test-Bank 1 test |
| 10 | 10 | 21 | Rear to Front Switch Ratio Test-Bank 2 test |
| Evaporative Monitor (21-2F) | |||
| 10 | 21 (2) | 00 | Fuel Tank Pressure test-Low |
| 10 | 21 (2) | 00 | Fuel Tank Pressure test-High |
| 10 | 22 (2) | 00 | Evap-Phase 2 change in pressure test |
| 10 | 23 (2) | 00 | Evap-Phase 4 change in pressure too large |
| 10 | 24 (2) | 00 | Evap-Phase 4 change in pressure too small |
| 10 | 25 (2) | 00 | Evap-Phase 4 pressure build test-upper limit |
| 10 | 26 | 00 | Phase 0 initial tank vacuum and minimum limit |
| 10 | 26 | 00 | Phase 0 initial tank vacuum and maximum limit |
| 10 | 27 | 00 | Phase 2 0.040" cruise leak check vacuum bleed-up and max 0.04" leak threshold |
| 10 | 28 | 00 | Phase 2 0.020" cruise leak check vacuum bleed-up and max leak threshold |
| 10 | 29 | 00 | EVAP-Phase 4 change in pressure too small |
| 10 | 2A | 00 | Phase 4 vapor generation maximum change in pressure and maximum threshold |
| 10 | 2B | 00 | Phase 4 vapor generation maximum absolute pressure rise and maximum threshold |
| 10 | 2C | 00 | Phase 2 0.020" idle leak check vac bleed-up and max leak threshold |
| 10 | 2D | 00 | Phase 2 0.020" idle leak check vacuum bleed-up and max no-leak threshold |
| Secondary Air Monitor (30-3F) | |||
| 10 | 30 | 11 | O2S11 rich during flow test |
| 10 | 30 | 21 | O2S21 rich during flow test |
| 10 | 30 | 12 | O2S12 rich during flow test |
| 10 | 31 | 00 | O2Ss lean timer test |
| 10 | 31 | 01 | O2Ss lean timer test |
| EGR System Monitor (41-4F) | |||
| 10 | 41 (2) | 11 | Upstream hose disconnected test |
| 10 | 41 (2) | 12 | Downstream hose disconnected test |
| 10 | 45 | 20 | Stuck Open Valve Test |
| 10 | 49 | 30 | EGR Flow Test |
| 10 | 4B | 30 | Flow test |
| Misfire Monitor (51-5F) | |||
| 10 | 50 | 00 | Total Misfires that exceeded threshold |
| 10 | 53 | 01 | Misfire rate per 200 revs for Cylinder 1/Type A |
| 10 | 53 | 02 | Misfire rate per 200 revs for Cylinder 2/Type A |
| 10 | 53 | 03 | Misfire rate per 200 revs for Cylinder 3/Type A |
| 10 | 53 | 04 | Misfire rate per 200 revs for Cylinder 4/Type A |
| 10 | 53 | 05 | Misfire rate per 200 revs for Cylinder 5/Type A |
| 10 | 53 | 06 | Misfire rate per 200 revs for Cylinder 6/Type A |
| 10 | 53 | 07 | Misfire rate per 200 revs for Cylinder 7/Type A |
| 10 | 53 | 08 | Misfire rate per 200 revs for Cylinder 8/Type A |
| 10 | 53 | 09 | Misfire rate per 200 revs for Cylinder 9/Type A |
| 10 | 53 | 0A | Misfire rate per 200 revs for Cylinder 10/Type A |
| 10 | 54 | 00 | Highest misfire rate in 200 rev test/Type A |
| 10 | 55 | 00 | Highest misfire rate in 1000 rev test/Type B |
| 10 | 56 | 00 | Misfire monitor trip complete test |
| (1) hexadecimal (2) These test IDs are signed values. Scan tool may display them as unsigned. | |||
| (1) | Hexadecimal |
| (2) | These test IDs are signed values. Scan tool may display them as unsigned. |
DIAGNOSTIC MONITORING TEST RESULTS
The conversion is done as follows
If the value is > 32767 then complement (change 0's to 1's and 1's to 0's), add 1 and a negative sign.
Example
| 50000 = | 1100001101010000 |
|---|---|
| Complement of 50000 = | 0011110010101111 |
| +1 | |
| 0011110010110000 | |
| Signed Value = | 15536 |
Intermittent Diagnostic Techniques
Intermittent diagnostic techniques help find and isolate the root cause of intermittent faults associated with the Electronic Engine Control System. The information is organized to help find the fault and perform the repair. The process of finding and isolating an intermittent starts with recreating a fault symptom, accumulating PCM data and comparing that data to typical values, then analyzing the results. Refer to the scan tool users manual for functions described below.
Before proceeding, be sure that
- Customary mechanical system tests and inspections do not reveal a concern. (Remember, mechanical component conditions can make a PCM system react abnormally.)
- Technical Service Bulletins (TSBs), if available, are reviewed.
- Quick Test and associated Diagnostic Subroutines have been completed without finding a fault, and the symptom is still present.
Adaptive Fuel DTCs Diagnostic Techniques
Adaptive Fuel DTCs Diagnostic Techniques help isolate the root cause of the adaptive fuel concern. Before proceeding, attempt to verify if any driveability concerns are present. These diagnostic aids are meant as a supplement to the pinpoint test steps in POWERTRAIN DTC CHARTS & DESCRIPTIONS - CNG, FLEX-FUEL & GASOLINE . For a description of fuel trim, refer to FUEL TRIM .