55 Manual
Contents
1. T0 MEG issrisci anotan 20 00VDC EO OQ0 aseptic E pee cee ans oe E A E E to 50 0 VAC Pk Pk AMPS INQUCIWVE us ee 0 to 600 Amps Tachometer iiss nrinn adunensealirivasieesdanavadacantudees tavetiueerduunsaeadtetaiudieabdagaventaos sins 100 to 5 000 RPM Dwell IgnitiON 0ooioncioncana e E cada aa Degrees or mSec Driver Points Resistance ici a A A AA A A aes ase 0 to 3 0 Volts Dwell VARIATION accesanccaseunaiahoescactve nemeatsacsnaumnreheusesernaesaue E A T aE Ea in Degrees TIMING Vaat O Meene n e E E EE E R E E in Degrees lgnition Coil AMPS dee cneloaescmutesannenntaatcanaiaseueecaceamunecneaantenied a9deicamseieunnatuesierensenttanspasmmenaeae 0 to 19 9 mSec C il Amps Build Tie ob di ii O to 9 9 mSec Spark BUT MB criticada ltd O to 9 9 mSec Ignition sheared aS ea ace ne et ced ee secede et eae E 0 to 99 milliVolt Seconds Secondary KV Gane ae eee eer eee mre ee rere ee eer ee ee eee 0 to 32 Kilovolts A o o ae ne re rae eee 0 to 999 Hertz Cylinder Power Balane secs ci RPM Drop Cylinder Power COn estilo Speed Index Amps o yg eee eee ee eee ee ee eee eee Message Indicator Cranking Compresi n ceased Amps Peak Injector Amps Drive IME us ides sana a aai E Aaaa ENa aie niece 0 to 99 9 mSec Injector Peak PS acetic Baca recap eerste sa Pacer eld eeotaicasd Sadia edee veins neem een erie ades 0 to 19 9 Amps Throttle Position Sensor aria Glitch Catcher O2 SONS 0 AE O te eee ear a AE AE ea eae ee ener are Volts and Crossings with Optiona2. 5 3 0L V6 6 5 3 8 4 0L V6 5 8 3 6 3 1L V6 10 0 2 8 4 6L V8 5 5 3 3 3 8L V6 Type 7 0 3 8 3 8L V6 Type Il 9 5 3 0 Other DIS 6 Cylinders 9 0 3 1 A Chrysler Corporation 3 3L V6 5 0 4 0 3 5L V6 5 0 4 0 Saturn 3 8L V6 5 7 3 8 1 9L 14 7 6 3 3 E Measurement Typical Readings Interpretation Primary Amps More than 4 uniform If all are low check primary circuit connections among coils If one is low check module Build Time 3 4 mSec uniform If longer check module and connections among coils If shorter check coil Firing KV 5 to 10 KV at steady If higher wide gap broken wire or lean fuel mix RPM with no more than If low fouled plug secondary insulation failure 5 KV difference among o r low compression cylinders Exhaust KV Less than 4 KV If higher check for wide gap or broken sparkwire or fouled plug on opposite side Burn Time Uniform among cylinders If shorter check for breaks in secondary wires If longer check for fouled gaps or insulatio shorts IGNITION PRIMARY E ra 08 56S Zz go n 25 Replacement Parts Power GAO esas W004 02 Green Amps Procesan iaa X000 02 Spark PICKUP iros ia X008 01 Primary Amps PIC Cr eee ester eee er ee ee ee eee ee ee ee ere X012 01 Auxiliary Test dia W020 03 Green Bed OF INAS sc cerzaceassesamsarsugsoreonn condetqenecpeneavanormuaeigetacaasetommemanneeengeeeadaameicemncaemaroenne W020 85 Red Bed of Nal caia W020 82 Goil Primary
3. Auxiliary Lead for Sensor and voltage tests Primary Wire Colors Manufacturer Wire Color Manufacturer Wire Color GM Some 4 Cyl Pink Ford All Others Red Green GM All Other Pink Black Hyundai Black White Chrysler Green Black or Red Infiniti Brown Yellow Chrysler Imports Black White Lexus Black Orange Ford 4 Cyl Blue Mazda Red Lt Green Toyota Black Orange Otherwise consult the car s service manual wiring diagram Connecting to a Distributor Ignition Sparkwire Clip 4 Coil Primary Clip per a Auxiliary Lead Spark Pickup P Power Leads SPARKWIRE CLIPS Disconnect all Sparkwire Clips from the Spark Can except the middle lead Connect it to the coil wire If the ignition system uses an internal coil use one of the provided KV Plates COIL PRIMARY CLIP Connect to the ignition coil primary terminal Sometime labeled TACH it is the signal source for the ignition primary circuit measurements It is necessary for ignition Suppression SPARK PICKUP The red Inductive Spark Pickup connects about the 1 cylinder plug wire Connect close to the Distributor The label on the Pickup should face the spark plug INDUCTIVE AMP PROBE Connect the probe around the negative battery cable with the arrow pointing away from the battery or the positive battery cable with the arrow pointing towards the battery 12V BATTERY LEAD Connect the power leads to vehicles 12 volt battery The connection must be made at the battery
4. Remove finger rings and metal wrist bands They can short terminals and become very hot from electric current E055 01G 28
5. The label on the Pickup should face the spark plug INDUCTIVE AMP PROBE Connect the probe around the negative battery cable with the arrow pointing away from the battery or the positive battery cable with the arrow pointing towards the battery 12V BATTERY LEAD Connect the power leads to vehicles 12 volt battery The connection must be made at the battery AUXILIARY LEAD Not a required connection Use the Auxiliary Lead for Sensor and voltage tests A No Coil Minus ignition is an ignition system where the secondary ignition coil is housed in the Distributor Cap and the coil minus lead is not accessible Some Toyota and Nipondenso ignitions are of this type Keys amp Controls MENU Press the MENU key anytime you want access to the main test menu MESSAGE The MESSAGE key is active when the flashing message symbol is on the screen Messages may span several screens Press the MESSAGE key until all messages have been viewed and the original screen has been restored HELP Press the HELP key when you want context sensitive help PRINT Press PRINT to print the display contents to a printer Arrow Keys Use the up and down arrow keys to change numbers or make a different selection NEXT The NEXT key is used to go on to the next step in a test or procedure or to act on an item that is selected In some cases the NEXT key will clear minimums or maximums and restart a measurement Initial Setup The setup Engine Setu
6. and black Battery Clips The next display line shows the average ignition primary amps and the average milliSeconds it took for all coils to build up the current during dwell DRIVE MILLISECONDS The Drive MilliSeconds reading is the total dwell time from the time the coil begins to charge to the time of plug firing In current limiting electronic ignitions the difference between drive and build time is the hold period MULTISPARK Some ignition systems spark more than once during each power stroke If so the words Multispark Ign will appear with the number of sparks per ignition INDIVIDUAL COIL READINGS Press the up and down arrows to see individual coil readings The numerical screen shows Peak Amps Build and Drive milliSeconds per coil Two more screens show peak amps and build milliSeconds in bar graph format PEAK AMPS Look for equal current in each ignition coil between 4 and 11 amps If the primary ignition supply circuit has bad connections all amps may be low BUILD MILLISECONDS These readings are useful for checking current regulating ignitions that take a fixed time to build coil current Typical build time is 3 to 4 mSec This time is nearly constant up to about 3000 RPM and then begins to shorten as RPM increases If battery voltage is low build times will lengthen Build time is a function of battery voltage the inductance of the coil primary and the peak amps level at which the ignition module i
7. how cylinder power differences affect the RPM during an engine cycle Power A low power cylinder will show a Reading negative power difference reading Smooth running engines have power difference readings less than 5 Dead RPM 2 yf Spe DA cylinders usually read more than 15 3 10 8 1 Cylinder 1 2 3 Low power cylinder problems are Sequence associated with worn or broken piston rings valves and valve springs POWER DIFFERENCE WAVEFORM broken head gaskets vacuum leaks fuel imbalance spark plugs and wires and EGR problems If a cylinder test produces a higher RPM it may be from crossed spark plug wires an open intake valve leaking EGR or an engine computer effect The results of this test if compared to the Electronic Compression and Ignition Secondary tests can provide additional clues about the cause of poor cylinder performance To gain experience with typical engines we suggest that while you are testing a good engine short out a spark plug to see the effect of a dead cylinder The readings are taken from the RPM during each cylinder s power stroke and adjusted to give somewhat similar readings for most engines Look for consistency among cylinders Engines with eight or more cylinders may show a weak cylinder in a later position than actual For example a weak 4 cylinder could appear as 5 Engines with particularly heavy flywheels for their displacement may show the effects of a w
8. the analyzer BNC 1 will always send out a Sync pulse that is sensed by the Spark Pickup BNC 2 will output Secondary Ignition from the KV input or the Primary Amps from the Black Pickup The choice is determine by the Scope Setup Software You may use either of the signals or both to drive a labscope Below are a couple of samples of patterns on different labscopes You may also use the BNC 1 signal to trigger the labscope This will allow you to reference any other signal to engine rpm CARD IN H UTIL 5 Cont Grat pa Print 25 Comm 2 gt Hain ot L L L L l L L L J 10 v L 1 0 1 Ci 1 5 uv futo 8 4u 20ms J 45m lms Secondary Ignition on Labscope 22 Secondary Ignition on Labscope Fuel Injection Current on Labscope Printing The EngineLink supports printing to a custom thermal printer Connections for power and data are made through the RJ 45 connector found on the back of the analyzer Simply plug in the printer and press the PRINT button on the front panel Individual test results or the autotest results can be printed Demonstration Mode The EngineLink has a demonstration mode built in If you are trying to demonstrate the unit in order to make a sale or you just want to get familiar with the screens without connecting to a car the demonstration mode will help All the demonstration mode does is load data into the te
9. usually the best method Particular attention should be directed to eliminating loads that can turn on or off in the middle of the test such as the air conditioner compressor and radiator fan motor Operating the engine above the controlled idle RPM will minimize the effects of idle compensators and put the engine at a smoother operating point RPMs of 1000 to 2500 are suitable for the test Listen to the sound of the engine as suppression is applied A large initial RPM drop is a good indicator of a strong cylinder On non computerized engines the timing fuel mix and idle setting do not vary with time However active control systems may have to be put in open loop mode to keep the timing and fuel mixture fixed so that the test results do not end with minimal Drops After the test carefully restore the disengaged parts Service codes may be set during the test but they will usually clear automatically after 50 to 100 starts Low power cylinder problems are associated with spark plugs and wires piston rings valves and valve springs vacuum leaks fuel unbalance head gaskets and EGR problems If a cylinder test produces a higher RPM it may be from crossed spark plug wires an open intake valve leaking EGR or an engine computer effect The results of this test if compared to the Electronic Compression and Ignition Secondary tests can provide additional clues about the cause of poor cylinder performance Manual Mode Manual suppression c
10. AAA aa a a E a ONES 20 o ee ee ee ee ee 21 Auto Te St COn qUIIO ota 20 SEU Meli oi ei 21 23 Engine Oo AP A nme en nr gums ERS ne Mee er ee eae een ne ee eee eee Te ee ee ener er 7 EngineLink SSI si ati it 21 23 LCD Comtat 21 Custom Hed serere E EN E E EEE 21 Save SQUID iio 22 System DIAgNOST CS nissan i 22 SCOPE O 5 0 Eo E ER ON 22 e APPO T A E o o nn 23 DO MOG TE A a E A E 23 Typical A aa 24 25 Replacement Parts amp Accessories morir nnnm nnmnnn nann nnnnnnnnna nnaman anann 26 Warranty amp Service im 27 Sa a 28 2 Introduction The EngineLink is a professional grade tool for diagnosing automotive ignition fuel injection and electrical systems Test DIS and Distributor engines Diagnose problems with ignition starting charging and fuel delivery systems as well as computer sensors and drivers Our AutoSort feature automatically determines coil and plug polarity on DIS engines The Autotest function performs Ignition Primary Ignition Secondary Power Tests Starting Charging History and Compression Tests automatically in about 10 minutes Power Balance and Power Contribution checks cylinder performance on DIS and Distributor engines Primary Amps checks coils and modules Spark Burn and KV tests check ignition plugs and wires Cranking Analysis checks cylinder compression uniformity and Starting Charging Analysis tests Specifications Measurement Ranges Battery nn lt PP eee eee to 19 99 Volts Volts Aux
11. AUXILIARY LEAD Not a required connection Use the Auxiliary Lead for Sensor and voltage tests KV PICKUP PLATES Pickup plates are provided for GM Toyota and Nippondenso systems that have the coil located within the distributor To read KVs clip the appropriate pickup plate to the distributor housing attach a Sparkwire KV Clip to the bar or post on the pickup plate and plug it into either the Distributor KV Lead or the Cylinder 1 position of the DIS KV Harness NOTE The KV pickup plates are designed to be sensitive To obtain valid readings keep hands and wires away from the KV Pickup Plate and the KV Clip during testing Connecting to a No Coil Minus Ignition p Sparkwire Clip Amp Probe Spark Pickup Power Leads Auxiliary Lead Coil Primary Clip SPARKWIRE CLIPS Disconnect all Sparkwire Clips from the Spark Can except the middle lead Connect it to the coil wire If the ignition system uses an internal coil use one of the provided KV Plates PRIMARY AMPS PICKUP Put the black Primary Amps Pickup around the wire that provides 12V power B to the ignition module and coil You may hookup around the wire anywhere in the wiring harness but be sure the pickup is around the wire that carries only the ignition pulses The pickup label must face toward the battery plus end of the wire away from the coil SPARK PICKUP The red Inductive Spark Pickup connects about the 1 cylinder plug wire Connect close to the distributor
12. Clip Lead dl a a ects antonde eee ca W055 40 Spark ANN il X020 42 A R AA AEE ER EEEE EEEN GA AS eE STEES W020 42 Extension Harness Four Wire raros W055 02 Extension Harness Single WES osc cssenc Gisectiensteesuycrsen eE E E K W000 03 KV Pickup Plate GMHE israel X020 44 KV Pickup Plate TOYOTA ccisevensevcarsoreumensasdvexquatcasecunduepeanccyejentandaneniesemuceuecnangeetaesergenaeusidarzanepeadiny X020 45 KV Pickup Plate NIPOndenSO secas X020 46 Accessories PP eeeataoeteateammumcan Ferret 911 A 4 pack of unique wire piercing tools that allows testing in tight areas Carrying CaSe A e E a a E G014 09 A nylon brief case 5 inches thick that will hold the 55 and the test leads TO Cylinder DIS Adalat X020 43 Contains two Y adapters and 2 KV Leads 26 Technical Support amp Service Questions or inquiries about service can be answered by contacting GxT Inc at Toll Free 800 627 5655 Fax 231 627 2727 or repair gxtauto com When sending an item to the factory address it to GxT Inc 520 MM Riggs Drive Cheboygan MI 49721 1061 Include a note describing the problem Warranty FERRET BRAND LIMITED PRODUCT WARRANTY GxT Inc of Cheboygan Michigan warrants to the original purchaser that FERRET brand prod ucts are free from defects in materials and workmanship for a period of two years from date of purchase Our sole obligation for a product within the above warranties will be to repair or re plac
13. FERRET INSTRUMENTS OPERATOR S MANUAL EngineLink LT Diagnostic Analyzer VR Port EngineLink LT DIAGNOSTIC ANALYZER p RR Output Secondary out put Control Buttons Backlit Display Auxiliary Volts Spark Pickup Leads Spark Can Power Leads Amp Probe Coil Primary Spark Can Clip Ground KV Clips Primary Amps Probe Copyright 2005 GxT Inc All Rights Reserved Contents Special 3 Connecting toa DIS CAF rico iia 4 Connecting toa Distributor Car coin is 5 Connecting to a No Coil MINOS 00d 6 A nn er 7 A 7 O ai 8 13 lgnition Primary is 8 9 Ignition Sec ndaty ario 10 11 Hard St 12 Troubleshooting DIS N Start Cars viii als 12 P w r Ment rd aa 13 15 Electronic Compression ss 13 Power Contribution sesser ita 14 Power Balance Automatic Manual oi ii RA 15 Electrical MGI isssissssincissisasinesassecesstenessadennhsensinsasinsanuddansessentinassenenstsiednedaaxtaanswarieitesneniessiaewtientsanien 16 17 Se ee TEES US EOE AAA PAP 16 A Moda 17 EA A tee e O eee ee ee ee 18 ZOO AMP POD eee ee eee ae iii 17 SEUSS MON occiso iaiedicss 17 19 dE AP er ete PE ne Oe Dene eee eee ee ee 17 o A ee 17 Auxiliary Mete 22 5a species tection trails cade oa aE 18 LOGIC Tra SCPE san a e EONS 18 Solenoid Di censo E a oTa Ea ees 18 Injector DNV rats doo ONE 19 Fuel Menu E E C AAEE Aa Ea E re oe 19 O2 Sensor TOS nai ns 17 S lenoid D M Cy siii is 18 Reports Moa rr A as 20 21 E e ee ee 20 Print Saved
14. Readings are referenced to the negative vehicle battery terminal through the analyzer s Battery Clip leads The DC voltage range is O to 20 volts with 0 01 volt resolution and a 10 megohm input impedance AC signals up to 50 volts peak to peak can be measured Hertz up to 999 and duty cycle are also displayed This test screen shows all components of a measured signal simultaneously The meter is quite sensitive so while measuring a DC voltage you may also see stray AC signals displayed as Volt P P and Hertz These stray signals can be ignored and will not interfere with measurement of an AC signal to which you are directly connected For greater readability from a distance a large digit display is available by pressing the up or down arrow Logic Trace Scope Use the logic trace to observe regular or intermittent pulses on wires for accessories sensors lamps solenoids slow computer codes or other on off electrical signals Press NEXT to adjust the scan rate Press SELECT to set the threshold between 20 and 20 volts DC Press RECORD to freeze and display a copy of a particular trace The copy can then be viewed without motion separate from the live display The logic trace scope displays a line trace showing voltage transitions through a specified threshold The actual voltages are displayed in the upper right hand corner of the display The threshold must be set to a voltage that is within the range of voltage change fo
15. an be used to listen for noise changes in an individual cylinder that may give clues about the problem To suppress ignition in an individual cylinder choose Manual Suppression from the POWER menu and SELECT the cylinder you want to suppress Press NEXT to suppress ignition to that cylinder 15 Starting Charging History ORT TMG CHORG TMG HISTORY An electrical power system test of the engine is the primary AER DOM Peel inn feature of this sequenced procedure Performance of the alternator battery and starter are evaluated This test records battery voltage and amps while the starter cranks the engine for 15 seconds Then there is a wait to check battery recovery time followed by a measurement of the charging current when the engine is run at high idle For accurate results turn off all lights and accessories Be sure the vehicle doors are closed as the current drawn by dome and courtesy lights is significant and may invalidate the test results HMFE Lis db Batts Wolt 11 17 11 11 11 88 11 06 11 86 Ifa DIS or Diesel engine type was selected during Engine Setup the analyzer will prompt you to disable t Seron 4 19 h E the fuel supply to prevent the engine from starting during RPN 57 75 cranking Use the recommended method to disable the engine for compression cranking tests from the vehicle service manual This is usually done by unplugging the power wire or fuse to the fuel injectors or ignition coils Run the engine unti
16. and Dwell Troubleshooting DIS No Start Cars This procedure will be helpful when diagnosing DIS no start cars Do not skip any steps and do not perform this test until you are experienced in using the EngineLink LT Improper connections can lead to an incorrect diagnosis 1 Select the IGNITION PRIMARY test then try to start the engine The following readings should be within the stated guidelines Battery Volts Should be greater than 9 6 volts If not diagnose and repair the starting charging system RPM Should be appropriate for the engine being tested Peak Amps Refer to the Typical readings section of this manual Page 25 This will diagnose the module and coils If you do not read any peak amps check to see there is 12 volts going to the module If 12 volts are present use a labscope to check the Cam Crank Sensor If the sensors are good the module is defective If all of the above readings are good the coils modules crank and cam sensors are operating properly 2 Check fuel pressure and volume If the results are good proceed to the next step 3 Use the Fuel Injector Test on the EngineLink LT During cranking the Peak Amps reading should not be greater than 4 amps If Peak Amps are greater than 4 you have located a defective injector Wiring diagrams for the fuel injection system on the car you are testing are an invaluable tool when 12 Electronic Compression If a DIS ignition was selected during Eng
17. attery Battery gas is highly explosive a If a battery explodes flush the acid away from persons skin with generous amounts of water Follow up with a neutralizing solution of baking soda and then more water Treat clothing vehicle parts and equipment similarly Any acid traces inside equipment must be removed by generous rinsing Dry equipment and place in a warm 50 C 120 F oven until thoroughly dry b Never use a wrench on the ungrounded battery terminal until the grounded one has been disconnected Contact between the vehicle body metal and the hot terminal can cause sparks to ignite gas or even weld tools into a battery short circuit c Keep the space around a battery well ventilated d Do not make sparks or allow flames near batteries Before working on a vehicle set the brakes and block the wheels Beware of automatic parking brake releases Keep your work area well ventilated and free of exhaust Engine exhaust contains deadly poisons Treat Gas Detector exhaust and drain hoses the same as the vehicle tailpipe Both give off deadly exhaust fumes Avoid electrical shocks caused by getting close to live ignition wires or touching the coil TACH terminal A person s reaction near a live engine can be more damaging than the shock Keep spark producing devices at least 0 5m 18 above the floor to reduce the hazard of igniting gasoline vapor Do not let test leads wind up in a moving fan or pulley Route leads away
18. cted items SELECT Return to MENU to return to the category list SELECT Print and press NEXT to generate the report LCD Contrast LCD Contrast LOD CONTRAST LEVEI Choose from four levels of display contrast for best f 4 r viewing Contrast choice may vary with lighting and temperature This function provides a way to place a four line header on printed reports 1718 HIGGINS DR MAKING A CUSTOM HEADER 1 ABCDEFGHTIELPNOPORS TUM EAE Up to four lines of header information can be entered 4 cdefahidklmnorarstuvisza REE The header is created in the top two lines of the screen i The bottom two lines contain the characters that may be used in the header and the control characters There are two cursors The Placement Cursor is the flashing box that indicates where the next character will be placed The Selection Cursor is the flashing underline The arrows are control characters used to move the placement cursor on the header lines and are not printable Use the arrow keys to move the Selection Cursor to one of the arrows and press NEXT to move the Placement Cursor left right up or down To show the remainder of the header use the up and down control characters to move the Placement Cursor to the next line Use the arrow keys to move the Selection Cursor under the character that you want to add Pressing the NEXT key places the character in the header at location of the Placement Cursor The Placement Cursor t
19. e at our option any defective parts and return the product to the sender within the U S A shipping prepaid if it is sent to our Repair Department shipping prepaid and accompanied by proof of purchase This Warranty does not apply to products which have been altered outside the factory or repaired by anyone other than the factory or its authorized service centers or which have been damaged from accidents negligence or abuse or have been used differently than described in the printed instructions Please note that wear and tear on leads and replacement of consumable items such as NOx Sensors Oxygen Sensors and paper is not covered by warranty GxT Inc s sole liability and buyer s exclusive remedy is limited to repair or replacement of the product as stated in the Limited Product Warranty THERE ARE NO OTHER WARRANTIES EXPRESSED OR IMPLIED INCLUDING THOSE OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE AND GxT INC SHALL NOT BE LIABLE FOR INCIDENTAL OR CONSEQUENTIAL DAMAGES ARISING FROM THE SALE OR USE OF THE PRODUCT Some states do not allow limitations on the length of implied warranties nor exclusion or limita tions of incidental or consequential damages so that the above limitations and or exclusion may not apply to you 27 SAFETY PRECAUTIONS Read All Instructions Before Using The Meter Always wear eye protection when testing vehicles Be extra careful near batteries and moving parts Do not lay tools on a b
20. eak cylinder spread across two or three subsequent cylinders Engines made with staggered timing patterns will show large difference readings when they are working correctly For example six cylinder 14 Power Balance Automatic Manual On distributor engines power balance or each cylinder s t Automatic power contribution relative to the others can be seen by a turning off the spark plugs one at a time and measuring J id the drop in RPM In Automatic mode the Diagnostic aL OF 13 Center will suppress ignition to each cylinder in turn and bul l will display and save the starting and ending RPM for each The more RPM decrease seen the more a cylinder must have been contributing If all cylinders are contributing equally RPM drops will be consistent among cylinders If a cylinder shows only 1 3 of the drop of the average cylinder it should be checked further with the other EngineLink tests If all drops are very low see the facing page for advice on defeating idle compensators which may be raising idle speed in response to the suppression Test Complet The test relies upon steady timing fixed air fuel feed and a constant amount of engine drag during the test to make valid comparisons between all of the cylinders If the RPM drifts during the test a message will appear indicating the test should be run again A steady drag on the engine can improve the test results Turning the heater fan on high and headlights on bright is
21. eaks in ignition secondary wires wide 1 4 m3 la ln spark plug gaps worn plugs high circuit resistance and a Mi very lean fuel mixtures A reduction in burn durations with snap acceleration is an ideal check for spark plug gaps that have the sharp ra Fae a Go as edges worn off and to see that insulation does not arc 4 ve 3 12 10 through Ar d l Problems like wire breaks and high secondary resistance are most easily detected at a moderate and steady RPM between 1000 and 2000 uer Na Y LivecAyg P i de E u FIRING KV Live and Maximum Firing KV is the voltage that is required to start ionizing the air fuel mix in the spark plug gap For the ignition to always work the KV available from the coil must be more than the highest KV requirement Causes of high KV can be a wide or worn plug gap a broken sparkwire conductor or a lean fuel mixture Unusually low KV can be from a fouled plug gap secondary insulation failure or low compression Typical live KV is 5 to 10 at a steady RPM with not more than a 5 KV difference between the highest and lowest dee EXHAUST KV Also known as waste KV On double output coils the spark plug in the cylinder on its exhaust stroke serves as the ground path for the coil Exhaust KV should be low because without compression in the cylinder little voltage should be needed to fire the plug Exhaust spark is normally less than 5 KV Higher readings indicate the possibility of a b
22. est Pur Auto Tast The AutoTest is one of the best and fastest ways to Print Saved Data collect comprehensive engine performance data The i Ma analyzer will customize the AutoTest based on the sual Inspection ignition type selected during Engine Setup The AutoTest sequence steps through the Starting Charging History Ignition Primary Secondary and Power Balance tests and finishes with the Electronic Compression test Each of the tests is described in detail in the Engine Testing section of this manual and can be run individually at any time Make sure the engine is warmed up and running and that all necessary test leads are connected Enter the AutoTest as described above and follow the instructions You will be prompted to perform a variety of actions during the test sequence like cranking the engine during the Starting Charging History or pressing the NEXT key to continue a test after an action is performed The EngineLink will do the rest and will print a detailed report at the end of the test Auto Test Configuration A ata You may choose what tests you want to make up and MARIT ESE LO an Autotest for Distrib Power Pala eE cf The first screen allows you to choose the tests that you Power Cortribut lor IH want to run for a Distributor Engine Use the Arrow buttons to move the selection arrow to the test you want Buto Test Corfidurat to be part of the Autotest Press NEXT to make the oe aT aw selection and mo
23. hen moves one position to the right The arrow keys may be held to move rapidly among the character choices The NEXT key may be held to rapidly place many copies of the same symbol or in the case of arrows to rapidly repeat the selected movement When the header is completed it must be saved Selecting the special control character and pressing NEXT saves the header in memory and returns to the main menu If any other test key is pressed before selecting the save symbol the header will not be saved CHANGING THE HEADER Select the CUSTOM HEADER function in the EngineLink Setup menu Move the Placement cursor to the position of the character you want to change Choose the new character and press NEXT The placement cursor will move one position to the right ready for placement of the next character 21 Save Setup save current SETUP as the pen def This option allows the most frequently used engine setup to be saved in permanent memory The saved HW setup will be loaded whenever power is applied to the Diagnostic Center System Diagnostics SELECT DIABN STIC TEST Hod l Fi mary CLIP l Built in tests allow you to check the operation of various test leads Select the lead to be tested and follow the screen instructions Auxiliary Lead Ck UP Spark F Scope Setup SELECT SCOPE OPT Secondary Patter Primaria Amps Pat The Scope Setup function refers to the two BNC connectors located on the back of
24. ine Setup the EngineLink will prompt you to disable the fuel supply to prevent the engine from starting during cranking This is usually done by unplugging the power wire or fuse to the fuel injectors or fuel relay Many late model vehicles will disable the fuel if wide open throttle is applied before cranking The engine may start unexpectedly so be prepared to release the key and the pedal On a distributor engine the EngineLink will suppress the ignition during cranking Ignition power must be kept on so the analyzer will sense each cylinder s ignition pulse Keep the vehicle s doors closed during the test Crank the engine If the engine fires during cranking the data will be invalid Holding the engine intake manifold throttle wide open will help prevent some engines from firing Data saving will begin when cranking is sensed On a distributor engine when the ignition has been suppressed the engine will start when the Diagnostic Center releases the ignition suppression at the end of the cranking period otherwise the STOP CRANKING message will appear On a DIS engine or if you were prompted to disable fuel on a distributor engine a message will appear reminding you to restore the fuel supply Then the results of the test will appear The Max row shows the amount of cranking draw required to pull each cylinder through compression as a percent of the largest cylinder s draw One or more cylinders will show 100 and the
25. l Sensors Diesel RPM o A 100 to 5 000 RPM Connecting to a Distributorless Ignition Sparkwire Clips J Spark Pickup Power Leads a Primary Amps Pickup Amp Probe Auxiliary Lead SPARKWIRE CLIPS The EngineLink automatically sorts negative and positive firing plugs and figures out coil pairings Connect the center Sparkwire Clip to 1 Cylinder and connect the rest of the Sparkwire Clips to any cylinder in any order Connect the ground lead to a good engine ground PRIMARY AMPS PICKUP DIS Put the black Primary Amps Pickup around the wire that provides 12V power B to the ignition module and all coils You may hookup around the wire anywhere in the wiring harness but be sure the pickup is around the wire that carries only the ignition pulses The pickup label must face toward the battery plus end of the wire away from the coil SPARK PICKUP The red Inductive Spark Pickup connects about the 1 cylinder plug wire Connect close to the plug and at least 4 inches away from the Sparkwire Clip on 1 cylinder The label on the Pickup should face the spark plug INDUCTIVE AMP PROBE Connect the probe around the negative battery cable with the arrow pointing away from the battery or the positive battery cable with the arrow pointing towards the battery 12V BATTERY LEAD Connect the power leads to vehicles 12 volt battery The connection must be made at the battery AUXILIARY LEAD Not a required connection Use the
26. l it quits to verify that fuel is cutoff Hmp Patt Walt On a distributor engine with the Coil Primary Clip connected the EngineLink will suppress the ignition during cranking If for some reason the Diagnostic Center has difficulty suppressing a particular ignition the disable fuel prompt will appear Begin cranking when prompted After 15 seconds the analyzer will prompt you to stop cranking and turn the ignition key off If the battery voltage drops below 9 6 volts during the test it is too low to continue and the test will be aborted before 15 seconds have passed When the operator stops cranking a waiting period begins while voltage recovery time of the battery is checked Good batteries will spring back in 1 or 2 seconds Worn out or undercharged batteries need over 10 seconds to recover Make sure all battery drains such as dome lamps are off during this test Keep doors closed Restore fuel or ignition power as necessary and be ready to start the engine when prompted Run the engine over 1500 RPM to ensure the regulator has kicked in so that charging current can be measured The Diagnostic Center will then prompt you to SELECT a temperature range to be used in the calculation of the battery s Cold Cranking Amp CCA rating Choose the temperature of the battery electrolyte which may be different from shop temperature if the battery has recently been brought in from a very hot or very cold environment just prior t
27. n Checks condition of secondary system Finds open or grounded spark plug wires Shows worn or wide gap plugs breaks in spark plug wires or lean fuel if less Finds fouled or grounded plugs or wires Locates ignition misfires Rich fuel mix Checks battery and starter condition performance High amps possible bad starter Low amps possible bad connections or bad battery Checks starter performance Compare alternator output to specs lf lower than the rating on the battery the battery is weak and may be ready for replacement Probably than 8 low compression if more If one or more cylinders are high compare to the Electronic Compression and Secondary tests The higher the number the stronger the cylinder A negative number means the speed increased Typical Readings The primary readings listed below are for your convenience and are the result of our own Field Testing Variations of 10 should be considered normal We strongly suggest you test some known good vehicles to get a feel for the readings Refer to previous page for Starting Charging and Power test readings which are the same for DIS and Distributor engines Company Engine Amps Build Company Engine Amps Build General Motors Peak mSec Ford Motor Company Peak mSec 2 0L 14 8 0 3 0 1 9L 14 5 0 3 1 2 2L 14 9 0 3 0 3 0L V6 5 0 3 5 2 3L 14 Quad 4 8 0 2 5 3 8L V6 5 0 3 5 Other DIS 4 Cylinders 9 0 3 1 4 0L 16 5 0 3
28. nd 0 7 amps for resistance limited drivers Compare one driver bank to another BuildTime or ramp time in milliSeconds mS is affected by the solenoid and the pintle movement Slightly shorter than normal Build Time can be caused by a solenoid winding short or an injector that is stuck Slightly longer could be from a bad driver or wire connection Typically build time is 1 3 mS Pulse Width is shown on the lower display line It lets you see if the injector is actively driven Use momentary wide open throttle to see the Min and Max range The center reading shows what is presently happening The NEXT key clears the Min and Max so they can begin accumulating again FUEL INJECTION CIRCUIT TYPES Sequential Each injector has a separate driver and can be driven independently of the other injectors The build time currents can overlap on these systems for valid readings check each injector separately Pairs There is one driver for each pair of injectors The current readings as measured through the common supply wire will be twice the reading expected for a single injector Banks Half of cylinders are driven alternately The current readings as measured through the common supply wire will be 2 3 or 4 times the reading expected for a single injector Fuel Injection Troubleshooting Chart ae ese Soi Build Banked or Paired eres CE ECT Fuel Injector Hookup Low Long Open high resistance or bad driver 19 Run Auto T
29. o testing The results are then displayed on this screen Use the message and select keys to display all measurement screens 16 Volt Amp Meter Amps are measured by the Inductive Amp Probe Battery voltage is measured at the Battery Power Clips Auxiliary volts are read with the Auxiliary Meter Lead and TO referenced to either Battery Power Clip Press SELECT fom 1 4 Ci JHK met to change the reference between POS and NEG Large d EAS Coto POS digits are displayed for enhanced readability If excessive alternator ripple is detected a message signal will appear on the display Press the MESSAGE key to display the text T l T m Zero Amp Probe Whenever zeroing of the amp probe is desired select this function A prompt will remind you that the amp probe should be disconnected The menu will reappear a few seconds after a successful zero This is a computer aided test to check for glitches in Move Pe slonia but steadi a position sensor signal When a position sensor ona fao 7 o o 0 teo throttle or air flow vane is moved from the rest position OY to the top the output voltage should move just like the position shaft A dedicated glitch detector operates oliage Hi 07 continuously and is not dependent upon sample rate Connect the Auxiliary Meter Lead to the throttle position sensor output wire Switch the ignition key to the ON position The test screen will appear with a prompt to move the sens
30. or slowly through its range Slowly move the sensor shaft through its full range Using the voltmeter display check that the output responds to a typical range of 1 to 4 volts If glitches are detected arrows will appear in place of the prompt showing the voltage location of each glitch Recheck the sensor for intermittent faults near the indicated problem voltages The arrows can be cleared by pressing the NEXT key O2 Sensor Test Connect at the sensor harness plug or ECM Do not penetrate wire insulation where moisture could cause corrosion or electrical leakage to ground Voltage from the vehicle O2 sensor is monitored for crossings per second through the stoichiometric point 0 45v indicating rich and lean conditions Recent minimums and maximums are shown and used to generate a graph The number of crossings per second indicates the activity level of the system When the signal is active more than 2 crossings per second the percent of time in the rich zone is given Typical cross count readings for warm engines running at a steady fast idle are in the 1 to 3 range Low rates may indicate a damaged O2 sensor Multiports usually cross count fastest and carbureted engines the slowest 17 Auxiliary Meter HUMAILIHRY METER This general purpose meter is useful for measurement Walt Di Walt P of a variety of voltages and sensor signals MWe Connect the Auxiliary Meter Lead to a voltage or sensor RFT bal Let output
31. p screen automatically appears after power is applied to the unit You must program the EngineLink with the proper information about the vehicle to be tested Use the up and down arrows to move the cursor to your selection Pressing NEXT will enter the selection and move to the next menu Select the number of cylinders and press NEXT A new screen will appear offering a choice of ignition type Distributor ignitions will have a Separate Coil or an Integral Coil where the coil is inside the distributor housing like GM HEI In some cases as with many Nippondenso ignitions the Coil wire is not accessible In that case SELECT No Coil Wire Non Distributor ignitions include Diesel engines DIS Coil Plug and DIS Dbl End double end or output where each coil fires two plugs at the same time Select the ignition type and press NEXT Select 4 or 2 strokes and select the firing order Choosing a firing order causes test data to be displayed in cylinder block number sequence If the default is accepted e g 12 3 4 the results will be displayed in firing order sequence 7 Ignition Primary DIS This test measures the input power and response of the coil If there are no readings or they are obviously wrong check your connections Me 715 RPN Jatte COMPOSITE SCREEN RPM is read by the black Primary Amps probe from the current pulses drawn by the ignition coils Battery voltage comes from the red
32. pring back On double end DIS ignitions it is likely that the message Results Not in Sync will appear The tests results will be accurate but may not start with Cylinder 1 If readings are uniform sync will not matter If one or more cylinders are low a gauge test will be recommended to verify the actual compression in each cylinder Redo the test when in doubt about the test results 13 Power Contribution This test measures each cylinder s contribution to the power output of the engine without using spark suppression Power Contribution is not available when Engine Setup Ignition is set to Diesel To run this test on distributor engines the black Primary Amps probe must be placed around the wire supplying 12 volt power to the ignition coil s with the label facing toward the battery feed There are two screens available Press SELECT to change between screens The bar graph shows relative power contribution per cylinder The other screen shows the variations numerically This test relies upon steady timing fixed air fuel feed and a constant amount of engine drag to make cylinder comparisons To put a steady drag on the engine turn the heater fan on high and the headlights on bright Keep the engine at idle RPM However if idle is surging use a throttle holder to bring it up to 1200 Low RPM gives better readings provided that RPM is stable Putting an engine in open loop mode may also help The graph suggests
33. puter engines variation meant looseness in the mechanical drive from the crankshaft to the points cam Sometimes timing is intentionally varied by engine computers Irregular idle RPM from O2 feedback fuel metering can cause timing variation also Operating the engine at higher RPM should reduce the variation to under 3 degrees Read variation from 1000 to 3000 RPM with the RPM held steady During acceleration or deceleration the Timing Variation is not a valid measurement PRIMARY AMPS PRIMARY _________ IGNITION TIMING CrebE gt f 1 1 f 1 SPARK e i lt DWELL SECTIGN if 1 BUILD ic AMPS 1 i I lt gt i DWELL 1 HOLD i 1 1 er eee BATTERY PPP 5 es VOLTAGE Ov y Ignition Coil Primary Current and Voltage Ignition Secondary DIS The EngineLink will analyze the ignition and determine 799 PP the polarity of each of the KV clips When complete Se a ae E a screen will advise that the throttle should be opened Cut mA HW t hM CAM AH abruptly This sets the minimum and maximum readings Wwe Hugi TIK Max AVI di The composite screen will appear showing the average readings for all coils SPARK BURN DURATION The spark burn duration on a DIS is usually between 0 5 and 1 5 mSec Long burn duration comes from narrow or fouled plug gaps insulation shorts low cylinder compression and rich fuel mixtures Short burn duration arn Wd is caused by br
34. r transitions to appear otherwise a straight line trace will show Solenoid Duty Cycle Test Use Solenoid Duty Cycle to measure mixture controlled carburetors or frequency output sensors such as some POE Hz pressure and air flow sensors Also use this test to check Hall effect switches RP SULEMUTD DUTYCYCLE k The term Duty Cycle means the portion of time that the signal is switched to ground which is when power is applied to solenoids etc Duty cycle should be constant within a few and is usually about 50 Hz for some sensors will vary directly with RPM MC solenoid frequency should be constant around 8 10 Hz The up and down arrow keys will change the scaling of the DUTY reading to either milliSeconds Percent or degrees 60 The upper right reading shows the longest and shortest duty If the numbers match the duty is steady If there is a difference the signal pulse width is varying which may mean that there is active control closed loop or if it should not vary it could be a defective signal source or connection 18 Fuel Injector Drive Test No readings will be displayed if there are no amps pulses g or if the pickup is reversed or around both wires ofan FUEL MJECTUR HIPS injector RFT Mir Peak Amps PkAmp shows the peak current driving the injector It is regulated by the driver Typical peak readings for one injector are 4 amps for current regulated drivers a
35. re more than electronic ignitions that do 1 to 4 Some Chrysler ignition modules begin dwell immediately after the spark burn so they normally do not show any oscillations DRIVER MODULE POINTS VOLTAGE Driver is the voltage during the dwell time For mechanical points it should be less than 0 3 volts Electronic modules typically have 0 5 to 1 5 volts Ignitions made alike should compare within 0 2 volts In this test a higher voltage indicates a failing high resistance coil driver output transistor bad points or a high resistance connection to ground DWELL Press SELECT to display dwell in degrees percent or milliSeconds MilliSeconds are useful for checking the charging time for current limited electronic ignitions which take a fixed time to build up the coil amps A typical HEI coil charges in 3 5 mS at idle RPM and 4 5 mS while cranking DWELL VARIATION This is the difference in degrees between the longest and shortest dwell period On electronic ignitions it could be from an unstable coil drive module On points ignitions mechanical sloppiness in the distributor shaft bearings and cam shaft drive is the prime cause At higher speeds on points ignitions the problem can be floating contacts due to weak springs and poor lubrication Readings should be less than 3 degrees TIMING VARIATION Variations in timing is the difference in engine shaft degrees of the longest and the shortest times between ignition firings On pre com
36. represents the minimum kilovolts and the top is the maximum The top of the middle bar shows the live reading for firing KV The KV numerical screen shows live maximum and exhaust KV per cylinder in numerical format 11 Hard Start Distributor Use this test to find the problem area on a no start engine If a Distributor ignition was selected during Engine Setup this screen will appear The ignition signal for this test comes from the Coil Primary Clip connected to the Coil TACH terminal of the coil The Amps reading shows starter draw measured by the Inductive Amp Probe The probe should be zeroed before testing To zero press NEXT and follow the on screen instructions Ignition Energy shows the coil s charge level Dwell shows coil charging time Auxiliary Volts can be measured using the Auxiliary Meter Lead to confirm that voltage is present at the ignition or to detect voltage drops in cables and connections Voltage at the lead referenced to both the positive and negative battery power clips is shown Volts AC P P peak to peak can be used to check the output of pulsing type sensors RPM and Battery Voltage are used to measure the performance of the cranking system Special diagnostics pick out problems with the spark plugs wires cap and rotor Hard Start DIS amp No Coil Minus This screen is similar to the one for Distributor ignitions but Peak Amps and Build Time are measured instead of Ignition Energy
37. rest should be within a few points of 100 The Low row shows how much below 100 each cylinder was If all readings from this test are within a 5 range compression is probably within the typical gauge specification of 75 of the highest pressure reading If at least one reading is more than 7 lower than the highest Low is greater than 7 itis likely that there is a problem In that case a message may suggest a gauge pressure test Four cylinder engines have good correspondence between display readings and cylinder performance while six cylinder engines may have overlapping readings The readings on eight cylinder engines overlap enough that the lowest peak reading may actually correspond to the preceding cylinder Compare the results with those obtained in the Power Contribution Power Balance and Ignition Secondary tests Those results along with other symptoms may suggest a gauge compression test to determine the actual pressures cylinder before extensive work is prescribed Note that temperature and friction of the engine affect the electrical draw A very hot or cold engine or one that has new piston rings and bearings may draw higher than normal thus tending to cover up compression variations Cranking Draw readings give an indication of engine cylinder compression uniformity This is possible because starter battery draw is related to the cranking torque and the cranking torque varies as cylinders go into compression and then s
38. roken spark plug wire a wide plug gap or a fouled plug on the opposite side INDIVIDUAL CYLINDER READINGS Use the up and down arrows to see four additional screens that show data for the individual cylinders The burn time bar graph screen shows live spark burn time for each cylinder The number in the upper left corner shows the average for all cylinders Press HELP to see an explanation of the screen The burn time numerical screen shows min max and live spark burn time for each cylinder in numerical format The KV bar graph screen shows live KiloVolt readings for each cylinder The bottom of the left bar represents the minimum kilovolts and the top is the maximum The top of the middle bar shows the live reading for firing KV and the right bar shows exhaust KV 10 Ignition Secondary Distributor The EngineLink will advise that the throttle should be TOMI TION SECOMDARY opened abruptly This sets the minimum and maximum fa RPH E readings The composite screen will appear showing Er jy iuas 1d py the average readings for all coils lan Energy 42 SPARK BURN DURATION The spark burn duration on a DIS is usually between 0 5 and 1 5 mSec Long burn duration comes from narrow or fouled plug gaps insulation shorts low cylinder compression and rich fuel mixtures Short burn duration is caused by breaks in ignition secondary wires wide spark plug gaps worn plugs high circuit resistance and are Ou very lean fuel mixture
39. s gt 4 ma Ma fe A reduction in burn durations with snap acceleration is an ideal check for spark plug gaps that have the sharp edges worn off and to see that insulation does not arc through Problems like wire breaks and high secondary resistance are most easily detected at a moderate and steady RPM between 1000 and 2000 FIRING KV Live and Maximum Live Aug Firing KV is the voltage that is required to start ionizing Kl the air fuel mix in the spark plug gap For the ignition to always work the KV available from the coil must be Cy more than the highest KV requirement Causes of high _ KV can be a wide or worn plug gap a broken sparkwire conductor or a lean fuel mixture Unusually low KV can be from a fouled plug gap secondary insulation failure or low compression Typical live KV is 5 to 10 ata steady RPM with not more than a 5 KV difference between the highest and lowest INDIVIDUAL CYLINDER READINGS Use the up and down arrows to see four additional screens that show data for the individual cylinders The burn time bar graph screen shows live spark burn time for each cylinder The number in the upper left corner shows the average for all cylinders Press HELP to see this and explanation of the screen The burn time numerical screen shows min max and live spark burn time for each cylinder in numerical format The KV bar graph screen shows live KiloVolt readings for each cylinder The bottom of the left bar
40. s set to regulate The following relationships exist if other factors are constant Long build time may be caused by high resistance in the primary circuit Remember that the coil primary circuit includes the power feed the coil primary the drive module and its connection to ground Increased resistance from loose or corroded connections limits the primary current This may cause lower peak amps or longer build time readings Short build time may be caused by shorted coil windings Build time will be slightly longer while cranking because of reduced battery voltage If the ignition module is not regulating at all then Peak Amps can be High and Build can be Long Both will be limited only by the primary circuit resistance and battery voltage Ignition Primary Distributor IGNITION ENERGY Ignition energy is the quality of the ignition coil inductance This indicates the coil kick in milliVoltSeconds mVSec The engine must be cranking or running to produce a readable signal Typical standard ignition coils produce 25 to 40 mVSec High energy ignitions have 40 to 60 mVSec Readings below 20 mVS suggest that inadequate ignition energy is being delivered by the coil COIL OSCILLATIONS This is an indicator of liveliness in the ignition coil Shorts in coil insulation or in connected components usually dampen the oscillations so they are reduced or eliminated Points driven ignition coils usually show 4 to 8 oscillations which a
41. st screens You do not actually run a test in demo mode you only see the results of the test To enter Demo Mode hold the Up Arrow button down as you apply power If the analyzer says it remembers a previous setup press NEXT then continue holding down the Up Arrow button The screen will be blank for a few seconds then the screen will fill with information Let go of the UP Arrow button When you get the screen saying there is an error printing to the printer press the NEXT button once then hold it down After a few seconds the analyzer will beep rapidly 6 times This is your indication that the demo has loaded successfully Press the MENU button and view any test you like 23 Typical Readings Distributor The readings listed here are typical for many common engines but should be compared to the manufacturer s specifications before extensive repair work is undertaken 24 HARD START CHARGING IGNITION IGNITION SECONDARY PRIMARY STARTING CHARGING HISTORY POWER BAL amp CONT Measurement Typical Readings Battery Volts 12 4 to 12 8 Volts Engine Off Ignition Energy More than 20 mVSec Cranking Battery Volts 13 2 to 15 2 Volts Engine Running Amps Ripple Engine Running Ignition Energy 35 55 mVSec Engine Running 60 w Ballast Dwell Engine Running 3 to 4 mSec current limited Dwell Variation 3 0 or less Engine Running Timing Variation 3 0 or less Engine R
42. unning less than 1 5V less than 0 3V Electronic Points Driver Voltage Engine Running Electronic 1 to 4 Osc Points 4 to 8 Osc Coil Oscillations Engine Running Firing KV Burn Time Live ignition 8 to 15 KV 0 8 to 2 3 mSec Engine at Idle Burn Time Minimum More than 0 8 mSec Accelerate Engine Burn Time Maximu Accelerate Engine Uniform among cylinders Cranking Volts Not less than 9 6 volts Cranking Amps 100 to 300 Amps Cranking RPM Over 150 RPM Alternator Amps 50 to 100 Amps Battery CCA est 500 to 1000 CCA Compare to Battery Specs Amps Peak Less than 5 percent Power Difference All cylinders should be per Cylinder less than 5 5 to 15 uniform RPM drop when each cylinder is shut off Interpretation Checks battery state of charge Below 12 3V charge is low or load may be on Shows that there is coil energy available to start the engine Shows the voltage regulator setting and if the alternator functions If alternator has a bad diode or stator a message will appear Checks for faulty coils and driver modules Adjust as necessary Checks ignition modules Checks primary ignition system performance Test from Idle to Cruise RPM Shows ignition timing irregularity if too high Shows coil driver module and module ground resistance if too high Checks for shorts in coil insulation or connected components Checks plug gaps and wire conditio
43. ve to the second screen tor all l Pa Llera Histor Use the Arrow buttons to move the selection arrow to lan PrinarySec Elec the test you want to be part of the Autotest Press NEXT to make the selection A check mark will appear next to the tests what will be included in the Autotest Once you are done press the MENU key to save the changes Print Saved Data tury Gite est Whenever a test is run individually or as part of an Print Sau A hai AutoTest the results are saved for review and printout T ny das 3 The resulting printed report will include the most recent legal rise LLON test readings along with any generated diagnostic Auto Test Configuration messages If no tests have been done a message will advise that no data is available for printing Disconnecting power will erase all saved data 20 Visual Inspection To help inform the car s owner of additional service items yp Oute Test Print Saved Data that deserve attention the condition of many items from tires and fan belts to wiper blades and lamps can be rT rial indicated on the Visual Inspection Report This report sual Inspection is also available as part of the AutoTest Use SELECT to move the cursor between categories Press NEXT to see list of items in a category Then use SELECT to choose one of three line endings OK LOW or BAD Press NEXT to accept and move to the next item A check mark will appear to the left of each category that has sele
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