TECHTALK

CAN YOU RELY ON TROUBLE CODES?

Eurotech, the Sun Diagnostic vehicle fault help-line, often gets calls from customers who have read fault codes on a vehicle. Quite often they have changed a component in the system or circuit indicated in the fault code such as P0175 O2 sensor or P0335 crank sensor. The vehicle has been road tested since the new component was fitted but the same code has been reposted. How reliable are fault codes? Well the truth is they are reliable but they are only an indication or a guide to the problem. How and why does the ecu set a code? The engine management monitors the input circuits such as O2, crk, cam, mass, tps, and ECT. When a change in input data is received by the ecu it results in an adjustment of an operating parameter such as increasing or decreasing the injector on period to compensate for a lean or rich mixture. If the resulting change does not bring the parameter back into the desired window and is present for more than a preset time then a code will be set and the sensor input ignored. The last good input will often be set until the ignition is turned off. In some cases the ecu adapts a limp home strategy. There will be operating circumstances where the fault occurs when the parameters are out of the desired window for long enough for the ecu to change its output signal but not long enough for a code to be logged. Under these circumstances we need a live data movie to see a domino effect.

Logic level 1

Upper threshold voltage

the rpm, possibly gone into open loop ignoring the O2 readings. You can see that if the customer was waiting at the junction the vehicle would try to drive off. If on the other hand the vehicle was being driven at part throttle the transmission may see the cold conditions and change down momentarily and change up just as quickly. The ECU is unlikely to see the problem for long enough to post a code. We now know that the engine cooling sensor circuit is where the fault lies. We still are not sure where exactly the fault is so we need to test the circuit. The battery voltage has to be checked first. The ecu cannot operate correctly unless the battery can supply 12volts.The ecu supplies the ECT with a 5volt reference and a ground return. What did the ecu see when the fault occurred? Look at the circuit and imagine the ecu has a voltmeter at point (A).

Lower threshold voltage

Logic level 0

31 15

ECT

This scenario was logged by one of the Eurotech operators: A customer has an automatic vehicle that has an intermittent fault. The symptom is that the vehicle will hesitate and run very rough and then the gearbox sometimes changes down while driving. If it happens while waiting at a junction or in a queue the engine speed increases, almost driving the vehicle into the vehicle in front. There were no codes stored in the ecu memory. In the next column is a movie graph taken off the vehicle. You can see clearly the domino effect of a problem caused by an intermittent ECT fault. The engine-cooling sensor has indicated to the ecu that the coolant is extremely cold; the ecu has reacted and has increased

In

ECU

When the engine-cooling sensor is cold the resister value is high and the ecu will see a high voltage at point (A). As the coolant

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temperature increases the resistance of the sensor begins to fall and the voltage at point (A) will also fall due to the potential at point (A) becoming closer to that of the ground connection. Lets look at the graphics again. Is the voltage that the ecu is seeing higher or lower? The voltage is almost reference at 4.1, which is indicating a high resistance. From this we can presume that the circuit is complete otherwise we would expect to see the 5-volt reference. Up to now we have been relying on ecu data, in this case voltage. We need to check the actual voltage at the component. To confirm this we can check the reference voltage at the ECT connector, with the ignition on and the sensor disconnected. There should be a 5-volt supply on one of the wires and a good earth on the other. If the reading on the

voltmeter differs from 5volt there is a problem in either the circuit from the ecu or the circuit in the ecu. This sort of fault could result in a code being set. If the engine-cooling sensor was only dropping to 20c for instance, the ecu would not see a fault but would register that the O2 was inactive because of an excessively rich mixture. The important thing to remember is that the ecu works within tolerances for the input devices. Well can we rely on trouble codes? The answer is yes to a point. The truth is we have to test and confirm. The code is an indication but it is no way proof of a faulty component. This feature was contributed by Sun Diagnostics.

BACK TO BASICS WITH AUTO-SOLVE

TRIGGER SIGNALS (PART 3) In this months topic we will conclude trigger signals, taking a final look at the BMW coil per cylinder multi-pulsed primarys and begin to look at the relationship between the crank angle sensor and the camshaft sensor. BMW COIL PER CYLINDER In Fig 1.0 it can clearly be seen that the primary circuit is subjected to multiple triggering. This function only occurs at idle and is present to stop any fouling of the spark plugs and provides a cleaner burn, thus reducing hydrocarbon emissions. The primary reverts to conventional switching when the accelerator pedal is touched and the Electronic Control Module (ECM) sees an increase in voltage from the throttles potentiometer, as shown in Fig 1.1. This is a real testament to the electronics fitted within the system. The multi-pulsing is a unique way of burning the excess of hydrocarbons still within the combustion chamber when the engine has a large amount of 'valve overlap', common with a high performance engines.

Fig 1.1 CAMSHAFT SENSORS This sensor can also be referred to as the Cylinder Identification sensor. As the engine rotates the sensor will signal to the Electronic Control Module (ECM) that the engine is approaching number 1 and the timing of the injection pulse can be determined. On an inductive sensor, a resistance value should be seen between its terminals with these terminating back at ECM. The output signal from these units can be in either analogue or digital format (sine wave or square wave) and will depend on the manufacturer concerned. Vauxhall have also used an Alternating Current (AC) excited sensor on their Simtec engine management system, which is described later in this section. It is unlikely that a failed camshaft position sensor will cause the engine not to start, as this particular sensor only times the injector

Fig 1 The extended spark duration time (in this case 6.7 milliseconds) can be monitored by probing the switched earth return on the individual coils using a voltage probe. When the coil saturation time between each pulse is monitored, it can be seen that there is only approximately 0.75 of a millisecond to produce the required voltage.

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TECHTALK

pulses. When this sensor is disconnected the point at which the injector fires can be seen to 'shift' giving an incorrect point at which the fuel is delivered behind the inlet valve. CAMSHAFT SENSORS: INDUCTIVE This particular type of sensor generates its own signal and therefore does not require a voltage supply to power it. This particular style of sensor is recognisable by its two electrical connections, with the occasional addition of a coaxial shielding wire to reflect any HT signals that may corrupt the signal. The voltage produced by the camshaft sensor will be determined by several factors, these being the engine's speed, the proximity of the metal rotor to the pick-up and the strength of the magnetic field offered by the sensor. The ECM needs to see the signal when the engine is started for its reference; if absent it can alter the point at which the fuel is injected. The driver of the vehicle may not be aware that the vehicle has a problem if the CID sensor fails, as the drivability may not be affected. The characteristics of a good inductive camshaft sensor waveform is a sinewave that increases in magnitude as the engine speed is increased and usually provides one signal per 720 of crankshaft rotation (360 of camshaft Fig 1.2 rotation). The voltage will be approx 0.5 volts peak to peak while the engine is cranking, rising to around 2.5 volts peak to peak at idle as seen in the example show in Fig 1.3. This voltage may differ between different manufacturers, requiring the appropriate data to be sourced. An example of an inductive camshaft sensor is shown in Fig 1.2. This voltage may differ between different manufacturers, requiring the appropriate data to be sourced.

switching and as with all other Hall units has 3 electrical connections. Unlike the output picture from a Hall Effect distributor output, the spacing of the squarewaves will be unequal; this enables the vehicles ECM to determine the camshafts position. In Fig 1.3 we can see the location of the camshaft sensor and the targets that provide the squarewave output. This particular example is taken from a Vauxhall Vectra fitted with the Ecotec engine.

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Fig 1.4

In Fig 1.5 we can see the relationship between the targets and the generated output signal.

Fig 1.5

Fig 1.3 CAMSHAFT SENSORS: HALL EFFECT The characteristics of a good Hall Effect waveform are clean, sharp

VAUXHALL ECOTEC AC EXCITED This camshaft sensor differs in operation from the other sensors by having an Alternating Current (AC) voltage supply to the CID sensor. The ECM supplies a very high frequency at around 150 KHz (2500 cycles per second) to an exciter coil that is located in close proximity to a rotating disc. The disc is located at the end of the camshaft and has a section removed that when 'open' allows the frequency to excite the receptor (through mutual inductance) and returns the signal to the

Fig 1.6

ECM, indicating the position of number 1 cylinder. Fig 1.6 shows typical outputs. All the example waveforms used were recorded using a PC based oscilloscope loaned by www.picotech.com. Other manufacturers equipment will have different voltage ranges but the resultant picture should be very similar. Next month we will be looking at the relationship between the primary picture and the secondary HT output, monitoring spark burn times and HT voltages. Further information on Auto-Solve and the products it offers can be found at www.auto-solve.com. This also features a discussion board with free registration. The Auto-Solve Diagnostic Assistance CD Ebook is distributed exclusively through the IMI and can be ordered on-line or by completing the form on page 44.

DEAR DAVE
Re a Vauxhall Astra that has been hesitating for some time. I have checked all the obvious things like HT leads, plugs and coils etc. There are no fault codes stored in the ECU memory and no faults are showing up on any of the readings from our scanner when plugged in to the diagnostic socket. The car is fine under acceleration and at idle but hesitates if the engine is kept at a steady speed. This sounds like a common fault with the Ecotec engine and can be difficult to trace because it doesnt affect the exhaust emissions or bring up any fault codes. Most common cause seems to be the EGR valve sticking open and choking up the combustion. The easiest solution is to remove the EGR located at the rear of the inlet manifold where it is bolted to the head, clean it out with suitable carburettor cleaner and replace the metal gasket. A Fiat Punto 75 1.2 litre is constantly stalling despite replacement of the idle stepper motor, temperature sensor, engine control module and fuel pump.

The system used to run this engine is the Marelli-Webber 8F Multi Point, and the problem lies with the location of the control unit. Because its bolted to the wing on the drivers side of the engine compartment, it is susceptible to nearby electromagnetic radiation. Make sure that the right make and type of spark plugs are fitted. I own a 1996 Ford Escort 1.6i 16v that has a problem with hills. Whenever I try to coax it up a steep incline, it just gives up completely. And its not just hills motorways also cause difficulties. The problem started a few weeks ago and has got progressively worse. Its particularly bad first thing in the morning; when I try to accelerate hard the car has none of it and makes a noise from under the bonnet like a dull roar. Top speed has been restricted to about 50 mph and the engine will not exceed 4000 rpm. It seems as though your engine is having breathing difficulties. This may be caused by incorrect cam timing, or a restriction in the flow of gases being expelled by the engine i.e. a blocked exhaust system. Its more likely to be the exhaust, bearing in mind such a severe loss of speed and acceleration. Dave Peacock

SEALEY PROMOTION
Hella has added an engine management module to its annual programme of air conditioning training courses for the independent and franchised trade. Its a logical move as many of the businesses which are involved in air conditioning also provide engine management and diagnostics services, explained John Guppy, operations manager for Hellas climate control division. The two-day engine management course will run alongside the companys two RAC accredited and assessed air conditioning courses at Hella's workshop in Banbury.

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