Actron Automobile KAL 3840 User Manual
KAL 3840  
Automotive Scope / GMM  
User’s Manual  
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Contents  
1. INTRODUCTION  
Menu Overview  
Vehicle manufacturers have helped you locate a driveability problem by designing Electronic Control Units with  
trouble-code generating capabilities. But, the ECUs aren’t perfect because they don’t cover everything (most glitches  
1. Introduction  
1.1 Comparing Scan Tools, DSOs and DMMs  
1.2 Vehicle Service Manuals  
1- 1  
1- 2  
and intermittents)  
.
On-board diagnostic systems are engineered with  
fairly wide set limits for sensors, actuators,  
connectors and terminals. When a component exceeds its limit consistently, a trouble code is generated. But to keep  
warranty costs in line, tolerances aren’t set to catch all transients, even though they can cause some of your worst  
driveability problems.  
2. Safety Information  
3. Automotive Electronic Signals  
3.1 Primary Signal Types Found in Modern Vehicles  
3.2 Critical Characteristics of Automotive Electronic Signals  
3.3 The Golden Rule of Electronic System Diagnosis  
3.4 Signal Probing with an Oscilloscope  
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3- 2  
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Therefore, repair technicians are finding more and more uses for a Digital Storage Oscilloscope (DSO) and a Digital  
Multimeter (DMM) thesedays. A DSO can capture a live “signature” of a circuit and store it for later analysis or  
comparison against Known-good waveforms - an invaluable resource for detecting marginal components. A GMM  
(Graphing Multimeter) gives you advanced multimeter capabilities coupled with the visual power of trend graphing  
and waveform display.  
4. Getting Started  
This Meter a combination DSO and GMM  
represents the most powerful and versatile tool available for  
4.1 Product Description  
4.2 Quick Tour  
4.3 Front Panel Controls  
4.4 Measurement Connections  
4.5 Grounding Guidelines  
4.6 Display  
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4- 2  
4- 6  
4- 7  
4- 8  
4- 9  
4-15  
4-16  
troubleshooting automotive electronics since we can track down elusive no-code driveability problems.  
1.1 COMPARING SCAN TOOLS, DSOs AND DMMs  
All of these tools have unique capabilities, and today’s vehicles demand that automotive technicians are able to use  
all three tools to correctly diagnose various driveability problems. DSOs alone cannot replace DMMs or scan tools.  
By the same token, DMMs or scan tools cannot replace DSOs.  
4.7 SCOPE Mode  
4.8 GMM (GRAPHING MULTIMETER) Mode  
5. Instrument Operation  
For example, when anti-lock brakes on your car are sometimes erratic, you might firstly try a road test to notice that  
the ABS light does not come on. When you get back to the shop, you plug in your scan tool and find no trouble  
codes.  
Because you still have your DMM, you follow the manufacturer’s instructions and you look at the output voltage from  
each of the wheel speed sensors. They all appear to be in tolerance, and the manufacturer’s fault tree recommends  
5.1 Instrument Test Modes  
5.2 SCOPE Displays  
5.3 GMM Displays  
5.4 Dual Input Scope Operation  
5.5 Changing the Vehicle Data and Instrument Setup  
5.6 Freezing, Saving, and Recalling Screens  
5.7 Glitch Snare Operation  
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you to replace the ABS computer  
.
Un  
f
or  
t
unately,  
t
he AB  
S
computer on  
this vehicle is embedded in the master  
cylinder, so you must replace everything. The worst thing is the problem still exists even after you complete all of the  
work.  
5.8 Tips for Noise Management  
6. Automotive Diagnostics & Applications  
6.1 Component Tests  
6.2 Sensor Tests  
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6.3 Actuator Tests  
6.4 Electrical Tests  
6.5 Ignition Tests  
6.6 Diesel Tests  
Normal ABS Signal  
Most of the signal shown above is visible to scan tools, DSOs and DMMs.  
7. Maintenance  
8. Specifications  
Glossary  
Faulty ABS Signal  
Menu Overview  
However, the faults shown above are not visible to scan tools and DMMs. They are only visible to DSOs.  
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If you had a DSO, you could look at the output signal from each of the wheel speed sensors. From this you would  
have discovered that the left rear wheel speed sensor had some very fast aberrations that caused the ABS computer  
to act strange. You replace the left rear wheel speed sensor to cure the problem. The scan tools missed this problem  
because no trouble codes were set and the computer communication bus was too slow to pick up the spikes. The  
DMMs missed this problem because it averaged the sensor signals and could not see the fast abberations.  
2. SAFETY INFORMATION  
WARNING  
READ “SAFETY INFORMATION” BEFORE USING THIS MANUAL.  
Scan tools and DMMs sample very slow when compared to DSOs. DSOs are typically more than a few hundred  
thousand times faster than scan tools and more than 1,000 times faster than DMMs.  
There are many examples of vehicle signals that DMMs and scan tools are unable to see. There are many vehicle  
problems that can occur that really require a DSO or combination DSO and DMM to diagnose accurately.  
This instrument is designed to be used only quali  
automotive technicians.  
fied personnel who are (properly trained) skilled professional  
It is assumed that the user has a thorough understanding of vehicle systems before using this instrument.  
1.2 VEHICLE SERVICE MANUALS  
To use this instrument safely, it is essential that operating and servicing personnel follow both generally accepted  
safety procedures and the safety precautions specified in this manual.  
This instrument tells how to hook up it to  
recommended that you consul the manufacturer’s service manual for your vehicle before any test or repair  
procedures are performed in order to get the color of the wire or the PCM’s pin number from a wiring diagram.  
the selected vehicle components to be tested. However, it is strongly  
t
A DANGER identifies an imminently hazardous situation which, if not avoided, will result in death or serious injury to  
the user or the bystanders.  
For availability of these service manuals, contact your local car dealership auto parts store, or books ore, The  
following companies publish valuable repair manuals:  
,
t
A WARNING identifies conditions and actions that pose hazard(s) to the user or the bystanders.  
A CAUTION identifies conditions and actions that may damage the instrument or the vehicle.  
• Mitchell International  
14145 Danielson Street  
Poway, CA 92064  
Tel : 888-724-6742  
The  
t
erm “  
I
solated (or Electrically floating)” is used in this manual to indicate a measurement in which the COM  
terminal of this instrument is connected to a voltage different from earth ground. The term “Grounded” is used when  
the COM terminal is connected to an earth ground potential. The COM terminal of this instrument is rated up to 300  
V rms above earth ground for the safety of isolated measurements.  
• Haynes Publications  
861 Lawrence Drive  
Using Your Instrument Safely  
Newbury Park, CA 91320  
Tel : 1-800-442-9637  
Follow safe servicing practices as described in your vehicle service manual. To use this instrument safely, follow the  
safety guidelines below :  
• Motor Publications  
5600 Crooks Road, Suite 200  
Troy, MI 48098  
DANGER  
Use the instrument in service area WELL VENTILATED providing at least four change of air per hour. Engines  
produce carbon monoxide, an odorless, colorless, and poisonous gas that causes slower action time and can  
Tel : 1-800-426-6867  
result in death or serious injury. Route exhaust outside while testing with engine running.  
• Helm Inc.  
Set the parking brake and block the wheels, especially the wheels on front-wheel drive vehicles, before testing or  
repairing the vehicle because the parking brake does not hold the drive wheels.  
14310 Hamilton Avenue  
Highland Park, MI 48203  
Tel : 1-800-782-4356  
Be sure there is adequate clearance between any moving components when testing. Moving components and  
belts can CATCH loose clothing, parts of your body or the instrument and cause serious damage or personal  
injury.  
Always wear approved safety eye protection when testing or repairing vehicles. Objects can be propelled by  
whirling engine components can cause serious injury.  
When handling any signals higher than 150 V peak, don t electrically activate BOTH CH A and/or CH B  
terminal(s) AND USB terminal together at a time. If they are electrically activated simultaneously, a death or a  
serious personal injury could be resulted in.  
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Avoid Fires:  
• Disconnect the live test lead before disconnecting the common test lead.  
• Do not perform internal service or adjustment of this instrument unless you are qualified to do so.  
• Do not position head directly over carburetor or throttle body. Do not pour gasoline down carburetor or throttle  
body when cranking or running engine. Engine backfire can occur when air cleaner is out of normal position.  
Avoid Burns:  
• Do not use fuel injector cleaning solvents or carburetor sprays when performing diagnostic testing.  
• The instrument has internal arcing or sparking parts. Do not expose the instrument to flammable vapors.  
• Do not touch hot exhaust systems, manifolds, engines, radiators, sample probe, etc.  
• Do not remove radiator cap unless engine is cold. Pressurized engine coolant may be hot.  
• Wear gloves when handling hot engine components.  
• Do not smoke, strike a match, place metal tools on battery, or cause a spark in the vicinity of the battery. Battery  
gases can ignite.  
• Keep a fire extinguisher rated for gasoline, chemical, and electrical fires in work area. Fires can lead to serious  
injury or death.  
• Use a suitable battery carrier when transporting batteries.  
CAUTION  
WARNING  
• Disconnect circuit power and discharge all high voltage capacitors before connecting the instrument to make  
resistance, continuity, or diodes measurements.  
Avoid Electrical Shock:  
• Make sure that the vehicle to be tested is at a safe potential before making any measurement connections.  
• Do not rely on questionable, erratic, or obviously erroneous test informations or results. Make sure that all  
connections and data entry information are correct and that the test procedure was taken correctly. Do not use  
suspicious test information or results for diagnostics.  
• Connect the COM input of the instrument to vehicle ground before clamping the standard SECONDARY PICKUP  
(supplied) on the ignition wires. This ground connection is required IN ADDITION TO the normal measurement  
ground connections.  
• Do not touch ignition coils, coil terminals, and spark plugs while operating. They emit high voltages.  
• Do not puncture an ignition wire to connect the instrument, unless specifically instructed by vehicle manufacturer.  
• Be sure the ignition is in the OFF position, headlights and other accessories are off, and doors are closed before  
disconnecting the battery cables. This also prevents damage to on-board computer systems.  
IF the ground of the instrument is connected to a voltage higher than 42 V peak (30 V rms);  
• Use only the standard test leads set supplied with the instrument.  
• Do not use conventional exposed metal BNC or BANANA PLUG connectors.  
• Use only one ground connection to the instrument (GROUND LEAD of the CH A’s shielded test lead).  
• Remove all probes and test leads that are not in use.  
• Connect the power adapter to the AC outlet before connecting it to the instrument.  
Follow the general safety guidelines below;  
• Avoid working alone.  
• Inspect the test leads for damaged insulation or exposed metal. Check test lead continuity. Replace damaged  
leads before use.  
• Do not use the instrument if it looks damaged.  
• Select the proper function and range for your measurement.  
• When using the probes, keep your fingers away from probe contacts.  
Keep your fingers behind the finger guards on the probes.  
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3. AUTOMOTIVE ELECTRONIC SIGNALS  
3.1 PRIMARY SIGNAL TYPES FOUND IN MODERN VEHICLES  
Once you become familiar with basic vehicle waveforms it will not matter how new or old the vehicle is, or even who  
manufactured the vehicle. You will be able to recognize signals that do not look right.  
Direct Current (DC) Signals  
The types of sensors or devices in a vehicle that produce DC signals are:  
• Power Supplies - Battery voltage or sensor reference voltages created by the PCM.  
• Analog sensor signals - engine coolant temperature, fuel temperature, intake air temperature, throttle position,  
EGR pressure and valve position, oxygen, vane and hot wire mass airflow sensors, vacuum and throttle switches  
and GM, Chrysler and Asian manifold absolute pressure (MAP) sensors.  
Alternating Current (AC) Signals  
The types of sensors or devices in a vehicle that produce AC signals are:  
• Vehicle speed sensors (VSS)  
• Antilock brake system wheel speed sensors (ABS wheel speed sensors)  
• Magnetic camshaft (CMP) and crankshaft (CKP) position sensors  
• Engine vacuum balance viewed from an analog MAP sensor signal  
• Knock sensors (KS)  
Frequency Modulated Signals  
The types of sensors or devices in a vehicle that produce Frequency Modulated signals are:  
• Digital mass airflow (MAF) sensors  
• Ford’s digital MAP sensors  
• Optical vehicle speed sensors (VSS)  
• Hall Effect vehicle speed sensors (VSS)  
• Optical camshaft (CMP) and crankshaft (CKP) position sensors  
• Hall Effect camshaft (CMP) and crankshaft (CKP) position sensors  
Pulse Width Modulated Signals  
The types of circuits of devices in a vehicle that produce Pulse Width Modulated signals are:  
• Ignition coil primary  
• Electronic spark timing circuits  
• EGR, purge, turbo boost, and other control solenoids  
• Fuel injectors  
• Idle air control motors and solenoids  
Serial Data (Multiplexed) Signals  
The types of circuits or devices in a vehicle that produce Serial Data signals are:  
• Powertrain control modules (PCM)  
• Body control modules (BCM)  
• ABS control modules  
• Other control modules with self diagnostics or other serial data / communications capability  
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To minimize this possible interference with the oscilloscope, keep these tips and suggestions in mind:  
Most interference will be picked up by the oscilloscope test leads.  
3.2 CRITICAL CHARACTERISTICS OF AUTOMOTIVE ELECTRONIC SIGNALS  
Only 5 critical characteristics (or information ypes) given from the Automo ive elec ronic signals are important  
t
t
t
•
•
Route the test leads away from all ignition wires and components whenever possible.  
Use the shortest test leads possible, since other test leads may act as an antenna and increase the potential for  
because the vehicle’s PCM considers them important.  
• Amplitude - The voltage of the electronic signal at a certain point in time.  
• Frequency - The time between events, or cycles, of the electronic signal, usually given in cycles per second  
(Hertz).  
• Shape - The signature of the electronic signal, with its unique curves, contours, and corners.  
• Duty Cycle - The on-time, or relative pulse width of the electronic signal.  
• Pattern - The repeated patterns within the signal that make up specific messages, like synchronous pulses that  
interference, especially a  
computer.  
t
higher frequency levels that are found when probing near the vehicle s on-board  
•
•
With the potential for RF interference in the engine compartment, if possible, use the vehicle chassis as ground  
when connecting the oscilloscope test leads. In some cases the engine block can actually act as an antenna for  
the RF signals.  
The test leads are a very important part o  
f
any oscilloscope. Substituting other leads in both length and  
tell the PCM that cylinder #1 is a  
t
TDC (Top Dead Center)  
,
or a repeated pattern in the serial data  
capability may alter the signals on your display.  
stream that tells the scan tool the coolant temperature is 212 F (or 100 C), etc.  
The oscilloscope can also pick up interference like the test leads.  
•
Because the oscilloscope circuits are so sensitive, and therefore powerful, do not place the oscilloscope directly  
on ignition wires or near high energy ignition components, like coil packs.  
3.3 THE GOLDEN RULE OF ELECTRONIC SYSTEM DIAGNOSIS  
•
If you are using the AC or DC charger/adaptor to power the oscilloscope, keep the external power leads far  
away from the engine and ignition if possible.  
For the vehicle’s computer system to function properly, it must send and receive signals wi th the critical  
characteristics it was designed to communicate with.  
Each of the primary types of electronic signals use the critical characteristics to establish electronic communication.  
They each use different combinations of the critical characteristics to communicate. Here’s a list of which critical  
characteristics each of the primary signal types uses to communicate:  
• Direct Current signals use Amplitude only.  
• Alternating Current signals use Amplitude, Frequency, and Shape.  
• Frequency Modulated signals use Amplitude, Frequency, and Shape.  
•
Pulse Width Modulated signals use Amplitude, Frequency, Shape, and Duty Cycle.  
• Serial Data signals use Amplitude, Frequency, Shape, Duty Cycle, and Pattern.  
The list will help to give you a better understanding of which signal types use which critical characteristics to do their  
electronic communication. The above rules work very well and hold up in most cases, but there are exceptions to its  
rules. Not many, but a few.  
It may come no surprise to some that serial data signals are the most complex signals in the vehicle. They use all 5  
critical characteristics to communicate with. Thus, they take a special analyzer to decode them - one very familiar to  
most technicians - the scan tool.  
3.4 SIGNAL PROBING WITH AN OSCILLOSCOPE  
The engine compartment of a running vehicle is a very unfriendly environmen for automotive signals to live.  
t
Temperature extremes, dirt and corrosion, and electrical leaks, or noises from the high voltage pulses generated  
from a typical ignition system can produce interference that can contribute significantly to the cause of many  
driveability problems.  
When you are probing components, sensors and circuits, be aware that the electrical noises from today’s high output  
ignition systems can produce an RF energy that is similar to a radio station. Since oscilloscopes are so sensitive,  
this interference can ac  
display.  
tually override the signals you are trying to capture and give you a false reading on the  
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4. GETTING STARTED  
4.1 PRODUCT DESCRIPTION  
This instrument is a battery-operated 2-channel lab scope, advanced true rms graphing multimeter (GMM) designed  
expressly for use in the automotive service market. The main purpose of this instrument is to provide advanced  
troubleshooting capabilities for automotive service technicians in an easy-to-operate format.  
This instrument offers the following features:  
• A 25 Mega-sample/Second (one channel minimum) sample rate for rapid data updates.  
• Lab scope signal patterns.  
• True RMS Graphing Multimeter (GMM) measurements and graphs.  
• A unique “Glitch Snare” mode which captures, displays and optionally saves abnormal signal patterns in the  
Scope mode of the COMPONENT TESTS only when they occur.  
• Preset tests that enable the user to check the majority of automotive sensors, actuators and systems easily and  
quickly.  
• Powerful built-in reference information for each preset test which includes a test procedure showing how to  
connect to the circuit, a normal reference signal pattern, theory of operation and troubleshooting tips.  
• Menu-driven interface has automatic configurations for most of non-preset tests, so you will find that the  
instrument is easy-to-use.  
• The Secondary Ignition Single function displays the waveform along with the spark voltage, RPM, burn time and  
burn voltage.  
• The Diesel function allows you to set injection pump timing and RPM using the optional Diesel accessories.  
• USB interface supports updates for code and data.  
Even though this instrument is designed to configure itself to almost any test, it is very important that you continue  
through this manual and carefully read and understand the capabilities of this instrument before attempting actual  
measurements.  
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•
•
•
GRAPHING MULTIMETER  
VEHICLE DATA  
INSTRUMENT SETUP  
4.2 QUICK TOUR  
Powering the Instrument  
The fastest way to set up the instrument to test most automotive devices(sensors, actuators...) and circuits is  
to choose from one of the built in COMPONENT TESTS. Each test places the instrument in a configuration best  
suited to display signals for the chosen device or circuit.  
Press the POWER key to turn the instrument on. The instrument beeps once and turns on.  
At power on, the instrument displays the VEHICLE DATA menu as shown in Figure 1.  
VEHICLE DATA MENU  
In order to get the Pin # / Wire Color for the component of the vehicle to be tested by using the HELP
but on before starting tes of the selected componen , you must select the vehicle first by using the CHANGE  
VEHICLE menu choice. Then, the data (Year, Make, Line, WD, Engine capacity, etc.) for the vehicle to be tested will  
show on the “SELECTED VEHICLE” area.  
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t
t
CYLINDERS : 4  
Default settings:  
CYCLES  
BATTERY  
IGNITION  
: 4  
You can change the  
settings to match with  
the vehicle under test.  
: 12 V  
: CONV  
Press a Four Way arrow key to posi  
press to select.  
tion the HIGHLIGHT  
BAR over the COMPONENT TESTS menu choice and  
MAIN MENU  
Press the F1 key to  
accept the displayed  
settings.  
Press the F5 key to  
change the highlighted  
selection.  
OK  
SELECT  
SELECTED VEHICLE  
(Year,Make,Line,WD,Engine,etc.)  
CHANGE VEHICLE  
Figure 1. Vehicle Data Menu at Power-On  
COMPONENT TESTS  
SCOPE  
GRAPHING MULTIMETER  
VEHICLE DATA  
INSTRUMENT SETUP  
Changing the Power-On Display  
Use “Instrument Setup” menu option to change the Power-On display from VEHICLE DATA MENU(default) to the  
user’s last display.  
BACK  
SELECT  
Adjusting the Display Contrast  
Press LIGHT (  
) and Keep it depressed until you can clearly read the display.  
Figure 2. Main Menu  
Resetting the Instrument  
From the resulting COMPONENT TESTS menu, select IGNITION from the test group. Then, press  
COMPONENT TESTS MENU  
to select.  
If you want to restore the instrument settings as delivered from the factory, do the following:  
1. Turn the instrument off by pressing the POWER key.  
2. Keep  
depressed while you turn the instrument on by pressing the POWER key. Release  
. You will hear a  
double beep to indicate that the Master Reset has been executed.  
SENSORS  
ACTUATORS  
ELECTRICAL  
IGNITION  
NOTE  
The Master Reset clears all memory data.  
Performing a Navigation Exercise  
To display the MAIN MENU while a measurement display is active, press the MENU key to display the MAIN MENU  
as shown in Figure 2. This menu lists all of the tests, displays and setups available:  
BACK  
SELECT  
• CHANGE VEHICLE  
• COMPONENT TESTS  
• SCOPE  
Figure 2. Selecting IGNITION Menu  
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Next, press the Four Way arrow keys to highlight PIP/SPOUT. Press  
test the input signal(s).  
to select. Now, the instrument is ready to  
• Press the SAVE key to save the present screen in the next memory location.  
• Press the RECALL key to recall the screen last saved in memory.  
• Press the CLEAR key to clear all the memory locations.  
• Press the BACK key to resume measuring or to return to the previous display.  
Power Sources and Charging the Battery  
The instrument can be powered from any of the following sources:  
• Internal Battery Pack  
This is a rechargeable Ni-MH Battery Pack already installed.  
• Power Adapter  
The Power Adapter / Battery Charger powers the instrument from a standard AC outlet and charges the installed  
Ni-MH Battery Pack.  
The instrument can be used during battery charging. Verify that your local line voltage is appropriate before using  
the Power Adapter to power the instrument.  
Figure 3. Example of Result Display  
• Charging Adapter (Optional)  
This adapter charges the instrument’s Ni-MH Battery Pack from a standard 12 V DC cigarette lighter outlet  
Press  
Press  
to remove the Reference Waveform(s).  
to enter the scope into the test mode and continue to display the Reference Waveform(s) for comparison  
WARNING  
to a live waveform(s).  
TO AVOID ELECTRICAL SHOCK, USE A BATTERY CHARGER THAT IS  
AUTHORIZED FOR USE WITH THE AUTOMOTIVE SCOPE.  
For this demonstration, view the following reference information specific to the test selected. Reference information  
is available at any time by pressing the HELP key. Press  
menu.  
when finished viewing each area under the HELP  
USE the following procedure to charge the battery pack and to power the instrument:  
1. Connect the Power Adapter / Battery Charger to line voltage.  
Pin # / Wire Color - Tells pin numbers and wire colors for both PCM and the other component connector for certain  
COMPONENTS.  
Test Procedure - Tells how to hook up the scope, and what accessories to use. Describes how to stimulate the  
2. Insert the Power Adapter’s low voltage plug into the Power Adapter connector of the instrument. You can now use  
the instrument while the Ni-MH batteries are being charged slowly. If the instrument is turned off, the batteries are  
charged more quickly.  
sensor or operate the circuit to obtain a diagnostic waveform.  
Reference Waveform (REF WFM) - Shows a typical good or normal signal pattern. Describes significant waveform  
During operation, when the batteries are low, a battery symbol  
appears on the top right of the display. When  
features or variations.  
this occurs, replace or recharge the internal battery pack immediately.  
Theory of Operation - Explains what the sensor or circuit does and the important signals involved.  
3. The Power Adapter uses a trickle charging method for the batteries, so no damage can occur even if you leave it  
charging for long periods.  
Troubleshooting Tips - Tells the symptoms caused by the defective component and how to fix up the problems.  
Typically a 8 hour recharge during instrument working and a 4 hour recharge during instrument off provides the  
instrument with the maximum use of 4 hours.  
Function Information - Explains about the particular function keys that can be used for the selected test for certain  
COMPONENTS.  
Auto-Power-Off  
Pressing  
moves back through the previous displays to return to active tests or to test selected menus.  
When operated on batteries (no adapter connected), the instrument conserves power by turning itself off  
automatically, if you have not pressed a key for 30 minutes or if the battery level is too low. The instrument turns  
back on if the POWER key is pressed.  
After you choose a preset test, you may change most instrument settings to get a better look at the signal. You can  
even change to different display modes, moving between Scope mode and GMM mode as needed, by pressing the  
GMM MODE function key in the Scope display or the SCOPE MODEfunction key in the GMM display.  
The Auto-Power-Off will be disabled automatically when enters the GMM mode.  
You can hold the informa  
t
ion in memory at any time by pressing the HOLD key to freeze the display. Notice  
, RECALL, and CLEAR unction key label is displayed above the Function key on the bottom display af er HOLD  
) is pressed.  
that  
SAVE  
f
t
You can adjust the Auto-Power-Off time between 5 minutes and 120 minutes to use “Instrument Setup” menu option.  
(
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ITEM  
KEYS  
DESCRIPTION  
4.3 FRONT PANEL CONTROLS  
Key Control Overview  
HOLD  
Freezes the display (HOLD is displayed at the top right). Also displays a menu to  
save or recall screens or to clear the memory.  
to  
These are the Function keys.  
The function assigned to each key is indicated by the Function Key Label  
displayed above the key on the bottom display.  
Cursor (Short) key allows you to use cursors for measurements on waveforms.  
A cursor is a vertical or a horizontal line that you can move over the waveform  
like a ruler to measure values at specific points.  
Light (Long) key turns the LCD Backlight on and off.  
POWER  
Turns the power on and off (toggle)  
settings are activated.  
.
When you turn the power on, previous  
Display area for the  
Function Key Labels  
4.4 MEASUREMENT CONNECTIONS  
Figure 4. Key Control Overview  
Key Descriptions  
ITEM  
&
KEYS  
DESCRIPTION  
HELP  
Displays information about the highlighted menu choice during menu selection.  
Displays information about the function keys when a selected test is running.  
&
Performs one of the following actions:  
• Moves up and down through menu choices.  
• Moves a waveform up and down.  
Figure 5. Measurement Connections  
• Moves a voltage cursor up and down.  
• Adjusts the trigger level when you are in the SCOPE mode.  
• Moves a waveform right and left.  
INPUT A (Red)  
INPUT A is used for all single channel measurements, sometimes combined with use of the other inputs, Various  
test leads and adapters are required depending on the type of measurement selected.  
• Moves a time cursor left and right.  
Ranges amplitude up and down for both channels (CH A & CH B).  
Ranges Time Bass up and down for both channels (CH A & CH B).  
Sets automatic ranging on and off (toggle).  
When on, the top right display shows AUTO. When this function is set on, it  
searches for the best range and time base settings and once found it tracks the  
signal. When this function is off, you should manually control ranging.  
INPUT B (Yellow)  
INPUT B is used in conjunction with INPUT A.  
• In COMPONENT TEST mode,  
for DUAL 02 SENSOR measurements.  
for PIP/SPOUT measurements.  
for ADVANCE measurements.  
&
&
AUTO  
MENU  
• In SCOPE mode you can use the instrument as a dual trace oscilloscope with INPUT A and INPUT B connected.  
Takes you back to the main navigation menu.  
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COM, TRIGGER  
3. Measurement faults or short circuit with the DUAL INPUT SCOPE mode. This occurs when you perform floating  
measurements with grounding at different points.  
Used as external trigger for probes with dual banana plugs, such as the RPM Inductive Pickup.  
INPUT A  
INPUT A  
TRIGGER (as single input)  
Used in SCOPE mode to trigger (or start) acquisitions from an external source.  
INPUT B  
INPUT B  
COM (as single input)  
Used for safety grounding when the Capacitive Secondary Pickup is connected to the ignition system.  
(Incorrect Grounding)  
Short Circuit by Grounding on Different  
Potentials  
(Correct Grounding)  
Grounding at One Point  
WARNING  
T O AVOID ELECTRICAL SHOCK, CONNECT THE COM INPUT OF THE  
INSTRUMENT TO VEHICLE GROUND BEFORE CLAMPING THE CAPACITIVE  
SECONDARY PICKUP(SUPPLIED) ON THE IGNITION WIRES.  
THIS GROUND CONNECTION IS REQUIRED IN ADDITION TO THE NORMAL  
MEASUREMENT GROUND CONNECTIONS.  
Instrument Grounding for Measurements on the Ignition System  
For he instrument safety connec the COM input to engine ground before you perform measurements on the  
t
,
t
ignition system with the Capacitive Secondary Pickup.  
To prevent ground loops, connect all ground leads to the SAME engine ground.  
For other tests, the COM input should not be connected to engine ground when the probes have their own ground  
connection at the probe end. See the GROUNDING GUIDELINES.  
4.6 DISPLAY  
4.5 GROUNDING GUIDELINES  
The instrument presents “live” measurement data in the form of Scope and GMM displays. Temporary displays are  
used to display frozen and saved measurement data.  
Incorrect grounding can cause various problems:  
Menus are provided as a means of choosing instrument’s measurement configuration. To display the MAIN MENU  
while a measurement display is active, press the MENU key at any time.  
1. A ground loop can be created when you use two ground leads connected to different ground potentials. This can  
cause excessive current through the grounding leads.  
INPUT A  
INPUT A  
Menu Display  
When you press MENU key, the instrument displays the MAIN MENU. To select a menu option, use the Four Way  
arrow keys to move the highlight bar to the desired item. Then press  
. To exit the MAIN MENU and return to the  
COM  
previous setup, press  
menu.  
. During menu selection, the bottom part of the screen is used to display the function key  
(Incorrect Grounding)  
(Correct Grounding)  
MAIN MENU  
Ground Loop by Double Grounding on  
Different Grounds  
Shield of Test Lead Connected to Ground  
SELECTED VEHICLE  
(Year,Make,Line,WD,Engine,etc.)  
CHANGE VEHICLE  
2. Excessive noise shown on the measured signal.  
COMPONENT TESTS  
SCOPE  
INPUT A  
COM  
GRAPHING MULTIMETER  
VEHICLE DATA  
INSTRUMENT SETUP  
BACK  
SELECT  
(Incorrect Grounding)  
Noise Pickup on Unshielded Ground Lead  
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CHANGE VEHICLE  
MENU (  
)
COMPONENT TESTS MENU  
SENSORS  
ACTUATORS  
SENSOR TESTS MENU  
ABS Sensor (Mag)  
Makes you be able to obtain the pin numbers and wire colors for both PCM and the other component connector from  
HELP (  
) on the selected vehicle you want to test.  
O
2S Sensor (Zirc)  
ELECTRICAL  
IGNITION  
(or DIESEL)  
Dual O2 Sensor  
ECT Sensor  
Fuel Temp Sensor  
IAT Sensor  
Knock Sensor  
TPS Sensor  
CKP Magnetic  
CKP Hall  
MAIN MENU  
CHANGE VEHICLE  
COMPONENT TESTS  
SCOPE  
GRAPHING MULTIMETER  
VEHICLE DATA  
INSTRUMENT SETUP  
COMPONENT TESTS  
Leads to a series of predefined setups to test most common sensors and circuits.  
SCOPE  
Use Single Input Scope mode if you want to measure a single signal, INPUT B is turned off. Use Dual Input Scope  
mode if you want to simultaneously measure two waveforms - one on INPUT A and the other on INPUT B.  
CKP Optical  
CMP Magnetic  
CMP Hall  
CMP Optical  
VSS Magnetic  
VSS Optical  
MAP Analog  
MAP Digital  
MAF Analog  
MAF Digi Slow  
MAF Digi Fast  
MAF Karman-Vrtx  
EGR (DPFE)  
GRAPHING MULTIMETER MENU  
VOLT DC, AC  
OHM/DIODE/CONTINUITY  
RPM  
FREQUENCY  
DUTY CYCLE  
PULSE WIDTH  
DWELL  
IGNITION PEAK VOLTS  
IGNITION BURN VOLTS  
IGNITION BURN TIME  
INJECTOR PEAK VOLTS  
INJECTOR ON TIME  
AMP DC, AC  
TEMPERATURE C F  
LIVE  
VEHICLE DATA MENU  
CYLINDERS : 4  
CYCLES  
: 4  
GRAPHING MULTIMETER  
BATTERY  
IGNITION  
: 12 V  
: CONV  
INPUT A is used for all GMM(Graphing Multimeter) tests. The probes and test leads to be used depend upon the  
type of test performed.  
VEHICLE DATA  
Set the vehicle data to match the vehicle under test. If they do not match, you could get incorrect test results and  
may not be able to select all available tests for this vehicle. This menu appears at power-on as the start-up display  
due to its importance.  
IGNITION MENU  
CONV (default)  
DIS  
ACTUATOR TESTS MENU  
Injector PFI/MFI  
Injector TBI  
Injector PNP  
DIESEL  
INSTRUMENT SETUP  
Use this menu option to set the following:  
Injector Bosch  
Mixture Cntl Sol  
EGR Cntl Sol  
IAC Motor  
IAC Solenoid  
Trans Shift Sol  
Turbo Boost Sol  
Diesel Glow Plug  
• Optimal settings for display.  
• Filter function enabled and disabled.  
• Auto-Power-Off enabled and disabled and adjusting the Auto-Power-Off time.  
• Language for menus and HELP text.  
• Scope Calibration when using the scope in abnormal operating environments.  
INSTRUMENT SETUP MENU  
DISPLAY OPTIONS  
FILTER  
AUTO POWER OFF  
LANGUAGE  
DISPLAY OPTIONS MENU  
USER LAST SETUP : OFF  
CONTRAST : 4  
GRATICULE : ON  
HORIZ TRIG POS : 10 %  
FILTER MENU  
INPUT A : OFF  
INPUT B : OFF  
SCOPE CALIBRATION  
ACQUIRE MODE : PEAKDETECT  
Menu Overview  
ELECTRICAL TESTSMENU  
Power Circuit  
V Ref Circuit  
Ground Circuit  
Alternator Output  
Alternator Field VR  
Figure 6. shows an overview of available test functions, displays and setups from the MENU key. The MAIN MENU  
choices represent categories of applications that are listed in sub-menus as shown in the following figure.  
LANGUAGE MENU  
LANGUAGE : ENGLISH  
AUTO POWER OFF MENU  
AUTO POWER OFF : ON  
AUTO POWER OFF TIME : 30 min  
Alternator Diode  
Audio System  
DC Switch Circuits  
IGNITION TESTS MENU  
PIP/ SPOUT  
DI Primary  
DI Secondary  
DIESEL MENU  
DIESEL INJECTOR  
DIS Primary  
ADVANCE  
DIS Secondary  
Figure 6. Automotive Test Functions & Setups Overview  
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Getting Reference Information for the Selected Test  
Screen Displays  
Reference information is available at any time by pressing the HELP key.  
Press  
when finished viewing each area under the HELP menu.  
HELP (  
)
HELP MENU  
PIN # / WIRE COLOR  
TEST PROCEDURE  
REFERENCE WAVEFORM  
THEORY OF OPERATION  
TROUBLESHOOTING TIPS  
FUNCTION INFORMATION  
Figure 8. Single and Dual Input scope in COMPONENT TESTS  
Use Dual Input Scope mode if you wan  
t
to simultaneously measure two waveforms - one on INPUT  
A
and the other  
on INPUT B.  
BACK  
SELECT  
Use SINGLE INPUT SCOPE mode if you want to measure a single signal, INPUT B is turned off.  
Use DUAL INPUT SCOPE mode if you want to simultaneously measure two signals.  
Getting Information About the Function Keys During a Running Test  
Using the Function keys  
For each test, one or more Function Key Labels are displayed, depending on the sub-selec  
Labels indicate what the keys do when you press them. (See the following example.)  
tions possible. The  
HELP (  
) When you press this key during a running test, you get information about the function keys that can  
be used for the test.  
IGNITION DI SECONDARY  
Function Key Labels  
For example,  
VEHICLE  
DATA  
WFM  
CYLINDER  
BACK  
RUN  
ERASE  
PARADE  
DI Primary  
DI Primary  
Page 1 of 2  
Page 2 of 2  
KEYS  
Function keys  
Function Info  
VEHICLE  
Function Info  
CYLINDER  
SINGLE  
Turns all readings off to make the  
FAST  
VEHICLE  
CYLINDER  
FAST  
KEYS  
TRIG LVL  
Figure 8. Function Key Labels for SECONDARY IGNITION  
SINGLE  
DATA  
UPDATE TRIG LVL  
DATA  
UPDATE  
VEHICLE  
DATA  
FAST  
Giv es a list of options to define  
the type of vehicle under test.  
UPDATE measur em ent faster and m ore  
Pressing a function key that has no label has no effect.  
reliable.  
The same Function Key Label can appear in several tests and it performs a similar function.  
CYLINDER S INGLE -displays the ignition  
KEYS You can adjust trigger level for a  
SINGLE  
pattern of one single cylinder.  
TRIG LVL  
stable display by using the four  
way arrow keys.  
Examples of Function Key Labels  
P ARADE-displays the ignition  
pattern of all cylinders in firing  
order.  
PARADE  
CYLINDER  
PARADE  
Two separate functions can be allowed to the same function key.  
You can use the function key to toggle between the functions.  
SINGLE  
When you press  
, you can select between PARADE and SINGLE cylinder test.  
PAGE  
DOWN  
PAGE  
UP  
BACK  
BACK  
Figure 7. Information About the Function keys  
When you press  
, OHM becomes the active function. When  
CONTINUTY  
OPEN CLOSE  
OHM  
you press  
you press  
Pressing  
, Diode ( ) becomes the active function. When  
, OPEN CONTINUITY becomes the active function.  
, CLOSE CONTINUITY becomes the active function.  
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KEYS The  
KEYS icon indicates that you can use the Four Way arrow keys to change Volt & Time  
ranges, to move the waveform position, and to adjust the trigger level for either INPUT A or INPUT B.  
nd also you can use the Four Way arrow keys to adjust the sensitivity level in the COMPONENT  
TEST (IGNITION mode).  
Press to toggle among RANGE A , MOVE A  
or among RANGE B , MOVE B , and TRIG LVL for INPUT B.  
4.7 SCOPE MODE  
RANGE A  
MOVE A  
A
TRIG LVL  
SENS LVL  
SCO  
PE mode provides a display of signal patterns from  
,
TRIG LVL , and SENS LVL for INPUT A,  
either CH A or CH B over times ranging from 1 µs to 50  
seconds per division, and for voltage ranges from 50 mV  
to 300 V full scale.  
KEYS The  
icon indicates that you can use the Four Way arrow keys to move CURSOR 1 (if CURSOR 1  
is highlighted) or move CURSOR 2 (if CURSOR 2 is highlighted). Press the function key to toggle  
between CURSOR 1 and CURSOR 2.  
CURSOR 1  
The display may be triggered at all time settings, and  
trigger slope and level may be adjusted as needed. The  
scope display is defaulted in Glitch Detect mode to display  
even the narrowest glitches.  
CURSOR 2  
REPEAT  
TEST  
This Label is displayed for SINGLE DISPLAY tests, for example the knock sensor test. To repeat the  
test, press the function key, then perform the required action. The knock sensor test is a single shot  
measurement, which means that the signal from the knock sensor is displayed only once. To get a new  
The SINGLE INPUT SCOPE mode (Component Tests  
test result, you have to press the  
have to readjust the vertical RANGE to get an optimal waveform.  
key and then tap the engine block or the sensor again. You may  
onl y) provi des for the di splay of up to four meter  
measurements above the waveform viewing area.  
INVERT  
OFF  
To change to the opposite polarity. Puts the waveform display upside down.  
Figure 9. Scope Mode Indicators  
ON  
GMM  
MODE  
This Label is displayed in the Scope test mode of the COMPONENT TESTS only.  
To change from Scope test mode to GMM test mode, press the function key.  
Indicate meter measurement function.  
Indicate HOLD function enabled.  
Backlit indicator.  
SCOPE  
MODE  
This Label is displayed in the GMM test mode of the COMPONENT TESTS only.  
To change from GMM test mode to Scope test mode, press the function key.  
Low battery indicator.  
Indicate SCOPE mode.  
GLITCH  
SNARE  
This Label is displayed in the Scope test of the COMPONENT TESTS only.  
To capture, display, and optionally save abnormal signal patterns when they occur, press the function  
key.  
Indicate AUTORANGING mode.  
Indicate FILTER function enabled.  
Indicate time base per division.  
Indicate trigger level voltage.  
Blank if DC, ~ if AC.  
Indicate trigger slope (rising or falling).  
Indicate AUTO triggered.  
Indicate voltage per division and coupling.  
Blank if DC, ~ if AC,  
if GND.  
Indicate signal source channel.  
Indicate INPUT A zero level.  
Indicate trigger location.  
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5. INSTRUMENT OPERATION  
4.8 GMM (GRAPHING MULTIMETER) MODE  
GMM mode plots the results of signal measurements such  
as frequency as the values change wi h time The time  
5.1 INSTRUMENT TEST MODES  
t
.
range in GMM mode may be set manually from 5 seconds  
to 24 hours per display.  
From the MAIN MENU, you can choose 3 independent instrument test modes:  
• COMPONENT TESTS  
• SCOPE  
• GRAPHING MULTIMETER  
Ranges for the vertical scale may also be set manually,  
and the available range depends upon the measurement  
being displayed.  
The fastest way to set up the instrument to test most devices and circuits is to choose from one of the built in  
COMPONENT TESTS. These tests preset the instrument to either Single or Dual Input Scope mode. Most  
instrument settings may be adjusted manually once you have chosen a Component Test, enabling you to fine tune  
Where possible, measurements plotted in GMM mode are  
performed on a cycle-by-cycle basis, resulting in extremely  
fast response.  
settings to get a better look at the signal. Changes you make to settings specific to a Component Test are  
temporary, and are restored to their preset values each time another test is chosen. When configured for a specific  
Component Test, the instrument displays the reference waveform and data as well as the name of the test on the  
bottom display along with the Function Key Labels specific to the test chosen.  
This mode is very suitable to find faults in slowly changing  
processes.  
Figure 10. GMM Mode Indicators  
If you prefer total control over your instrument configuration, choose SCOPE test mode from the MAIN MENU.  
Settings for SCOPE are separately preserved and restored each time you choose SCOPE from the MAIN MENU.  
These settings are not affected when you choose a Component Test. This is also true for the GRAPHING  
MULTIMETER test mode, so in effect they are “custom” setups.  
Indicate meter measurement functions.  
NOW:Most recent meter reading.  
MAX: Maximum value since last reset.  
MIN: Minimum value since last reset.  
5.2 SCOPE DISPLAYS  
Indicate HOLD function enabled.  
Low battery indicator.  
Using Single and Dual Input Scope Mode  
Indicate GMM mode.  
The instrument can be configured to show scope displays for either CH A or CH B signals: In DUAL INPUT SCOPE  
mode, both CH A and CH B may be displayed at the same time.  
Use SINGLE INPUT SCOPE mode if you want to measure a single signal, INPUT B is turned off.  
Use DUAL INPUT SCOPE mode if you want to simultaneously measure two signals.  
Indicate AUTORANGING mode. Pressing AUTO (  
) sets automatic ranging on. Using the Four Way arrow  
keys for ranging turns automatic ranging off and extinguishes AUTO.  
Indicate voltage per division.  
Indicate time per display.  
Indicate signal source channel.  
MEMU (  
)
SCOPE  
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Function keys and Result Screen  
SCOPE displays are defaulted in “Glitch Detection” mode. This means that all signals are sampled at the full sample  
rate o the instrument and the minimum and maximum excursions are always shown on the display, even if the  
f
horizontal time setting is too slow to show each individual sample interval. In this mode, every noise spike of 40 ns  
and wider will be displayed.  
INPUT A Control Functions  
When you are in SCOPE, you can control the INPUT A functions as follows:  
SCOPE  
INPUT  
A
INPUT  
B
SINGLE  
SHOT  
KEYS  
MOVE A  
TRIGGER  
SCOPE INPUT A  
COUPLING  
DC  
INVERT  
OFF  
KEYS  
MOVE A  
Figure 12. Scope Display  
BACK  
Automatic ranging and signal tracking is on.  
Press to return to the  
previous menu.  
Press to invert the INPUT A  
signal waveform.  
Pressing AUTO (  
) sets automatic ranging and signal tracking on and off.  
If on, AUTO is displayed, if off, AUTO is disappeared.  
Trigger level voltage of INPUT A.  
Time base range.  
Press to select DC, AC or GROUND coupling.  
DC Coupling allows you to measure and display both the DC and AC components of a signal. AC Coupling blocks  
the DC component and passes the AC component only. GND grounds the input of the instrument internally.  
Trigger icon. Indicates trigger slope (  
Auto triggered.  
indicated negative slope).  
INPUT B Control Functions  
INPUT A range setting.  
INPUT B range setting.  
Indicates signal source channel A.  
INPUT A zero level.  
Indicates trigger location.  
Indicates signal source channel B.  
INPUT B zero level.  
When you are in SCOPE, you can control the INPUT B functions as follows:  
SCOPE  
INPUT  
A
INPUT  
B
SINGLE  
SHOT  
KEYS  
MOVE A  
TRIGGER  
Making an Easy Setup  
SCOPE INPUT B  
When you enter the scope mode  
settings to create a stable display. (Autoranging is default)  
,
the instrument automatically optimizes vertical range, time base, and trigger  
DISPLAY COUPLING INVERT  
OFF DC OFF  
KEYS  
MOVE B  
BACK  
• When you press one of the Voltage and Time control keys, the instrument switches to manual control of range  
and trigger settings.  
Press to invert the INPUT B  
signal waveform.  
Press to turn INPUT B on or off.  
Press to select DC, AC, or GROUND coupling.  
• Press AUTO (  
) to toggle between automatic and manual control of range and trigger settings. Use this key if  
you cannot get a stable display using manual control.  
When you entered SINGLE DISPLAY, INPUT B is turned off by default, but you can turn it on by pressing F2.  
5-2  
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Single-Shot Function  
AUTO versus NORMAL acquisitions  
Normally the scope mode automatically repeats the measurements  
acquisition mode.  
to acquire waveforms by the recurrent  
If you select AUTO, the instrument always performs acquisitions, i.e., it always displays the signals on the input. If  
NORMAL is selected, a trigger is always needed to start an acquisition.  
SINGLE-SHOT allows you to perform single acquisition to snap events that occur only once. REPEAT TEST (  
is used to start a next single acquisition.  
)
TRIGGER SLOPE  
If you select  
If you select  
, trigger occurs at a rising(positive) edge of the signal.  
, trigger occurs at a falling(negative) edge of the signal.  
SCOPE  
INPUT  
A
INPUT  
B
SINGLE  
SHOT  
KEYS  
MOVE A  
TRIGGER  
TRIGGER SOURCE  
you select TR GGER SOURCE A (de  
If  
I
fault)  
,
acquisitions start when the signal on INPUT A fulfills the selected  
trigger conditions.  
If you select TRIGGER SOURCE TRIG, the previous rule is valid for the signal on the TRIGGER input.  
SCOPE SINGLE SHOT  
SINGLE  
OFF  
REPEAT  
TEST  
KEYS  
MOVE A  
BACK  
TRIGGER LEVEL  
This function allows you to set the level that the signal must cross to trigger acquisitions.  
Normally, after you enter SINGLE or DUAL INPUT SCOPE mode, the AUTO RANGE function automatically sets  
and maintains an optimal trigger level as the signal changes.  
Press to repeat a single-shot acquisition.  
Move the  
trigger level icon (or  
icon) to the desired level by using and  
keys.  
Trigger Control Functions  
HORIZONTAL TRIGGER POSITION (HORIZ TRIG POS)  
You can use the INSTRUMENT ETUP menu to set the Horizontal Trigger Position (Horiz Trig Pos) to three  
different horizontal locations on the display, depending on whether you want to see conditions that led up to the  
trigger event, or those following it.  
TRIGGER is a set of conditions that determine whether and when acquisitions start. The following will determine the  
trigger conditions:  
S
• Select INPUT A or TRIGGER as the TRIGGER SOURCE input.  
• Use AUTO or NORMAL acquisitions.  
• Select trigger to occur on a positive or negative SLOPE of the signal.  
• SET the trigger LEVEL.  
•
10 % Trigger located close to left edge of display.  
• 50 % Trigger located at center display.  
• 90 % Trigger located close to right edge of display.  
If you change the trigger level, the AUTO RANGE function is turned off.  
When you are in SCOPE, you can control the trigger functions as follows:  
SCOPE  
Use 10 % Trigger to show events which happen after the trigger.  
Use 90 % Trigger to show events leading up to the trigger.  
Noise Filter Function  
INPUT  
A
INPUT  
B
SINGLE  
SHOT  
KEYS  
TRIG LVL  
TRIGGER  
There are cases where you may want to filter out noises in order to see a better signal. This can be especially true  
when ignition noise is present. The instrument provides a noise filter for each input channel which reduces the  
Press to select the trigger level adjustment.  
bandwidth  
from its normal 5 MHz  
to 2 KHz. You can enable or disable CH A Filter or CH  
B
Filter using the  
INSTRUMENT SETUP menu. When enabled, the FILTER indicator appears on the screen.  
SCOPE TRIGGER  
MODE  
AUTO  
SLOPE  
SOURCE COUPLING  
DC  
BACK  
A
Press to select DC or AC.  
Press to select AUTO or  
NORMAL acquisitions.  
Press to select the trigger source.  
Press to select the trigger slope.  
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Cursor Key Function  
For VOLTS CURSORS,  
Volts dif feren ce b etw een C URSOR 1 a nd  
CURSOR 2 positions on the INPUT A waveform.  
A cursor is a vertical line or a horizontal line placed over the displayed waveform to measure values at certain points.  
The instrument can measure signal details by using Cursors. This function is not possible for all tests.  
Samp le va lue at  
CURSOR 2 position  
on th e I NPUT  
A
Press CURSOR (  
) to display the Function key Menu for cursor operation.  
Samp le va lue at  
CURSOR 1 position  
waveform.  
If cursor operation is not possible for the actual measurement, the instrument beeps to alert you.  
Two cursors (vertical lines) appear on the display.  
on th e I NPUT  
waveform.  
A
VOLTS 1  
DELTA  
VOLTS 2  
VOLTS 1 DELTA VOLTS 2  
2.4 V 7.2 V 9.8 V  
A: 130 mV  
B: 24.0 mV  
520 mV  
74 mV  
650 mV  
98.0 mV  
The left cursor is named CURSOR 1, the right CURSOR 2.  
CURSOR (  
)
Sample value a t  
VOLTS CURSOR  
2 posit io n o n t he  
Sa mple valu e at  
VOLTS CURSOR 1  
p osition on t he  
Sa mple value at  
CURSOR 1 position  
Samp le va lue at  
CURSOR 2 position  
o n t he I NPUT  
waveform.  
B
on th e I NPUT  
B
waveform.  
waveform.  
CURSORS  
waveform.  
CURSOR  
TIME  
KEYS  
CURSOR 1  
Volts difference between CURSOR 1  
and CURSOR 2 positions.  
BACK  
Volts difference between CURSOR 1  
an d CUR SOR 2 posit ion on t he  
INPUT B waveform.  
Reading Test Results on the SCOPE (Component Tests only) Display  
• Press  
• Press  
to set TIME cursor or VOLTS cursor or cursor OFF.  
to select the cursor you want to move (1 or 2).  
Measurement results can be displayed as numeric values (re  
readings depend on the test taking place.  
ferred to as readings) and waveform  
.
The types of  
• Use the Four Way arrow keys to move the cursors.  
The top display shows readings related to values at the cursor positions.  
For example, during a O2S SENSOR (Zirc) test, MAXIMUM and MINIMUM values are displayed as readings and  
during a DUAL O2 SENSOR test MAXIMUM and MINIMUM values of the signals from the oxygen sensor before and  
after the catalytic converter are displayed as readings. During a DI SECONDARY test, SPARK VOLTAGE, RPM,  
BURN TIME, and BURN VOLTAGE are displayed as readings.  
For TIME cursors,  
The values you see on the display most often depend on the vehicle under test. Refer to the Service Manual of the  
vehicle manufacturer.  
TIME 1  
DELTA  
TIME 2  
20.4 ms  
48.1 ms 68.5 ms  
In Chapter 6 “Automotive Diagnostics & Applications” you can find typical results of certain applications.  
Sample value at TIME CURSOR  
1 position on the waveform(s).  
Sample value at TIME CURSOR 2  
position on the waveform(s).  
Time difference between TIME CURSOR 1  
and TIME CURSOR 2 positions.  
5.3 GMM DISPLAYS  
The instrument performs cycle by cycle measurements of a variety of signal characteristics in Real Time and plots  
them as they change with time as a graph. The instrument also performs certain other measurements on a  
continuous basis, delivering the results for graphing 20 times per second. You can also plot the input signal directly  
(as in SCOPE mode) by choosing LIVE.  
The GMM display includes a meter reading showing the current value of the graphed parameter. This reading is an  
average over many result values. In some cases, measurements are the maximum or minimum of a series of signal  
values over the most recent 1 second interval.  
The following table shows measurements which can be plotted in GMM displays and the type o  
f
graphing and  
readout.  
5-6  
5-7  
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Using Graphing Multimeter (GMM)  
Code  
Measurement  
DC Average  
Graphing Type  
Continuous  
MAIN MENU  
GRAPHING MULTIMETER MENU  
VOLT DC, AC  
OHM / DIODE / CONTINUITY  
RPM  
FREQUENCY  
DUTY CYCLE  
DC VOLT  
AC VOLT  
MENU (  
)
SELECTED VEHICLE  
CHANGE VEHICLE  
COMPONENT TESTS  
SCOPE  
GRAPHING MULTIMETER  
VEHICLE DATA  
AC Average  
AC+DC Average  
Ohms  
Continuous  
AC+DC VOLT  
OHM  
Continuous  
Continuous  
DIODE  
Diode drop  
Continuous  
PULSE WIDTH  
DWELL  
CONTINUITY  
RPM  
Continuity  
Continuous  
RPM  
Cycle by Cycle  
Cycle by Cycle  
Cycle by Cycle  
Cycle by Cycle  
Cycle by Cycle  
Cycle by Cycle  
Cycle by Cycle  
Cycle by Cycle  
Cycle by Cycle  
Cycle by Cycle  
Continuous  
INSTRUMENT SETUP  
IGNITION PEAK VOLTS  
IGNITION BURN VOLTS  
IGNITION BURN TIME  
INJECTOR PEAK VOLTS  
INJECTOR ON TIME  
AMP DC, AC  
FREQUENCY  
DUTY CYCLE  
PULSE WIDTH  
DWELL  
Frequency  
Duty Cycle  
Pulse Width  
Dwell  
IGNITION PEAK VOLTS  
IGNITION BURN VOLTS  
IGNITION BURN TIME  
INJECTOR PEAK VOLTS  
INJECTOR ON TIME  
TEMPERATURE  
LIVE  
Ignition Peak Volts  
Ignition Burn Volts  
Ignition Burn Time  
Injector Peak Volts  
Injector On Time  
Temperature °C, °F  
Live  
TEMPERATURE °C, °F  
LIVE  
Making Connections  
INPUT A is used for all GMM tests just except the RPM measurement. The probes and test leads to be used depend  
Direct input samples  
on the type of tes  
pressing HELP (  
t
performed. When you select certain GMM  
tests, a connection help screen will guide you by  
). This tells you which probe or test lead to use and where to connect it.  
Vertical and Horizontal Scaling  
Function Key Labels for Each Test  
Testing Volt DC, AC  
GMM VOLT  
Press to start plotting a new  
graph as new samples are  
acquired.  
MAX/MIN  
RESET  
REPEAT  
TEST  
DC  
AC  
AC+DC  
Press to measure DC  
voltage.  
Press to measure AC  
true rms voltage.  
Press to reset maximum  
and minimum.  
Press to measure AC+DC true rms voltage.  
You can stop graphing by pressing HOLD key on the instrument.  
Figure 13. Changing Vertical and Horizontal Ranges  
The vertical and horizontal ranges in GMM displays are manually adjustable by using the Four Way arrow keys.  
The vertical ranges available in GMM displays vary with the measurement being graphed, and generally cover the  
possible output range of the measurement.  
The time ranges available for GMM displays range from 5 sec. to 24 hrs. per display.  
Auto-Power-Of  
f
will not occur during  
the GMM mode, but to graph for periods of 5 min and longer, operate the  
instrument from external power because operating endurance on internal power is limited to about 4 hours with fresh  
batteries.  
5-8  
5-9  
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Testing Resistance, Diode, and Continuity  
Testing Frequency, Duty Cycle, or Pulse Width  
Use this menu option to test resistance, diode forward voltage, and the continuity of wiring and connections. Connect  
the test lead tip and test lead ground across the object to be tested.  
MENU (  
)
GRAPHING MULTIMETER  
GMM OHM  
FREQUENCY  
DUTY CYCLE  
PULSE WIDTH  
CONTINUTY  
OHM  
OPEN  
CLOSE  
Press to measure  
resistance.  
Press to test diodes.  
Press to test continuity of wiring and  
connections.  
GMM FREQUENCY  
GMM DUTY CYCLE  
GMM PULSE WIDTH  
If you select OPEN, the instrument beeps  
when the tested connection is open.  
If you select CLOSE, it beeps when the  
tested connection is closed.  
%
ms  
%
ms  
%
ms  
Hz  
Hz  
Hz  
Press to test the signal  
frequency in Hz.  
Press to test the duty cycle of the  
signal.  
If you select , the duty cycle of the  
negative-going pulse is displayed.  
If you select , the duty cycle of the  
positive-going pulse is displayed.  
Press to test the pulse width of the  
signal.  
OFL is displayed when the resistance is outside the instrument’s maximum range. This occurs when the resistance  
of the sensor is too high or the connection to the sensor is interrupted or open.  
If you select  
negative-going pulse is displayed.  
If you select , the width of the  
positive-going pulse is displayed.  
, the width of the  
To test a diode, the instrument sends a small current through the diode to test the voltage across it. Depending on  
the type of diode, this voltage should be in the range from 300 to 600 mV. A diode that has an internal short will  
display about 0 V. OFL is displayed when the diode is defective or when it is connected in reverse. If you are not  
certain about the polarity of the diode, try the reverse connection. If this also displays OFL, the diode is defective. A  
good diode must display OFL when connected in reverse.  
Testing Secondary Ignition Peak Volts, Burn Volts, and Burn Time  
MENU (  
Measuring RPM  
)
The instrument automatically scales and displays the waveform on the screen. Connect the Inductive Pickup to the  
COM/TRIGGER input terminals and clamp the pickup probe on the spark plug wire close to the spark plug.  
GRAPHING MULTIMETER  
IGNITION PEAK VOLTS  
GMM RPM  
IGNITION BURN VOLTS  
IGNITION BURN TIME  
Press to adjust the built-in  
4 step trigger levels.  
Default is Level 2.  
RPM TRIG  
n
720  
DEFAULT  
SETUP  
REPEAT  
TEST  
1
2
Press to start plotting a new graph  
as new samples are acquired.  
Press to restore the default value  
settings stored in VEHICLE DATA.  
GMM IGNITION PEAK VOLTS  
GMM IGNITION BURN VOLTS  
GMM IGNITION BURN TIME  
Press to decrease.  
Press to increase.  
INVERT  
REPEAT  
TEST  
MAX/MIN  
RESET  
INVERT  
REPEAT  
TEST  
MAX/MIN  
RESET  
INVERT  
REPEAT  
TEST  
MAX/MIN  
RESET  
OFF  
OFF  
OFF  
and  
keys are used to set the number of  
Spark Signal Pulses to the instrument per 720 (two crank shaft  
revolutions). n = 1, 2, 3, 4, 5, 6, 8, 10, or 12  
Press to invert the displayed ignition  
waveform.  
5-10  
5-11  
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SINGLE cylinder waveform  
Testing Current  
Use this menu option to test current with a current probe. (optional accessory)  
SPARK VOLTAGE  
GMM AMPERES  
RANGE  
10 mV/A  
REPEAT  
TEST  
DC  
AC  
AC+DC  
Press to measure DC current.  
Press to measure  
AC true rms current.  
Press to select between  
10 mV/A, and 100 mV/A.  
BURN VOLTAGE  
BURN TIME  
Press to measure AC+DC  
true rms current.  
Testing Injector Peak Volts and On Time  
MENU (  
)
Don’t forget to set the Current Probe to zero before using it for measurements.  
GRAPHING MULTIMETER  
INJECTOR PEAK VOLTS  
INJECTOR ON TIME  
Testing Temperature  
Use this menu option to test temperature with a temperature probe. (optional accessory)  
GMM TEMPERATURE  
GMM INJECTOR PEAK VOLTS  
GMM INJECTOR ON TIME  
Press to selec t between  
measuring degrees Celsius  
and degrees Fahrenheit.  
REPEAT  
TEST  
C
F
REPEAT  
TEST  
MAX/MIN  
RESET  
REPEAT  
TEST  
MAX/MIN  
RESET  
5.4 DUAL INPUT SCOPE OPERATION  
Dual Input Scope  
PEAK VOLTS  
Use the scope function i  
f
you want to simultaneously measure two waveforms - one on INPUT A and the other on  
INPUT B  
.
INJECTION PULSE WIDTH (ON TIME)  
Using Single and Dual Input Scope  
Use SINGLE INPUT SCOPE if you want to use a single signal, INPUT B is turned off.  
Use DUAL INPUT SCOPE if you want to simultaneously measure two signals.  
Testing Dwell  
The test is done with the shielded test lead on INPUT A connected to the primary side of the ignition coil.  
GMM DWELL  
5.5 CHANGING THE VEHICLE DATA & INSTRUMENT SETUP  
VEHICLE  
DATA  
DWELL  
%
MAX/MIN  
RESET  
There are two groups of setups in the Main Menu.  
VEHICLE DATA : Use this menu option to enter the correct vehicle data, such as the number of cylinders or cycles  
on the vehicle under test.  
Press to select between readings in %,  
degrees ( ) crankshaft rotation, or in ms.  
5-12  
5-13  
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INSTRUMENT SETUP  
:
Use this menu option to set the following:  
• Optimal settings for display.  
• Optimal settings for noise filter to each INPUT.  
• Auto-Power-Off ON and OFF and adjusting Auto-Power-Off Time.  
• Language for menus and help text.  
DISPLAY OPTIONS MENU  
USER LAST SETUP: You can change the Power-On display from VEHICLE DATA MENU (default) to the last  
display having been displayed just before the instrument was turned off.  
CONTRAST:  
This setting, expressed as a percentage, determines the contrast ratio between display text or  
graphics and the LCD background.  
• Scope Calibration  
0 % is all white. 100 % is all black.  
In practice, the percentage will be somewhere between 30 % and 80 %, to have a good  
Changing Vehicle Data  
readable display.  
If the vehicle data do not match with the vehicle under test, you could get incorrect test results and may not be able  
You can also change contrast by pressing the LIGHT key and keeping it pressed until you  
reach the desired contrast level.  
to select all available tests for this vehicle.  
Because this menu is very important for the proper use of the instrument, it also appears at power-on as the start-up  
display.  
GRATICULE:  
Can be set On or Off (default is On).  
A dot type graticule assists in making visual voltage and timing measurements. The distance  
between adjacent dots is one division. The graticule also allows you to easily compare wave  
forms between CH A and CH B and stored waveforms for timing and voltage differences.  
MENU (  
)
VEHICLE DATA MENU  
CYLINDERS : 4  
VEHICLE DATA  
HORIZ TRIG POS: Horizontal Trigger Position can be set to three different horizontal locations (10 %, 50 %, or  
90 %) on the display, depending on whether you want to see conditions that led up to the  
trigger event, or those following it.  
CYCLES  
BATTERY : 12 V  
IGNITION : CONV  
: 4  
ACQUIRE MODE:  
Can be set to Peak Detect mode (default) or Normal mode.  
CYLINDERS: 1, 2, 3, 4(default), 5, 6, 8, 10, or 12. Specifies the number of cylinders on the vehicle under test.  
• Peak Detect - This is  
aliasing.  
the default mode to detect glitches and reduces the possibility of  
CYCLES:  
BATTERY:  
IGNITION:  
2 or 4(default). Specifies a two-or four-stroke engine.  
12 V (default) or 24 V. Specifies battery voltage.  
• Normal - Use to acquire 480 points and display them at the SEC/DIV setting.  
< Key Points >  
CONV (default), DIS, or DIESEL.  
If you probe a noisy square wave signal that contains intermittent and narrow glitches,  
waveform displayed will vary depending on the acquisition mode you choose.  
the  
Specifies the type of ignition system.  
CONV (conventional) indicates systems using a distributor.  
DIS (or EI) indicates Distributorless Ignition Systems.  
DIESEL indicates ignition systems of Diesel engine.  
Changing Instrument Setup  
MENU (  
)
Normal  
Peak Detect  
INSTRUMENT SETUP  
INSTRUMENT SETUP MENU  
DISPLAY OPTIONS  
FILTER  
AUTO POWER OFF  
LANGUAGE  
The next two topics describe each of the types of acquisition modes and their differences.  
Peak Detect. Use Peak Detect acquisition mode to detect glitches as narrow as 1 µs and to  
limit the possibility of aliasing. This mode is effective when at 10 µs/div or slower.  
SCOPE CALIBRATION  
• Sample points displayed  
5-14  
5-15  
Peak Detect mode displays highest and lowest acquired voltage in each interval.  
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Normal. Use Normal acquisition mode to acquire 480 points and display them at the SEC/DIV  
setting.  
5.6 FREEZING, SAVING, AND RECALLING SCREENS  
Hold Mode  
The HOLD key enables you to freeze the current display. This makes it possible to examine occasional waveform  
anomalies and to stop the GMM mode at the end of a manual sweep test.  
The instrument provides eight memory locations to which you can save the current screen along with its setup.  
Press HOLD (  
) to freeze the current display and show the Function key Menu to save, recall, or to clear the  
memory. HOLD indicator appears in the top right of the display when the HOLD key is pressed.  
SAVE RECALL  
RECALL  
BACK  
SAVE  
CLEAR  
• Sample points  
Normal mode acquires a single sample point in each interval.  
MEMORY  
GLIT SN  
The maximum sample rate is 25 MS/s. At 10 µs and faster settings, this sample rate does not  
acquire 480 points. In this case, a Digital Signal Processor interpolates points between the  
sampled points to make a full 480 point waveform record.  
Press  
Press  
to resume measuring or to return to the previous display.  
to save the present screen in the next free memory location.  
FILTER MENU:  
Can be set On or Off (default is Off) for each INPUT.  
• Off - Passes all signal components up to 5 MHz.  
• A message is displayed to tell you in which memory location the screen is saved.  
• On - Passes signal components up to 2 KHz.  
The screen has been save inscreen memory 4.  
d
Turn on this option to reduce noises in scope displays and measurements.  
OK  
AUTO POWER OFF MENU  
AUTO POWER OFF: You can adjust the Auto-Power-Off time between 5 minutes and 120 minutes.  
• When all memory locations are filled from previous save actions, a message is displayed asking to overwrite a  
memory location (press or to cancel saving (press .  
LANGUAGE MENU  
LANGUAGE:  
This setting is used to select the local language or English for the information text display.  
This option is not available if only one language is implemented.  
To save this screen, Overwrite memory 1?  
YES  
NO  
SCOPE CALIBRATION MENU  
SCOPE CALIBRATION: This setting is used to minutel y calibrate the scope under the fol lowing operating  
environments.  
Press  
, if necessary, to clear all the memory locations.  
Are you sure?  
• When measuring in extremely hot or cold places.  
• When the inner temperature of the scope was increased very greatly due to its long  
operation.  
YES  
NO  
Press  
when SCOPE CALIBRATION is highlighted to activate this setting.  
Press  
mode.  
to recall the screen last saved in memory or press  
to recall the screen last saved in the Glitch Snare  
5-16  
5-17  
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What’s more, by enabling the Auto Save option, each new event to be detected is automatically saved to Memory 1  
to Memory 4. By setting the Auto Save option, you can automatically fill up all four memories with the four most  
recent unusual events.  
The screen from memory 4 is displayed.  
OK  
Best of all, Glitch Snare operation is completely automatic. Trigger thresholds are calculated automatically based on  
recent signal history The measurement used as a basis for Glitch Snare operation is Period by default. Certain  
.
COMPONENT TESTS use other measurements, and some tests disable Glitch Snare when it is inappropriate.  
•
Press  
to remove the message and the following Function Key Labels will be displayed on the screen.  
MEMORY RECALL  
Glitch Snare is most useful with continuous AC or digital signals where the information is embedded in the signalís  
frequency, pulse width or duty factor.  
SEARCH  
4
WFM  
ERASE  
BACK  
RUN  
To enable Glitch Snare operation, press the  
G
litch Snare function key in the Scope mode of the COMPONENT  
TESTS. If Glitch Snare is available for the current test, the instrument will display the Glitch Snare display in a line  
along with a conventional scope display in a solid line for comparison. Vertical and horizontal settings  
displays are matched.  
for both  
• Use  
and  
to display the previous or the next screens in memory. These keys are effective only if more than  
For example,  
one screen has been saved in memory. The number indicates the recalled memory location.  
MENU (  
)
Press  
to select the displayed screen. The instrument activates the settings that are valid for the recalled screen  
to test the input signal.  
COMPONENT TESTS  
ACTUATORS  
INJECTOR PFI/MFI  
5.7 GLITCH SNARE OPERATION  
Glitch Snare is a powerful combination of capabilities which enables you to reliable capture and display Actual Signal  
Waveforms associated with elusive and unusual signals.  
ACTUATOR INJECTOR PFI/MFI  
REF WFM  
GLITCH  
SNARE  
KEYS  
MOVE A  
BACK  
OFF  
Glitch Snare combines real-time measurements with specially designed scope trigger facilities, monitoring  
measurement results on an event by event basis and triggering on any result which deviates above or below the  
norm by more than a present limit. The input signal is captured at the moment when a trigger event occurs.  
Imagine the frequency graph from an AB  
S
sensor with an occasional dropout due to an intermittent short in the  
cable. As the wheel spins, the frequency output is stable until it briefly drops out due to the short. A graph of the  
frequency shows a stable value until the short occurs. At that instant the graph show a sharp spike downward  
indicating that the frequency went to zero. Now imagine being able to set “trigger thresholds” above and below the  
stable frequency value shown on the graph so that when the downward spike on the graph occurs, a trigger event is  
generated. This is the essence of Glitch Snare operation.  
ACTUATOR INJECTOR PFI/MFI  
AUTO SAVE  
KEYS  
MOVE A  
BACK  
ON  
When ordinary scopes try to detect dropouts and other sudden changes in continuous AC signals, the majority of the  
signal is ignored because these instruments only display new waveforms at the rate of a few per second. Therefore,  
it is not easy for them to capture and display the occasional glitch or dropout. And if an interesting event does  
5.8 TIPS FOR NOISE MANAGEMENT  
happen to be captured, it is soon overwritten with the next normal event, making detailed examination impossible.  
The instrument is very sensitive to spikes and other noise pulses which may be present on automotive signals. While  
this capability can be valuable when tracking down glitch related problems, it can also obscure the signal you really  
want to see in DC circuits such as power distribution.  
The Glitch Snare operation triggers only on abnormal signal conditions, which virtually guarantees you’ll catch the  
first event to come along. The captured signal waveform remains displayed in the Glitch Snare display for you to  
examine until it is overwritten by the next unusual event.  
If noise is obscuring the signals you want to see, try the following tips:  
Using the Internal Battery Power  
In general, noise pickup is minimized when you use this instrument on its internal battery power. Using the standard  
Shielded Test Leads supplied will help in noise rejection  
5-18  
5-19  
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Noise Filter  
6. AUTOMOTIVE DIAGNOSTICS & APPLICATIONS  
Turn on the Filter (INSTRUMENT SETUP menu) for the input channel you are using. This blocks frequencies above  
2 kHz and should reduce ignition impulse noises and other noises of the short spike variety.  
6.1 COMPONENT TESTS  
Preset Operation  
Ground Connections  
Many sensors outpu signals are “single ended” meaning that a single output pin delivers the signal with being  
t
referred to a ground pin also on the sensor. In order for the signal to be accurately delivered to the PCM, however,  
both the signal and ground parts of the circuit should be sound. If a sensor output signal at the PCM appears to be  
The instrument provides predefined setups for a variety of vehicle sensors and circuits. To choose a preset test,  
select COMPONENT TESTS from the MAIN MENU. From the resulting menu, select a test group:  
erratic or its level appears incorrect, check the signal at the outpu  
connec ions). f the signal is correct, suspect he wire harness of either the signal or  
voltage drops in both the signal and the ground paths between the sensor and the PCM.  
t
pins of  
t
he sensor (both signal and ground  
• SENSORS  
• ACTUATORS  
• ELECTRICAL  
• IGNITION  
t
I
t
the ground side. Check for  
Never trust that a chassis ground connection is the same as the PCM or the sensor ground. The ground continuity  
can be disrupted by a missing strap or loose fastener easily.  
Then select a specific test from those listed. Each test places the instrument in a configuration best suited to display  
signals for the chosen device or circuit  
.
Once a  
test has been selected, you can obtain some useful reference  
informations specific to that test at any time by pressing the HELP key as previously described.  
In some cases there are more than one test for a particular device. If you are not sure which test to use, the  
descriptions to the tests in the following sections would help you decide.  
When you want to test a device for which no test is provided, choose a test for a similar device. For example, to test  
a temperature sensor not lis  
ted, try the Fuel Temp  
Sensor test. Or choose SCOPE from the MAIN MENU and  
configure the instrument manually as needed.  
After you chose a preset test, you may change most instrument settings as needed to get a better look at the signal.  
You can even change the display type between SCOPE mode and GMM mode.  
6.2 SENSOR TESTS  
MENU (  
)
SENSOR TESTS MENU  
ABS Sensor (Mag)  
SENSOR TESTS MENU  
CMP Hall  
O
2S Sensor (Zirc)  
CMP Optical  
VSS Magnetic  
VSS Optical  
MAP Analog  
MAP Digital  
COMPONENT TESTS  
Dual O2 Sensor  
ECT Sensor  
Fuel Temp Sensor  
IAT Sensor  
SENSORS  
Knock Sensor  
TPS Sensor  
CKP Magnetic  
CKP Hall  
CKP Optical  
CMP Magnetic  
MAF Analog  
MAF Digi Slow  
MAF Digi Fast  
MAF Karman-Vrtx  
EGR (DPFE)  
5-20  
6-1  
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• Troubleshooting Tips  
ABS Sensor-Magnetic  
• Theory of Operation  
If the amplitude is low, look for an excessive air gap between the trigger wheel and the pickup.  
If the amplitude wavers, look for a bent axle.  
ABS (Anti-lock Brake System) wheel speed sensors generate AC signals with frequency proportional to wheel  
speed. The amplitude (peak to peak voltage) increases as the wheel speed increases and is greatly affected by air  
gap between the magnetic tip and the reluctor wheel. The ABS computer compares the frequencies and uses this  
information to maintain wheel speeds while braking.  
If one of the oscillations looks distorted, look for a bent or damaged tooth on the trigger wheel.  
O2S Normal - Zirconia  
• Theory of Operation  
This test shows the sensor’s raw output signal or the frequency proportional to wheel speed. The sensor’s output  
signal should be continuous as long as the wheel rotates. Spikes or distortion of individual output pulses may  
indicate occasional contact between the sensor and the reluctor wheel.  
An O2 sensor provides an output voltage that represents the amount of oxygen in the exhaust stream. The output  
voltage is used by the PCM to adjust the air/fuel ratio of the fuel mixture between a slightly Rich condition and a  
slightly Lean condition.  
• Symptoms  
ABS light on, no ABS signal generation  
A zirconia-type O2 sensor provides high output voltage (a Rich condition) and low output voltage (a Lean condition).  
• Test Procedure  
A titania-type O2 sensor changes resistance as the oxygen content of the fuel mixture changes. This results in a low  
output voltage (from a Rich condition) and a high output voltage (from a Lean condition). Most Titania O2 sensors  
are found on MFI (Multiport Fuel Injection) systems.  
1. Connect the shielded test lead to the CH A input and connect the ground lead of the test lead to the sensor  
output LO or GND and the test lead probe to the sensor output or HI. (Use a wiring diagram for the vehicle being  
serviced to get the ABS control unit pin number, or color of the wire for this circuit.)  
A voltage swing between 100 mV and 900 mV indicates that the O2 sensor is properly signalling PCM to control the  
fuel mixture.  
2. Drive vehicle or spin the wheel by hand to generate signal.  
When driving vehicle, back probe the connector leading to the sensor. Place the transmission in drive, and slowly  
accelerate the drive wheels.  
If the sensor to be tested is on a drive wheel, raise the wheels off the ground to simulate driving conditions. Key  
• Symptoms [OBD II DTC’s : P0130 ~ P0147, P0150 ~ P0167]  
Feedback Fuel Control System’s (FFCS’s) no entering Closed Loop operation, high emissions, poor fuel economy.  
OFF, Engine OFF (KOEO).  
3. Use the Glitch Snare mode to detect spikes and dropouts.  
4. Compare ABS sensors on all wheels for similarities.  
• Test Procedure  
1. Connect the shielded test lead to the CH A input and connect the ground lead of the test lead to the sensor  
output LO or GND and the test lead probe to the sensor output or HI. (Get the color of the O2 signal wire or PCM  
pin number from a wiring diagram.)  
• Reference Waveform  
2. Warm the engine and O2 sensor for 2-3 minutes at 2500 RPM, and let the engine idle for 20 seconds.  
VEHICLE INFORMATION  
FREQ = 416 Hz  
P-P = 3.00 V  
YEAR  
: 1989  
3. Rev the engine rapidly five or six times in 2 second intervals from idle to Wide Open Throttle (WOT). Be careful  
not to overrev the engine. Engine RPM over about 4000 is not necessary. Just get good snap throttle accels and  
full decels.  
ABS wheel speed sensor  
logged while driving 20 MPH  
MAKE  
MODEL  
: Acura  
: Legend  
ENGINE : 2.7 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : Pos Grn Blu pin 13  
Neg Brn pin 18  
4. Use the HOLD key to freeze the waveform on the display to check the maximum O2 voltage, minimum O2 voltage  
and response time from Rich to Lean.  
STATUS : KOBD (Key On Driven)  
RPM  
: 1200  
ENG_TMP : Operating Temperature  
VACUUM : 18 In. Hg  
MILEAGE : 69050  
Amplitude and Frequency increase with wheel speed. Output signal should be stable  
and repeatable without distorted pulses.  
6-2  
6-3  
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• Reference Waveform  
• Symptoms [OBD II DTC’s : P0420 ~ P0424, P0430 ~ P0434]  
Emissions test failure, poor fuel economy.  
VEHICLE INFORMATION  
YEAR  
MAKE  
MODEL  
: 1995  
: Plymouth  
: Acclaim  
Example of good O2 waveform from property  
operating TBI system at idle. Hash is normal.  
Avg. O2 voltage = 526 mV  
• Test Procedure  
1. Connect one shielded test lead to the CH A and the other test lead to the CH B. Connect the ground leads of  
both test leads to the engine GND’s and one lead probe to the sensor 1 (upstream sensor) output or HI and the  
other lead probe to the sensor 2 (downstream sensor) output or HI.  
ENGINE : 2.5 L  
FUELSYS : Throttle Body Fuel Injection  
PCM_PIN : 41 BkGrn Wire  
2. Run the engine until the O2 sensors are warmed to at least 600 ˚F (315 ˚C) in closed loop operation.  
3. Run the engine at idle while increasing engine speed.  
STATUS : KOER (Key On Running)  
RPM  
: Idle  
“Moderate Hash”  
This is normal  
ENG_TMP : Operating Temperature  
VACUUM : 20 In. Hg  
4. Use this test to check the efficiency of the catalytic converter.  
MILEAGE : 4350  
• Reference Waveform  
The maximum voltage when forced Rich should be greater than 800 mV. The minimum  
voltage when forced Lean should be less than 200 mV. The maximum allowable  
response time from Rich to Lean should be less than 100 ms.  
VEHICLE INFORMATION  
Waveform logged about  
40 seconds after startup.  
YEAR  
MAKE  
: 1990  
: Lexus  
Downstream O sensor voltage  
2
rises as converter heats up and  
begins to use excess oxygen to  
burn HC and CO.  
MODEL  
: LS400  
NOTE  
ENGINE : 4.0 L  
For a Titania-type O2 sensor, change the vertical range to 1 V/div.  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 6 OXL1 BIK wire OXL2 24 Grn wire  
STATUS : KOER (Key On Running)  
• Troubleshooting Tips  
RPM  
: 2500  
ENG_TMP : Warming UP  
VACUUM : 21 In. Hg  
MILEAGE : 79369  
The response time increases by aging and poisoning of the O2 sensor.  
Peak to peak voltages should be at least 600 mV or greater with an average of 450 mV.  
If the waveform is severely hashy, look for a misfire caused by Rich mixture, Lean mixture, ignition problem, vacuum  
leak to an individual cylinder, injector imbalance, or carboned intake valves.  
Good O2 sensor’s output swing between 100 mV and 900 mV indicates that the O  
sensor is properly signalling PCM to control the fuel mixture.  
The fluctuations in the downstream sensor’s signal are much smaller than that of the  
the upstream sensor. As the catalytic converter “lights off” (or reaches operating  
temperature) the signal goes higher due to less and less oxygen being present in the  
exhaust stream as the catalyst begins to store and use oxygen for catalytic conversion.  
IMPORTANT: Don’t use a scan tool at the same time you are analyzing the O2 waveform on the instrument. The  
PCM may go into a different operating strategy when diagnostics are activated by the scan tool.  
Dual O2 Sensor  
• Theory of Operation  
Many vehicles utilize dual O2 sensors within the Feedback Fuel Control System. Both O2 sensors provide an output  
voltage that present the amount of oxygen in the exhaust stream respectively before and after the catalytic  
converter. The leading sensor signal is used as feedback for controlling the fuel mixture. The trailing sensor signal is  
used by PCM to test efficiency of the catalytic converter. The signal amplitude from the trailing sensor will increase  
when the efficiency of the catalytic converter declines over years. A good O2 sensor located downstream from the  
catalyst should see much less fluctuations than its upstream counterpart during steady state operation. This is due to  
the properly operating catalyst’s ability to consume oxygen when it is converting HC and CO, thus dampening the  
fluctuations in the downstream sensor’s signal. That is, the difference in voltage amplitude from the sensors is a  
measure for the ability of the catalyst to store oxygen for the conversion of harmful exhaust constituents.  
6-4  
6-5  
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• Troubleshooting Tips  
4. Press the HOLD key to freeze the waveform on the display for closer inspection.  
When a catalytic converter is totally deteriorated, the catalytic conversion efficiency as well as the oxygen storage  
capability of the catalytic converter are essentially lost. Therefore, the upstream and downstream O2 sensor signals  
closely resemble one another on an inactive converter.  
5. To measure resistance, disconnect the sensor before changing to the GMM mode and then connect the Ground  
and CH A leads to the terminals on the sensor.  
• Reference Waveform  
V
V
B
A
VEHICLE INFORMATION  
MAX = 3.26 V  
B
A
ECT Test from stone  
YEAR  
: 1986  
MIN = 1.86 V  
cold to operating temp.  
MAKE  
MODEL  
: Oldsmobile  
Stone  
cold  
here  
Thermostat opens  
here  
:
Toronado  
ENGINE : 3.8 L  
63.5 Dg.F  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : C10 Yel wire  
STATUS : KOER (Key On Running)  
t
t
Engine at  
operating  
temp. here  
upstream sensor  
A
downstream sensor  
B
PCM resistor  
switched in  
here  
RPM  
: 1500  
A
B
ENG_TMP : Warming Up  
VACUUM : 18 In. Hg  
MILEAGE : 123686  
Catalytic Converter OK  
Catalytic Converter Efficiency  
poor  
• Troubleshooting Tips  
Check the manufacturer’s specifications for exact voltage range specifications, but generally the sensor’s voltage  
should range from 3 V to just under 5 V when stone cold, dropping to around 1 V at operating temperature. The  
good sensor must generate a signal with a certain amplitude at any given temperature.  
ECT (Engine Coolant Temperature) Sensor  
• Theory of Operation  
Opens in the ECT sensor circuit will appear as upward spikes to V Ref.  
Most ECT sensors are Negative Temperature Coefficient (NTC) type thermistors. This means they are primarily two  
wire analog sensors whose resistance decreases when their temperature increases. They are supplied with a 5 V V  
Ref power signal and return a voltage signal proportional to the engine coolant temperature to the PCM. When this  
instrument is connected to the signal from an ECT sensor, what is being read is the voltage drop across the sensor’s  
NTC resistor.  
Shorts to ground in the ECT sensor circuit will appear as downward spikes to ground level.  
Fuel Temp Sensor  
• Theory of Operation  
Typically, ETC sensor’s resistance ranges from about 100,000 ohms at -40 °F (-40 °C) to about 50 ohms at +266 °F  
(+130 °C).  
Most Fuel Temperature (FT) sensors are Negative Temperature Coefficient (NTC)  
type thermistors. They are  
primarily wo wire analog sensors whose resistance decreases when their temperature increases. Some sensors  
t
The ETC sensor signal is used by the PCM to control closed-loop operation, shift points, torque converter clutch  
operation, and cooling fan operation.  
use their own case as a ground, so they have only one wire, the signal wire. They are supplied with a 5 V V Ref  
power signal and return a voltage signal proportional to the temperature to the PCM. FT sensors usually sense the  
engine’s fuel temperature in the fuel rail. When this instrument is connected to the signal from a FT sensor, what is  
being read is the voltage drop across the sensor’s NTC resistor.  
• Symptoms [OBD II DTC’s: P0115 ~ P0116, P0117 ~ P0119]  
No or hard start, high fuel consumption, emissions failure, driveability problems.  
Typically, FT sensor’s resistance ranges from about 100,000 ohms at -40 °F (-40 °C) to about 50 ohms at +266 °F  
(+130 °C).  
• Test Procedure  
1. Backprobe the terminals on the ECT sensor with the CH A lead and its ground lead.  
• Symptoms [OBD II DTC’s: P0180 ~ P0184, P0185 ~ P0189]  
2. Run the engine at idle and monitor the sensor voltage decrease as the engine warms. (Start the engine and hold  
the throttle at 2500 RPM until the trace goes across the screen.)  
Hard start, poor fuel economy, driveability problems  
3. Set the time base to 50 sec/div to see the sensor’s entire operating range  
,
from stone cold to operating  
temperature.  
6-6  
6-7  
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• Test Procedure  
• Symptoms [OBD II DTC’s: P0110 ~ P0114]  
1. Backprobe the terminals on the FT sensor with the CH A lead and its ground lead.  
2. Start the engine and hold the throttle at 2500 RPM until the trace goes across the screen.  
Poor fuel economy, hard start, high emissions, tip-in hesitation  
• Test Procedure  
3. Set the time base to 50 sec/div to see the sensor’s entire operating range, from stone cold to operating  
temperature.  
1. Backprobe the terminals on the IAT sensor with the CH A lead and its ground lead.  
2. When the IAT sensors are at engine operating temperature, spray the sensors with a cooling spray, a water  
spray, or evaporative solvent spray and monitor the sensor voltage. Perform this test with the Key ON, Engine  
Off. The waveform should increase in amplitude as the sensor tip cools.  
4. Press the HOLD key to freeze the waveform on the display for closer inspection.  
5. To measure resistance, disconnect the sensor before changing to the GMM mode and then connect the Ground  
and CH A leads to the terminals on the sensor.  
3. Press the HOLD key to freeze the waveform on the display for closer inspection.  
• Reference Waveform  
4. To measure resistance, disconnect the sensor before changing to the GMM mode and then connect the Ground  
and CH A leads to the terminals on the sensor.  
VEHICLE INFORMATION  
MAX = 3.13 V  
MIN = 2.66 V  
YEAR  
: 1988  
• Reference Waveform  
Engine warmed  
MAKE  
MODEL  
ENGINE : 3.0 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 15 Yel wire  
STATUS : KOER (Key On Running)  
: Nissan/Datsun  
: 300 ZX non-turbo  
up for 8 minutes  
here  
VEHICLE INFORMATION  
MAX = 3.26  
MIN = 1.86  
Key On Engine Off  
“Spray” test Intake  
Air Temp. Sensor  
YEAR  
: 1986  
MAKE  
MODEL  
: Oldsmobile  
: Toronado  
Engine stone  
cold here  
ENGINE : 3.8 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : C11 Tan wire  
STATUS : KOEO (Key On Engine Off)  
RPM  
: 2000  
Intake Air Temp sensor sprayed  
with brake cleaner here. As  
sensor tip cools, voltage  
increases.  
ENG_TMP : Warming Up  
VACUUM : 21 In. Hg  
MILEAGE : 57782  
Key On  
Engine Off  
here  
RPM  
: 0  
ENG_TMP : Ambient Temp.  
VACUUM : 0 In. Hg  
• Troubleshooting Tips  
MILEAGE : 123686  
Check the manufacturer’s specifications for exact voltage range specifications, but generally the sensor’s voltage  
should range from 3 V to just under 5 V when stone cold, dropping to around 1 to 2 V at operating temperature. The  
good sensor must generate a signal with a certain amplitude at any given temperature.  
• Troubleshooting Tips  
Check the manufacturer’s specifications for exact voltage range specifications, but generally the sensor’s voltage  
should range from 3 V to just under 5 V when stone cold, dropping to around 1 to 2 V at operating temperature. The  
good sensor must generate a signal with a certain amplitude at any given temperature.  
Opens in the FT sensor circuit will appear as upward spikes to V Ref.  
Shorts to ground in the FT sensor circuit will appear as downward spikes to ground level.  
Opens in the IAT sensor circuit will appear as upward spikes to V Ref.  
Shorts in the IAT sensor circuit will appear as downward spikes to ground level.  
INTAKE AIR TEMP (IAT) Sensor  
• Theory of Operation  
Knock Sensor  
Most Intake Air Temperature (IAT) sensors are Negative Temperature Coefficient (NTC) type thermistors. They are  
primarily two wire analog sensors whose resistance decreases when their temperature increases. They are supplied  
with a 5 V V Ref power signal and return a voltage signal proportional to the intake air temperature to the PCM.  
Some sensors use their own case as a ground, so they have only one wire, the signal wire. When this instrument is  
connected to the signal from an IAT sensor, what is being read is the voltage drop across the sensor’s NTC resistor.  
• Theory of Operation  
AC signal generating Knock Sensors are piezoelectric devices that sense vibration or mechanical stress (knock)  
from engine detonation. They are quite different from most other AC signal generating automotive sensors that  
sense the speed or position of a rotating shaft.  
Typically, IAT sensor’s resistance ranges from about 100,000 ohms at -40 ˚F (-40 ˚C) to about 50 ohms at +266 ˚F  
(+130 ˚C).  
Engine detonation resulting from overadvanced ignition timing can cause severe engine damage. Knock sensors  
supply the PCM (sometimes via a spark control module) with Knock detection so the PCM can retard ignition timing  
to prevent further Knocking.  
6-8  
6-9  
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Throttle Position Sensor (TPS)  
Theory of Operation  
Knock sensors generate a small AC voltage spike when vibration or a knock from detonation occurs. The bigger the  
Knock or vibration, the bigger the spike. Knock sensors are usually designed to be very sensitive to the Knocking  
frequencies (in 5 to 15 kHz range) of the engine block.  
•
A TPS is a variable resistor that tells the PCM the position of the throttle, that is, how far the throttle is open, whether  
it is opening or closing and how fast. Most throttle position sensors consist of a contact connected to the throttle  
shaft which slides over a section of resistance material around the pivot axis for the movable contact.  
• Symptoms [OBD II DTC’s: P0324 ~ P0334]  
No AC signal generation at all from Knock Sensors.  
The TPS is a three wire sensor. One of the wires is connected to an end of the sensor’s resistance material and  
provides 5 V via the PCM’s V Ref circuit, another wire is connected to the other end of the resistance material and  
provides the sensor ground (GND). The third wire is connected to the movable contact and provides the signal  
output to the PCM. The voltage at any point in the resistance material is proportional to the throttle angle as sensed  
through the movable contact.  
• Test Procedure  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the engine block or the sensor wire  
labeled LO (if internally grounded).  
2. Tes  
t
1: With the  
K
ey On, Engine Running, put a load on the engine and watch the Scope display. The peak  
The voltage signal returning to the PCM is used to calculate engine load, ignition timing, EGR control, idle control  
and other PCM controlled parameters such as transmission shift points. A bad TPS can cause hesitation, idle  
problems, high emissions, and Inspection/ Maintenance (I/M) test failures.  
voltage and frequency of the waveform will increase with engine load and RPM increment. If the engine is  
detonating or pinging from too much advanced ignition timing, the amplitude and frequency will also increase.  
Test 2: With the Key On, Engine Off, tap the engine block lightly near the sensor with a small hammer or a  
ratchet extension. Oscillations will be displayed immediately following a tap on the engine block. The harder the  
tap, the larger the amplitude of the oscillations.  
Generally, throttle position sensors produce just under 1 V with the throttle closed and produce just under 5 V with  
the throttle wide open (WOT). The PCM determines the sensor’s performance by comparing the sensor output to a  
calculated value based on MAP and RPM signals.  
• Reference Waveform  
• Symptoms [OBD II DTC’s: P0120 ~ P0124, P0220 ~ P0229]  
VEHICLE INFORMATION  
Hesitation, stall at stops, high emissions, I/M test failures, transmission shifting problems.  
YEAR  
MAKE  
: 1993  
: Ford  
Typical Knock Sensor test.  
Note signal goes above and below zero volts(AC).  
Logged during slight acceleration.  
• Test Procedure  
MODEL  
ENGINE  
FUELSYS  
: F150 4WD Pickup  
1. Connect the CH A lead to the output or signal circuit of TPS and its ground lead to the TPS’s GND.  
:
:
5.0 L  
Multiport Fuel Injection  
2. With KOEO, slowly sweep the throttle from closed to the wide open position (WOT) and then the closed position  
again. Repeat this process several times.  
PCM_PIN : Neg-GND  
Pos-Pin23 Yel Red wire  
KOER (Key On Running)  
: Slightly Accelerate  
STATUS  
RPM  
:
• Reference Waveform  
ENG_TMP : Operating Temperature  
VACUUM : 19 In. Hg  
MILEAGE : 66748  
VEHICLE INFORMATION  
MAX = 4.36 V  
MIN = 880 mV  
YEAR  
: 1989  
Wide Open Throttle  
MAKE  
MODEL  
: Chevrolet  
:
1500 Series Truck  
• Troubleshooting Tips  
ENGINE : 5.0 L  
FUELSYS : Throttle Body Fuel Injection  
PCM_PIN : C13 DkBlu wire  
Knock sensors are extremely durable and usually fail from physical damage to the sensor itself. The most common  
type of Knock Sensor failure is not to generate a signal at all due to its physical damage, when the waveform stays  
flat even if you rev the engine or tap on the sensor. In this case, check the sensor and the instrument connections;  
make sure the circuit is not grounded, then condemn the sensor.  
Closed Throttle  
Closed Throttle  
STATUS  
RPM  
:
KOEO (Key On Engine Off)  
: 0  
ENG_TMP : Operating Temperature  
VACUUM : 0 In. Hg  
MILEAGE : 108706  
6-10  
6-11  
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• Troubleshooting Tips  
• Reference Waveform  
Check the manufacturer’s specifications for exact voltage range. Generally, the sensor output should range from just  
under 1 V at idle to just under 5 V at wide open throttle (WOT). There should be no breaks, spikes to ground or  
dropouts in the waveform.  
VEHICLE INFORMATION  
P - P = 13.7 V  
FREQ = 89.2 Hz  
YEAR  
: 1987  
MAKE  
: Chrysler  
: Fifth Avenue  
MODEL  
ENGINE  
FUELSYS  
Peak voltage indicates  
WOT  
:
5.2 L  
:
Feedback Carburetor  
Voltage decrease  
identifies enleanment  
(throttle plate closing)  
Dropouts on the slopes of the waveform indicate a  
short to ground or an intermittent open in the sensor’s  
carbon track (resistance materials).  
PCM_PIN : 5 #1 Org wire + 9 #1 Blk wire  
STATUS : KOER (Key On Running)  
Voltage increase  
identifies  
RPM  
: 1400  
enrichment.  
ENG_TMP : Operating Temperature  
VACUUM : 19 In. Hg  
The firs  
t
1/8 to 1/3 of the sensor’s carbon track  
usually wears out most because this portion is most  
used while driving. Thus, pay particular attention to  
the waveform as it begins to rise.  
MILEAGE  
:
140241  
DC offset indicates voltage  
at key on, throttle closed.  
Minimum voltage indicates  
closed throttle plate.  
The amplitude and frequency increase with engine speed (RPM).  
The amplitude, frequency and shape should be all consistent for the conditions (RPM,  
etc.), repeatable (except for “sync” pulses), and predictable.  
(Defective TPS Pattern)  
Generally, the oscillations may not be perfect mirror images of each other above and  
below the zero level mark, but they should be relatively close on most sensors.  
Magnetic Crankshaft Position (CKP) Sensor  
• Theory of Operation  
• Troubleshooting Tips  
Make sure the frequency of the waveform is keeping pace with engine RPM, and that the time between pulses only  
changes when a “sync” pulse is displayed. This time changes only when a missing or extra tooth on the reluctor  
wheel passes the sensor. That is, any other changes in time between the pulses can mean trouble.  
The magnetic CKP sensors are AC signal generating analog sensors. They generally consist of a wire wrapped, soft  
bar magnet with two connections. These two winding, or coil, connections are the sensor’s output terminals. When a  
ring gear (a reluctor wheel) rotates past this sensor, it induces a voltage in the winding. A uniform tooth pattern on  
the reluctor wheel produces a sinusoidal series of pulses having a consistent shape. The amplitude is proportional to  
Look for abnormalities observed in the waveform to coincide with an engine sputter or driveability problem.  
the rotating speed of the reluctor wheel (that is, the crankshaft or camshaft). The frequency is based on the  
Before assuring the sensor’s failure, when waveform abnormalities are observed, make sure that a chafed wire or  
bad wiring harness connector is not the cause, the circuit isn’t grounded, and the proper parts are spinning.  
rotational speed of the reluctor. The air gap between the sensor’s magnetic tip and the reluctor wheel greatly affects  
the sensor’s signal amplitude.  
They are used to determine where TDC (Top Dead Center) position is located by creating a “synchronous” pulse  
which is generated by either omitting teeth on the reluctor wheel or moving them closer together.  
Hall Effect CranKshaft Position (CKP) Sensor  
The PCM uses the CKP sensors to detect misfire. When a misfire occurs, the amount of time it takes for a waveform  
to complete its cycle increases. If the PCM detects an excessive number of misfires within 200 to 1000 crankshaft  
revolutions, a misfire code (OBD II DTC) is set.  
•
Theory of Operation  
These CKP sensors are classified as “CKP Sensors-Low Resolution” in industry.  
The Hall CKP sensors are low resolution digi al sensors which generate the CKP signal, that is a low frequency  
(hundreds of Hz) square wave switching between zero and V Ref, from a Hall sensor.  
t
• Symptoms [OBD II DTC’s: P0340 ~ P0349, P0365 ~ P0369, P0390 ~ P0394]  
No or hard start, intermittent misfire, driveability problems  
The Hall CKP sensor, or switch, consists of an almost completely closed magnetic circuit containing a permanent  
magnet and pole pieces. A soft magnetic vane rotor travels through the remaining air gap between the magnet and  
the pole piece. The opening and closing of the vane rotor’s windows interrupt the magnetic field, causing the Hall  
sensor to turn on and off like a switch - so some vehicle manufacturers call this sensor a Hall switch.  
• Test Procedure  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
These sensors operate at different voltage levels depending on the vehicle manufacturers and deliver a series of  
pulses as the shaft rotates.  
They are used to switch the ignition and/or fuel injection triggering circuits on and off.  
The PCM uses the Hall CKP sensors to detect misfire.  
2. With  
K
O
E
R (Key On, Engine Running), let the engine idle, or use the throttle to accelerate or decelerate the  
engine or drive the vehicle as needed to make the driveability, or emissions, problem occur.  
3. Use the Glitch Snare mode to catch dropouts or stabilize waveforms when a “sync” pulse is created.  
6-12  
6-13  
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• Symptoms [OBD II DTC’s: P0340 ~ P0349, P0365 ~ P0369, P0390 ~ P0394]  
Optical CranKshaft Position (CKP) Sensor  
Long cranking, poor fuel economy, emissions problem  
•
Theory of Operation  
These CKP sensors are classified as “CKP Sensors - High Resolution” in industry.  
The optical CKP sensors can sense position of a ro ating component even without the engine running and their  
• Test Procedure  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
t
pulse amplitude remains constant with variations in speed. They are not affected by electromagnetic interference  
(EMI). They are used to switch the ignition and/or fuel injection triggering circuits on and off.  
2. With KOEC (Key On, Engine Cranking), or with KOER, use the throttle to accelerate or decelerate the engine or  
drive the vehicle as needed to make the driveability, or emissions, problem occur.  
The optical sensor consists of a rotating disk with slots in it, two fiber optic light pipes, an LED, and a phototransistor  
as the light sensor. An amplifier is coupled to the phototransistor to create a strong enough signal for use by other  
electronic devices, such as PCM or ignition module.  
3. Use the Glitch Snare mode to catch dropouts or stabilize waveforms when a “sync” pulse is created.  
• Reference Waveform  
The phototransistor and amplifier create a digital output signal (on/off pulse).  
VEHICLE INFORMATION  
FREQ = 11.3 Hz  
MAX = 8.33 V  
MIN = 0.00 V  
YEAR  
MAKE  
MODEL  
ENGINE : 1.8 L  
FUELSYS : CIS Fuel Injection  
: 1985  
: Volkswagen  
: Jetta  
• Symptoms [OBD II DTC’s: P0340 ~ P0349, P0365 ~ P0369, P0390 ~ P0394]  
No or hard starts, stall at stops, misfires, poor fuel economy, emissions failure  
Cranking test of Hall type (in dist.)  
crankshaft position (CKP) sensor  
• Test Procedure  
PCM_PIN  
STATUS  
RPM  
:
:
9 GryWht wire  
KOEC (Key On Cranking)  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
2. With KOER (  
K
ey On, Engine Running), le  
t
the engine idle, or use the throttle to accelerate or decelerate the  
: Cranking  
: Operating Temperature  
engine or drive the vehicle as needed to make the driveability, or emissions, problem occur.  
ENG_TMP  
VACUUM : 5 In. Hg  
MILEAGE : 105522  
3. Use the Glitch Snare mode to catch dropouts or stabilize waveforms when a “sync” pulse is created.  
• Reference Waveform  
The amplitude, frequency, and shape should be all consistent in the waveform from  
pulse to pulse. The amplitude should be su ficien (usually equal to sensor supply  
f
t
VEHICLE INFORMATION  
voltage), the time between pulses repeatable (except for “sync” pulses), and  
shapes repeatable and predictable. Consistency is the key.  
the  
FREQ = 2.27 kHz  
MAX = 5.06 V  
MIN = -133 mV  
YEAR  
: 1989  
Frequency Modulated signal.  
Frequency increases with  
increasing engine RPM. Duty  
cycle stays constant.  
MAKE  
MODEL  
: Mitsubishi  
: Montero  
ENGINE : 3.0 L  
• Troubleshooting Tips  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 22 Blk wire at PCM  
STATUS : KOER (Key On Running)  
The duty cycle of the waveform changes only when a “sync” pulse is displayed. Any other changes in duty cycle can  
mean troubles.  
RPM  
ENG_TMP  
VACUUM  
: Idle  
The top and bottom corners of the waveform should be sharp and voltage transitions of the edge should be straight  
and vertical.  
:
Operating Temperature  
20 In. Hg  
:
MILEAGE : 184066  
Make sure the waveform isn’t riding too high off the ground level. This could indicate a high resistance or bad ground  
supply to the sensor.  
The amplitude, frequency, and shape should be all consistent in the waveform from  
pulse to pulse. The amplitude should be sufficient, the time between pulses repeatable  
(except for “sync” pulses), and the shapes repeatable and predictable. Consistency is  
the key.  
Although the Hall CKP sensors are generally designed to operate in temperatures up to 318 °F (150 °C), they can  
fail at certain temperatures (cold or hot).  
6-14  
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• Troubleshooting Tips  
• Reference Waveform  
The duty cycle of the waveform changes only when a “sync” pulse is displayed. Any other changes in duty cycle can  
mean troubles.  
VEHICLE INFORMATION  
PK - PK = 9.93 V  
FREQ = 33.1 Hz  
YEAR  
: 1989  
MAKE  
MODEL  
ENGINE : 2.7 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : C3 OrgBlu  
STATUS : KOER (Key On Running)  
: Acura  
The top and bottom corners of the waveform should be sharp. However, the left upper corner may appear rounded  
on some of the higher frequency (high data rate) optical distributors. This is normal.  
:
Legend  
Optical CKP sensors are very susceptible to malfunction from dirt or oil interfering with the light transmission through  
the rotating disk. When dirt or oil enters into the sensitive areas of the sensors, no starts, stalls, or misfires can  
occur.  
RPM  
ENG_TMP : Operating Temperature  
VACUUM 20 In. Hg  
MILEAGE : 69050  
: Idle  
Magnetic Camshaft Position (CMP) Sensor  
• Theory of Operation  
:
The amplitude and frequency increase with engine speed (RPM).  
The amplitude, frequency and shape should be all consistent for the conditions (RPM,  
etc.), the time between pulses repeatable (except for “sync” pulses), and the shapes  
repeatable and predictable.  
The magnetic CMP sensors are AC signal generating analog sensors. The generally consist of a wire wrapped, soft  
bar magnet with two connections. These two winding, or coil, connections are the sensor’s output terminals. When a  
ring gear (a reluctor wheel) rotates past this sensor, it induces a voltage in the winding. A uniform tooth pattern on  
the reluctor wheel produces a sinusoidal series of pulses having a consistent shape. The amplitude is proportional to  
the rotating speed of the reluctor wheel (that is, the crankshaft or camshaft). The frequency is based on the  
rotational speed of the reluctor. The air gap between the sensor’s magnetic tip and the reluctor wheel greatly affects  
the sensor’s signal amplitude.  
• Troubleshooting Tips  
Make sure the frequency of the waveform is keeping pace with engine RPM, and that the time between pulses only  
changes when a “sync” pulse is displayed. This time changes only when a missing or extra tooth on the reluctor  
wheel passes the sensor. That is, any other changes in time between the pulses can mean trouble.  
They are used to determine where TDC (Top Dead Center) position is located by creating a “synchronous” pulse  
which is generated by either omitting teeth on the reluctor wheel or moving them closer together.  
The PCM or ignition module uses the CMP sensors to trigger ignition or fuel injector events. The magnetic CMP and  
CKP sensors are susceptible to Electromagnetic Interference (EMI or RF) from high voltage spark plug wires, car  
phones or other electronic devices on the vehicle. This can cause a driveability problem or set a Diagnostic Trouble  
Code (DTC).  
Look for abnormalities observed in the waveform to coincide with an engine sputter or driveability problem.  
Hall Effect Camshaft Position (CMP) Sensor  
•
Symptoms [OBD II DTC’s: P0340 ~ P0349, P0365 ~ P0369, P0390 ~ P0394]  
• Theory of Operation  
Long cranking time, poor fuel economy, emissions failure  
These CMP sensors are classified as “CMP Sensors - Low Resolution” in industry.  
• Test Procedure  
The Hall CMP sensors are low resolution (accuracy) digital sensors which generate the CMP signal, that is a low  
frequency (tens of Hz) square wave switching between zero and V Ref, from a Hall sensor.  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
The Hall CMP sensor, or switch, consists of an almost completely closed magnetic circuit containing a permanent  
magnet and pole pieces. A soft magnetic vane rotor travels through the remaining air gap between the magnet and  
the pole piece. The opening and closing of the vane rotor’s window interrupts the magnetic field, causing the Hall  
sensor to turn on the off like a switch - so some vehicle manufacturers call this sensor a Hall switch.  
2. With KOER (Key On, Engine Running), let the engine idle, or use the throttle to accelerate or decelerate the  
engine or drive the vehicle as needed to make the driveability, or emissions, problem occur.  
3. Use the Glitch Snare mode to catch dropouts or stabilize waveforms when a “sync” pulse is created.  
These sensors operate at different voltage levels depending on the vehicle manufacturers and deliver a series of  
pulses as the shaft rotates.  
They are used to switch the ignition and/or fuel injection triggering circuits on and off.  
The PCM uses the Hall CMP sensors to detect misfire.  
6-16  
6-17  
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• Symptoms [OBD II DTC’s: P0340 ~ P0349, P0365 ~ P0369, P0390 ~ P0394]  
Optical Camshaft Position (CMP) Sensor  
• Theory of Operation  
Long cranking time, poor fuel economy, emissions failure  
• Test Procedure  
These CMP sensors are classified as “CMP Sensors - High Resolution” in industry.  
The optical CMP sensors are high resolution (accuracy) digital sensors which generate the CMP signal, that is a  
high frequency (hundreds of Hz to several kHz) square wave switching between zero and V Ref.  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
The optical CMP sensors can sense position of a rotating component even without the engine running and their  
2. With KOER (Key On, Engine Running), let the engine idle, or use the throttle to accelerate or decelerate the  
pulse amplitude remains constant with variations in speed. They are not affected by electromagnetic interference  
(EMI). They are used to switch the ignition and/or fuel injection triggering circuits on and off.  
engine or drive the vehicle as needed to make the driveability, or emissions, problem occur.  
3. Use the Glitch Snare mode to catch dropouts or stabilize waveforms when a “sync” pulse is created.  
The optical sensor consists of a rotating disk with slots in it, two fiber optic light pipes, and LED, and a  
phototransistor as the light sensor. An amplifier is coupled to the phototransistor to create a strong enough signal for  
use by other electronic devices, such as PCM or ignition module.  
• Reference Waveform  
The phototransistor and amplifier create a digital output signal (on/off pulse)  
VEHICLE INFORMATION  
FREQ = 22.3 Hz  
MAX = 7.33 V  
MIN = -333 mV  
YEAR  
: 1986  
Fixed Pulse Width signal.  
Frequency increases with  
increasing engine RPM.  
Camshaft makes one  
• Symptoms [OBD II DTC’s: P0340 ~ P0349, P0365 ~ P0369, P0390 ~ P0394]  
MAKE  
MODEL  
: Oldsmobile  
: Toronado  
No or hard starts, stall at stops, misfires, poor fuel economy, emissions failure  
rotation in between pulses.  
ENGINE : 3.8 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : K BrnWht wire at ignition module  
STATUS : KOER (Key On Running)  
• Test Procedure  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
RPM  
: 2500  
2. With KOER (Key On, Engine Running), let the engine idle, or use the throttle to accelerate or decelerate the  
engine or drive the vehicle as needed to make the driveability, or emissions, problem occur.  
ENG_TMP : Operating Temperature  
VACUUM : 20 In. Hg  
MILEAGE : 123686  
3. Use the Glitch Snare mode to catch dropouts or stabilize waveforms when a “sync” pulse is created.  
The amplitude, frequency, and shape should be all consistent in the waveform from  
pulse to pulse. The amplitude should be suf icient (usually equal to sensor supply  
• Reference Waveform  
f
voltage), the time between pulses repeatable (except for “sync” pulses), and the shape  
repeatable and predictable. Consistency is the key.  
VEHICLE INFORMATION  
FREQ = 35.7 Hz  
MAX = 4.93 V  
MIN = 133 mV  
YEAR  
: 1989  
Fixed Pulse Width signal.  
Frequency increases with  
increasing engine RPM.  
MAKE  
MODEL  
: Mitsubishi  
: Montero  
ENGINE : 3.0 L  
• Troubleshooting Tips  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 23 Red wire at PCM  
STATUS : KOER (Key On Running)  
The duty cycle of the waveform changes only when a “sync” pulse is displayed. Any other changes in duty cycle can  
mean troubles.  
RPM  
:
Idle  
The top and bottom corners of the waveform should be sharp and voltage transitions of the edge should be straight  
and vertical.  
ENG_TMP : Operating Temperature  
VACUUM : 20 In. Hg  
MILEAGE : 184066  
Make sure the waveform isn’t riding too high off the ground level. This could indicate a high resistance or bad ground  
supply to the sensor.  
The amplitude, frequency, and shape should be all consistent in the waveform from  
pulse to pulse. The amplitude should be sufficient, the time between pulses repeatable  
(except for “sync” pulses), and the shapes repeatable and predictable. Consistency is  
the key.  
Although the Hall CMP sensors are generally designed to operate in temperatures up to 318 °F (150 °C), they can  
fail at certain temperatures (cold or hot).  
6-18  
6-19  
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• Troubleshooting Tips  
•
Reference Waveform  
The duty cycle of the waveform changes only when a “sync” pulse is displayed. Any other changes in duty cycle can  
mean troubles.  
VEHICLE INFORMATION  
P - P = 6.93 V  
FREQ = 131 Hz  
YEAR  
: 1988  
MAKE  
MODEL  
ENGINE : 3.0 L  
: Nissan/Datsun  
: 300 zx non-turbo  
The top and bottom corners of the waveform should be sharp. However, the left upper corner may appear rounded  
on some of the higher frequency (high data rate) optical distributors. This is normal.  
Optical CMP sensors are very susceptible to malfunction from dirt or oil interfering with the light transmission through  
the rotating disk.  
When dirt or oil enters into the sensitive areas of the sensors, no starts, stalls, or misfires can occur.  
FUELSYS : Multiport Fuel Injection  
PCM_PIN  
STATUS : KOBD (Key On Being Driven)  
RPM : 1500  
ENG_TMP : Operating Temperature  
VACUUM : 20 In. Hg  
:
12 Wht wire at the instrument cluster  
AC signal - Amplitude & Frequency  
increase with vehicle speed.  
Magnetic Vehicle Speed Sensor (VSS)  
MILEAGE : 57782  
•
Theory of Operation  
The amplitude and frequency increase with vehicle speed  
make waveforms whose shapes all look and behave very similar. Generally,  
oscillations (the ups and downs in the waveform) are very symmetrical at constan  
speed.  
.
Vehicle Speed Sensors  
The vehicle speed sensors provides vehicle speed information to the PCM, the cruise control, and the speedometer.  
The PCM uses the data to decide when to engage the transmission torque converter clutch lockup and to control  
electronic transmission shift levels, cruise control, idle air bypass, engine cooling fan, and other functions.  
the  
t
The magnetic vehicle speed sensors are usually mounted directly on the transmissions or transaxles. They are two  
wire sensors and AC signal generating analog sensors. They are very susceptible to Electromagnetic Interference  
(EMI or RF) from other electronic devices on the vehicle.  
• Troubleshooting Tips  
If the amplitude is low, look for an excessive air gap between the trigger wheel and the pickup.  
If the amplitude wavers, look for a bent trigger wheel or shaft.  
They generally consist o  
f
a wire wrapped, soft bar magnet wi  
t
h two connections. These  
two winding, or coil,  
connections are he sensor’s output terminals. When a ring gear (a reluctor wheel) rotates past this sensor, it  
t
induces a voltage in the winding.  
If one of the oscillations look distorted, look for a bent or damaged tooth on the trigger wheel.  
A uniform tooth pattern on the reluctor wheel produces a sinusoidal series of pulses having a consistent shape. The  
amplitude is proportional to the rotating speed of the reluctor wheel. The signal frequency is based on the rotational  
IMPORTANT: When troubleshooting a missing VSS signal, check the fuse first. If there is no power to the buffer,  
there will be no square wave output. If the fuse is good, check the sensor first than a buffer mounted  
under the dash. If you have a sine wave coming from the sensor, but no square wave from the buffer,  
don’t assume the problem is in the buffer; it may not be there because of a loose connector between  
the sensor and the buffer.  
speed o the reluctor. The air gap between the sensor’s magnetic tip and the reluctor wheel greatly affects the  
f
sensor’s signal amplitude.  
• Symptoms [OBD II DTC’s: P0500 ~ P0503]  
Inaccurate speedometer, improper transmission shifting, problems affecting ABS and cruise control  
Optical Vehicle Speed Sensor (VSS)  
• Theory of Operation  
• Test Procedure  
1. Raise the drive wheels off the ground and place the transmission in drive.  
2. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
The optical vehicle speed sensors are usually driven by a conventional cable and are found under the dash. They  
are digital sensors and are not affected by electromagnetic interference (EMI).  
3. With KOBD (Key On, Being Driven), monitor the VSS output signal at low speed while gradually increasing the  
speed of the drive wheels.  
They generally consist o  
phototransistor as the light sensor. An amplifier is coupled to the phototransistor to create a strong enough signal for  
use by other electronic devices such as the PCM or ignition module. The phototransistor and amplifier create a  
digital output signal (on/off pulse).  
f
a rotating disk with slots in it, two fiber optic light pipes, a light emitting diode, and a  
4. Use the Glitch Snare mode to detect spikes and dropouts.  
,
Optical sensors are very susceptible to malfunction from dirt or oil interfering with the light transmission through the  
rotating disk. When dir  
DTC’s can be set.  
t
or oil enters into the sensitive areas of the sensors  
,
driveability problems can occur and  
6-20  
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• Symptoms [OBD II DTC’s: P0500 ~ P0503]  
Analog Manifold Absolute Pressure (MAP) Sensor  
• Theory of Operation  
Improper transmission shifting, inaccurate speedometer, problems affecting ABS and cruise control  
• Test Procedure  
Almost all domestic and import MAP sensors are analog types in design except Ford’s MAP sensor. Analog MAP  
sensors generate a variable voltage output signal that is directly proportional to the intake manifold vacuum, which is  
used by the PCM to determine the engine load. They are primarily three wire sensors and are supplied with 5V V  
Ref power, a ground circuit, and the signal output to the PCM.  
1. Raise the drive wheels off the ground and place the transmission in drive.  
2. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
High pressure occurs when the engine is under a heavy load, and low pressure (high intake vacuum) occurs when  
there is very little load. A bad MAP sensor can affect the air-fuel ratio when the engine accelerates and decelerates.  
It may also have some effect on ignition timing and other PCM outputs. A bad MAP sensor or its hose can trigger  
DTC’s for MAF, TP, or EGR sensors.  
3. With KOBD (Key On, Being Driven), monitor the VSS output signal at low speed (about 30 MPH) while gradually  
increasing the speed of the drive wheels.  
4. Use the Glitch Snare mode the detect spikes and dropouts.  
•
Reference Waveform  
• Symptoms [OBD II DTC’s: P0105 ~ P0109]  
Low power, stall, hesitation, excessive fuel consumption, emissions failure  
VEHICLE INFORMATIONS  
FREQ = 19.2 Hz  
MAX = 12.0 V  
MIN = 0.00 V  
YEAR  
:
1984  
Frequency Modulated Signal.  
Frequency increases with  
• Test Procedure  
MAKE  
MODEL  
: Oldsmobile  
: Toronado  
vehicle speed.  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
ENGINE : 5.0 L  
FUELSYS : Feedback Carburetor  
PCM_PIN : 16 Brn wire  
2. Shut off all accessories, start the engine and let it idle in park or neutral. After the idle has stabilized, check the  
idle voltage.  
STATUS : KOBD (Key On Being Driven)  
3. Rev the engine from idle to Wide Open Throttle (WOT) with a moderate input speed (this should only take about  
2 seconds - don’t overrev the engine.)  
RPM  
: 1350  
ENG_TMP  
VACUUM  
:
:
Operating Temperature  
15 In. Hg  
4. Let engine speed drop back down to idle for about two seconds.  
MILEAGE : 52624  
5. Rev the engine again to WOT (very quickly) and let it drop back to idle again.  
6. Press the HOLD key to freeze the waveform on the display for closer inspection.  
The signal frequency should increase with increasing vehicle speed, but the duty cycle  
should stay consistent at any speed. The amplitude, frequency, and shape should be  
all consistent in the waveform from pulse to pulse. The amplitude should be sufficient  
(usually equal to sensor supply voltage), the time between pulses repeatable and the  
shapes repeatable and predictable.  
NOTE  
It may be advantageous to put the sensor through its paces by using a handheld  
vacuum pump to see that it generates the correct voltage at a specific vacuum.  
• Reference Waveform  
• Troubleshooting Tips  
VEHICLE INFORMATIONS  
The top and bottom corners of the waveform should be sharp and voltage transitions of the edge should be straight  
and vertical.  
slow  
accel.  
Snap  
accel.  
MAX = 4.86 V  
MIN = -133 mV  
YEAR  
:
1993  
MAKE  
MODEL  
: Chevrolet  
: Suburban 1500  
All of the waveforms should be equal in height due to the constant supply voltage to the sensor.  
ENGINE : 5.7 L  
FUELSYS : Throttle Body Fuel Injection  
PCM_PIN : B13 LtGrn wire at MAP sensor  
Make sure the waveform isn’t riding too high off the ground level. This could indicate a high resistance or bad ground  
supply to the sensor. (Voltage drop to ground should not exceed 400 mV.)  
Idle  
Look for abnormalities observed in the waveform to coincide with a driveability problem or a DTC.  
STATUS  
RPM  
:
KOER (Key On Running)  
: Acceleration & Deceleration  
Full  
decel.  
ENG_TMP : Operating Temperature  
0VACUUM : 3-24 In. Hg  
MILEAGE  
:
55011  
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3. Make sure that the amplitude, frequency and shape are all present, repeatable, and consistent. Amplitude should  
be close to 5 V.  
Check the manufacturer’s specifications for exact voltage range versus vacuum levels,  
and compare them to the readings on the display. Generally the sensor voltage should  
Frequency should vary with vacuum. Shape should stay constant (square wave).  
range about 1.25  
V
at idle to just under 5 V at WOT and close to 0 V on full  
decelera ion. High vacuum (around 24 In. Hg on full decel) produces low voltage  
(close to 0 V), and low vacuum (around 3 In. Hg at full load) produces high voltage  
(close to 5 V).  
t
4. Make sure  
t
he sensor produces the correct frequency for a given amount of vacuum, according to the  
specification chart for the vehicle you are working on.  
5. Use the Glitch Snare mode to detect dropouts or unstable output frequency.  
IMPORTANT: There are a few MAP sensors designed to do the opposite (high vacuum = high voltage).  
• Reference Waveform  
Some Chrysler MAP sensors just stay at a fixed vol  
tage when they fail, regardless of changes in  
vacuum level. Generally 4 cylinder engines make nosier waveforms because their vacuum fluctuates  
more between intake strokes.  
VEHICLE INFORMATIONS  
FREQ = 159 Hz  
MAX = 5.06 V  
MIN = -133 mV  
YEAR  
:
1993  
MAKE  
MODEL  
: Ford  
: F150 4WD Pickup  
Ford digital MAP sensor  
Key On Engine Off (KOEO)  
• Troubleshooting Tips  
ENGINE : 5.0 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 45 LtGrn Blk wire  
STATUS : KOEO (Key On Engine Off)  
A high voltage level indicates  
high intake manifold pressure  
(low vacuum).  
HIGH ENGINE LOAD  
RPM  
: 0  
ENG_TMP : Operating Temperature  
LOW ENGINE LOAD  
As the throttle plate opens,  
manifold pressure rises  
(manifold vacuum lowers).  
VACUUM  
MILEAGE  
:
:
0 In. Hg  
66748  
Frequency decreases as vacuum increases. Look for pulses that are a full 5 V in  
amplitude. Voltage transitions should be straight and vertical. Voltage drop to ground  
should not exceed 400 mV. If the voltage drop is greater than 400 mV, look for a bad  
ground at the sensor or the PCM.  
A low voltage level indicates  
low intake manifold pressure  
(high vacuum).  
Digital Manifold Absolute Pressure (MAP) Sensor  
• Theory of Operation  
• Troubleshooting Tips  
A bad digital MA sensor can produce incorrect frequencies, runted (shortened) pulses, unwanted spikes and  
rounded off corners that could all have the effect of garbling “electronic communication”, thus causing a driveability  
or emissions problem.  
P
Ford’s digital MAP sensor is found on many Ford and Lincoln Mercury vehicles from the early 1980’s to well into the  
1990’s. This sensor produces a frequency modula ed square wave whose frequency varies with the amount of  
t
intake vacuum sensed. It generates about 160 Hz with no vacuum applied, and it generates about 105 Hz when it is  
sensing around 19 In.Hg at idle. Check the manufacturer’s specs for the year, make and model for exact vacuum  
versus frequency reference numbers. This is a three wire sensor, supplied with 5 V V Ref power, a ground circuit,  
and the digital signal output pulses based on the amount of vacuum it senses.  
Analog Mass Air Flow (MAF) Sensor  
• Theory of Operation  
There are two main varieties of analog MAF sensors; Hot Wire type and Vane type. Hot wire type MAF sensors use  
heated-metal-foil sensing element to measure air flow entering the intake manifold. The sensing element is heated to  
about 170 °F (77 °C), above the temperature of incoming air. As air flows over the sensing element, it cools the  
element, causing resistance to drop. This causes a corresponding increase in current flow, which causes supply  
voltage to decrease. This signal is seen by the PCM as a change in voltage drop (high air flow = high voltage) and is  
used as an indication of air flow. The PCM uses this signal to calculate engine load, to determine the right amount of  
fuel to be mixed with the air, and ignition timing, EGR control, idle control, transmission shift points, etc.  
• Symptoms [OBD II DTC’s: P0105 ~ P0109]  
Low power, stall, hesitation, excessive fuel consumption, emissions failure  
• Test Procedure  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
2. With the Key On, Engine Off (KOEO), apply different amounts of vacuum to the sensor using a handheld vacuum  
pump.  
6-24  
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Vane type MAF sensors, mainly, consist of a variable resistor (potentiometer) that tells the PCM the position of the  
vane air flow door. As the engine is accelerated and more air passes through the vane air flow sensor, the vane air  
door is pushed open by the incoming air. The angle of the vane air flow door is proportional to the volume of air  
passing by it. A vane type MAF sensor consists of a contact connected to the vane door which slides over a section  
of resistance material that is places around the pivot axis for the movable contact. The voltage at any point in the  
• Troubleshooting Tips  
If overall voltage is low, be sure to check for cracked, broken, loose, or otherwise leaking intake air ducts.  
IMPORTANT: 0.25 V can make the difference between a good sensor and a bad one, or an engine that is blowing  
black smoke and one that is in perfect control of fuel mixture.  
resistance material, as sensed through the movable contact  
,
is proportional to the angle of the vane air door.  
However, because the sensor output voltages will vary substantially depending on vehicle engine  
families, in some cases, this sensor can be difficult to diagnose definitively.  
Overswing of the door caused by snap accelerations provides information to the PCM for acceleration enrichment.  
[Many Toyotas are equipped with vane type MAF sensors operating opposite the above – their voltage is high when  
airflow is low.]  
Digital Slow MAF (Mass Air Flow) Sensor  
• Symptoms [OBD II DTC’s: P0100 ~ P0104]  
Hesitation, stall, low power, idle problems, excessive fuel consumption, emissions failure  
•
Theory of Operation  
There are three main varieties of digital MAF sensors; Digital Slow type (output signals in the 30 to 500 Hz range),  
Digital Fast type (output signals in the kHz range), and Karman Vortex type (which changes pulse width as well as  
frequency). A digital MAF sensor receives a 5 V reference signal from the PCM and sends back a variable frequency  
signal that is proportional to the mass of air entering the engine. The output signal is a square wave, in most cases,  
with a full 5 V in amplitude. As the airflow increases, the frequency of the signal generated increases. The PCM uses  
these signals to calculate fuel injector ON time and ignition timing and also determines MAF sensor deterioration by  
comparing the MAF signal to a calculated value based on MAP, TP, IAT, and RPM signals.  
• Test Procedure  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
2. Shut off all accessories, start the engine and let it idle in park or neutral. After the idle has stabilized, check the  
idle voltage.  
3. Rev the engine from idle to Wide Open Throttle (WOT) with a moderate input speed (this should only take about  
2 seconds – don’t overrev the engine).  
Digital  
Slow MAF sensors can be found on early to mid 1980’s GM vehicles, and many other engine systems.  
Generally, the older the MAF sensor, the slower the frequency it produces.  
4. Let engine speed drop back down to idle for about two seconds.  
5. Rev the engine again to WOT (very quickly) and let it drop back to idle again.  
6. Press the HOLD key to freeze the waveform on the display for closer inspection.  
• Symptoms [OBD II DTC’s: P0100 ~ P0104]  
Hesitation, stall, low power, idle problems, excessive fuel consumption, emissions failure  
• Reference Waveform  
• Test Procedure  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
VEHICLE INFORMATIONS  
MAX = 4.12 V  
YEAR  
:
1993  
MIN = 680 mV  
slow  
accel.  
Snap  
accel.  
2. With the Key On, Engine Running (KOER), use the throttle to accelerate and decelerate the engine. Try different  
RPM ranges while spending more time in the RPM ranges that correspond to the driveability problem.  
MAKE  
MODEL  
: Ford  
: Explorer  
ENGINE : 4.0 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 14 LtBlu Red wire  
3. Make sure that the amplitude, frequency and shape are all correct, consistent, and repeatable.  
4. Make sure that the sensor generates the correct frequency for a given RPM or airflow rate.  
5. Use the Glitch Snare mode to detect dropouts or unstable output frequency.  
Idle  
STATUS  
RPM  
:
KOER (Key On Running)  
: Acceleration and Deceleration  
Full  
decel.  
ENG_TMP : Operating Temperature  
VACUUM : 2-24 In. Hg  
MILEAGE : 54567  
Hot wire type MAF sensor voltage should range from just over 2 V at idle to just over 4  
V at WOT, and should dip slightly lower than idle voltage on full deceleration.  
Vane type MAF sensor voltage should range from about 1 V at idle to just over 4 V at  
WOT and not quite back to idle voltage on full deceleration.  
Generally on non-Toyota varieties, high airflow makes high voltage and low airflow  
,
makes low voltage. When the sensor voltage output doesn’t follow airflow closely, the  
waveform will show it and the engine operation will be noticeably affected.  
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•
Reference Waveform  
4. Make sure that the sensor generates the correct frequency for a given RPM or airflow rate.  
5. Use the Glitch Snare mode to detect dropouts or unstable output frequency.  
VEHICLE INFORMATIONS  
FREQ = 64.1 Hz  
MAX = 4.93 V  
MIN = 0.00 V  
YEAR  
:
1986  
• Reference Waveform  
MAKE  
MODEL  
: Oldsmobile  
: Toronado  
Frequency increases due to air  
flow increase from snap accel.  
VEHICLE INFORMATIONS  
ENGINE : 3.8 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : B6 Yel wire  
FREQ = 6.57 kHz  
MAX = 5.06 V  
MIN = 0.00 V  
YEAR  
:
1990  
: Buick  
Le Sabre  
MAKE  
MODEL  
:
STATUS  
RPM  
:
KOER (Key On Running)  
ENGINE : 3.8 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : Yel wire  
: Snap Acceleration  
Idle air flow here  
before snap accel.  
ENG_TMP : Operating Temperature  
VACUUM : 0-24 In. Hg  
MILEAGE : 123686  
STATUS : KOER (Key On Running)  
RPM  
: 2500  
ENG_TMP : Operating Temperature  
VACUUM : 20 In. Hg  
MILEAGE : 103128  
Frequency stays constant when airflow is cons  
increases from snap acceleration.  
Look for pulses that are a full 5 V in amplitude. Voltage transitions should be straight  
and vertical. Voltage drop to ground should not exceed 400 mV. If greater than 400  
mV, look for a bad ground at the sensor or the PCM.  
tant. Frequency increases as airflow  
Frequency stays constant when airflow is constant. Frequency increases as airflow  
increases from snap acceleration. Look for pulses that are a full 5 V in amplitude.  
Voltage transitions should be straight and vertical. Voltage drop to ground should not  
exceed 400 mV. If greater than 400 mV, look for a bad ground at the sensor or the  
PCM.  
• Troubleshooting Tips  
Possible defects to watch for are runted (shortened) pulses, unwanted spikes, and rounded off corners that could all  
have the effect of garbling an electronic communication, causing a driveability or emissions problem. The sensor  
should be replaced if it has intermittent faults.  
NOTE  
On some Digital Fast MAF sensors, such as the GM Hitachi sensor found on 3800  
Buick V-6s, the upper left corner of the pulse is rounded off slightly. This is normal  
and doesn’t indicate a bad sensor.  
Digital Fast MAF (Mass Air Flow) Sensor  
• Theory of Operation  
• Troubleshooting Tips  
Digital Fast type MAF sensors can be found on GM’s 3800 V-6 engine with the Hitachi sensor, Lexus models, and  
many others. The Hitachi sensor has a square wave output in the 10 kHz range.  
Voltage level of square waves should be consistent and frequency should change smoothly with engine load and  
speed.  
Possible defects to watch for are runted (shortened) pulses, unwanted spikes, and rounded off corners that could all  
have the effect of garbling an electronic communication, causing a driveability or emissions problem. The sensor  
should be replaced if it has intermittent faults.  
• Symptoms [OBD II DTC’s: P0100 ~ P0104]  
Digital Karman-Vortex MAF (Mass Air Flow) Sensor  
Hesitation, stall, low power, idle problems, excessive fuel consumption, emissions failure  
• Theory of Operation  
• Test Procedure  
Karman-Vortex type MAF sensors are usually manufactured as part of the air cleaner assembly. They are commonly  
found on Mitsubishi engine systems. While most digital MAF sensors vary only their frequency with changes in  
1. Connect the CH A lead to the sensor output or HI and its ground lead to the sensor output LO or GND.  
airflow rate, the Karman-Vortex type’s signal varies Pulse Width as well as Frequency with changes in airflow rate.  
As the airflow increases, the frequency of the signal generated increases.  
2. With the Key On, Engine Running (KOER), use the throttle to accelerate and decelerate the engine. Try different  
RPM ranges while spending more time in the RPM ranges that correspond to the driveability problem.  
Karman-Vortex sensors differ from other digital MAF sensors during acceleration modes. During acceleration, not  
only does the sensor’s frequency output increases, but also its pulse width changes.  
3. Make sure that the amplitude, frequency and shape are all consistent, repeatable, and accurate.  
6-28  
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• Symptoms [OBD II DTC’s: P0100 ~ P0104]  
Differential Pressure Feedback EGR (DPFE) Sensor  
• Theory of Operation  
Hesitation, stall, low power, idle problems, excessive fuel consumption, emissions failure  
• Test Procedure  
An EGR (Exhaust Gas Recirculation) pressure sensor is a pressure transducer that tells the PCM the relative  
pressures in the exhaust stream passages and, sometimes, intake manifold. It is found on some Ford EEC IV and  
EEC V engine systems.  
1. Connect the CH A lead to the sensor output HI and its ground lead to the sensor output LO or GND.  
2. With the Key On, Engine Running (KOER), use the throttle to accelerate and decelerate the engine. Try different  
RPM ranges while spending more time in the RPM ranges that correspond to the driveability problem.  
Ford calls it a PFE (Pressure Feedback EGR) sensor when the sensor outputs a signal that is proportional to the  
exhaust backpressure.  
3. Make sure that the amplitude, frequency, shape, and pulse width are all consistent, repeatable and accurate for  
any given operating mode.  
Ford calls it a DPFE (Differential Pressure Feedback EGR) sensor when the sensor outputs the relative difference in  
pressure between intake vacuum and exhaust.  
4. Make sure that the sensor generates the correct and steady frequency for a given RPM or airflow rate.  
5. Use the Glitch Snare mode to detect dropouts or unstable output frequency.  
These are important sensors because their signal input to the PCM is used to calculate EGR flow. A bad EGR  
pressure sensor can cause hesitation, engine pinging, and idle problems, among other driveability problems, and I/M  
emission test failures.  
• Reference Waveform  
The EGR pressure sensor is usually a three wire sensor. One wire supplies the sensor with 5 V via the PCM’s V Ref  
circuit, another wire provides the sensor ground, and the third wire is the sensor’s signal output to the PCM.  
VEHICLE INFORMATIONS  
FREQ = 69.4 Hz avg.  
MAX = 5.06 V  
MIN = 933 mV  
YEAR  
:
1992  
Generally, Ford’s DPFE sensors are found on late model 4.0 L Explorers and other vehicles and produce just under  
1 V with no exhaust gas pressure and close to 5 V with maximum exhaust gas pressure.  
MAKE  
MODEL  
: Mitsubishi  
: Eclipse  
Karman Vortex MAF sensor  
during snap acceleration.  
ENGINE : 1.8 L  
NOTE  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 10 GrnBlu wire  
STATUS : KOER (Key On Running)  
Ford’s PFE sensors produce 3.25 V with no exhaust back pressure increasing to  
about 4.75  
V
with 1.8 PS  
I
of exhaust back pressure.  
O
n properly operating  
vehicles the voltage won’t ever ge  
Taurus and Sable models.  
t
to 5 V. PFE sensors can be found on many  
RPM  
: Snap Acceleration  
ENG_TMP: Operating Temperature  
VACUUM  
MILEAGE  
:
:
3-24 In. Hg  
49604  
• Symptoms [OBD II DTC’s: P0400 ~ P0408]  
Hesitation, engine pinging, idle problems, I/M emission test failure  
Frequency increases as airflow rate increases. Pulse width (duty cycle) is modulated in  
acceleration modes.  
• Test Procedure  
Look for pulses that are a full 5 V in ampli  
tude. Look for the proper shape of the  
waveform in terms of consistent, square corners, and consistent vertical legs.  
1. Connect the CH A lead to the sensor output HI and its ground lead to the sensor output LO or GND.  
2. Start the engine and hold throttle at 2500 RPM for 2–3 minu  
tes until the engine is fully warmed up and the  
Feedback Fuel System is able to enter closed loop. (Verify this by viewing the O2 sensor signal, if necessary.)  
• Troubleshooting Tips  
3. Shut off A/C and all other accessories. Drive the vehicle under normal driving modes; start from dead stop, light  
acceleration, heavy acceleration, cruise, and deceleration.  
Possible defects to watch for are runted (shortened) pulses, unwanted spikes, and rounded off corners that could all  
have the effect of garbling an electronic communication, causing a driveability or emissions problem. The sensor  
should be replaced if it has intermittent faults.  
4. Make sure that the amplitude is correct, repeatable, and present during EGR conditions. The sensor signal  
should be proportional to exhaust gas versus manifold vacuum pressures.  
5. Make sure that all the hoses and lines to and from the intake manifold, EGR valve, and vacuum solenoid valve  
are intact, and routed properly, with no leaks. Make sure the EGR valve diaphragm can hold the proper amount  
of vacuum (check manufacturer’s specs.). Make sure that the EGR passageways in and around the engine are  
clear and unrestricted from internal carbon buildup.  
6. Press the HOLD key to freeze the waveform on the display for closer inspection.  
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• Reference Waveform  
Saturated Switch Type (MFI/PFI/SFI) Injector  
Theory of Operation  
VEHICLE INFORMATIONS  
•
MAX = 1.86 V  
MIN = 400 mV  
YEAR  
:
1994  
The fuel injector itself determines the height of the release spike. The injector driver (switching transistor) determines  
most of the waveform features. Generally an injector driver is located in the PCM that turns the injector on and off.  
Different Kinds (Saturated Switch type, Peak-and-Hold type, Bosch type Peak-and-Hold, and PNPtype) of injector  
drivers create different waveforms. Knowing how to interpret injector waveforms (determining on-time, referencing  
MAKE  
MODEL  
ENGINE : 4.0 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 27 BrnLtGrn wire  
STATUS : KOER (Key On Running)  
: Ford  
: Explorer  
Ford EGR Differential Pressure  
Sensor logged during snap  
acceleration  
peak height, recognizing bad drivers, etc.) can be a very valuable diagnostic talent for driveabili  
repair.  
ty and emission  
RPM  
: Snap Acceleration  
Saturated switch injector drivers are used primarily on multiport fuel injection (MF  
I, PFI, SFI) systems where the  
Engine accelerated  
here  
ENG_TMP : Operating Temperature  
VACUUM : 3-24 In. Hg  
MILEAGE : 40045  
injectors are fired in groups or sequentially. Determining the injector on- ime is fairly easy. The injector on-time  
t
begins where the PCM grounds the circuit to turn it on and ends where the PCM opens the control circuit. Since the  
injector is a coil, when its electric field collapses from the PCM turning it off, it creates a spike. Saturated Switch type  
injectors have a single rising edge. The injector on-time can be used to see if the Feedback Fuel Control System is  
doing its job.  
As soon as the engine reaches the predetermined EGR requirement conditions, the  
PCM will begin opening the EGR valve. The waveform should rise when the engine is  
accelerated. The waveform should fall when the EGR valve closes and the engine  
decelerates. EGR demands are especially high during accelerations. During idle and  
deceleration, the valve is closed.  
• Symptoms  
Hesitation, rough idle, intermittent stall at idle, poor fuel mileage, emissions test failure, low power on acceleration  
• Test Procedure  
• Troubleshooting Tips  
1. Connect the CH A lead to the injector control signal from the PCM and its ground lead to the injector GND.  
There should be no breaks, spikes to ground, or dropouts in the waveform.  
2.  
S
tar  
t
the engine and hold throttle at 2500 RPM  
for 2-3 minutes until the engine is fully warmed up and the  
Feedback Fuel System enters closed loop. (Verify this by viewing the O2 sensor signal, if necessary.)  
6.3 ACTUATOR TESTS  
3. Shut off A/C and all other accessories. Put vehicle in park or neutral. Rev the engine slightly and watch for the  
corresponding injector on-time increase on acceleration.  
1) Induce propane into the intake and drive the mixture rich. If the system is working properly, the injector on-  
time will decrease.  
MENU (  
)
ACTUATOR TESTS MENU  
Injector PFI/MFI  
Injector TBI  
2) Create a vacuum leak and drive the mixture lean. The injector on-time will increase.  
3) Raise the engine to 2500 RPM and hold it steady. The injector on-time will modulate from slightly larger to  
slightly smaller as the system controls the mixture. Generally, the injector on-time only has to change from  
0.25 ms to 0.5 ms to drive the system through its normal full rich to full lean range.  
IMPORTANT: If the injector on-time is not changing, either the system may be operating in an “open loop” idle  
mode or the O2 sensor may be bad.  
COMPONENT TESTS  
Injector PNP  
ACTUATORS  
Injector Bosch  
Mixture Cntl Sol  
EGR Cntl Sol  
4. Use the Glitch Snare mode to check for sudden changes in the injector on-time.  
IAC Motor  
IAC Solenoid  
Trans Shift Sol  
Turbo Boost Sol  
Diesel Glow Plug  
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• Reference Waveform  
• Test Procedure  
1. Connect the CH A lead to the injector control signal from the PCM and its ground lead to the injector GND.  
VEHICLE INFORMATIONS  
MAX = 35.3 V  
YEAR  
MAKE  
MODEL  
:
1993  
2. Start the engine and hold throttle at 2500 RPM for 2-3 minutes until the engine is fully warmed up and the  
MIN = -2.00 V  
DUR = 3.92 ms  
: Ford  
: F150 4WD Pickup  
Feedback Fuel System enters closed loop. (Verify this by viewing the O2 sensor signal, if necessary.)  
PCM turns  
circuit on here  
3. Shut off A/C and all other accessories. Put vehicle in park or neutral. Rev the engine slightly and watch for the  
corresponding injector on-time increase on acceleration.  
ENGINE : 5.0 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 58 Tan wire  
1) Induce propane into the intake and drive the mixture rich. If the system is working properly, the injector on-  
time will decrease.  
STATUS : KOER (Key On Running)  
2) Create a vacuum leak and drive the mixture lean. The injector on-time will increase.  
3) Raise the engine to 2500 RPM and hold it steady. The injector on-time will modulate from slightly larger to  
slightly smaller as the system controls the mixture. Generally, the injector on-time only has to change from  
0.25 ms to 0.5 ms to drive the system through its normal full rich to full lean range.  
RPM  
: Idle  
PCM turns  
circuit off here  
ENG_TMP : Operating Temperature  
VACUUM : 19 In. Hg  
MILEAGE : 66748  
4. Use the Glitch Snare mode to check for sudden changes in the injector on-time.  
When the Feedback Fuel Control System controls fuel mixture properly, the injector  
on-time will modulate from about 1-6 ms at idle to about 6-35 ms under cold cranking  
or Wide Open Throttle (WOT) operation.  
• Reference Waveform  
The injector coil release spike(s) ranges are from 30 V to 100 V normally.  
VEHICLE INFORMATIONS  
MAX = 83.5 V  
YEAR  
:
1993  
MIN = 0.00 V  
DUR = 5.51 ms  
MAKE  
MODEL  
: Chevrolet  
: Suburban 1500  
• Troubleshooting Tips  
ENGINE : 5.7 L  
FUELSYS : Throttle Body Fuel Injection  
PCM_PIN : A16 DkBlu  
Spikes during on-time or unusual high turn off spikes indicate the injector driver’s malfunction.  
Peak and Hold Type (TBI) Injector  
Straight line here (just below  
battery voltage) indicates  
good injector driver.  
STATUS : KOER (Key On Running)  
RPM  
:
Snap Acceleration  
• Theory of Operation  
ENG_TMP : Operating Temperature  
VACUUM : 3-24 In. Hg  
Peak and Hold fuel injector drivers are used almost exclusively on Throttle  
Body Injection (TBI) systems. These  
drivers are only used on a few selected MFI systems like GM’s 2.3 L Quad-4 engine family, Saturn 1.9 L, and Isuzu  
1.6 L. The driver is designed to allow approximately 4 A to flow through the injector coil and then reduce the current  
flow to a maximum of about 1 A. Generally, far more current is required to open the pintle valve than to hold it open.  
MILEAGE : 55011  
When the Feedback Fuel Control System controls fuel mixture properly, the injector  
on-time will modulate from about 1-6 ms at idle to about 6-35 ms under cold cranking  
or Wide Open Throttle (WOT) operation.  
The injector coil release spike(s) ranges are from 30 V to 100 V normally. The turn off  
spikes less than 30 V may indicate shorted injector coil.  
The PCM continues to ground the circuit (hold it at 0 V) until it detects about 4 A flowing through the injector coil.  
When the 4 A “Peak” is reached. the PCM cuts back the current to a maximum of 1 A, by switching in a current  
limiting resistor. This reduction in current causes the magnetic field to collapse partially, creating a voltage spike  
similar to an ignition coil spike, The PCM continues the “Hold” operation for the desired injector on-time, then it shuts  
the driver off by opening the ground circuit completely. This creates the second spike. Under acceleration the  
second spike move to the right, while the first remains stationary. If the engine is running extremely rich, both spikes  
are nearly on top of one another because the PCM is attempting to lean out the mixture by shortening injector on-  
time as much as possible.  
Initial drive voltage should go close to 0 V. If not, injector driver may be weak.  
• Troubleshooting Tips  
Spikes during on-time or unusual high turn off spikes indicate the injector driver’s malfunction. On GM and some  
ISUZU dual TBI systems lots of extra oscillations or “hash” in between the peaks indicates a faulty injector driver in  
the PCM.  
• Symptoms  
Hesitation on throttle tip in, rough idle, intermittent stall at idle, poor fuel mileage, emissions test failure, low power on  
acceleration.  
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• Reference Waveform  
PNP Type Injector  
VEHICLE INFORMATIONS  
• Theory of Operation  
PCM turns  
injector off  
MAX = 15.9 V  
MIN = 27.9 V  
DUR = 6.07 ms  
YEAR  
:
1990  
A PNP type injector driver within the PCM has two positive legs and one negative leg. PNP drivers pulse power to an  
already grounded injector to turn it on. Almost all other injector drivers (NPN type) are opposite. They pulse ground  
to an injector that already has voltage applied. This is why the release spike is upside-down. Current flow is in the  
opposite direction. PNP type drivers can be found on several MFI systems; Jeep 4.0 L engine families, some pre-  
1988 Chrysler engine families, a few Asian vehicles, and some Bosch vehicles in the early 1970s like the Volvo 264  
and Mercedes V-8s.  
MAKE  
MODEL  
: Jeep  
: Cherokee  
ENGINE : 4.0 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 4 Yel wire at #4 injector  
STATUS : KOER (Key On Running)  
PCM turns  
injector on  
by switching  
power on  
RPM  
: Idle  
The injector on-time begins where the PCM switches power to the circuit to turn it on. The injector on-time ends  
where the PCM opens the control circuit completely.  
ENG_TMP : Operating Temperature  
VACUUM : 16.5 In. Hg  
MILEAGE : 85716  
• Symptoms  
Hesitation on throttle tip in, rough idle, intermittent stall at idle, poor fuel mileage, emissions test failure, low power on  
acceleration  
When the Feedback Fuel Control System controls fuel mixture properly, the injector  
on-time will modulate from about 1-6 ms at idle to about 6-35 ms under cold cranking  
or Wide Open Throttle (WOT) operation.  
• Test Procedure  
The injector coil release spike(s) ranges are from -30 V to -100 V normally.  
1. Connect the CH A lead to the injector control signal from the PCM and its ground lead to the injector GND.  
NOTE  
2. Start the engine and hold throttle at 2500 RPM for 2-3 minutes until the engine is fully warmed up and the  
Some injector spike heights are “chopped” to between -30 V to -60 V by clamping  
diodes. There are usually identified by the flat top on their spike(s) instead of a  
sharper point. In those cases, a shorted injector may not reduce the spike height  
unless it is severely shorted.  
Feedback Fuel System enters closed loop. (Verify this by reviewing the O2 sensor signal, if necessary.)  
3. Shut off A/C and all other accessories. Put vehicle in park or neutral. Rev the engine slightly and watch for the  
corresponding injector on-time increase on acceleration.  
1) Induce propane into the intake and drive the mixture rich. If the system is working properly, the injector on-  
time will decrease.  
2) Create a Vacuum leak and drive the mixture lean. The injector on-time will increase.  
3) Raise the engine to 2500 RPM and hold it steady. The injector on-time will modulate from slightly larger to  
slightly smaller as the system control the mixture. Generally, the injector on-time only has to change from 0.25  
ms to 0.5 ms to drive the system through its normal full rich to full lean range.  
IMPORTANT: If the injector on-time is not changing, either the system may be operating in an “open loop” idle  
mode or the O2 sensor may be bad.  
• Troubleshooting Tips  
Spikes during on-time or unusual large turn off spikes indicate the injector driver’s malfunction.  
4. Use the Glitch Snare mode to check for sudden changes in the injector on-time.  
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• Reference Waveform  
Bosch-Type Peak and Hold Injector  
• Theory of Operation  
VEHICLE INFORMATIONS  
MAX = 50.6 V  
MIN = -3.33 V  
DUR = 2.23 ms  
YEAR  
MAKE  
MODEL  
:
1986  
: Nissan/Datsun  
Stanza Wagon  
Bosch type Peak and Hold injector drivers (within the PCM) are designed to allow about 4 A to flow through the  
injector coil, then reduce the flow to a maximum of 1 A by pulsing the circuit on and off at a high frequency. The  
other type injector drivers reduce the current by using a “switch-in” resistor, but this type drivers reduce the current  
by pulsing the circuit on and off.  
:
PCM turns  
circuit on  
ENGINE : 2.0 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : B WhtBlk wire  
Current flow  
pulsed on and  
off enough to  
keep hold in  
Peak voltage caused  
by the collapse of the  
injector coil. when  
current is reduced.  
STATUS  
RPM  
:
KOER (Key On Running)  
: Idle  
Bosch type Peak and Hold i njector  
drivers are found on a few uropean  
models with MFI systems and some  
early to mid-1980s Asian vehicles with  
MFI systems.  
PCM turns  
circuit off  
ENG_TMP : Operating Temperature  
VACUUM : 21 In. Hg  
MILEAGE : 183513  
winding activated  
E
Battery voltage  
(or source voltage)  
supplied to the  
injector  
When the Feedback Fuel Control System controls fuel mixture properly, the injector  
on-time will modulate from about 1-6 ms at idle to about 6-35 ms under cold cranking  
or Wide Open Throttle (WOT) operation.  
Driver transistor  
turns on, pulling  
the injector pintle  
away from its  
seat, starting fuel  
flow  
Return to battery  
(or source) voltage  
The injector coil release spike(s) ranges are from 30 V to 100 V normally.  
IMPORTANT :On some European vehicles like Jaguar, there may be only one release spike because the first  
release spike does not appear due to a spike suppression diode.  
• Troubleshooting Tips  
Injector On-Time  
Spikes during on-time or unusual high turn off spikes indicate the injector driver’s malfunction.  
• Symptoms  
Mixture Control Solenoid  
• Theory of Operation  
Hesitation on throttle tip in, rough idle, intermittent stall at idle, poor fuel mileage, emissions test failure, low power on  
acceleration  
• Test Procedure  
The mixture control signal is the most important output signal in a carbureted Feedback Fuel Control system. On a  
GM vehicle, this circuit pulses about 10 times per second, with each individual pulse (pulse width or on-time) varing,  
depending upon the fuel mixture needed at that moment.  
1. Connect the CH A lead to the injector control signal from the PCM and its ground lead to the injector GND.  
2. Start the engine and hold  
t
hrottle at 2500 RPM for 2-3 minutes until the engine is fully warmed up and the  
In a GM vehicle, this circuit controls how long (per pulse) the main jet metering rods in the carburetor stay down  
(lean position). Most feedback carburetor systems operate in the same way – more mixture control on-time means  
Feedback Fuel System enters closed loop. (Verify this by reviewing the O2 sensor signal, if necessary.)  
lean mixture command. Generally, mixture control commands (from the PCM) tha oscillate around duty cycles  
greater than 50 % mean the system is commanding a lean mixture in an effort to compensate for a long term rich  
condition.  
t
3. Shut off A/C and all other accessories. Put vehicle in park or neutral. Rev the engine slightly and watch for the  
corresponding injector on-time increase on acceleration.  
1) Induce propane into the intake and drive the mixture rich. If the system is working properly, the injector on-  
time will decrease.  
• Symptoms  
2) Create a vacuum leak and drive the mixture lean. The injector on-time will increase.  
3) Raise the engine to 2500 RPM and hold it steady. The injector on-time will modulate from slightly larger to  
slightly smaller as the system control the mixture. Generally, the injector on-time only has to change from 0.25  
ms to 0.5 ms to drive the system through its normal full rich to full lean range.  
IMPORTANT: If the injector on-time is not changing, either the system may be operating in an “open loop” idle  
mode or the O2 sensor may be bad.  
Hesitation on throttle tip in, poor fuel economy, erratic idle, rich or lean emissions  
• Test Procedure  
IMPORTANT :Before performing the test procedure, the O2 sensor must be tested and confirmed good.  
4. Use the Glitch Snare mode to check for sudden changes in the injector on-time.  
1. Connect the CH A lead to the mixture solenoid control signal from the PCM and its ground lead to GND.  
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2. Start the engine and hold throttle at 2500 RPM for 2-3 minutes until the engine is fully warmed up and  
Feedback Fuel System enters closed loop. (Verify this by viewing the O2 sensor signal.)  
t
he  
How much and when EGR flow occurs is very important to emissions and driveability. To precise control EGR flow,  
the PCM sends Pulse Width Modulated signals to a vacuum solenoid valve to control vacuum flow to the EGR valve.  
When applying vacuum, the EGR valve opens, allowing EGR flow. When blocking vacuum, EGR flow stops.  
3. Shut off A/C and all other accessories. Put vehicle in park or neutral. Adjust lean stop, air bleed, and idle mixture  
as per recommended service procedures for the carburetor being serviced.  
Most engine control systems do not enable EGR operation during cranking engine warm up, deceleration, and  
,
idling. EGR is precisely controlled during acceleration modes to optimize engine torque.  
4. Use the Glitch Snare mode the check for signal dropouts.  
• Symptoms  
• Reference Waveform  
Hesitation, loose power, stall, emissions with excessive NOx, engine detonation (pinging)  
VEHICLE INFORMATIONS  
FREQ = 10.0 Hz  
NOTE: O2 sensor  
must be good to  
test this circuit  
YEAR  
:
1984  
• Test Procedure  
DUTY = 48.8 %  
MAX = 31.6 V  
MAKE  
MODEL  
: Oldsmobile  
: Delta 88  
1. Connect the CH A lead to the EGR control signal from the PCM and its ground lead to GND.  
ENGINE : 5.0 L  
FUELSYS : Feedback Carburetor  
PCM turns  
circuit on  
2. Start the engine and hold throttle at 2500 R  
P
M for 2-3 minutes until the engine is fully warmed up and the  
Feedback Fuel System enters closed loop. (Verify this this by viewing the O2 sensor signal.)  
PCM_PIN  
STATUS  
RPM  
:
:
18 Blu wire (at test connector)  
KOER (Key On Running)  
3. Shut off A/C and all other accessories. Drive the vehicle under normal driving modes; start from dead stop, light  
acceleration, heavy acceleration, cruise, and deceleration.  
: Idle  
PCM turns  
circuit off  
ENG_TMP : Operating Temperature  
VACUUM : 19.5 In. Hg  
MILEAGE : 104402  
4. Make sure that the amplitude, frequency, shape, and pulse width are all correct, repeatable, and present during  
EGR flow conditions.  
5. Make sure that all the hoses and lines to and from the intake manifold, EGR valve, and vacuum solenoid valve  
are all intact, and routed properly, with no leaks. Make sure the EGR valve diaphragm can hold the proper  
amount of vacuum. Make sure that the EGR passageways in and around the engine are clear and unrestricted  
from internal carbon buildup.  
When the main venturi metering circui  
etc.), the mixture con  
When the main metering and idle mixture adjustments are set correctly, the tall spike  
will oscillate slightly from right to left and back again but remain very close to the  
middle of the two vertical drops in the waveform. The PCM is oscillating the signal right  
to left, based on input from the O2 sensor.  
t
s are adjusted properly (lean stop, air bleed,  
t
rol signal should oscillate around 50 % duty cycle normally.  
,
6. Use the Glitch Snare mode to check for signal dropouts.  
• Reference Waveform  
VEHICLE INFORMATIONS  
• Troubleshooting Tips  
MAX = 29.0 V  
MIN = -1.33 V  
YEAR  
:
1990  
If the duty cycle does not remain around 50 %, check for vacuum leaks or a poor mixture adjustment.  
MAKE  
MODEL  
ENGINE : 5.7 L  
: Chevrolet  
: Suburban  
If the waveform oscillates around 50 % duty cycle during one operating mode (for instance, idle) but not another,  
then check for vacuum leaks, misadjusted idle mixture, main metering mixture, or other non-feedback system  
problems that affect mixture at different engine speeds.  
FUELSYS : Throttle Body Fuel Injection  
PCM_PIN  
STATUS : KOER (Key On Running)  
RPM : Light Acceleration  
ENG_TMP : Operating Temperature  
VACUUM : 12-23 In. Hg  
MILEAGE : 59726  
:
A4 Gry wire  
EGR (Exhaust Gas Recirculation) Control Solenoid  
• Theory of Operation  
PCM turns  
circuit on  
PCM pulses  
circuit here  
PCM turns  
circuit off  
EGR systems are designed  
t
o dilute the air-fuel mixture and limit NOx formation when combustion temperatures  
As soon as the engine reaches the predetermined EGR requirement conditions, the  
PCM should begin pulsing the EGR solenoid with a pulse width modulated signal to  
open the EGR solenoid valve. EGR demands are especially high during accelerations.  
generally exceed 2500 °F (1371 °C) and air-fuel ratios are lean. The effect of mixing exhaust gas (a relatively inert  
gas) with the incoming air-fuel mixture is a sort of chemical buffering or cooling of the air and fuel molecules in the  
combustion chamber. This prevents excessively rapid burning of the air-fuel charge, or even detonation, both o  
f
which can raise combustion temperatures above 2500 °F. The initial formation of NOx is limited by EGR flow and  
then the catalytic converter acts to chemically reduce the amounts of produced NOx entering the atmosphere.  
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• Troubleshooting Tips  
The idle control output command from the PCM should change when accessories are  
switched on and off or the transmission is switched in and out of gear.  
The pulse width modulated signals from the PCM should control the speed of the  
motor, and in turn the amount of air bypassing the throttle plate.  
If the waveform has runted (shortened) spike heights, it indicates a shorted EGR vacuum solenoid.  
If the waveform has a flat line (no signal at all), it indicates a PCM failure, PCM’s EGR conditions not met, or wiring  
or connector problem.  
Too much EGR flow can make the vehicle hesitate, loose power, or even stall. Not enough EGR flow can result in  
emissions with excessive NOx and engine detonation (pinging).  
The turn off spikes may not be present in all IAC drive circuits.  
IMPORTANT :Before diagnosing IAC motor, several things must be checked and verified; the throttle plate should  
be free of carbon buildup and should open and close freely, the minimum air rate (minimum throttle  
opening) should be set according to manufacturer’s specifications, and check for vacuum leaks or  
false air leaks.  
IAC (Idle Air Control) Motor  
• Theory of Operation  
• Troubleshooting Tips  
Idle air control valves keep the engine idling as low as possible, without stalling, and as smoothly as possible when  
accessories such as air conditioning compressors, alternators, and power steering load the engine.  
If the engine idle speed doesn’t change corresponding with the change of the PCM’s command signal, suspect a  
bad IAC motor or clogged bypass passage.  
Some IAC valves are solenoids (most Fords), some are rotating motors (European Bosch), and some are gear  
reduction DC stepper motors (most GM, Chrysler). In all cases, however, the PCM varies the amplitude or pulse  
width of the signal to control its operation and ultimately, idle speed.  
IAC (Idle Air Control) Solenoid  
• Theory of Operation  
Rotating IAC motors receive a continuous pulse train. The duty cycle of the signal controls the speed of the motor,  
and in turn the amount of air bypassing the throttle plate.  
Idle air control solenoids keep the engine idling as low as possible, without stalling, and as smoothly as possible  
when accessories such as air conditioning compressors, alternators, and power steering load the engine.  
• Symptoms  
Ford’s IAC solenoids are driven by a DC signal with some AC superimposed on top. The solenoid opens the throttle  
plate in proportion to the DC drive it receives from the PCM. The DC drive is applied by holding one end of the  
solenoid coil at battery positive while pulling the other end toward GND. The DC voltage at the driven pin decreases  
as the solenoid drive current is increased.  
Erratic high or low idle, stalling, high activity but no change in idle  
• Test Procedure  
1. Connect the CH A lead to the IAC control signal from the PCM and its ground lead to GND.  
• Symptoms  
2. Run the engine at idle while turning accessories (A/C, blowers, wipers, etc.) on and off. If the vehicle has an  
automatic transmission, put it in and out of drive and park. This will change the load on the engine and cause the  
PCM to change the output command signal to the IAC motor.  
Erratic high or low idle, stalling, high activity but no change in idle  
• Test Procedure  
3. Make sure that idle speed responds to the changes in duty cycle.  
4. Use the Glitch Snare mode to check for signal dropouts.  
1. Connect the CH A lead to the IAC control signal from the PCM and its ground lead to the chassis GND.  
2. Run the engine at idle while turning accessories (A/C, blowers, wipers, etc.) on and off. If the vehicle has an  
automatic transmission, put it in and out of drive and park. This will change the load on the engine and cause the  
PCM to change the output command signal to the IAC solenoid.  
• Reference Waveform  
VEHICLE INFORMATIONS  
FREQ = 100 Hz  
DUTY = 52.5 %  
YEAR  
: 1989  
: BMW  
: 525 I  
3. Make sure that the amplitude, frequency, and shape are all correct, repeatable, and consistent for the various idle  
compensation modes.  
MAKE  
MODEL  
ENGINE : 2.5 L  
4. Make sure that idle speed responds to the changes in the IAC drive.  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 22 WhtGrn wire  
STATUS : KOER (Key On Running)  
RPM  
: Idle  
PCM turns  
circuit on  
PCM turns  
circuit off  
ENG_TMP : Operating Temperature  
VACUUM : 15 In. Hg  
MILEAGE : 72822  
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• Reference Waveform  
• Symptoms  
Slow and improper shifting, engine stops running when vehicle comes to a stop  
VEHICLE INFORMATIONS  
FREQ = 158 Hz  
MAX = 12.2 V  
MIN = 6.40 V  
YEAR  
MAKE  
:
:
1993  
Ford  
• Test Procedure  
MODEL  
ENGINE  
FUELSYS :  
PCM_PIN :  
STATUS  
RPM  
:
:
Explorer  
4.0 L  
Multiport Fuel Injection  
21 Wht-LtBlu wire  
KOER (Key On Running)  
Idle  
1. Connect the CH A lead to the transmission shift solenoid control signal from the PCM and its ground lead to the  
chassis GND.  
2. Drive the vehicle as needed  
to make the driveability problem occur or to exercise the suspected shift solenoid circuit.  
:
:
3. Make sure that the amplitude is correct for the suspected transmission operation.  
ENG_TMP :  
VACUUM  
MILEAGE :  
Operating Temperature  
19 In. Hg  
54567  
4. Use the proper transmission fluid pressure gauges to make sure the transmission fluid pressure and flow being  
controlled by the solenoid is being effected properly by solenoid operation. This will help discriminate between an  
:
electronic problem and a mechanical problem (such as a sticking solenoid valve, clogged  
leaking internal seals, etc.) in the transmission.  
fluid passages, or  
The idle control output command from the PCM should change when accessories are  
switched on and off or the transmission is switched in and out of gear.  
DC level should decrease as the IAC solenoid drive current is increased.  
• Reference Waveform  
VEHICLE INFORMATIONS  
IMPORTANT :Before diagnosing IAC solenoid, several things must be checked and verified;  
should be free of carbon buildup and should open and close freely, the minimum air rate (minimum  
throttle opening) should be se according to manufacturer’s specifications, and check for vacuum  
leaks or false air leaks.  
t
he thro  
t
tle plate  
YEAR  
MAKE  
MODEL  
:
1993  
Vehicle speed reached  
35 MPH here and PCM  
turned shift solenoid on  
: Ford  
: Explorer  
t
ENGINE : 4.0 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 52 Org Yel wire  
STATUS : KOBD (Key On Driven)  
• Troubleshooting Tips  
If the engine idle speed doesn’t change corresponding with the change of the PCM’s command signal, suspect a  
bad IAC solenoid or clogged bypass passage.  
RPM  
:
1500  
ENG_TMP : Operating Temperature  
VACUUM : 19 In. Hg  
MILEAGE : 54567  
Transmission Shift Solenoid  
• Theory of Operation  
The drive signal should be consistent and repeatable.  
The PCM controls an au  
solenoid.  
tomatic transmission’s electronic shift solenoid or torque converter clutch (TCC) lockup  
• Troubleshooting Tips  
The PCM opens and closes the solenoid valves using a DC switched signal. These solenoid valves, in effect, control  
transmission fluid flow to clutch park, servos, torque converter lockup clutches, and other functional components of  
the transmission under the PCM’s control.  
If the waveform appears as a flat line (no signal at all), it can indicate a PCM failure, PCM conditions not met (shift  
points, TCC lockup, etc.), or wiring or connector problems.  
Some electronic shift solenoid systems use ground feed controlled solenoids that are always powered up and some  
systems use power feed controlled solenoids that are always grounded. A ground feed controlled solenoid on a DC  
switched circuit appears as a straight line at the system voltage, and drops to ground when the PCM activates the  
solenoid. A power feed controlled solenoid on a DC switched circuit appears as a straight line at 0 V until the PCM  
activates the solenoid.  
Many vehicle PCM’s are programmed not to enable TCC operation until the engine reaches a certain temperature as  
well as a certain speed.  
Turbo Boost Control Solenoid  
• Theory of Operation  
Turbochargers increase horsepower considerably withou  
also improve torques over the useful RPM range and fuel economy, and reduces exhaust gas emissions.  
t
increasing engine piston displacement. Turbochargers  
Turbocharger’s boost pressure must be regula ed to obtain optimum acceleration, throttle response, and engine  
t
durability. Regulating the boost pressure is accomplished by varying the amount of exhaust gas that bypasses the  
exhaust side turbine. As more exhaust gas is routed around the turbine, the less boost pressure is increased.  
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A door (called the wastegate) is opened and closed to regulate the amount of bypass. The wastegate is controlled  
by a vacuum servo motor, which can be controlled by a vacuum solenoid valve that receives a control signal from  
the PCM. When the PCM receives a signal from the MAP sensor indicating that certain boost pressure is reached,  
the PCM commands the vacuum solenoid valve to open in order to decrease boost pressure. The PCM opens the  
solenoid valve via a pulse width modulated signal.  
Diesel Glow Plug  
• Theory of Operation  
Starting cold diesel engines are not easy because Blowby past the piston rings and thermal losses reduce the  
amount of compression possible. Cold starting can be improved by a shea  
thed element glow plug in the  
precombustion chamber (in case of Direct-injection (DI) engines, in the main combustian chamber).  
• Symptoms  
When current flows through the heating coil of the glow plug, a portion of the fuel around the glow plug’s hot tip is  
vaporized to assist in igniting the air-fuel mixture. Newer glow plug systems, which continue to operate after engine  
startup for up to 3 minutes, improve initial engine performance, reduce smokes, emissions, and combustian noises.  
Poor driveability, engine damage (blown head gasket), hard stall under acceleration  
• Test Procedure  
Usually, a glow plug control unit supplies power to the glow plug during appropriate conditions. Some newer glow  
1. Connect the CH A lead to the solenoid control signal from the PCM and its ground lead to the chassis GND.  
plugs are designed with a heater element that changes resis  
tance with temperature. The glow plug’s resistance  
2.  
S
tart the engine and hold thro  
t
tle at 2500 RPM for 2-3 minu  
tes until the engine is fully warmed up and the  
increases as the heating element gets hotter by the combustian temperature’s increment after startup.  
Feedback Fuel system enters closed loop. (Verify this by viewing the O2 sensor signal, if necessary.)  
Usually, glow plug systems are power feed controlled so the waveform of the current going  
element appears as a straight line at 0 V until the ignition key is switched on.  
through its heating  
3. Drive the vehicle as needed to make the suspected problem occur.  
4. Make sure that the drive signal comes on as the boost pressure is regulated and the wastegate actually responds  
to the solenoid control signal.  
• Symptoms  
No or hard start, emissions with excessive smokes, excessive combustian noises (knocks)  
•
Reference Waveform  
• Test Procedure  
VEHICLE INFORMATIONS  
1. Set the instrument up with the current probe. (Connect the probe to the CH A.)  
2. Adjust the probe to read DC Zero.  
FREQ = 19.5 Hz  
DUTY = 39.2 %  
MAX = 28.0 V  
YEAR  
MAKE  
MODEL  
ENGINE  
:
1988  
: Chrysler  
: LeBaron Convertible  
:
PCM turns  
circuit off  
3. Clamp the current probe around the glow plug feed wire.  
4. With the diesel engine stone cold, turn on the ignition key and watch for the readings.  
2.2 L Turbo  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 39 LtGrn Blk wire  
STATUS : KOBD (Key On Driven)  
5. Make sure that the amplitude of the current is correct and consistent for the glow plug systems under test.  
RPM  
: Moderate Acceleration (35 MPH)  
PCM turns  
circuit on  
ENG_TMP : Operating Temperature  
VACUUM : 5 In. Hg  
MILEAGE : 77008  
• Reference Waveform  
VEHICLE INFORMATIONS  
MAX = 56 A  
MIN = 1 A  
YEAR  
MAKE  
MODEL  
:
1977  
: Mercedes-Benz  
: 240 D  
As soon as the turbo engine reaches a predetermined boost pressure under  
acceleration, he PCM should begin pulsing the turbo boost solenoid wi h a varying  
pulse width modulated signal o open the was ega e. On deceleration, the signal is  
stopped and the valve is closed.  
Ignition key  
on  
t
t
ENGINE : 2.4 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : Power supply to glow plugs  
t
t
t
Ignition key  
off  
Ignition key  
switched on.  
Current begins  
to flow through  
glow plugs.  
STATUS  
RPM  
:
: 0  
KOEO (Key On Engine Off)  
• Troubleshooting Tips  
If the turn off spikes are not present, the solenoid coil may be shorted.  
ENG_TMP : Ambient Temperature  
VACUUM : 0 In. Hg  
If the drive signal never appears under the high boost conditions, the driver within the PCM may have failed.  
If the turn off spikes are runted (shortened), the vacuum solenoid valve may be shorted.  
MILEAGE : 151417  
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3. Exercise the sensor, device, or circuit while watching for the amplitude of the signal. The amplitude should stay in  
a predetermined voltage range for a given condition.  
Look for the curren going through the glow plug to be at its maximum when the  
ignition key is switched on. Maximum current and operating current specifications may  
be available from the manufacturer’s service manual.  
t
4. In most cases, the amplitude of the waveform should stay at the battery voltage when the circuit is on, and go to  
0 V when the circuit is off.  
All glow plugs should draw about the same current under cold or hot conditions.  
• Reference Waveform  
• Troubleshooting Tips  
VEHICLE INFORMATIONS  
MAX = 20.3 V  
MIN = 8.00 V  
If the waveform stays flat (at 0 V), suspect a faulty glow plug. If the waveform has drop outs, suspect an open circuit  
in the glow plug’s heating element. An open circuit may be caused by overheat from a faulty controller, vibration, or  
fatigue related malfunctions.  
YEAR  
:
1986  
MAKE  
MODEL  
: Oldsmobile  
: Toronado  
transient spikes are normal  
with engine running  
ENGINE : 3.8 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : C16 Org and D1 BlkWht wires  
STATUS : KOER (Key On Running)  
6.4 ELECTRICAL TESTS  
scope connected to  
PCM power and ground  
RPM  
ENG_TMP : Operating Temperature  
VACUUM 20 In. Hg  
MILEAGE : 123686  
: Idle  
wiggle or shake wiring harness or  
wires to suspect component while  
MENU (  
)
ELECTRICAL TESTS MENU  
Power Circuit  
V Ref Circuit  
looking for drop outs in the waveform  
:
COMPONENT TESTS  
Ground Circuit  
The voltage should stay in a predetermined voltage range for a given condition (during  
normal opera ion) Transien spikes above average voltage level are normal with  
engine running.  
ELECTRICAL  
Alternator Output  
Alternator Field VR  
Alternator Diode  
Audio System  
t
.
t
DC Switch Circuits  
• Troubleshooting Tips  
the amplitude is changing when it is not supposed to (for example, when the switch in the circui is not being  
If  
t
operated), there may be a failure in the circuit.  
Power Supply Circuit  
• Theory of Operation  
If he waveform has some spikes to ground, there may be an open circuit in the power side or there may be a  
t
voltage short to ground.  
This test procedure tests the integrity of the battery power supply to vehicle as well as to subsystems or switches  
tha rely on bat ery power to operate. This test procedure can be used o assure components and devices are  
If the waveform has some upward spikes, there may be an open circuit in the ground side.  
t
t
t
getting the quality and quantity of power supply necessary for proper operation. This procedure can be applied to a  
lot of different automotive circuits that use battery voltage as their power source, such as power supply circuits (to  
PCM and other control modules), temperature switches, throttle switches, vacuum switches, light switches, brake  
switches, cruise control switches, etc.  
Voltage Reference (V Ref) Circuit  
• Theory of Operation  
• Symptoms  
The PCM provides a stable regulated voltage, normally 5 V DC (8 V or 9 V DC on some older vehicles), to sensors  
and components controlled by it for operation. The V Ref circuit should stay at their specified voltage during normal  
operation. (The voltage level should not vary more than 200 mV under normal operation.)  
No start, loss of power  
• Test Procedure  
• Symptoms  
1. Connect the CH A lead to the power supply circuit of the device to be tested and its ground lead to the device’s  
GND.  
Low power, sensor output values out of range  
• Test Procedure  
2. Make sure power is switched on in the circuit so that the sensor, device or circuit is operational and current is  
flowing through the circuit.  
6-48  
1. Connect the CH A lead to the V Ref signal from the PCM and its ground lead to the sensor or chassis GND.  
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2. Make sure power is switched on to the PCM and monitor the voltage level of the V Ref signal from the PCM.  
Compare it with the manufacturer’s recommended limits.  
• Test Procedure  
1. Connect the CH A lead to the GND pin of the grounded device or the one side of the suspect junction and its  
ground lead to the chassis GND or the other side of the suspect junction.  
3. If the voltage level is unstable or the waveform shows spikes to ground, check the wiring harness for shorts or  
intermittent connections.  
2. Make sure power is switched on in the circuit so that the sensor, device, or circuit is operational and current is  
flowing through the circuit.  
•
Reference Waveform  
3. The average voltage drop across the junction should be less than 100 mV to 300 mV.  
VEHICLE INFORMATIONS  
MAX = 5.33 V  
MIN = 4.66 V  
Sensor Reference Voltage -  
sent out by PCM. Supplies  
voltage to various sensors.  
YEAR  
MAKE  
MODEL  
:
1986  
• Reference Waveform  
: Oldsmobile  
: Toronado  
Waveform’s amplitude should  
not vary more than 200 mV  
under normal operating modes  
VEHICLE INFORMATIONS  
MAX = 40 mV  
MIN = -40 mV  
ENGINE : 3.8 L  
YEAR  
:
1986  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : C14 Gry wire at TPS  
STATUS : KOER (Key On Running)  
MAKE  
MODEL  
: Oldsmobile  
: Toronado  
Tests voltage drop across ground circuit  
CH A probe connected to engine block  
COM probe connected to battery negative.  
Test conducted w/engine running.  
ENGINE : 3.8 L  
wiggle the sensor harness/wiring  
while watching the waveform’s  
amplitude to check for bad  
RPM  
: Idle  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : CH A on Engine Block  
COM on Battery Negative  
ENG_TMP : Operating Temperature  
VACUUM : 18 In. Hg  
connections or chafed wires  
MILEAGE : 123686  
STATUS : KOER (Key On Running)  
RPM  
ENG_TMP  
VACUUM : 18 In. Hg  
MILEAGE : 123686  
: Idle  
: Operating Temperature  
The voltage should stay in a predetermined voltage range for a given condition.  
Normal V Ref voltage ranges are from 4.50 V to 5.50 V.  
Average voltage drop should not exceed 100 - 300 mV. If there is too much resistance  
in the ground circuit, the waveform’s amplitude will be too high.  
• Troubleshooting Tips  
If the voltage level is unstable or the waveform shows spikes to ground, check the wiring harness for shorts or bad  
connections.  
• Troubleshooting Tips  
Waveform’s amplitude should not vary more than 200 mV under normal operation.  
If average voltage drop is excessive, clean or replace the connections and cables.  
Ground Circuit  
Alternator Output  
• Theory of Operation  
• Theory of Operation  
A ground circuit con  
(ground).  
trols the feedback on any controlled circuit by grounding that circuit to a common conductor  
Alternators replaced generators due to their higher output at low engine speed, and their more compact and  
lightweight design An alternator is an AC generator with diode rectification, which converts the AC signal to a  
.
This test procedure tests the integrity of ground circuits by per  
resistance in a ground circuit or the suspect junction.  
f
orming a voltage drop test across the suspected  
pulsating DC signal. The DC signal charges the vehicle’s battery and supplies power to run the vehicle’s electrical  
and electronic systems. Field current is supplied to the rotor in the alternator to vary its output. Alternator output  
voltage increases as engine RPM increases.  
This test procedure can be used assure components and devices are getting the quality of ground supply necessary  
for proper operation. This procedure can be applied to a lot of different automotive circuits that are grounded to the  
vehicle’s electrical systems either through the engine block, chassis, or through a wire connected to the negative  
side of the battery.  
The alternator’s output voltage is controlled by a solid state regulator within the PCM, in some cases. The regulator  
limits the charging voltage to a preset upper limit and varies the amount of the excitation current supplied to the field  
winding. The field winding excitation is varied according to the battery’s need for charge and ambient temperature.  
Check the manufacturer’s specs regarding the upper and lower limits of charging voltage permitted for the vehicle  
being checked.  
•
Symptoms  
Poor performance, inaccurate sensor outputs  
The alternator’s output voltage should be roughly 0.8 V to 2.0 V above the static battery voltage with the KOEO (Key  
Off Engine Off).  
6-50  
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• Symptoms  
Alternator Field/ VR (Voltage Reference)  
• Theory of Operation  
No start, low battery, slow cranking  
• Test Procedure  
A voltage regulator (in the PCM) controls alternator output by adjusting the amount of current flowing through the  
rotor field windings. To increase alternator output, the voltage regulator allows more current to flow through the rotor  
field windings. The field control current is varied according to the battery’s need for charge and ambient temperature.  
Before performing the alternator output voltage test, the battery’s state of charge should be checked and a battery  
load test should be performed.  
If the battery is discharged, the regulator may cycle the field current on 90 % of the time to increase the alternator  
output. If the electrical load is low, the regulator may cycle the field current off 90 % of the time to decrease the  
alternator output. That is the signal is usually pulse width modulated.  
1. Connect the CH A lead to the battery positive post and its ground lead to the battery negative post.  
2. Turn off all electrical loads and start the engine.  
If the field control circuit is malfunctioning, the charging system can overcharge or undercharge, either creating  
3. Hold the engine at 2500 RPM for about 3 minutes and check the alternator’s output voltage.  
problems.  
• Reference Waveform  
• Symptoms  
VEHICLE INFORMATIONS  
Undercharging, overcharging, or no charging output  
AVG = 13.2 V  
YEAR  
:
1986  
Test conducted with engine  
running and A/C off.  
MAKE  
MODEL  
: Oldsmobile  
: Toronado  
• Test Procedure  
ENGINE : 3.8 L  
1. Connect the CH A lead to the field control circuit the and its ground lead to the chassis GND.  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : CH A to Positive side of Battery  
COM to GND  
2. Start the engine and run at 2500 RPM. Operate the heater fan on high with the headlight on high beam, or use  
battery load tester to vary the amount of load on the vehicle’s electrical system.  
Normal voltage ranges  
are from 0.8 volts to 2.0  
volts above engine off  
(static) battery voltage.  
STATUS : KOER (Key On Running)  
3. Make sure that the voltage regulator is properly controlling the duty cycle of the alternator field drive signal as the  
load changes.  
RPM  
: 2500  
ENG_TMP  
VACUUM  
:
:
Operating Temperature  
20 In. Hg  
• Reference Waveform  
MILEAGE : 123686  
VEHICLE INFORMATIONS  
Normal voltage ranges are about 0.8 V to 2.0 V above the static battery voltage with  
the Key Off Engine Off. Over 2.0 V may indicate an overcharge condition and less than  
0.8 V may indicate an undercharge solution. Different vehicles have different charging  
system specifications. Consult the manufacturer’s specs.  
General rules of thumb; GN 14.5 to 15.4 V, Ford 14.4 to 14.8 V, and Chrysler 13.3 to  
13.9 V  
FREQ = 390 Hz  
DUTY = 21.8 %  
YEAR  
MAKE  
MODEL  
:
1986  
: Oldsmobile  
: Toronado  
ENGINE : 3.8 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 3D11 at BCM Grey wire at alternator pin F  
RPM  
:
2500  
IMPORTANT :The test results can be different in a big way according to the ambient temperature, what electrical  
loads are on the battery during testing, the age of battery, the battery’s charging state, the level and  
quality of the battery’s electrolyte, or the battery design.  
ENG_TMP : Operating Temperature  
VACUUM : 18 In. Hg  
MILEAGE : 123686  
NOTE: A/C on high blow and headlights on  
highbeam.  
• Troubleshooting Tips  
The charging system’s voltage regulator should vary the on-  
field control drive signal depending on the electrical sys em requirements. The  
regulator should pulse the field drive signal with the overall duty cycle average meeting  
the electrical system demands. When electrical load is pu on the battery, the field  
time of the alternator’s  
If the output voltage is excessively high, or the battery is leaking, wet, smells like acid, or is boiling, the alternator  
may be defective. Check the regulator for its proper operation. Also perform a voltage drop test on both sides of the  
alternator housing and at the battery. If the voltage is different, the alternator may be grounded improperly.  
t
t
control circuit should go high to compensate for it. Frequency may increase during  
conditions of increased charging demand.  
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• Troubleshooting Tips  
• Reference Waveform  
If the voltage is high, there is no command to turn the alternator on or the regulator does not have the ability to  
decrease the voltage.  
VEHICLE INFORMATIONS  
P-P = 373 mV  
YEAR  
:
1986  
MAKE  
MODEL  
ENGINE : 3.8 L  
: Oldsmobile  
: Toronado  
If the voltage is low, the alternator will be on all the time and cause an overcharging state.  
If the voltage can not be pulled to ground sufficiently, there may be bad regulator within the PCM.  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : B+ post at alternator  
STATUS : KOER (Key On Running)  
Alternator Diode  
Tested at idle with high beam and wipers  
on, and A/C blower on high speed.  
RPM  
ENG_TMP : Operating Temperature  
VACUUM 18 In. Hg  
MILEAGE : 123686  
: Idle  
• Theory of Operation  
:
An alternator generates current and voltage by the principles of electromagnetic induction. Accessories connected to  
the vehicle’s charging system require a steady supply of direct current (DC) at a relatively steady voltage level. A set  
of diodes, part of the alternator’s rectifier bridge, modifies the AC voltage (produced in the alternator) to the DC  
voltage. When analyzing a vehicle’s charging system, both AC and DC level should be analyzed because the AC  
level (called “ripple voltage”) is a clear indication of diode condition. Too high a level of AC voltage can indicate a  
defective diode and discharge the battery.  
A bad alternator diode produces Peak to Peak voltages exceeding 2 V usually and its  
waveform will have “humps” that drop out and go much lower than the normal ones  
shown above.  
A shorted diode splits the pulses into pairs.  
Usually, a bad alternator diode produces Peak to Peak voltages of more than 2 V.  
• Troubleshooting Tips  
• Symptoms  
If the waveform has very noticeable dropouts with two or three times the peak to peak amplitude of a normal ripple,  
the diodes are defective. Dropouts from bad diodes usually have a peak to peak voltages of around 1.5 V to 2.0 V.  
Overnight battery draining, excessive AC current from alternator output, flickering lights, poor driveability  
If the humps in the waveform are grouped into pairs, the alternator has one or more bad diodes.  
• Test Procedure  
NOTE  
Audio System Speaker  
• Theory of Operation  
This test is made at the rear case half of the alternator and not battery.  
The battery can act as a capacitor and absorb the AC voltage.  
1. Connect the CH A lead to the B+ output  
alternator case.  
t
erminal on the back of the alternator and its ground lead to the  
Automotive speakers are electromechanical devices that convert electrical signal from a vehicle’s radio (or  
monitoring system) into mechanical vibrations. The mechanical vibrations produced by automotive speakers are in  
the audible frequency range from 16 to 20,000 Hz.  
2. With the Key On, Engine Off, turn on the high beam headlights, put the A/C or heater blower motor on high  
speed, turn on the windshield wipers, and rear defrost (if equipped) for 3 minutes.  
Audio signals to the speaker usually range between 0.5 and 10 V Peak to Peak. DC resistance of the speaker voice  
coils is normally less then 10 ohms.  
3. Start the engine and let it idle.  
4. Make sure that pulses in ripple waveform are all about the same size and that pulses are not grouped into pairs.  
•
Symptoms  
A blown speaker with an open circuit  
• Test Procedure  
1. Connect the CH A lead to the positive speaker circuit and its ground lead to the negative speaker circuit.  
2. Turn on the radio at normal listening level and make sure that the speaker drive signal is present.  
3. To measure the resistance o  
f
the speaker voice coils, se  
t
the instrument to the GMM mode. Measure the  
resistance with the drive signal disconnected.  
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•
Reference Waveform  
3. Exercise the switch while paying attention to the amplitude of the signal. It should stay in a predetermined voltage  
range for a given condition. In most cases, the amplitude of the waveform should stay at B+ or battery voltage  
when the circuit is on, and go to 0 V when the switch is activated.  
VEHICLE INFORMATIONS  
MAX = +473 mV  
MIN = -509 mV  
YEAR  
:
1989  
: Buick  
Le Sabre  
MAKE  
MODEL  
• Reference Waveform  
:
ENGINE : 3.8 L  
VEHICLE INFORMATIONS  
MAX = 13.8 V  
MIN = -1.0 V  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : CH A to speaker (+)  
COM to speaker (–)  
YEAR  
:
1993  
Brake pedal  
released  
here  
MAKE  
MODEL  
: Ford  
: Explorer  
music starts new  
note here  
STATUS : KOEO (Key On Engine Off)  
ENGINE : 4.0 L  
RPM  
: 0  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 2 Lt Grn wire  
STATUS : KOER (Key On Running)  
ENG_TMP : Ambient Temperature  
VACUUM : 0 In. Hg  
MILEAGE : 93640  
RPM  
ENG_TMP  
VACUUM  
: Idle  
Brake pedal  
depressed here  
:
Operating Temperature  
19 In. Hg  
A few notes from Willie Nelson’s  
“On The Road Again”  
:
MILEAGE : 54567  
If there is a failure in the circuit, the waveform’s amplitude will change when it is not  
supposed to.  
Automotive speaker drive signals normally range between 0.5 V and 10 V Peak  
Peak.  
to  
Resistance of the speaker voice coils is normally less than 10 ohms.  
• Troubleshooting Tips  
If the waveform has spikes to ground, there may be an open circuit in the power side or a voltage short to ground.  
If the waveform has upward spikes, there may be an open in the ground side.  
• Troubleshooting Tips  
If the speaker is blown, suspect an open circuit.  
6.5 IGNITION TESTS  
DC Switch Circuits  
• Theory of Operation  
MENU (  
)
This test procedure can be applied to a lot of different automotive circuits that use B+ as their power source, such as  
power supply circuits (to the PCM and other control modules), emperature switches, hrottle switches, vacuum  
switches, light switches, brake switches, cruise control switches, etc.  
t
t
COMPONENT TEST  
IGNITION TESTS MENU  
PIP/SPOUT  
DI Primary  
IGNITION  
This test can be used to test the integrity of the battery power supply to the switches that rely on the battery power to  
operate.  
DI Secondary  
DIS (EI) Primary  
DIS (EI) Secondary  
•
Symptoms  
No start, lose of power, no working of switches  
• Test Procedure  
1. Connect the CH A lead to the power supply circuit of the switch to be tested and its ground lead to the switch  
GND circuit.  
2. Make sure power is switched on in the circuit so that the switch is operational.  
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• Reference Waveform  
PIP (Profile Ignition Pickup)/SPOUT (Spark Output)  
Theory of Operation  
VEHICLE INFORMATIONS  
•
YEAR  
MAKE  
MODEL  
:
1993  
Ford EEC-IV PIP and SPOUT  
signals logged at 3000 RPM  
The most common electronic ignition system found on Ford vehicles (primarily on Ford/Lincoln/Mercury) has been  
dubbed TFI for Thick Film Ignition. This system uses a Hall Switch in the TFI module, mounted on the distributor, to  
produce a basic spark timing signal, PIP (Profile Ignition Pickup). This signal is sent to the PCM and the PCM uses  
: Ford  
: F150 4WD Pickup  
ENGINE : 5.0 L  
this signal to monitor results and accurately time the fuel injector and electronic spark timing output (SPOUT)  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : CH A 56 GryOrg wire  
CH B 36 Pnk wire  
STATUS : KOER (Key On Running)  
RPM  
ENG_TMP : Operating Temperature  
VACUUM : 21 In. Hg  
MILEAGE : 66748  
signals. The PCM sends the SPOUT back to the TFI module, which then fires the ignition coil primary circuit. The  
PIP signal is primarily a frequency modulated signal that increases and decreases its frequency with engine RPM,  
but it has also a pulse width modulated componen  
t
because it is acted upon by the TFI module, based on  
information previously received via the SPOUT signal.  
“sync”  
pulse  
“sync”  
pulse  
: 3000  
The SPOUT signal is a pulse width modulated signal because the PCM continually alters the SPOUT signal’s pulse  
width, which has the primary ignition dwell and ignition timing advance information encoded in it. The frequency of  
the SPOUT signal also increases and decreases with engine RPM because it simply mimics the frequency of the  
PIP signal.  
The edges must be sharp. Anything tha  
position of SPOUT (upper trace) with respect to PIP (lower trace). The notches out o  
top and bo tom corner of PIP go away when the SPOUT connector is removed because  
this cuts of the TFI’s ability to encode the PIP signal with the SPOUT in ormation.  
t
affects ignition timing should change the  
f
the  
Many GM/European/Asian vehicles use a similar overall ignition circuit design.  
t
f
The rising and falling edges of the SPOUT move in relation to PIP. The rising edge controls spark timing and the  
falling edge controls coil saturation (dwell).  
f
• Troubleshooting Tips  
Watching both simul  
taneously using this instrumen  
t
will tell you whether the PCM can compute timing based on  
sensor inputs. For example, if the MAP sensor fails, the rising edge of SPOUT will not move relative to the rising  
edges of PIP when Manifold Absolute Pressure changes.  
If changing manifold vacuum has no effect on the rising edges of SPOUT, check for a faulty BP/MAP sensor.  
If PIP is absent, the engine will not start; check for a bad TFI module or other distributor problem.  
• Symptoms  
If  
SPOUT is absent, the system may be in LOS (Limited Operation Strategy) or limp-home mode. Check for  
problems in the PCM or bad wiring harness connectors.  
Engine stall out, misfire, slow advance timing, hesitations, no start, poor fuel economy, low power, high emissions  
If the rising edges of PIP or SPOUT are rounded, timing will be inaccurate, although the system may not set an error  
code. Check for problems in the module producing each signal.  
• Test Procedure  
1. Connect the ground leads of both channel test leads to the chassis GND’s. Connect the CH A to the PIP signal  
and the CH B to the  
number, or color of the wire for each circuit.  
S
POUT signal. Use a wiring diagram for the vehicle being serviced to get the PCM pin  
DI (Distributor Ignition) Primary  
• Theory of Operation  
2. Crank or start the engine.  
3. With the Key On, Engine Running (KOER), let the engine idle, or use the throttle to accelerate and decelerate the  
engine, or drive the vehicle as needed to make the driveability problem occur.  
The ignition coil primary signal is one of the top three most important diagnostic signals in powertrain management  
systems. This signal can be used for diagnosing the driveability problems such as no starts, stalls at idle or while  
driving, misfires, hesitation, cuts out while driving, etc.  
4. Look closely to see that the frequency of both signals is keeping pace with engine RPM and that the pulse width  
on the pulse width modulated notches of the signal changes when timing changes are required.  
The waveform displayed from the ignition primary circuit is very useful because occurrencies in the ignition  
secondary burn are induced back into the primary through mutual induction of the primary and secondary windings.  
5. Look for abnormalities observed in the waveforms to coincide with an engine sputter or driveability problem.  
This test can provide valuable information about the quality of combustion in each individual cylinder. The waveform  
is primarily used to :  
1. analyze individual cylinder’s dwell (coil charging time),  
2. analyze the relationship between ignition coil and secondary circuit performance (from the firing line or ignition  
voltage line),  
3. locate incorrect air-fuel ratio in individual cylinder (from the burn line), and  
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4. locate fouled or damaged spark plugs that cause a cylinder misfire (from the burn line).  
Look for the burn line to be fairly clean without a lot of hash (“noise”). A lot of hash can indicate an ignition misfire in  
the cylinder due to over-advanced ignition timing, bad injector, fouled spark plug, or other causes. Longer burn lines  
It’s sometimes advantageous to test the ignition primary when the ignition secondary is not easily accessible.  
(over 2 ms) can indicate an abnormally rich mixture and shorter burn line (under 0.75 ms) can indica  
abnormally lean mixture.  
te an  
• Symptoms  
Look for at least 2, preferably more than 3 oscillations after the burn line.  
This indicates a good ignition coil (and a good condenser on point-type ignitions).  
No or hard starts, stalls, misfires, hesitation, poor fuel economy  
• Test Procedure  
DI (Distributor Ignition) Secondary (Conventional Single and Parade)  
1. Connect the CH A lead to the ignition coil primary signal (driven side) and its ground lead to the chassis GND.  
2. With the Key On, Engine Running (KOER), use the throttle to accelerate and decelerate the engine or drive the  
vehicle as needed to make the driveability problem or misfire occur.  
Secondary ignition patterns are very useful when diagnosing ignition related malfunctions. The secondary scope  
pattern is divided into three sections:  
Firing Line (spark initiated)  
3. For cranking test, set the Trigger mode to Normal.  
Points close or  
transistor turns ON  
4. Make sure that the amplitude, frequency, shape and pulse width are all consistent from cylinder to cylinder. Look  
for abnormalities in the section of the waveform that corresponds to specific components.  
Spark Line (or Burn Line)  
Spark is extinguished  
Points open or  
transistor turns OFF  
•
Reference Waveform  
Coil oscillations  
VEHICLE INFORMATIONS  
MAX = 170 V  
DUR = 2.07 ms  
DWELL = 12.4 °  
OF CYL 1  
arc-over or  
ignition  
voltage  
YEAR  
MAKE  
MODEL  
:
1987  
: Chrysler  
: Fifth Avenue  
burn  
line  
ENGINE : 5.2 L  
FUELSYS : Feedback Carburetor  
PCM_PIN : CH A to Negative side of ignition coil  
spark or burn  
voltage  
Dwell Section  
Intermediate Section  
Firing  
Section  
STATUS  
RPM  
:
KOER (Key On Running)  
SECONDARY FIRING SECTION  
coil oscillations  
Ignition coil begins  
charging here  
: Idle  
The firing section consists of a firing line and a spark (or burn) line. The firing line is a vertical line that represents the  
voltage required to overcome the gap of the spark plug. The spark line is a semi-horizontal line that represents the  
voltage required to maintain current flow across the spark gap.  
ENG_TMP : Operating Temperature  
VACUUM : 20 In. Hg  
MILEAGE : 140241  
The Ignition Peak voltage and Burn voltage measurements are available in this test,  
but they should be corrected to account for the turns ratio of the coil windings.  
Look closely to see that the pulse width (dwell) changes when engine load and RPM  
changes.  
SECONDARY INTERMEDIATE SECTION  
The intermediate section displays the remaining coil energy as it dissipates itself by oscillating between the primary  
and secondary side of the coil (with the points open or transistor off).  
SECONDARY DWELL SECTION  
The dwell section represents coil saturation, which is the period of time the points are closed or the transistor is on.  
The ignition (or distributor) dwell angle is the number of degrees of distributor rotation during which the points or  
transistor are closed (or magnetic saturation time in degrees).  
• Troubleshooting Tips  
Look or the drop in the waveform where the ignition coil begins charging to stay relatively consistent, which  
f
indicates consistent dwell and timing accuracy of individual cylinder.  
Normally, it takes about 10 to 15 ms for an ignition coil to develop complete magnetic saturation from primarycurrent.  
Look for a relatively consistent height on the “arc-over” voltage or firing line. A line that is too high indicates high  
resistance in the ignition secondary due to an open or bad spark plug wire or a large spark gap. A line that is too  
short indicates lower (than normal) resistance in the ignition secondary due to fouled, cracked, or arcing spark plug  
wire, etc.  
The secondary ignition test has been an effective driveability check for over three decades along with the primary  
ignition test. The ignition secondary waveform can be useful in detection of problems in mechanical components of  
engine and fuel system, as well as the ignition system components.  
When the PARADE mode is selected, this instrument will present a parade of all the cylinders, starting at the left with  
the spark line of the number 1 cylinder. The instrument will display the pattern for each cylinder’s ignition cycle in the  
Look for the spark or burn voltage to remain fairly consistent. This can be an indicator of air-fuel ratio in the cylinder.  
If the mixture is too lean, the burn voltage may be higher, and if too rich, the voltage may be lower than normal.  
engine’s firing order. For example, if the firing order  
for a given engine is 1,4,3,2, the instrument will display the  
ignition cycles for each cylinder as shown starting with cylinder number 1, then 4, then 3, and then 2.  
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Firing lines should be equal. A short line  
indicates low resistance in the wire. A high  
line indicates high resistance in the wire  
1. Connect the capacitive type ignition secondary probe to the CH A input terminal.  
Firing lines clearly displayed  
for easy comparison  
2. Connect the Inductive Pickup to the COM/TRIGGER input terminals and connect the COM input of the test tool to  
vehicle ground by using a Ground Lead (black) in order to avoid electrical shock before clamping the capacitive  
secondary pickup and the inductive pickup on the ignition wires.  
Available voltage  
should be about 10 kV  
on a conventional ignition  
NOTE  
The Inductive Pickup must be used to synchronize triggering between the spark  
plug wire signal and the coil secondary signal clamped by the capacitive secondary  
probe.  
system and even greater  
with an electronic system  
3. Clip the secondary probe to the coil secondary lead wire and clamp the pickup probe on the spark plug wire close  
to the spark plug.  
Spark lines can be viewed side-by-side  
for ease of comparison  
IMPORTANT :Signals from individual spark plug wires are useful only for triggering. Ignition Peak Voltage, Burn  
Voltage, and Burn Time measurements may not be accurate, if the signal is taken on the spark  
plug side of the distributor, due to the rotor spark gap. For accurate measurements, use the coil  
secondary signal before the distributor.  
Cylinders are displayed in firing order  
•
Symptoms  
NOTE  
If you want to test SECONDARY  
I
GNITION SINGLE, press  
to highligh  
t
No or hard starts, stalls, misfires, hesitation, poor fuel economy  
SINGLE and SECONDARY IGNITION PARADE, press  
to highlight PARADE.  
• Test Procedure  
4. With the Key On, Engine Running (KOER), use the throttle to accelerate and decelerate the engine or drive the  
vehicle as needed to make the driveability problem or misfire occur.  
NOTE  
A Capacitive type igni  
secondary circuit.  
Connecting the CH A or CH B leads directly to an ignition secondary circuit can  
cause severe damage to the instrument or even personal injury.  
tion secondary probe must be used to test the ignition  
5. Make sure that the amplitude, frequency, shape and pulse width are all consistent from cylinder to cylinder. Look  
for abnormalities in the section of the waveform that corresponds to specific components.  
• Reference Waveform  
Connect the test leads as displayed by the test tool’s HELP (Test Procedure) and shown in Figure below.  
VEHICLE INFORMATIONS  
arc-over or  
ignition voltage  
FIRE = 9.20 kV  
BURN = 7.42 V  
DUR =2.39 ms  
OF CYL 1  
YEAR  
:
1984  
MAKE  
MODEL  
: Mercedes-Benz  
: 380 SE  
ENGINE : 3.8 L  
FUELSYS : CIS Fuel Injection  
spark or burn  
voltage  
PCM_PIN  
STATUS : KOER (Key On Running)  
RPM : Idle  
ENG_TMP : Operating Temperature  
VACUUM 19.5 In. Hg  
MILEAGE : 18575  
:
CH A to the Coil wire  
Burn line  
ign. coil begins  
charging here  
:
Look closely to see that the pulse width (dwell) changes when engine load and RPM  
changes.  
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• Troubleshooting Tips  
• Reference Waveform  
Look for the drop in the waveform where the ignition coil begins charging to stay relatively consistent, which  
indicates consistent dwell and timing accuracy of individual cylinder.  
VEHICLE INFORMATIONS  
MAX = 170 V  
YEAR  
:
1994  
DUR = 1.59 ms  
DWELL = 6.00 %  
Look for a relatively consistent height on the “arc-over” voltage or firing line. A line that is too high indicates high  
resistance in the ignition secondary due to an open or bad spark plug wire or a large spark gap. A line that is too  
short indicates lower (than normal) resistance in the ignition secondary due to fouled, cracked, or arcing spark plug  
wire, etc.  
arc-over or  
ignition  
voltage  
MAKE  
MODEL  
: Ford  
: Explorer  
burn  
line  
ENGINE : 4.0 L  
spark or burn  
voltage  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : 10 Coil A YelBlk at ignition  
STATUS : KOER (Key On Running)  
Look for the spark or burn voltage to remain fairly consistent. This can be an indicator of air-fuel ratio in the cylinder.  
If the mixture is too lean, the burn voltage may be higher, and if too rich, the voltage may be lower than normal.  
ignition coil begins  
charging here  
coil  
fires  
coil  
oscillations  
RPM  
ENG_TMP  
: Idle  
: Operating Temperature  
Look for the burn line to be fairly clean without a lot of hash. A lot of hash can indicate an ignition misfire in the  
VACUUM : 19.5 In. Hg  
MILEAGE : 40045  
cylinder due to over-advanced ignition timing, bad injector fouled spark plug or other causes. Longer burn lines  
(over 2 ms) can indicate an abnormally rich mixture and shorter burn lines (under 0.75 ms) can indicate an  
abnormally lean mixture.  
,
The Ignition Peak voltage and Burn voltage measurements are available in this test,  
but they should be corrected to account for the turns ratio of the coil windings.  
Look for at least 2, preferably more than 3 oscillations after the burn line. This indicate a good ignition coil (a good  
condenser on point-type ignitions).  
• Troubleshooting Tips  
Look for the drop in the waveform where  
DIS (Distributorless Ignition System) Primary  
• Theory of Operation  
t
he ignition coil begins charging  
to stay relatively consistent, which  
indicates consistent dwell and timing accuracy of individual cylinder.  
The DIS (or EI) primary ignition test is an effective test for locating ignition problems that relate to EI ignition coils.  
The waveform is very useful because occurrences in the ignition secondary burn are induced back into the primary  
through mutual induction of the primary and secondary windings. The waveform is primarily used to :  
Look for a relatively consistent height on the “arc-over” voltage or firing line. A line that is too high indicates high  
resistance in the ignition secondary due to an open or bad spark plug wire or a large spark gap. A line that is too  
short indicates lower (than normal) resistance in the ignition secondary due to fouled, cracked, or arcing spark plug  
wire, etc.  
1. analyze individual cylinder dwell (coil charging time),  
Look for the spark or burn voltage to remain fairly consistent. This can be an indicator of air-fuel ratio in the cylinder.  
If the mixture is too lean, the burn voltage may be higher, and if too rich, the voltage may be lower than normal.  
2. analyze ignition coil and secondary circuit performance (from the firing line),  
3. locate incorrect air-fuel ratio in individual cylinders (from the burn line), and  
4. locate fouled or damaged spark plugs that cause a cylinder misfire (from the burn line).  
Look for the burn line to be fairly clean without a lot of hash, which can indicate an ignition misfire in the cylinder due  
to over-advanced ignition timing, bad injector, fouled spark plug or other causes. Longer burn lines (over 2 ms) can  
indicate an abnormally rich mixture and shorter burn lines (under 0.75 ms) can indicate an abnormally lean mixture.  
This test can be useful in detection of problems in mechanical engine and fuel system components, as well as  
ignition system components.  
Look for at least 2, preferably more than 3 oscillations after the burn line. This indicate a good ignition coil (a good  
condenser on point-type ignitions).  
•
Symptoms  
No or hard starts, stalls, misfires, hesitation, poor fuel economy  
DIS (Distributorless Ignition System) Secondary  
• Theory of Operation  
• Test Procedure  
1. Connect the CH A lead to the ignition coil primary signal (driven side) and its ground lead to the chassis GND.  
Most Distributorless Ignition systems use a waste spark method of spark distribution. Each cylinder is paired with the  
cylinder opposite to it (1-4, or 3-6, or 2-5). The spark occurs simultaneously in the cylinder coming up on the  
compression stroke and in the cylinder coming up on the exhaust stroke. The cylinder on the exhaust stroke requires  
very little of the available energy to fire the spark plug.  
2. With the key on, engine running, let the engine idle, or use the throttle to accelerate and decelerate the engine or  
drive the vehicle as needed to make the driveability problem or misfire occur.  
3. Make sure that the amplitude, frequency, shape and pulse width are all consistent from cylinder to cylinder. Look  
for the abnormalities in the section of the waveform that corresponds to specific components.  
The remaining energy is used as required by the cylinder on the compression stroke. The same process is repeated  
when the cylinders reverse roles.  
4. If necessary, adjust the trigger level for a stable display.  
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The secondary POWER/WASTE spark display waveform can be used to test several aspects of EI (or DIS) system  
operation. This test can be used to :  
1. Connect the capacitive type ignition secondary probe to the CH A input terminal.  
2. Connect the C M inpu of the test ool to vehicle ground by using a Ground Lead (black) in order to avoid  
O
t
t
1. analyze individual cylinder dwell (coil charging time),  
electrical shock before clamping the secondary probe on the coil secondary lead wire.  
2. analyze ignition coil and secondary circuit performance (from the firing line),  
3. locate incorrect air-fuel ratio in individual cylinders (from the burn line), and  
4. locate fouled or damaged spark plugs that cause a cylinder misfire (from the burn line).  
Generally on modern high energy ignition (HEI) systems, firing voltages should be around 15 kV to beyond 30 kV.  
3. Clip the secondary probe to the coil secondary lead wire before the distributor.  
4. With the Key On, Engine Running (KOER), use the throttle to accelerate and decelerate the engine or drive the  
vehicle as needed to make the driveability problem or misfire occur.  
5. If the firing line is negative, press  
to invert the pattern.  
Firing voltages vary based on spark plug gap  
systems, the WASTE spark is usually much lower in peak voltage than the POWER spark. Close to 5 kV can be  
normal.  
,
engine compression ratio, and air-fuel mixture. On dual spark EI  
6. Make sure that the amplitude, frequency, shape and pulse width are all consistent from cylinder to cylinder. Look  
for abnormalities in the section of the waveform that corresponds to specific components.  
• Reference Waveform  
• Symptoms  
VEHICLE INFORMATIONS  
No or hard starts, stalls, misfires, hesitation, poor fuel economy  
FIRE = 8.53 kV  
YEAR  
:
1994  
BURN = 1.30 kV  
DUR = 1.36 ms  
RPM = 780  
arc-over  
or ignition  
voltage  
MAKE  
MODEL  
: Ford  
: Explorer  
• Test Procedure  
ENGINE : 4.0 L  
FUELSYS : Multiport Fuel Injection  
PCM_PIN : Cyl #1 Spark Plug wire  
NOTE  
spark or burn  
voltage  
A Capacitive type ignition secondary probe must be used to test the ignition  
secondary circuit. Connecting the CH A or CH  
secondary circuit can cause severe damage  
injury.  
B
leads directly to an ignition  
STATUS  
RPM  
:
KOER (Key On Running)  
Ignition coil begins  
charging here  
to the instrument or even personal  
: Idle  
Burn  
line  
ENG_TMP : Operating Temperature  
VACUUM : 19.5 In. Hg  
MILEAGE : 40045  
Connect the test leads as displayed by the test tool’s HELP (Test Procedure) and shown in Figure below.  
Look closely to see that the pulse width (dwell) changes when engine load and RPM  
changes.  
• Troubleshooting Tips  
Look for the drop in the waveform where the ignition coil begins charging to s  
tay relatively consistent, which  
indicates consistent dwell and timing accuracy of individual cylinder.  
Look for a relatively consistent height on the “arc-over” voltage or firing line. A line that is too high indicates high  
resistance in the ignition secondary due to an open or bad spark plug wire or a large spark gap. A line that is too  
short indicates lower (than normal) resistance in the ignition secondary due to fouled, cracked, or arcing spark plug  
wire, etc.  
Look for the spark or burn voltage to remain fairly consistent. This can be an indicator of air-fuel ratio in the cylinder.  
If the mixture is too lean, the burn voltage may be higher, and if too rich, the voltage may be lower than normal.  
Look for the burn line to be fairly clean without a lot of hash, which can indicate an ignition misfire in the cylinder due  
to over-advanced ignition timing, bad injector, fouled spark plug or other causes. Longer burn lines (over 2 ms) can  
indicate an abnormally rich mixture and shorter burn lines (under 0.75 ms) can indicate an abnormally lear mixture.  
Look for at least 2, preferably more than 3 oscillations after the burn line. This indicate a good ignition coil (a good  
condenser on point-type ignitions).  
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Some tips to keep in mind :  
6.6 DIESEL TESTS  
MENU (  
• Always position the piezo pickup on the fuel line at about the same distance from the injector.  
• Place the pickup on a straight part of the fuel line. Don’t place it on a bent part of the line.  
• Always compare results with a reference waveform from a good diesel engine to get acquainted with the signal  
shape.  
)
VEHICLE DATA  
• Always compare signals at the same engine speed (RPM).  
IGNITION  
• Pump timing is critical and should occur within 1 degree of crankshaft rotation.  
DIESEL  
Diesel Injector  
The diesel test functions are selected if “IGNITION: DIESEL” has been set in the VEHICLE DATA menu. To choose  
a preset DIESEL test menu, select COMPONENT TESTS from the MAIN MENU. From the resulting menu, select  
DIESEL TESTS menu.  
(Diesel RPM Measurement and Diesel Injection Pattern Display)  
Use the optional Diesel Probe Set consisting of a Piezo Pickup, which is clamped on the diesel fuel pipe, and a  
Diesel Adaptor to be connected to the CH A input of the instrument.  
MENU (  
)
• Reference Waveform  
COMPONENT TESTS  
DIESEL TEST MENU  
DIESEL INJECTOR  
ADVANCE  
DUR = Duration of the injection pulse  
RPM = 903  
DUR = 0.6 ms  
DIESEL  
Introduction  
During the compression stroke of a diesel engine  
,
the intake air is compressed to about 735 psi (50 Bar). The  
temperature hereby increases up to 1,292 ° to 1,652 °F (700 ° to 900 °C). This temperature is sufficient to cause  
automatic ignition of the Diesel fuel which is injected into the cylinder, shortly before the end of the compression  
stroke and very near to the TDC (Top Dead Center).  
Diesel fuel is delivered to the individual cylinders at a pressure of between 5145 psi and 17,640 psi (350 Bar and  
1200 Bar). The start of the injection cycle should be timed within 1 ° Crankshaft to achieve the optimum trade-off  
between engine fuel consumption and combustion noise (knock). A timing device controls the start of the injection  
and will also compensate for the propagation times in the fuel delivery lines.  
• Analysis of Injection Pattern at Idle Speed  
Diesel RPM measurements are necessary for adjusting idle speed, checking maximum RPM, and performing smoke  
tests at fixed RPM values.  
The delivery valve opens  
When the injector opening  
and a pressure wave  
pressure is reached to more than  
1,470 psi (100 Bar), the needle  
valve overcomes its needle spring  
proceeds toward the  
injector.  
Measurement Conditions  
force and lifts.  
Cleaning : The fuel lines (to be measured on) should be cleaned in order to assure a good contact of the fuel line  
itself to the Piezo Pickup and ground clip. Use sandpaper (preferably a de-greaser) to clean the lines.  
The injection process ends, the  
delivery valve closes and the  
pressure in the fuel line drops.  
Positioning and Probe Connection : The Piezo Adapter should be placed as close as possible to the Diesel  
injector on a straight part of the fuel line. Clamp the ground clip close to the Piezo Pickup. Make sure that the ground  
clip does not make contact to the piezo itself or to adjacent fuel lines. Connect the adapter to the instrument. Notice  
that the ground wire is shorter than the signal wire in order to have the weight of probe and cable loaded on the  
ground wire, not on the signal wire. The piezo element may not bounce or rattle on the fuel line, or make contact to  
other fuel lines or any other material close by.  
This quick drop causes the  
The injection pumps plunger  
nozzle to close instantly,  
moves in the supply direction  
preventing the nozzle from  
and thus generating a high  
opening again, and preventing  
pressure in the pressure  
backflow of combustion gases.  
gallery.  
6-68  
6-69  
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Diesel Advance  
7. Maintenance  
Diesel pump testers are used to calibrate pumps exactly to the engine’s requirements. The testers monitor the  
signals from the reference on the engine’s flywheel. The start of the delivery is monitored and timing adjustments  
can be made at different speeds.  
WARNING  
Avoid Electrical Shock or Fire:  
We can reveal problems in the timing of the start of fuel delivery compared to the TDC signal of the flywheel sensor  
through this advance measurement, which cannot be an absolute and accurate diesel pump adjustment test.  
• Use only insulated probes, test lead, and connectors specified in this manual when making measurements > 42 V  
Peak (30 Vrms) above earth ground or on circuits > 4800 VA.  
• Test Procedure  
• Use probes and test leads within ratings and inspect them before use. Remove probes and test leads before  
opening case or battery cover.  
1. Clamp the piezo pickup and its ground clip on the fuel line of the first cylinder close to the injector and connect  
the adapter to the CH A.  
• The instrument must be disconnected from all voltage sources before it is opened for any adjustment,  
replacement, maintenance, or repair.  
2. Connect the CH B to the TDC sensor signal output or HI. Don’t use the ground lead of the CH B test lead, since  
the instrument is already grounded through the pickup adapter to the fuel line (double grounding).  
• Capacitors inside may still be charged even if the instrument has been disconnected from all voltage sources.  
Discharge all high voltage capacitors before making resistance, continuity, or diodes measurements.  
3. Use the cursors to read the advance in degrees of the flywheel rotation.  
Cleaning  
• Reference Waveform  
Clean the instrument with a damp cloth and a mild detergent.  
Do not use abrasives, solvents, or alcohol.  
Do not use any type of paper to clean the display screen. This will cause scratches and diminish the transparency of  
the screen. Use only a soft cloth with a mild detergent.  
RPM = 898  
ADV = 15 ˚  
RPM = 1689  
ADV = 12.9 ˚  
Keeping Batteries in Optimal Condition  
Always operate the instrument on batteries until a battery symbol  
appears in the top right of the display. This  
indicates that the battery level is too low and the batteries need to be recharged.  
CAUTION  
Frequent charging of the batteries when they are not completely empty can cause a “memory effect”. This means  
that the capacity of the Ni-MH batteries decreases, which can reduce the operating time of the instrument.  
(Advance at idle)  
(Advance at 1689 RPM)  
Replacing and Disposing of Batteries  
WARNING  
To avoid electrical shock, remove the test leads, probes, and battery charger before replacing the batteries.  
1. Disconnect the test leads, probes, and battery charger from both the source and the instrument.  
2. Remove the battery cover by using a screwdriver.  
3. Replace the Ni-MH battery pack with a new Ni-MH battery pack ONLY specified in this manual.  
4. Reinstall the battery cover by using a screwdriver.  
NOTE  
Do not dispose of the replaced battery with other solid waste. Used batteries  
should be disposed of by a qualified recycler or hazardous materials handler.  
Fuses Not Required  
Since the instrument uses electronically protected inputs, no fuses are required.  
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8. Specifications  
General Specifications  
Operation temperature  
Storage temperature  
Relative Humidity  
: 32 ˚F to 104 ˚F (0 ˚C to 40 ˚C)  
: -4 ˚F to 140 ˚F (-20 ˚C to 60 ˚C)  
: 0 % to 80 % at 32 ˚F to 95 ˚F (0 ˚C to 35 ˚C),  
0 % to 70 % at 32 ˚F to 131 ˚F (0 ˚C to 55 ˚C)  
Temperature Coefficient  
: Nominal 0.1 x (Specified Accuracy) / ˚C (< 18 ˚C or > 28 ˚C ; < 64 ˚F or > 82 ˚F)  
Max Voltage between  
any input and Ground  
: 300 V  
Max Input Voltage  
GMM Basic DC Accuracy  
Bandwidth  
: 300 V  
: 0.3 %  
: DC to 5 MHz (-3dB)  
: 25 Mega sample/second  
Max Sample rate  
Graphing Multimeter  
Display Counter  
: 5,000 count  
Display  
: 280 x 240 pixels (active area) with backlit (EL)  
: 51 Waveform  
Reference Waveform  
PC interface  
: USB version 1.1  
Power requirements  
: Rechargeable Battery  
(External AC to DC Power Adaptor)  
Battery Life  
: 4 Hours with backlit off  
Size (H x W x D)  
Safety & design  
: 9.06 x 4.72 x 1.97” (230 x 120 x 50 mm)  
: CAT II 300 V per IEC 1010-1, UL 3111-1 and C22.2 No. 1010-1  
Accessory  
User Manual  
: 1 ea  
AC to DC Power Adaptor  
/Battery Charger  
: 1 ea  
Shielded Test Leads  
: 2 ea (red and yellow)  
Ground Leads  
for Shielded Test Leads  
: 2 ea (black)  
Alligator Clips  
: 3 ea (red, yellow and black)  
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Back Probe Pins  
2 mm Adaptor  
: 3 ea (red, yellow and black)  
Trigger  
:
:
3 ea (red, yellow and black)  
1 ea  
Trigger Source  
Sensitivity (CH A)  
Sensitivity (Trigger)  
Modes  
: CH A, CH B, TRIGGER (External trigger)  
: < 1.0 div to 5 MHz  
Secondary Pick-up  
Ground Lead  
for Capacitive Secondary Probe  
: 0.2 V p-p  
: 1 ea (black)  
: 1 ea  
: Single shot, Normal, Auto  
: AC, DC  
Inductive Pick-up  
Soft Carrying Case  
USB Interface  
Coupling  
: 1 ea  
Slope  
: Rising and falling edge  
Cable and Software (Optional) : 1 ea  
Others  
Current Probe - CA113 OS/AT (Optional) : 1 ea  
Glitch Snare  
Acquire Mode  
Setup memory  
Reference waveform  
Cursor  
: SCOPE Mode (Component test only)  
Diesel Probe Set (Optional)  
:
1 ea  
:
:
SCOPE Mode  
Temperature Probe (Optional)  
: 1 ea  
8 Waveform & Setup  
Isolated 12V Charging Adaptor (Optional) : 1 ea  
Isolated 24V Charging Adaptor (Optional) : 1 ea  
: 51 Waveform and Setup  
: Time and Volt  
Instrument Setup  
: Language, Contrast, Graticule  
Scope Specifications  
Horizontal  
Graphing Multimeter (GMM) Specifications  
Sample rate  
Record length  
Update rate  
Accuracy  
: 25 Mega sample/second  
: 1000 Points  
DC Voltage Measurement  
Range  
Resolution  
0.1 mV  
0.001 V  
0.01 V  
0.1 V  
Accuracy  
: Real time, Roll  
500 mV  
5 V  
:
(0.1 % + 1 pixel)  
50 V  
500 V  
(0.3 % + 5 d)  
Sweep rate  
: 1 µs to 50 sec in a 1, 2, 5 sequence (Scope mode)  
5 s to 24 Hours in a 1, 2, 5 sequence (GMM mode)  
600 V  
1 V  
Vertical  
> Input Impedance : 10 M  
Band width  
: DC to 5 MHz ; -3 dB  
: 8 bit  
AC Voltage Measurement  
Range  
Resolution  
Accuracy  
Resolution  
Channel  
: 2 Channel  
40 Hz ~ 400 Hz  
(0.5 % + 5 d)  
400 Hz ~ 20 kHz  
Coupling  
:
AC, DC, GND  
500 mV  
5 V  
0.1 mV  
0.001 V  
0.01 V  
0.1 V  
Input Impedance  
Maximum Input Voltage  
Volt/Division  
: 1 Mohm / 70 pF  
(2.5 % + 5 d)  
50 V  
: 300 V  
500 V  
600 V  
: 50 mV to 100 V in a 1, 2, 5 sequence  
1 V  
Accuracy  
:
3 %  
> Input Impedance : 10 M  
8-2  
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(AC+DC) Voltage Measurement  
Continuity Test  
Accuracy  
Test Voltage  
1.2 V  
Threshold  
Response time  
1 ms  
Range  
Resolution  
40 Hz ~ 400 Hz  
(0.8 % + 5 d)  
400 Hz ~ 10 kHz  
(3.0 % + 5 d)  
Approx. 70 W  
DC 500 mV  
DC 5 V  
0.1 mV  
0.001 V  
0.01 V  
0.1 V  
Diode Test  
Accuracy  
DC 50 V  
Range  
2.0 V  
Open Circuit Voltage  
3.0 V  
(2.0 %5 d)  
DC 500 V  
DC 600 V  
1 V  
Temperature Measurement  
RPM Measurement  
Accuracy  
3 °C  
Range  
Resolution  
0.1 °C  
Mode  
Range  
Accuracy  
2 RPM  
-50 °C to 1300 °C  
-58 °F to 2372 °F  
4 cylinder  
2 cylinder  
120 - 20000 RPM  
60 - 10000 RPM  
0.1 °F  
5.4 °F  
DC Ampere Measurement (Current Probe Output)  
Frequency Measurement  
Accuracy  
Range  
Resolution  
1 mV/10 mA  
1 mV/100 mA  
1 mV/100 mA  
Function  
Range  
10 Hz  
Resolution  
0.001 Hz  
0.01 Hz  
0.1 Hz  
1 Hz  
Accuracy  
(1.5 % + 20 mA)  
(2.0 % + 20 mA)  
(4.0 % + 0.3 A)  
30 mA ~ 20 A  
100 mA ~ 40 A  
40 A ~ 60 A  
Frequency  
100 Hz  
1 kHz  
10 kHz  
(0.1 % + 3 d)  
AC Ampere Measurement (Current Probe Output)  
100 kHz  
1 MHz  
10 Hz  
Accuracy  
100 Hz  
1 kHz  
Range  
Resolution  
40 Hz ~ 1 kHz  
1 kHz ~ 5 kHz  
(4.0 % + 30 mA)  
(6.0 % + 30 mA)  
5 MHz  
(2.0 % + 20 mA)  
(2.0 % + 20 mA)  
30 mA ~ 10 A  
100 mA ~ 40 A  
40 A ~ 60 A  
1 mV/10 mA  
1 mV/100 mA  
1 mV/100 mA  
0.1 %  
Pulse Width > 2 µs  
1.2 °/krpm + 2 d  
% Duty  
Dwell  
2.0 % ~ 98 %  
3.6 ° ~ 356.4 °  
0.1 °  
(8.0 % + 0.3 A)  
Pulse Width  
2 µs ~ 450 ms (Pulse Width > 2 µs)  
Ohm Measurement  
Range  
500  
Resolution  
0.1  
Accuracy  
(0.5 % + 5 d)  
5 k  
0.001 k  
0.01 k  
0.1 k  
50 k  
500 k  
5 M  
0.001 M  
0.01 M  
(0.75 % + 5 d)  
(0.75 % + 10 d)  
30 M  
8-4  
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GLOSSARY  
Terminology  
Description  
ABS  
Antilock Brake System  
Alternating Current  
AC  
AC Coupling  
A mode of signal transmission that passes the dynamic (AC) signal component to the  
input (INPUT A or INPUT B), but blocks the DC component. Useful to observe an AC  
signal that is normally riding on a DC signal, e.g. charging ripple.  
Acquisition  
The process of gathering measurement data into the instrument’s memory.  
The number of acquisitions performed per second  
Acquisition Rate  
Actuator  
A mechanism for moving or controlling something indirectly instead of by hand.  
An electrical signal in which current and voltage vary in a repeating pattern over time.  
An AC generator with diode rectification.  
Alternating Current  
Alternator  
Amplitude  
The difference between the highest and the lowest level of a waveform.  
The decrease in amplitude of a signal  
Attenuation  
Auto Range  
Activates an automatic adaptation of the instrument to the input signal in amplitude,  
timebase, and triggering.  
Bandwidth  
Baud Rate  
Blower  
A frequency range.  
Communication parameter that indicates the data transfer rate in bits per second.  
A device designed to supply a current of air at a moderate pressure. The blower case is  
usually designed as part of a ventilation system.  
BNC  
Coaxial type input connector used for INPUT A and INPUT B.  
The lower part of the display, where the function key menu is listed.  
Providing a secondary path to relieve pressure in the primary passage.  
Bottom Display  
Bypass  
Carburetor  
A mechanism which automatically mixes fuel with air in the proper proportions to  
provide a desired power output from a spark ignition internal combustion engine.  
Catalytic Converter  
An in-line exhaust system device used to reduce the level of engine exhaust emissions.  
Closed Loop (Engine) An operating condition or mode which enables modification of programmed instructions  
based on a feedback system.  
Continuity  
Ins  
trument setup  
to check wiring, circuits, connectors, or switches for breaks (open  
circuit) or closed circuits.  
Contrast  
This setting (expressed in a percentage) determines the contrast ratio between display  
text or graphics and the LCD background. (0 % is all white. 100 % is all black.)  
Conventional  
Ignition system that uses a distributor.  
Ignition System  
G-1  
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Terminology  
Cursor  
Description  
Terminology  
Description  
A vertical or horizontal line (kind of ruler) that you can place on the screen and move  
horizontally or vertically to measure values at certain points of the waveform.  
Function Key Labels  
Labels shown on the bottom display that indicate the function of the function keys  
to  
.
DC  
Direct Current  
Function Key Menu  
Glitch  
The function key labels listed on the bottom display.  
DC Coupling  
A mode of signal transmission that passes both AC and DC signal components to the  
input (INPUT A or INPUT B) of the instrument.  
A momentary spike in a waveform. This can be caused by a momentary disruption in  
the circuit under test.  
Default Setup  
Diesel Probe  
The setup that exists as long as there are no changes made to the settings.  
Glow plug  
Governor  
Ground  
A combustion chamber heat generating device to aid starting diesel engines.  
A device designed to automatically limit engine speed.  
A test probe that has a pickup element to measure the pressure pulse in the diesel fuel  
pipe. It converts fuel pipe expansion into voltage.  
An elec  
trical conduc  
tor used as a common return for an electric circuit(s) and with a  
Differential  
Measurement(Delta)  
Measurement of the difference between the waveform sample values at the positions of  
the two cursors.  
relative zero potential.  
Ground Controlled  
Circuit  
A circuit that is energized by applying ground; voltage has been already supplied.  
Diode  
An electrical device that allows current to flow in one direction only.  
A signal with constant voltage and current  
Direct Current  
DIS  
Hall-Effect Sensor  
(or Hall Sensor)  
A semiconductor moving relative to a magnetic field, generating a variable voltage  
output. Used to determine position in the automotive industry.  
Distributorless Ignition System  
Idle  
Rotational speed of an engine with vehicle at rest and accelerator pedal not depressed.  
System used to provide high voltage spark for internal combustion engines.  
The signal caused by a sudden change of a magnetic field.  
Division  
Drive  
A specific segment of a waveform, as defined by the grid on the display.  
Ignition  
Inductance  
A device which provides a fixed increase or decrease ratio of relative rotation between  
its input and output shafts.  
For example when you turn off the current through a solenoid, a voltage spike is  
generated across the solenoid.  
,
Driver  
A switched electronic device that controls output state.  
On-time or off-time to period time ratio expressed in a percentage.  
A conductor that will dissipate large electrical currents into the Earth.  
Electronic Control Module on a vehicle.  
Duty Cycle  
Earth Ground  
ECM  
Intake Air  
Intermittent  
Invert  
Air drawn through a cleaner and distributed to each cylinder for use in combustion.  
Irregular, a condition that happens with no apparant or predictable pattern.  
To change to the opposite polarity. Puts the waveform display upside down.  
ECU  
Electronic Control Unit on a vehicle.  
Knock (Engine)  
The sharp, metallic sound produced when two pressure fronts collide in the combustion  
chamber of an engine.  
EIA-232-D/RS-232C  
International standard for serial data communication to which the optical interface of the  
instrument conforms.  
Lamda Sensor  
LCD  
Oxygen (or O2) sensor.  
Liquid Crystal Display  
Electromagnetic  
Interference  
Mutual disturbance of signals, mostly caused by signals from adjacent wiring.  
Link  
General term used to indicate the existence of communication facilities between two points.  
EMI  
Electromagnetic Interference  
(Electrical/Electronic)  
Feed Controlled Circuit A circuit that is energized by applying voltage; it has already been grounded.  
Manifold  
A device designed to collect or distribute fluid, air or the like.  
Filter  
Electrical circuits or device that only passes or blocks certain signal  
application can be to remove noises from a signal.  
frequencies. An  
Master Reset  
Resets the instrument to the factory “Default Setup”.  
You can do this by turning power on while pressing the F5 function key (  
).  
Freeze Frame  
Frequency  
A block of memory containing the vehicle operating conditions for a specific time.  
Menu  
A list of choices for selecting a test, a function, or a setting.  
The number of times a waveform repeats per second, measure in Hz. 1 Hz equals one  
cycle per second.  
Malfunction Indicator  
Lamp (MIL)  
A required on-board indicator to alert the driver of an emission related malfunction.  
Fuel Trim  
A set of positive and negative values that represent adding or subtrac  
engine. A fuel correction term.  
ting fuel from  
Noise  
Extraneous electrical signal that can interfere with other electrical signals. The noise can  
disturb the function of the signal when it exceeds a certain electrical level.  
G-2  
G-3  
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Terminology  
Description  
Terminology  
Scan Tool  
Description  
NTC  
A
resistor that has a Negative Temperature Coefficient; resistance decreases as  
A device that interfaces with and communicates information on a data link.  
temperature increases.  
Sample  
A reading taken from an electrical signal. A waveform is created from a successive  
O
2
Sensor  
Oxygen sensor  
number of samples.  
Off-time  
The part of an electrical signal during which an electrical device is de-energized.  
The part of an electrical signal during which an electrical device is energized.  
On-Board Diagnostics Second Generation (or Generation Two)  
Provide comprehensive diagnostics and monitoring of emission controlling systems.  
Sampling Rate  
The number of readings taken from an electrical signal every second.  
On-time  
Saturated Driver  
Secondary Pickup  
Fuel injection circuit that maintains the same voltage level throughout its on-time.  
OBD II  
An accessory that can be clamped on the high voltage coil wire used to measure  
secondary ignition patterns.  
OBD II Systems  
Open Loop  
Shielded Test Lead  
A test lead that is surrounded by a conductive screen to protect the measurement signal  
against environmental influences, such as electrical noise or radiation.  
An operating condition or mode based on programmed instructions and not modified by  
a feedback system.  
Shift Solenoid  
Single Shot  
A device that controls shifting in an automatic transmission.  
Peak Value  
The highest or lowest value of a waveform.  
A signal measured by an oscilloscope tha  
t
only occurs once (also called a transient  
Peak-and-Hold  
A method for regulating the current flow through electronic fuel injectors. Supplies  
higher current necessary to energize the injector, then drops to a lower level just  
enough to keep the injector energized.  
event).  
Spark Advance  
Spike  
The relationship between the ignition timing and top dead center (DTC).  
A (high) voltage pulse during a short period of time (sharp pulse).  
Pixel  
The smallest graphic detail possible for the liquid crystal display (LCD)  
Powertrain  
The elements of a vehicle by which motive power is generated and transmitted to the  
driven axles.  
Throttle  
A valve for regulating the supply of a fluid, usually air or a fuel/air mixture, to an engine.  
The time defined per horizontal division on the display.  
Time Base  
Trace  
Pressure (Absolute)  
The Pressure referenced to a perfect vacuum.  
The displayed waveform that shows the variations of the input signal as a function of  
time.  
Pressure (Differential) The pressure difference between two regions, such as between the intake manifold and  
the atmospheric pressures.  
Trigger  
Determines the beginning point of a waveform.  
PTC  
A resistor that has a Positive Temperature Coefficient; resis  
temperature increases.  
tance increases as  
Trigger Level  
Trigger Slope  
The voltage level that a waveform must reach to start display.  
The voltage direction that a waveform must have to start display. A positive Slope  
requires the voltage to be increasing as it crosses the Trigger Level, a negative Slope  
requires the voltage to be decreasing.  
Pulse  
A voltage signal that increases or decreases from a constant value, then returns to the  
original value.  
Pulse Modulated  
Rail  
A circuit that maintains average voltage levels by pulsing the voltage on and off.  
A manifold for fuel injection fuel.  
Trigger Source  
Transducer  
The instrument input that supplies the signal to provide the trigger.  
A device that receives energy from one system and retransmits (transfers) it, often in a  
different form, to another system.  
Range  
Specified limits in which measurements are done.  
For example, the cruise control transducer converts a vehicle speed signal to a  
modulated vacuum output to control a servo.  
Reference Voltage  
A
n unal  
tered voltage applied to a circuit. Battery plus (B+) and ground (GND) are  
examples of reference voltages.  
Turbocharger  
A centrifugal device driven by exhaust gases tha  
t
pressurize the intake air, thereby  
Regulator (Voltage)  
Relay  
A device that automatically controls the functional output of another device by adjusting  
the voltage to meet a specified value.  
increasing the density of charge air and  
engine displacement.  
the consequent power output from a given  
A generally electromechanical device in which connections in one circuit are opened or  
closed by changes in another circuit.  
USB  
Universal Serial Bus (visit www.usb.org for details.)  
The last display having been displayed just before the instrument was turned off.  
User’s Last Display  
Vertical Scale  
Root Mean Square  
(RMS)  
Conversion of AC voltages to the effective DC value.  
The scale used for vertical display (ver  
division.  
tical sensitivity) expressed in certain units per  
RPM  
Engine speed expressed in Rotations Per Minute of the crankshaft.  
G-4  
G-5  
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Menu Overview  
Terminology  
Voltage Drop  
Description  
Voltage lose across a wire, connector, or any other conductor.  
Voltage drop equals resistance in ohms times current in amperes (ohm’s Law).  
MENU (  
)
COMPONENT TESTS MENU  
SENSORS  
SENSOR TESTS MENU  
ABS Sensor (Mag)  
Wastegate  
A valve used to limit charge air pressure by allowing exhaust gases to bypass the  
turbocharger.  
ACTUATORS  
ELECTRICAL  
IGNITION  
O
2S Sensor (Zirc)  
Dual O2 Sensor  
ECT Sensor  
Fuel Temp Sensor  
IAT Sensor  
Knock Sensor  
TPS Sensor  
MAIN MENU  
CHANGE VEHICLE  
COMPONENT TESTS  
SCOPE  
GRAPHING MULTIMETER  
VEHICLE DATA  
INSTRUMENT SETUP  
Waveform  
WOT  
The pattern defined by an electrical signal.  
Wide Open Throttle.  
(or DIESEL)  
CKP Magnetic  
CKP Hall  
CKP Optical  
CMP Magnetic  
CMP Hall  
CMP Optical  
VSS Magnetic  
VSS Optical  
MAP Analog  
MAP Digital  
MAF Analog  
MAF Digi Slow  
MAF Digi Fast  
MAF Karman-Vrtx  
EGR (DPFE)  
GRAPHING MULTIMETER MENU  
VOLT DC, AC  
OHM/DIODE/CONTINUITY  
RPM  
FREQUENCY  
DUTY CYCLE  
PULSE WIDTH  
DWELL  
IGNITION PEAK VOLTS  
IGNITION BURN VOLTS  
IGNITION BURN TIME  
VEHICLE DATA MENU  
CYLINDERS : 4  
CYCLES  
BATTERY  
: 4  
: 12 V  
IGNITION  
: CONV  
INJECTOR PEAK VOLTS  
INJECTOR ON TIME  
IGNITION MENU  
CONV (default)  
AMP DC, AC  
TEMPERATURE C F  
LIVE  
DIS  
DIESEL  
ACTUATOR TESTS MENU  
Injector PFI/MFI  
Injector TBI  
Injector PNP  
Injector Bosch  
Mixture Cntl Sol  
EGR Cntl Sol  
IAC Motor  
IAC Solenoid  
Trans Shift Sol  
Turbo Boost Sol  
Diesel Glow Plug  
INSTRUMENT SETUP MENU  
DISPLAY OPTIONS  
FILTER  
AUTO POWER OFF  
LANGUAGE  
DISPLAY OPTIONS MENU  
USER LAST SETUP : OFF  
CONTRAST : 4  
GRATICULE : ON  
HORIZ TRIG POS : 10 %  
ACQUIRE MODE : PEAK DETECT  
FILTER MENU  
INPUT A : OFF  
INPUT B : OFF  
SCOPE CALIBRATION  
ELECTRICAL TESTSMENU  
Power Circuit  
V Ref Circuit  
Ground Circuit  
Alternator Output  
Alternator Field VR  
LANGUAGE MENU  
LANGUAGE : ENGLISH  
AUTO POWER OFF MENU  
AUTO POWER OFF : ON  
AUTO POWER OFF TIME : 30 min  
Alternator Diode  
Audio System  
DC Switch Circuits  
IGNITION TESTS MENU  
PIP/ SPOUT  
DI Primary  
DIESEL MENU  
DIESEL INJECTOR  
ADVANCE  
DI Secondary  
DIS Primary  
DIS Secondary  
G-6  
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