Advanced Scan Tool Diagnostics Steve Zack Jim Wilson

CAN Controller Area Network

Controller Area Network Primary purpose is to network vehicle control module using a Standard protocol Reduces redundant sensors and or wiring (multiplexing) reducing weight and increasing reliability Using serial data bus to transfer data Allowing for reliable multiple processor instead of one unreliable large one CAN is a network protocol used to interconnect a group of electronic control modules also called nodes. A network protocol is the language used to communicate between modules. A two wire twisted pair cable is typically used. SAN is a small area network and is normally called a CAN system. Early less than 10kbps also called CLASS A-Generic UART Universal Asynchronous Receiver/Transmitter OBD II 10k to 125kbps CLASS B Medium speed for J1850 (FORD DCL or SCP and GM class 2) Cans 125kbps 1,000kbps High speed CAN Euro EOBD allow 250 and 500 kbps OBDII allows 500 kbps only. OBD Communications Protocols ISO 9141-2 (K-Line) ISO 14230-4 (KEY WORD 2000) J1850 41.6 Kbps Pulse Width Modulated J1850 10.4kbps Variable Pulse Width J2284/ISO 15765-4 (CAN) OBD II connector Pin 6 high Pin 14 Low OEM plans to start in 2003, the mandate is to be fully implemented by 2008.

Modes Of Communication

OBD II Modes MODE 1 MODE 2 MODE 3 Request For Current Power train Diagnostic Data MODE 2 Request for Freeze Frame Data MODE 3 Request for the Emission Related Trouble Codes MODE 1 This request gives us the DataStream PIDS. GM request data in a packet or multiple PID form. All other vehicles the request is for each PID to be displayed. Large PIDS requests will slow down the update rate of the PIDS on the scan tool. Use the minimum amount of PIDS for the diagnostics you are performing. MODE 2 Mode 2 requests the Freeze Frame data that was stored when the Code was set. MODE 3 This mode requests the Stored Emission Related Trouble Codes.

OBD II Modes MODE 4 Request to Clear/Reset Diagnostic Trouble Codes MODE 5 Request Oxygen Sensor Monitoring Test Results MODE 4 Requests for Clearing codes and all emission related Diagnostic Information. MODE 5 Mode 5 requests the test results for Oxygen Sensor Monitors. Switch points and switch time are displayed. Not all scan tools support this MODE, Chrysler does not give test results as they do not support this Mode. This Mode may not be support in CAN vehicles. This information will be moved to MODE 6.

OBD II Mode 6 and 7 MODE 6 MODE 7 Request for the latest on-board monitoring test results for non-continuous test results MODE 7 Request for the latest on-board monitoring test results for continuous monitoring systems MODE 6 This mode requests for the latest on-board monitoring test results for non-continuous test results. These monitors are run one time during a drive cycle. Examples are the catalyst, EGR, and EVAP system monitors. The test values and malfunction limits used for the test are displayed and can be used to determine the cause of a pending or failure condition. MODE 7 Mode 7 requests for the latest on-board monitoring test results for continuous monitoring systems. Pending Codes give the reports on monitor related problems. These monitors are run on a continuous basis. They are Fuel Trim, Misfires and Comprehensive Component monitors. Pending codes give us an indication of the test results. These codes are independent of MODE 3.

Mode 8 and 9 Mode 8 Request control of a On-Board System, Test, or Component Mode 9 Request for Vehicle Identification Number and Calibration IDs Mode 8 Bi-directional Controls of components in Generic OBD2 mode. This test may allow turning on and Off the EVAP on some vehicles. Mode 9 VIN Computer Calibrations

Mode 6

Mode 6 Example EGR Monitor The PCM will compare test from a Hexadecimal chart The test display will show The Test ID along with the Test Values and Limits. Component ID or CID will show the component being tested or that has failed a test. This vehicle monitors EGR flow by watching the HO2 response to the EGR flow input to the intake manifold.

EGR Monitor Before the monitor test begins the following must be completed Engine at operating temperature 3 minutes since start up RPM at specified spec MAP voltage at specified spec TPS at specified spec Vehicle speed at specified spec STFT at a given minimum level Example Enabling Conditions before a Monitor runs for a 1996 Dodge 2.4L: Engine temperature above at least 170F Engine time since startup must allow vehicle to be in closed loop over 3 minutes Engine speed must be between 1950-2400 RPM Map Voltage should be between 1.80-2.70 Volts indicating a slight load on the engine TPS voltage must be above 0.60v or below 1.80v The vehicle needs to be above 3 miles per hour STFT needs to be below 4.5% with vehicle in closed loop The STFT should shift by more than 7.4% and less than 20% to the rich side.

EGR Monitor PCM monitors by change in Short Term Fuel Trim During operation of the EGR system the PCM will momentarily shut down the EGR solenoid As a result EGR flow stops and a lean condition occurs HO2S voltage will drop STFT sees HO2S voltage drop and increases IPW The PCM monitors STFT and EGR monitor is complete & Ready The PCM runs the EGR monitor by doing these functions: EGR Solenoid is turned off O2 Compensation is monitored When the EGR is turned off the air/fuel mixture shifts lean if due to more air flowing in the system. The O2 sensor will indicate a leaner mixture by decreasing the voltage output of the sensor. Short Term fuel trim will shift rich to increase pulse-width of the injector. By monitoring the changes the PCM indirectly monitors the EGR system. Chrysler systems will set a maturing code (Pending Code) along with a Freeze Frame. On the second consecutive trip with a failure the MIL is turned on and a DTC is set along with a Freeze Frame.

Diagnostics With Mode 6 & 7 Emission Test Failure or Readiness Monitor Readiness Status First checking for pending codes Next review Datastream for errors Perform Bi-directional test where applicable Make repairs Perform drive cycle to verify Steps for Emission Test Failure or Failed readiness monitor: Check to see if all monitors have run Checking for Pending codes can give an indication of a two trip problem before it runs the second time. DataStream needs to be checked for incorrect sensor inputs or default sensor readings Use of a Bi-directional test for some items will give an indication of a possible failure. Injector disable tests can help in pin pointing the causes of a Misfire by checking for an RPM loss when the injector is disabled.. Correct the problem and rerun the drive cycle or monitor to verify the repair. Checking for pending codes and Mode 6 test results can be a strong indication of a completed repair.

Diagnostics With Mode 6 & 7 MIL on Check Diagnostic Trouble Code Next review Datastream for errors Perform Bi-directional test where applicable Make repairs Perform drive cycle to verify Verify Readiness Status First Check for DTC’s and then look up code setting conditions to see how the code was set. Use the Pathfinder for this information. Checking Failure records and DTC status can give the technician an indication if the code is a hard failure or intermittent fault. The DataStream needs to be checked for incorrect sensor inputs or default sensor readings. The use of a Bi-directional test for some items will give an indication of a possible failure. EGR testing can show if the PCM will respond to the EGR flow and if the EGR is functioning correctly. Correct the problem and rerun the drive cycle or monitor to verify the repair. Check to see if the monitor has been completed.

Datastream Diagnostics

Data Stream Diagnostics Fuel Trim Data Fuel trim measurements are displayed in many forms as above. Fuel trim is great method of using Datastream to determine if a vehicle passes emissions. It also should be used to determine if fuel control is correct and not out of balance. The PCM use Load, RPM, Temperature and O2 determine what the Injector PW should be. If the Fuel trim is in a Ten percent window plus or minus then it is considered correct on an OBDII vehicle. GM’s older vehicles with Block Learn use 118 to 138 as a good reading.

Fuel Trim These are just some of the things that are cause of being out of fuel trim. OBD II O2 monitor may pass yet the vehicle exhibits driveability complaints or fails emissions. Even though the O2 sensor is switching slowly the OBD II monitor only looks at 1.1 times per second as good. The minimum for true catalyst function is 1 time in less than 100ms. So therefore no O2 code does not indicate everything is Ok.

Fuel Trim This vehicle has a problem with fuel trim due to a bad O2 sensor on Bank #1. It has learned the correction to the problem and will add so much fuel to one bank to foul the spark plugs.

IAC Counts High Spec 10 to 30 High IAC counts LTFT over +10 MAP normal .8 to 1.5 Idle Check ignition Dirty intake valves, Injectors, or Throttle plates Leaking EGR Check fuel pressure and volume Spec 10 to 30 IAC Counts High over 40 LTFT over +10 MAP sensor high or MAF sensor low <5 Sticking IAC Dirty intake valves, Injector, or Throttle plates Check fuel pressure and volume Low Manifold pressure or compression problems IAC motor stuck open IAC Counts can indicate a problem with the Idle Air Control too high the throttle may need cleaning. PCV problems can cause a low or high IAC reading depending on the flow through the PCV. Low IAC counts less than 6 may indicate a vacuum leak. Ford uses percentage instead but the readings indicate the same. Normal readings are 10 to 40%, 20 to 35% preferred.

Temperature Sensors The temperature sensor is one of the primary sensors on the vehicle. This sets the timing control and fuel controls on the vehicle when combined with other sensor input. Coolant temperature The coolant temperature should read within 10 degrees F of the outside air on a cold start. Typical readings of a hot running engine are from 185 to 195 degrees F. Air Temperature The Air Temperature sensor is used on some vehicles as a fine tune device for timing and Air Fuel Ratio. This sensor is used on some vehicles as a check for EGR flow. EGR Temperature Sensor The temp sensor for EGR will determine EGR flow by monitoring the temperature of the exhaust gases being introduced into the intake manifold.

TPS Low Voltage Code 1) KOEO 2) Closed Throttle Wiggle throttle shaft If voltage varies a few tenths of a volt Throttle body is worn If not verify 5 volt reference and ground If you get a low voltage code for a TPS, check the throttle shaft by wiggling it. Check with a scan tool or DVM hooked to the signal wire. If the shaft is not worn check the VREF at the sensor, it should be between 4.9 to 5.1 volts with a DVOM. The DVOM readings may not match exactly the scan tool readings due to data allocation tables. Check the ground wire it should read under .050mV with the Red Lead to the ground terminal of the TPS and Black lead to a good ground.

TPS Quick Specs GM Port Fuel Injection Ford .8 to 1 volt Chrysler GM Throttle Body Injection .55 to .75 volts=0% closed Cold / Warm GM Port Fuel Injection .29 to .58 volts=0% closed cold .4 to .58 volts closed=0% warm idle running Ford .8 to 1 volt Wide Open Throttle 4.3 minimum Chrysler .6 to 1.1 volts Wide Open Throttle 2.6 volts above stored minimum TPS Typical Readings that are used to check for a base TPS setting. It also checks for Wide open throttle corrections and clear flood mode.

GM MAP Sensors Vacuum Voltage Scan Data 0” 4.5-4.7 V 29-30” 3” 26-27” 6” 3.5-3.7 V 23-24” 9” 3.0-3.2 V 20-21” 12” 2.5-2.7 V 17-18” 15” 2.1-2.3 V 14-15” 18” 1.5-1.7 V 11-12” 21” .9-1.1 V 8-9” Verify correct MAP readings by using a vacuum gauge on a good manifold vacuum port/Source. The vacuum on the gauge should read within one inch of the Scan Tool readings. Idle readings are typically .9 to 1.5 Volts 8-12”

GM/Chrysler BARO Readings Altitude Baro Pressure Voltage 0-1000’ 29-30” 4.5-4.8 V 1000 to 2000’ 28-29 4.3-4.5 V 2000 to 3000’ 27-28” 4.1-4.3 V 3000 to 4000’ 26-27” 3.9-4.1 V 4000 to 5000’ 25-26” 3.8-4.0 V Check for correct Barometer readings to see the PCM control of timing and fuel based on altitude.

Chrysler MAP Vacuum Voltage Scan Data 0” 4.5-4.8 V 29-30” 3” 4.0-4.2 V 26-27” 6” 3.5-3.7 V 23-24” 9” 3.0-3.2 V 20-21” 12” 2.5-2.7 V 17-18” 15” 2.1-2.3 V 14-15” 18” 1.5-1.7 V 11-12” 21” .9-1.10 V 8-9” Later Chryslers will display a Vacuum reading, match it to a vacuum gauge. Early models subtract idle map readings in inches from the Barometer reading and compare to the Vacuum gauge.

Ford MAP Sensors Vacuum Frequency in HZ 0” 159 Hz 3” 150 Hz 6” 141 Hz 9” 132 Hz 12” 123 Hz 15” 114 Hz 18” 105 Hz 21” 96 Hz Ford MAP sensors output a HZ reading compare to a vacuum gauge. Apply three inches of vacuum at a time to check for a 9 Hz change. Make sure the sensor holds vacuum.

FORD BARO Readings Altitude Vs. Frequency 0-1000’ 29-30” 159-163 Hz 1000-2000’ 28-29” 153-157 Hz 2000-3000’ 27-28” 150-153 Hz 3000-4000’ 26-27” 147-153 Hz 4000-5000’ 25-26” 144-150 Hz Barometer readings set the timing and fuel control tables to be used.

MAP High Voltage Code 1) KOER 2) Measure Engine Vacuum at idle Vacuum should be at spec approximate 18 in hg If low verify Cam to crank timing Vacuum leak Enriched fuel condition cause KOER at idle the Vacuum should run 15 to 21 inches early vehicles with later models 18 to 21”. Voltage should be checked at the MAP sensor under idle no load conditions. The readings should run from about 1.0 volts to 1.5 volts on a good engine. This code will set if it sees a voltage above 3.5 volts on some GM vehicles during low load conditions. If readings are correct at the proper Vacuum sweep the Map sensor for Glitch or spike in the voltage output. If the readings are high indicates to check for Mechanical problems.

Cylinder Misfire Testing GM displays the Misfire in a history and current output display. This vehicle shows a misfire on bank #1, due to an O2 problems.

Catalyst Efficiency Monitor Pre-HO2S Post-HO2S Upstream HO2S Downstream HO2S S1 S2 800 mv 450 mv 200 mv These are examples of good pre and post cat o2 sensor outputs from the HO2s. 470 mv 450 mv 430 mv

GM CODES Malfunction Indicator Light Codes Hard codes History Codes Failure Since Clear Failure records Pending codes Freeze frame MIL codes what code has turned on the light. Hard Codes Stored failure codes that are happening now. History codes are those that are intermittent in nature or occurred in the past. Failure Since Clear codes that have come back since being cleared. Failure records are mini freeze frames of the data used when a code was set Pending codes are two trip codes that have a one trip failure Freeze frame OBD2 code data set at or near time of a code setting condition.

Chrysler Switch Tests OBD2 Enable/Disable Tests Idle Air Control Tests Actuator Test Mode Drive Cycle Switch checks to see if the PCM can sense the opening and closing of the main switch inputs. Enable tests allow turning off and on components to check for proper response. Idle air checks for the AIS control of the Idle. ATM tests for proper coarse control of a device by the PCM.

FORD Tests Output State Tests Cylinder Balance Test Ford OBD2 Output Controls Hi speed Fan On Low Speed Fan On All Outputs On Drive Cycle Output state test turns components on and off by depressing the throttle. You can check to see if they hold and release vacuum, or the amperage draw of each component. Cylinder Balance test checks for Injector flow by turning off injectors and watching for a proper RPM drop.

GM OBD2 Bi-Directional Controls Crankshaft Relearn EVAP/EGR Controls Canister Purge Solenoid Canister Vent Solenoid EGR Control EVAP Service Fuel System Controls Fuel Pump Relay Injector Disable Fuel Closed Loop Fuel Trim Reset Individual control of each item to check for correct response or to relearn the computer functions.

GM OBD2 Bi-Directional Controls Engine Indicator Lamps Transmission Controls Transmission Lamps Accessory Controls Readiness Status O2 Tests Drive cycles

SCAN Is the scan tool giving good information? Does the sensor data match what the voltmeter or lab scope displays? Will the bi-directional confirm a problem? Does the command that the computer uses make sense? Always check grounds with a DVOM because of sensor data allocation data. Always check Voltage reference supply to sensors. Do sensors move in reaction to others?

DRIVE CYCLE ENABLE CRITERIA General Motors

GENERAL MOTORS A/C REFRIGERENT STEP 1 COLD START ECT LESS THAN 5O DEGREES C, WITH A/C AND REAR DEFROST ON, IDLE 2.5 MINUTES IN DRIVE. BEFORE PROCEEDING TURN ACCESSORIES OFF STEP 2 ACCELERATE TO 55 MPH, 1/2 THROTTLE, A/C OFF STEP 3 3 MININUTE STEADY STATE CRUISE 55 AND 60 MPH STEP 4 DECELERATE TO 20 MPH (CLUTCH OUT) NO BRAKE STEP 5 ACCELERATE AT 3/4 THROTTLE 55 TO 60 MPH, THEN STEADY STATE CRUISE FOR 5 MINUTES STEP 6 DECELERATE NO BRAKE, END OF CYCLE

GENERAL MOTORS AIR SYSTEM STEP 1 STEP 2 COLD START LESS THAN 50 DEGREES C, WITH A/C AND REAR DEFROST ON, IDLE 2.5 MINUTES IN DRIVE. BEFORE PROCEEDING TURN ACCESSORIES OFF STEP 2 3 MINUTE STEADY STATE CRUISE 55 AND 60 MPH

GENERAL MOTORS CATALYST MONITOR STEP 1 VERIFY ALL OTHER IM FLAGS SET FIRST STEP 2 ACCELERATE AT 3/4 THROTTLE TO 55 TO 60 MPH, THEN STEADY CRUISE FOR 5 MINUTES

GENERAL MOTORS COMPREHENSIVE COMPONENTS STEP 1 COLD START ECT LESS THAN 50 DEGREES C, WITH A/C AND REAR DEFROST ON, IDLE FOR 2.5 MINUTES IN DRIVE. BEFORE PROCEEDING TURN ACCESSORIES OFF STEP 2 ACCELERATE TO 55 MPH, 1/2 THROTTLE, A/C OFF STEP 3 3 MINUTES, STEADY STATE CRUISE 55 AND 60 MPH STEP 4 DECELERATE TO 20 MPH (CLUTCH OUT) NO BRAKE STEP 5 ACCELERATE AT 3/4 THROTTLE TO 55 TO 60 MPH, THEN STEADY STATE CRUISE FOR 5 MINUTES STEP 6 DECELERATE NO BRAKE, END OF CYCLE

GENERAL MOTORS EGR SYSTEM STEP 1 3 MINUTE, STEADY STATE CRUISE 55 AND 60 MPH DECELERATE (CLUTCH OUT) NO BRAKE TO LESS THAN 20 MPH

GENERAL MOTORS EVAP SYSTEM STEP 1 VERIFY BOTH O2 AND CATALYST MONITORS HAVE COMPLETED STEP 2 IAT WITHIN 7 DEGREES OF ECT STEP 3 COLD START ECT LESS THAN 50 DEGREES C, WITH A/C AND REAR DEFROST ON. IDLE 2.5 MINUTES IN DRIVE. BEFORE PROCEEDING TURN ACCESSORIES OFF STEP 4 ACCELERATE TO 55 MPH, 1/2 THROTTLE, A/C OFF STEP 5 3 MINUTE, STEADY STATE CRUISE 55 AND 60 MPH STEP 6 DECELERATE TO 20 MPH (CLUTCH OUT) NO BRAKE STEP 7 ACCELERATE AT 3/4 THROTTLE TO 55 TO 60 MPH, THEN STEADY STATE CRUISE FOR 5 MINUTES STEP 8 DECELERATE NO BRAKE, END OF CYCLE

GENERAL MOTORS FUEL SYSTEM STEP 1 ACCELERATE TO 55 TO 60 MPH, 1/2 TO 3/4 THROTTLE, A/C OFF STEP 2 ACCELERATE AT 3/4 THROTTLE TO 55 TO 60 MPH, THEN STEADY STATE CRUISE FOR 5 MINUTES

GENERAL MOTORS FULL DRIVE CYCLE STEP 1 COLD START ECT LESS THAN 50 DEGREES C, WITH A/C AND REAR DEFROST ON, IDLE 2.5 MINUTES IN DRIVE. BEFORE PROCEEDING TURN ACCESSORIES OFF STEP 2 ACCELERATE TO 55 MPH, 1/2 THROTTLE, A/C OFF STEP 3 3 MINUTE, STEADY STATE CRUISE 55 AND 60 MPH STEP 4 DECELERATE TO 20 MPH (CLUTCH OUT) NO BRAKE STEP 5 ACCELERATE AT 3/4 THROTTLE TO 55 TO 60 MPH, THEN STEADY CRUISE FOR 5 MINUTES STEP 6 DECELERATE NO BRAKE, END OF CYCLE

GENERAL MOTORS MISFIRE MONITOR STEP 1 ACCELERATE AT 3/4 THROTTLE TO 55 TO 60 MPH, THEN STEADY STATE CRUISE FOR 5 MINUTES

GENERAL MOTORS O2 SENSOR STEP 1 STEP 2 COLD START ECT LESS THAN 50 DEGREES C, WITH A/C AND REAR DEFROST ON, IDLE 2.5 MINUTES IN DRIVE. BEFORE PROCEEDING TURN ACCESSORIES OFF STEP 2 3 MINUTE, STEADY STATE CRUISE 55 AND 60 MPH

GENERAL MOTORS O2 SENSOR HEATER STEP 1 STEP 2 COLD START ECT LESS THAN 50 DEGREES C, WITH A/C AND REAR DEFROST ON, IDLE 2.5 MINUTES IN DRIVE. BEFORE PROCEEDING TURN ACCESSORIES OFF STEP 2 3 MINUTES, STEADY STATE CRUISE 55 AND 60 MPH

DRIVE CYCLE ENABLE CRITERIA Chrysler

CHRYSLER CARS AIR SYSTEM STEP 1 ENGINE WARM-UP REQUIRED, LEAVE ENGINE RUNNING 15 MINUTES STEP 2 ENGINE AT IDLE SPEED

CHRYSLER CARS CATALYST MONITOR STEP 1 STEP 2 STEP 3 VERIFY ALL OTHER IM FLAGS SET FIRST STEP 2 COMPLETE ENGINE WARM-UP CYCLE 6 MINUTES STEP 3 ENGINE AT STEADY THROTTLE OVER 20 MPH FOR 2 MINUTES AND 20 SECONDS

CHRYSLER CARS EGR SYSTEM STEP 1 COMPLETE AN ENGINE WARM UP CYCLE 6 MINUTES STEP 2 STEADY THROTTLE OVER 40 TO 60 MPH FOR 6 TO 8 MINUTES

CHRYSLER CARS EVAP SYSTEM STEP 1 VEHICLE WITH LEAK DETECTION PUMP SYSTEM STEP 2 TEST RUNS IMMEDIATELY AFTER COLD ENGINE STARTUP, WHILE ENGINE SPEED CONTROLLED BY COLD ENGINE SPEED STRATEGY. TOTAL TEST TIME 3 TO 4 MINUTES (LEAK TEST) STEP 3 RUN ENGINE AT IDLE SPEED FOR 3 MINUTES AFTER WARM-UP (FLOW TEST) VEHICLE WITHOUT LEAK DETECTION PUMP COMPLETE AN ENGINE WARM-UP CYCLE 6 MINUTES RUN ENGINE AT STEADY THROTTLE WITH VEHICLE SPEED OVER 28 TO 48 MPH FOR 1 MINUTE

CHRYSLER CARS FUEL SYSTEM STEP 1 COMPLETE AN ENGINE WARM-UP CYCLE 6 MINUTES STEP 2 RUN ENGINE AT IDLE OR AT CRUISING SPEED

CHRYSLER CARS FULL DRIVE CYCLE STEP 1 WARM ENGINE UP IN CLOSED LOOP FOR 5 MINUTES STEP 2 ENGINE AT STEADY THROTTLE FOR 40 TO 60 MPH FOR 6 TO 8 MINUTES STEP 3 RETURN VEHICLE TO IDLE FOR 3 MINUTES STEP 4 TURN KEY OFF, PCM RUNS TEST WITHIN 3 MINUTES AFTER KEY IS OFF STEP 5 START VEHICLE AND ACCELERATE TO A SPEED GREATER THAN 20 MPH AND DRIVE AT STEADY THROTTLE FOR 2 MINUTES AND 20 SECONDS

CHRYSLER CARS MISFIRE MONITOR STEP 1 COMPLETE AN ENGINE WARM-UP CYCLE 6 MINUTES STEP 2 RUN ENGINE AT IDLE OR AT CRUISING SPEED

CHRYSLER CARS O2 SENSOR STEP 1 COMPLETE AN ENGINE WARM-UP CYCLE 6 MINUTES STEP 2 RUN ENGINE AT OVER 24 MPH, THEN RETURN TO IDLE TO START THE TEST

CHRYSLER CARS O2 SENSOR HEATER STEP 1 RUN ENGINE FOR GREATER THAN 5.5 MINUTE PRIOR TO STARTING THE TEST STEP 2 TURN KEY OFF, PCM RUNS TEST 3 MINUTES AFTER KEY OFF

DRIVE CYCLE ENABLE CRITERIA Chrysler Truck

CHRYSLER TRUCK FULL DRIVE CYCLE STEP 1 START ENGINE UP COLD AND WARM ENGINE UP IN CLOSED LOOP FOR 5 MINUTES STEP 2 ENGINE AT STEADY THROTTLE FOR 40 TO 60 MPH FOR 6 TO 8 MINUTES STEP 3 RETURN VEHICLE TO IDLE FOR 3 MINUTES STEP 4 ACCELERATE TO A SPEED GREATER THAN 20 MPH AND DRIVE AT STEADY THROTTLE FOR 2 MINUTES AND 20 SECONDS

CHRYSLER TRUCK O2 SENSOR HEATER STEP 1 BEGINS RIGHT AFTER COLD START UP STEP 2 TEST BEGINS AT START UP AND CAN LAST 1 MINUTE

DRIVE CYCLE ENABLE CRITERIA Ford

FORD AIR SYSTEM STEP 1 IAT BETWEEN 40 AND 100 DEGREES F AND ECT GREATER THAN 130 DEGREES F STEP 2 VERIFY O2S MONITOR IS COMPLETE STEP 3 DRIVE IN STOP AND GO TRAFFIC FOR 20 MINUTES WITH 4 IDLE PERIODS STEP 4 THEN DRIVE AT 45 MPH (+ OR - 5 MPH) FOR 10 MINUTES ( WATCH FOR EVAP COMPLETION), IF NOT DONE DRIVE FOR 2 TO 5 MINUTES MORE

FORD CATALYST MONITOR STEP 1 IAT BETWEEN 40 AND 100 DEGREES F AND ECT GREATER THAN 130 DEGREES F STEP 2 MONITOR TO VERIFY CATALYST MONITOR COMPLETES STEP 3 START ENGINE AND DRIVE VEHICLE FOR 20 TO 25 MINUTES IN STOP AND GO TRAFFIC IN CLOSED LOOP WITH 6 DIFFERENT STEADY SPEEDS 25 TO 40 MPH STEP 4 THEN DRIVE ON HIGHWAY FOR 10 TO 15 MINUTES WITH NO QUICK ACCELERATION, DECELERATION OR WIDE OPEN THROTTLE EVENTS

FORD COMPREHENSIVE COMPONENT STEP 1 IAT BETWEEN 40 AND 100 DEGREES F AND ECT GREATER THAN 130 DEGREES F STEP 2 PERFORM COMPLETE DRIVE CYCLE UNTIL DTC P1000 IS CLEARED STEP 3 DRIVE IN STOP AND GO TRAFFIC FOR 20 MINUTES WITH 4 IDLE PERIODS STEP 4 DRIVE ON HIGHWAY FOR 10 TO 15 MINUTES WITH NO QUICK ACCELERATION, DECELERATION OR WIDE OPEN THROTTLE EVENTS

FORD EGR SYSTEM STEP 1 STEP 2 STEP 3 STEP 4 IAT BETWEEN 40 AND 100 DEGREES F AND ECT GREATER THAN 130 DEGREES F STEP 2 MONITOR TO VERIFY EGR MONITOR COMPLETES STEP 3 START ENGINE AND DRIVE VEHICLE FOR 5 TO 6 MINUTES IN STOP AND GO TRAFFIC IN CLOSED LOOP WITH GREATER THAN 2 IDLE PERIODS STEP 4 THEN ACCELERATE TO OVER 35 MPH AT OVER 1/2 THROTTLE AND HOLD THAT SPEED FOR GREATER THAN 1 MINUTE

FORD EVAP SYSTEM STEP 1 STEP 2 STEP 3 STEP 4 IAT BETWEEN 40 TO 100 DEGREES F AND ECT GREATER THAN 130 DEGREES F STEP 2 MONITOR TO VERIFY EVAP MONITOR COMPLETES STEP 3 VERIFY FUEL LEVEL IS FROM 1/4 TO 3/4 FULL, THEN START ENGINE AND DRIVE ON HIGHWAY FOR 2 MINUTES WITHOUT ANY RAPID ACCELERATION OR DECELERATION STEP 4 THEN DECELERATE, STOP VEHICLE AND TURN OFF ENGINE FOR 5 SECONDS

FORD FUEL SYSTEM STEP 1 IAT BETWEEN 40 AND 100 DEGREES F AND ECT GREATER THAN 130 DEGREES F STEP 2 MONITOR TO VERIFY FUEL MONITOR COMPLETES STEP 3 START ENGINE AND DRIVE VEHICLE FOR 6 TO 7 MINUTES IN STOP AND GO TRAFFIC IN CLOSED LOOP WITH GREATER THAN 1 IDLE PERIOD STEP 4 THEN ACCEL TO OVER 35 MPH AT OVER 1/2 THROTTLE AND HOLD THAT SPEED GREATER THAN 1 MINUTE

FORD FULL DRIVE CYCLE STEP 1 DRIVE IN STOP AND GO TRAFFIC FOR 20 MINUTES WITH 4 IDLE PERIODS STEP 2 DRIVE ON HIGHWAY FOR 10 TO 15 MINUTES WITH NO QUICK ACCELERATION, DECELERATION OR WIDE OPEN THROTTLE EVENTS STEP 3 DECEL AND RETURN TO IDLE, TURN THE KEY OFF

FORD MISFIRE MONITOR STEP 1 STEP 2 STEP 3 MONITOR TO VERIFY MISFIRE MONITOR COMPLETES STEP 2 START AND DRIVE THE VEHICLE TO A LOCATION WHERE SPEEDS CAN REACH 65 TO 66 MPH AND COAST DOWN TO 35 MPH WITHOUT BRAKING OR CLOSED LOOP OPERATION STEP 3 ACCELERATE ON A HIGHWAY TO 80 MPH AND HOLD THAT SPEED FOR 30 SECONDS, THEN COAST DOWN WITH FOOT OFF THE ACCELERATOR TO 35 MPH. DO ACCELERATION AND DECELERATION CYCLE 3 CONSECUTIVE TINES

FORD O2 SENSOR STEP 1 IAT BETWEEN 40 AND 100 DEGREES F AND ECT GREATER THAN 130 DEGREES F STEP 2 VERIFY O2S MONITOR COMPLETES STEP 3 START ENGINE AND DRIVE VEHICLE FOR 6 TO 7 MINUTES IN STOP AND GO TRAFFIC IN CLOSED LOOP WITH GREATER THAN 1 IDLE PERIOD STEP 4 THEN ACCELERATE OVER 35 MPH AT OVER 1/2 THROTTLE AND HOLD THAT SPEED FOR GREATER THAN 1 MINUTE

FORD O2 SENSOR HEATER STEP 1 IAT BETWEEN 40 AND 100 DEGREES F AND ECT GREATER THAN 130 DEGREES F STEP 2 VERIFY O2S MONITOR COMPLETES STEP 3 START ENGINE AND DRIVE VEHICLE 6 TO 7 MINUTES IN STOP AND GO TRAFFIC IN CLOSED LOOP WITH GREATER THAN 1 IDLE PERIOD STEP 4 THEN ACCELERATE TO OVER 35 MPH AT OVER 1/2 THROTTLE AND HOLD THAT SPEED FOR GREATER THAN 1 MINUTE

DRIVE CYCLE ENABLE CRITERIA Generic

GENERIC ENGINE AT OPERATING TEMPERATURE START ENGINE IDLE IN NEUTRAL 4 M IDLE IN DRIVE 40 S ACCELERATE TO 40 MPH AT 1/4 TO 1/2 THROTTLE 10S DRIVE STEADY THROTTLE 45 MPH 30S IDLE IN DRIVE 40S DRIVE IN CITY TRAFFIC 25 TO 40 MPH 15M INCLUDE 5 STOPS TO AN IDLE 10S EACH ACCELERATE FROM IDLE TO 1/4 TO 1/2 THROTTLE 3 SEPARATE SPEED STEADY THROTTLE AT 90S ACCELERATE TO 45 TO 60 MPH FOR 5M DRIVE AT STEADY THROTTLE AT 45 TO 60 MPH FOR 5M DRIVE AT VARYING SPEEDS FOR 5M BETWEEN 45 TO 60