1. Advanced Scan Tool Diagnostics Steve Zack Jim Wilson

2. CAN Controller Area Network

3. 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 (K-Line)
ISO (KEY WORD 2000)
J Kbps Pulse Width Modulated
J kbps Variable Pulse Width
J2284/ISO (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.

4. Modes Of Communication

5. 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.

6. 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.

7. 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.

8. 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

9. Mode 6

10. 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.

11. 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 RPM
Map Voltage should be between 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.

12. 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.

13. 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.

14. 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.

15. Datastream Diagnostics

16. 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.

17. 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.

18. 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.

19. 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.

20. 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.

21. 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.

22. 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.

23. GM MAP Sensors Vacuum Voltage Scan Data 0” 4.5-4.7 V 29-30” 3”
26-27” 6” V
23-24” 9” V
20-21”
12” V
17-18”
15” V
14-15”
18” V
11-12”
21” 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”

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

25. Chrysler MAP Vacuum Voltage Scan Data 0” 4.5-4.8 V 29-30” 3” 4.0-4.2 V
26-27” 6” V
23-24” 9” V
20-21”
12” V
17-18”
15” V
14-15”
18” V
11-12”
21” 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.

26. Ford MAP Sensors Vacuum Frequency in HZ 0” 159 Hz 3” 150 Hz 6” 141 Hz9”
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.

27. FORD BARO Readings Altitude Vs. Frequency 0-1000’ 29-30” 159-163 Hz’
28-29” Hz ’
27-28” Hz ’
26-27” Hz ’
25-26” Hz
Barometer readings set the timing and fuel control tables to be used.

28. 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.

29. 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.

30. 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

31. 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.

32. 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.

33. 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.

34. 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.

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

36. 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?

37. DRIVE CYCLE ENABLE CRITERIA General Motors

38. 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

39. 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

40. 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

41. 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

42. 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

43. 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

44. 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

45. 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

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

47. 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

48. 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

49. DRIVE CYCLE ENABLE CRITERIA Chrysler

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

51. 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

52. 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

53. 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

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

55. 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

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

57. 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

58. 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

59. DRIVE CYCLE ENABLE CRITERIA Chrysler Truck

60. 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

61. 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

62. DRIVE CYCLE ENABLE CRITERIA Ford

63. 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

64. 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

65. 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

66. 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

67. 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

68. 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

69. 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

70. 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

71. 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

72. 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

73. DRIVE CYCLE ENABLE CRITERIA Generic

74. 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