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63 Manual.indd - Ferret Instruments

1. This display is like a chart recorder that is written at the left of the screen and flows off the right end It shows voltage levels and changes above or below 4 volts sensed by the Auxiliary Clip Level changes during an interval are shown different ways an or shows a simple change aT or its inverse means there was a change but the start and end were the same Ill shows that there were many changes 0 84 v Move SLOWLY to W O T DETECT ON With the DETECT ON display make a smoothly in creasing sweep during 3 to 7 seconds to the top posi tion The test ends automatically when the voltage stops changing Findings are reported when the test ends 1 93v Press START Possible Problem If glitches w z o J vottage lev els will be reported Recheck the sensor for intermittent faults near the reported problem voltages If no irregularities were detected it will show TCHES Found Press START Too FAST Retest Slower Too SLOW Retest Faster Wiggle Scope can be used to watch for regular or inter mittent pulses on wires for accessories sensors lamps solenoids slow computer codes or other on off electrical signals The shortest step is about 1 10th second on the fastest scan WIGGLE SCOPE Scan 2 Sec PANNE N The number following SCAN is the time for the signal to sweep across the display SELECT can choose a 2 4 8 or 16 second sweep FORD SLOW CODES The Code Read
2. When there are choices in a test SELECT steps through the selection The last displayed choice is made active by pressing START START takes the operation to the next test step It continues an operation after some conditions have been prepared by the operator START also clears Min and Max readings on Spark Burn and Fuel Injection tests ENGINE DYNAMICS TEST KEYS These keys measure engine power cycle functions to find causes of rough running PER CYLINDER tests store the gathered data in memory for after test review and printout This permits seeing trend and cylinder dif ferences in the engine data The sequenced tests in the next column have pauses to display instructions Press START for the next step after an instruction has been completed IGNITION PRIMARY is used to find bad ignition coils and modules using the measurements of Oscillations Ignition Coil Energy Dwell and Driver Voltage Use the Dwell and Timing Variation tests to find loose timing chains worn distributor shafts and bearings See page 14 SPARK BURN easily finds defects with spark plugs sparkplug wires distributor cap and rotor It measures the Minimum Average and Maximum Spark Burn Time for each cylinder Spark Slope is measured to indicate a lean or rich fuel mixture A Burn Time Range bar graph is produced with the printed report See pages 16 17 PER CYLINDER IGNITION SPARK PRIMARY BURN COL MODULE SECONDARY DWAL VARIATION MSEC SL
3. ADVANCE PRINT DISPLAY PRINT AUTOTEST THE TEST KEYS on the top row activate readouts or initiate tests which require actions by the user to arrange engine and vehicle test conditions BOTTOM ROW KEYS select test options start action and make adjustments A BEEPER inside the analyzer indicates contact with keys and signals warnings moves the paper feed 2 lines If it does not feed lift the printer cover for better access and try again See the Printing Reports section p28 for more details USE BLUE OR BLACK THERMAL To remove cover PAPER 2 25 press fingers at 58mm WIDE both ends and lift inside edge 43 11mm IP minimum hole Cover Retainers Keep dust out of the printer to prevent accelerated lead screw wear LEADS AND SENSORS 12 VOLT BATTERY CLIP LEAD SET This is a multiconductor cable which draws power from the battery and senses the voltage It should be the first set of lead clips connected INDUCTIVE SPARK PICKUP Cylinder synchronization and tachometer input are the function of this lead Features of this easy to use 8mm wire spark current sensing pickup are dependable spark pulse detection ruggedness and plug in replacement The unique design has an easy grip handle and a latch ing jaw mechanism for durability The housing is made of glass fiber reinforced plastic with high temperature strength and solvent resistance SPARK RED PICKUP TAG NO 1 RED YELLOW
4. Be attentive to the connectors in the battery cable Wiggle them to detect intermittent connections Apply 12 volt battery to power leads for all checks The analyzer does not have any user service able internal parts AMP PROBE CHECK Press CHARGING STARTING to be able to read the Amps display Be sure that the probe is away from wires and magnets Press AMP ZERO It will not operate if the current sensed is over 20 amps during a zero check Wait a few seconds and watch that the reading is 0 1 Wiggle the connectors to check for intermittent connec tions which would show that the probe cable has failed If the amps reading is zero it should be okay If instead of a reading the following display appears the probe or analyzer has failed AMP ZERO Bad 2 AMPS See OPERATORS MANUAL Press START to continue Unplug the amp probe from the analyzer and press AMP ZERO If the amps read ing does not become 0 1 the analyzer needs service Otherwise the amp probe needs replacement EXTENSION HARNESS CHECK There are four identical 5 wire cables within the Exten sion Harness First connect them all in series so that at one end there is a pair of free ends To put them in series on one end of the harness put red to yellow and green to blank then on the other end put green to yel low and use the remaining red and blank ends for the analyzer and test lead connections Check the cables by plugging the series linked harness from the b
5. POINTS STANCE High COIL PR MARY DR VE Bad CHARGING STARTING KEY Use this set of tests for general electrical troubleshooting AUXILIARY of starter alternator and load currents CHARGING along with connection voltage losses STARTING The special measurements are Inductive ne Amps and Auxiliary Volts INDUCTIVE AMPS Before hooking up the Amp Probe see that the reading is zero Press AMP ZERO to eliminate zero offsets 1057 RPM msg Bat 13 84 0 AMPS Aux gt NEG 10 34 AMPS uses the signal from the Inductive Amp Probe By placing the pickup around a wire the DC current within a 600 ampere range can be measured Resolution is 1 ampere An automatic diagnostic check tests for ripple in the current when it is over 20 amps If ripple is high indicating an alternator with a bad diode or stator a message msg notifies the user AMPS RIPPLE Alternator Charging systems will not keep a battery charged if the alternator output connections are bad The fol lowing is a basic wiring test for a common defect 1 Connect the Auxiliary Clip to the alternator output terminal and SELECT the Aux gt POS refer ence Run the engine at about 1500 RPM and switch the headlights and heater blower on high If more than 0 5 volt is seen the voltage drop is too high and the connection between the alterna tor output and battery positive is bad Then c
6. SIGNAL age times the spark duration milli seconds as measured at the coil primary This indicates the coil kick in mil livoltSeconds mVS and is displayed as IgEgy 356 RPM msg Bat 10 34 gEgy 38 Aux gt POS 1 34 IgEgy is proportional to the primary energizing current and the quality of the ignition coil inductance Typical standard ignition coils produce 25 to 40 mVS High energy ignitions have 40 to 60 mVS Readings below 20 mVS suggest that an inadequate ignition charge is being delivered by the coil Low coil current may be the reason caused by a bad primary connection bad drive module worn points low dwell time low battery voltage or an open ballast resistor bypass switch Use IGNITION PRIMARY to check the coil drive voltage dwell and coil oscillations 12 If msg appears press MESSAGE The following mes sages may be set after the engine has been cranked or run several seconds These are suggested problems indicated by the combination of signal measurements Refer to the vehicle specific service manual for tests to confirm the suggested defects Visual inspection and direct component measurement should be used to confirm that there is an actual problem Investigate the following messages further using SPARK BURN Plugs GAP Narrow Coil Distributor or Plugs Wide GAP Shorted Coil Distributor Check the following messages further using IGNITION PRIMARY
7. TAG AUXILIARY TIMING ADVANCE STROBE LIGHT The Timing Light may be used when a spark signal and power from the analyzer leads are present Advance set tings are controlled and read directly from the calibrated dial The 2 4 stroke switch changes the dial calibration by a factor of 2 for the ignition type To measure an engine s spark advance clean the crank wheel marks for good visibility and run the engine with the appropriate test conditions Turn the advance dial to about the expected reading press the light s trigger while shining the light at the wheel marks and then adjust the knob so the marks appear aligned to TDC The dial set ting is the spark advance angle in degrees of crank shaft rotation The two trigger buttons control flash brightness Opera tion of the analyzer is not affected by the Timing Light so it may be unplugged any time INDUCTIVE AMPS PROBE The Hall effect Amps Probe senses DC current in wires without having to disturb connections and without intro ducing any voltage drop Up to 20 mm 75 diameter cables may be read A distinctive arrow is marked on both sides which indicates the direction of positive cur rent flow for a positive analyzer readout Materials in the probe are selected for enduring performance If damaged a new probe may be plugged into the analyzer without additional service EXTENSION HARNESS A set of 4 identical cables are sheathed to form a har ness to extend the leads e
8. Auxiliary Clip to the injector driver wire PULSE DRIVER SIGNAL BATTERY VOLTS Connections are reversed on different engines The detector is made to read the time that current flows in a solenoid by watching the voltage drop from the 12V battery level Bat 14 06 6 5Max 640 RPM 0 8Min 1 7mS When engine RPM is run up and down quickly Min and Max hold the shortest and longest milli seconds pulse widths while the center reading shows what is presently happening START is used to reset the Min and Max readings Up to 63 milliSeconds can be measured Shortest Pulse PULSE gt mSec REGULATED CURRENT INJECTOR SIGNAL HARD START KEY If there is a problem with the engine ignition or analyzer hookup the analyzer will give messages of the likely causes Use this test before other tests to confirm that the ignition hookup is working by seeing that the RPM and Ignition Energy readings are normal See the next page for using Aux iliary Volts to search out connection problems AUXILIARY HARD START IGNION VATS IGNITION ENERGY The signal comes from the ignition coil primary minus TACH terminal through the green Coil Primary Clip connection The engine must be cranking or running to produce a readable signal As the figure shows Ignition Energy strength is the volt SPARK BURN TIME lt IGNITION ENERGY AREA BATTERY VOLTAGE GROUND I i COIL PRIMARY TACH
9. Compres sion test S ELECT TEST Compression then START SELECT Cranking History press START Keep the car doors closed during the test to reduce bat tery drain Switch ACCESSORIES OFF Close Doors then START Press START 20 TEST VARIATIONS If the test has been done before it will show SELECT run NEW TEST START view OLD DATA Running a new fest will erase the old data when the new data recording begins Recharge BATTE The test will stop if the battery is below 12 30V indicating a discharged weak or loaded battery STEP TWO CRANKING HISTORY BASIC TEST The user should operate the starter by the usual vehicle operator controls With the automatic suppression igni tion will be held off E 15 Seconds Bat 12 34 8 AMPS Not Cranking sensed PWT rank DEV Q to proceed immediately Bat 10 34 3 Sec 394 RPM 182 AMPS Continue test on next pages 21 TEST VARIATIONS Alternately a remote starter switch may be used but power must be on the ignition or cranking RPM will not be measured The engine may start if ignition compatibility has not been established Allow it to run for a minute until the situation is resolved If the green Coil Primary Clip is not getting a signal or if the ignition does not have a distributor and has not been disabled the engine may start and
10. Connections Run Engine or other indications of problems If the test was run once already the operator will be asked to press SELECT for a new test and thus erase the past saved data or to press START to review the previous test results SELECT START run NEW TEST view OLD DATA A throttle position holding tool should be used The ana lyzer will not work over 3000 RPM for 8 cylinder engines nor 6000 for 4 s Others are proportionately limited In Manual pressing START shows the Manual Kill display with a firing order sequence number Use SE LECT to choose a cylinder and press START to have it suppressed for 5 seconds 1280 Start RPM DROP o 5 1088 End Manual Kill 1 Repeat the test using and Results are not saved in memory Press MESSAGE if msg is present Low power occurs from a drop less than 1 3 of the aver age Low POWER Cylinder Seq 5 RPM may increase if a cylinder had been firing too soon RPM Seq NCREAS o 3 ED The following message indicates that during the test the last cylinder Start RPM had changed too much from the first Too much change suggests that the test should be rerun to see if it gives the same results Try to find the cause of the change RPM SETTING Drifted CRANKING ANALYSIS KEY CRANKING HISTORY An electrical power system test of the engine is the primary feature of this se quenced procedure Performance mea surements of
11. SPARK PICKUP Signal Diagnostic messages from this analyzer are based upon a range of Burn Time that is typical for most engines There are however some engines which are designed differently and have performance ranges that may ap pear to be abnormal to the analyzer so that it will produce messages indicating a possible defect Compare the measured values to readings from similar engines or specifications from the engine service manual to confirm that the messages apply POWER BALANCE KEY This test measures each cylinder s contribution relative to the others by turning off the spark plugs one at a time and measuring the drop PER CYLINDER POWER BALANCE in RPM The more decrease seen the RPMDROP more a cylinder must have been con MANUAL tributing A comparison of an engine s entire set of readings is necessary be cause of engine to engine variations If a cylinder shows only 1 3 of the drop of the average cylinder it should be checked further with the other analyzer tests Low power cylinder problems are associated with spark plugs and wires piston rings valves and valve springs vacuum leaks fuel unbalance head gaskets and EGR problems If a cylinder test produces a higher RPM it may be from crossed spark plug wires an open intake valve leaking EGR or an engine computer effect The test relies upon steady timing fixed air fuel feed and a constant amount of engine drag during the test to make lt SUPR
12. Substitute a 10K to 20K ohm length of wire or use a plug in resistance adaptor while testing the engine GREEN AR COIL PRIMARY SPARK PICKUP Test for severe radio noise by seeing if the analyzer works better with the spark pickup disconnected Some times noise is caused by bad sparkwire insulation and dirt which can allow sparks to track along the outside of a wire 27 PRINTING REPORTS The printed report brings all of the saved data together in a condensed form that is easy to review for signal trends and for comparing cylinder performance tests PRINT AUTOTEST Data is saved from the Cranking Power Balance and Spark Burn tests PRINT REPORT includes as many of these tests as have been done Data will not be printed if none of these tests have been done Measurements from the test keys on the left side of the panel depend on test circumstances so the printout is done with PRINT DISPLAY which makes it easy to record the effects of test variations such as when RPM changes voltage or dwell AUTO TEST PROCEDURE Although tests may be done in any order by using the test keys the Auto Test feature has been provided as the fastest way to gather all of the information for a com plete printed engine dynamics report The sequence starts ith Cranking History does the Spark Burn Analysis takes the Ignition Primary readings does the Power Bal ance test and finishes with the Electronic Compression test To have good
13. in timing are associated with defective engine operation On pre computer engines variation meant looseness in the mechanical drive from the crankshaft to the points cam This is still generally true for distributor located ignition sensors but sometimes timing is inten tionally varied by engine computers Irregular idle RPM from O2 feedback fuel metering can cause an apparent timing variation Operating the en gine at higher RPM should reduce the variation to under 3 degrees The point to be alert to is the erraticness of timing variation which points to sloppiness in the gears bearings and chains leading to the ignition timing sensor Confirm timing variation with a Timing Light triggered from the coil distributor wire by watching the paired marks Read variation from 1000 to 3000 RPM with the RPM held steady BURN TIME READINGS and PRIMARY PARADE WAVEFORM This figure illustrates the spark plug readings that this engine analyzer extracts from an ignition waveform and then shows on the display Tha analyzer would also give two diagnostic messages GAP Wide Seq 1 PLUG foul CAP track seq 4 The signal shown is of a current limited electronic ignition on a4 cylinder engine running at 2500 RPM He Slope 12 pr 7 mSec 0 8 1 6 SPARK 0 8 1 6 1 5 2 0 mSec See the BURN TIME key test explanation on the next page The No 1 cylinder in the first position of the waveform has a gap in the spark plug wire which causes t
14. measurements all of the usual test conditions have to be followed according to the screen instructions To use the Autotest pressing PRINT AUTOTEST and SELECT Then proceed through the steps following the instruction screens SELECT Do AUTO TEST START Print DATA If Print DATA is chosen the printed report will include the last test readings and messages if any Thus if the Auto Test had already been done and then SPARK BURN was used a Print DATA command would printout the same data as before except for the new burn times Disconnecting power will erase all stored readings 28 CRANKING HISTORY BATT 33 88 57 35 17 03 85 Q sSUuUAWNHE Il CRANKING VOLTS CRANKING AMPS CRANKING RPM ALTERNATOR AMPS BATTERY CCA EST RECOVERY SECONDS SPARK BURN ANALYSIS RPM IGEGY BATTERY 772 43 14 13 IN FIRING ORDER H oek oz vVOoKL VHE BAT 14 01 OSC 2 IGEGY 43 DRVR 0 8V 847 RPM DWL 3 6MSEC DWL 0 3 VARIES TMG 4 8 RPM DROP ELECTRONIC COMPRESSION ORDER AMPS MAX LOW 1 120 99 1 120 99 1 119 98 2 121 100 ie OF PEAK AMPS CRANKING VISUAL CHECKLIST LEIAL I DGC RT At the end of report printing there is the option to add at Cis a a list of visual inspection items This is usually done to TIE LI 136 help inform the car s owner of any defects that should KLASER AG be repaired TIE 196 I DAENT pi MAREN ATT me Use SELECT to
15. the alternator battery and starter allow comparison to ratings PER CYLINDER CRANKING ANALYSIS COMPRESSION BAT STARTER ALT This test records battery voltage and amps while the starter cranks the engine for 15 seconds then there is a wait to check battery recovery time followed by a measurement of the charging current when the engine is started The Cranking Analysis test procedure for a standard engine follows the basic test procedure in the left hand column below Test variations are described in the right hand column for nonstandard vehicles and conditions WARNING THE ENGINE MAY START DURING THE TEST CRANKING HISTORY TEST DISCHARGE 15 SECONDS RECOVERY TIME CHARGING 14V MEASUREMENT I VOLTS EE EEE bar ETE I I i I i i 1 I I I I I I I I I I I I 10V i i i i i I I I VOLTS i i i I I I 1 1 I I 1 I 1 I 1 i l i i I I OPERATOR CRANK i TR RUN I I ACTIVITY ENGINE BATTERY ENGINE i i 1 CHARGING i AMPS I I l l I I I I I I I I CHARGE i CRANKING AM U I I I s I I 1 STEP ONE BASIC TEST You should have completed the analyzer SETUP steps including the check for good readings with HARD START Press CRANKING ANALYSIS to begin CRANKING ANALYSIS Brakes Set Engine Warm Press START Using SELECT there is a choice of the complete Cranking History test or doing the Electronic
16. the most reliable mea surements SELECT Diesel in the analyzer SETUP Injct RPM V amp A The Injector RPM test reads RPM from the No 1 cylinder injection detector input and displays bat tery volts aux volts and the amp probe current The screen is like the Charging Starting test XXXX RPM Bat 13 76 XXX AMPS Aux gt Gnd 10 43 Diesel Strobo Timing Diesel Timing can also be measured with the strobo tim ing light when the No 1 cylinder signal is provided by the Diesel Injection Detector The light can be used without selecting a specific test OHMS TO GROUND This is the same Sensor Test key function 33 MAG PROBE TESTS TDC signals can be detected from timing probes mounted on engines The TDC detector is designed to work with timing wheels having either notches or pins When the magnetic probe is aligned with a wheel mark the detec tor sends a pulse to the engine analyzer and flashes an indicator lamp on the detector To operate plug the TDC Detector into the analyzer timing connector and connect the magnetic probe to the Detector Mag RPM V amp A Reads RPM from the Mag Probe signal and displays bat tery volts aux volts and the amp probe sensed current The test calls for selection of the number of wheel dents pins or notches Choose 1 amp VW 2 3 or 4 Magnetic Probe RPM readings work from cranking to 6000 RPM Mag Probe Timing The display shows No 1 cylinder RPM timi
17. the timing test plug EGR valves should be disabled by removing and plugging the vacuum hose to the valve On some engines there is a running test mode that can be set through the diagnostic connector which lets the test run without interaction effects Refer to the engine service manuals for details After the test carefully restore the disengaged parts Service codes may have to be cleared but they will usu ally clear automatically after 50 to 100 starts The results of this test if compared to the Cranking Amps and Spark Burn tests can provide additional clues to the cause of poor cylinder performance A manual cylinder selection version of the test is pro vided to check for engine noise changes when power is removed from a particular cylinder WARNING This test causes unburned fuel to be passed into the exhaust Catalytic converters burning this fuel will become hotter Repeating the test frequently may cause excessive heat under the car 18 When PRINT DATA is used the Power Balance test data will be printed and graphed The RPM graph shows the percentage drop by cylinder Weak cylinders will show up as a very short bar Strong cylinders will show up as a long bar TEST POWER BALANCE P ROC EDU R E ORDER START END SDROP 1 852 767 10 2 849 764 10 BASIC TEST Fr ae You should have com 4 848 763 10 pleted the analyzer 0 10 20 30 SETUP Steps and used IGNITION PRIMARY to check the lea
18. 1 0 2 0 Dil 15 AVE data value The Sed SRG GT ge readings are in firing or 0 ny 2 a 4 MS der from top to bottom BURN TIME RANGE 17 DIAGNOSTIC MESSAGES Messages are caused by odd combinations of Spark Burn Time and Slope Follow up on these suggestions with visual inspection and component testing It is recommended that messages about multiple cylin ders be ignored until single cylinder messages have been looked into Since most of the messages are based upon comparisons of each cylinder to the others it is possible that one bad cylinder may make the others look relatively out of line Additionally an open arcing spark plug wire can cause test effects that trigger many messages Re test after each repair The following displays pick out individual cylinders from the firing sequence and suggest possible problem causes GAP Narrow Seq 5 6 Additional problem categories include WIRE R CAP Trac ES k STANCE High PLUG Foul GAP Wide FU EL Lean The next messages relate to all spark plugs together Plug GAP Narrow Shorted Coil Distributor Distributor ugs Wide GAP 2Coae or Pl Fuel Rich Additionally if Ignition Energy is very low it will show COIL PR MARY DRI VE Bad Note if the Spark Pickup is not working the spark plug data will not be available A message will show no
19. 20 mSec Measures on time of the injector drive INJECTION Solenoid Duty 30 to 60 M C 10 Hertz Checks function of mixture control solenoid SENSOR Throttle Position Sensor 0 5 to 5V with no glitches Checks function of throttle position sensor TEST Oxygen Sensor 0 45V amp over 1 Gross Sec Checks activity of the oxygen sensor Ohmmeter 1 to 50K Ohm Measures resistance to ground Diode Volts 0 5 to 0 7 Volts Measures diode forward voltages Note Use repair manuals and compare similar engines to obtain actual specifications Typical readings shown apply to most normal vehicles DIESEL TIMING amp RPM The analyzer also provides diesel engine RPM and injec tion timing tests The necessary input signals come from the optional Ferret 854 Magnetic TDC Detector and from a No 1 cylinder Diesel Injection Detector See instruc tions provided with the optional detectors Diesel 4Stroke then START SELECT Ignition The analyzer SETUP has a diesel ignition selection If selected analyzer operation is limited to the fol lowing tests Press any test key to find these tests SELECT TEST then START Injct RPM V amp A Mag RPM V amp A Mag Probe Timing Ohms to Ground DIESEL INJECTION DETECTOR TESTS Connect the injection detector pulse sensor around the No 1 cylinder fuel line and connect the detector to the Analyzer Spark Pickup input For
20. 8 feet Operation rannrnnrennn 4 to 44 C 35 F to 120 F Storage amrrnnvnvnnnnn 20 to 60 C 20 F to 130 F Weight rrnrronnrrnnnronnnrrnnrrrnnr B KG erias 18 Ibs Power Requirement 12 Volt Vehicle Battery The measurement capabilities of this analyzer were se lected to serve the diagnostic needs of the professional automotive service technician Because of the com plexity and variety of the tests the user must refer to the vehicle specific diagnostic manuals to be assured that correct conclusions are reached This manual is limited to describing the features of the analyzer and its application requirements OPERATING FEATURES DISPLAY The 2 by 24 character LCD dot matrix display provides a versatile screen for the display of multiple sets of meter outputs as well as data arrayed by cylinder Contrast can be adjusted with the SETUP key A cast acrylic window protects the display AUXILIARY AUXILIARY AUXILIARY AUXILIARY HOUSING The case is designed to be a convenient to use protec tive enclosure Rounded corners and the plastic base were chosen to help guard mechanical and electrical contact with the battery engine and car body parts In use place the unit on a cart in the engine compartment or inside the car The compartment under the control panel is made to store the leads and harness PER CYLINDER PER CYLINDER PER CYLINDER SENSOR FUEL HARD CHARGING IGNITION SPARK CRANKING POWER T
21. A The test will stop and the operator should check the bat tery starting system STEP THREE CRANKING PEAK AMPS BASIC TEST WARNING THE ENGINE MAY START DURING THE TEST At test completion the ignition will be enabled momen tarily to sense the Spark Pickup on cylinder plug 1 The display will show STOP CRANKI NG Stop cranking As soon as the spark is detected the engine should stop The analyzer looks at the data to check for irregularities followed by this display which shows peak amps for each cylinder AMPS pk 190 200 164 188 CYL msg194 182 If msg appears press MESSAGE In this test MES SAGE also displays the last Cranking Analysis messag es Passing the last saved message or pressing START returns the display to showing test data Press START to see the percent lower than the highest cylinder amps Readings over 10 indicate an unusual cylinder AMPS LOW msg 5 3 0 9 18 The display is arranged by firing sequence top 1 2 3 4 bottom 5 6 7 8 If more than 8 cylinders are tested the data will be shown in sets called Bank A and Bank B which are the first and second halves of the firing sequence Press START to see both Pressing START additionally displays the last Cranking History data The displays recycle 26 TEST VARIATIONS The saved measurement data is first analyzed for consis tency If it is too irregular the display may show a
22. AGE while connecting the ana lyzer black Battery Clip to battery minus 5 If all connections and operations are correct the dis play will show REPLACEMENT PARTS PART NUMBER Coil Primary Auxiliary Clip Lead 4 W004 93 Battery Clip Lead W004 02 Extension Harness 8 ccccccssssseeeeeeeenees W000 04 Inductive Spark PickUp X008 01 Inductive Amp Probe 5 cscceceeeeeeeeeeees X000 02 Timing Higinsoni X006 01 Printer Paper Pk of 3 rolls rrerrrranonnnnnnnn HO13 01 Paper Spindle arnnnonrvnrnnrrnnnnvrnnnnrrnnannnnnnnnnn G016 09 Printer COver mmrrnrnrnvnvvrerrrrrrnrnrsrnnnnnnsnnnennnnene G016 08 31 COIL PRI amp AUX CONNECT 4 times thru SPRK PICK Press START If a wire is not hooked up properly or broken it will show BAD Connection FIX and START to RET Press START to retry the test If the hookup is okay one of the clip wires is probably open Verify by doing the COIL PRIMARY LEAD CHECK and the AUXILIARY VOLTMETER CHECK If the wires check okay the analyzer is probably broken If the connections are good but the spark pickup is not working it will show 1638 RPM output OKAY no SPARK PICKUP Signal Try wiggling the pickup lead terminations and check the core contacts for a gap or breaks Double check the di rection of the coil Primary Clip wire through the pickup If the pickup is working the no SPARK PICK
23. CY RANGE Volts Battery i hy aiiis 8 to 18 Battery Volts Volts Aux 10 meg TY ere 0 to 20 Volts Amps Inductive AG civsseeseecs 0 to 600 Amps Tachometer rrrnnennnns Tider 100 to 10 000 RPM Fuel Injector O 2MS eee to 63 mSec Pulse frequency TY eastern errr to 250 Hz Coil Energy ces 5 to 90 milliVolt Seconds Coil Oscillations ee aseeeeeeeeees to 10 Oscillations Spark Burn Time 0 2mS to 9 9 milliSeconds Spark burn Slope rrnsonvrnnnnrrnnonrvnnnnrnnnnnnnnernr 99 units Test duration urarsrnnrvrrrnnvennvranvrnnnnrrnrnnnnnnnenn Seconds Grankinguanuasnddsarimesnniseniens RPM Volts Amps Altemato nanenane Amps amp Ripple Battery aiaa a e E CCA Timing Advance 155 cectatatactiis to 60 0 Degrees Dwell Ignition OS Degrees mSec eder to 2 5 Volts to 90 0 Degrees to 90 0 Degrees Heia dienes RPM Change Cranking Amps Peak Points Driver Res 0 1v Dwell Variation Timing Variation Cylinder Power Balance Relative Compression ORMS tea atte te 6 ata 1 to 50K ohms Diode au k rde ae a Forward Volts Position Sensor eranrrnnnnnvnnnnvrvnnnnrnnnnnvnnnn Glitch catcher O2 SONSOF sates ciiesieier asec area Volts amp crossings Wiggle Scope l HI LO from 3 5 volts DIMENSIONS Size 140 x 350 x 470 mm 5 5 x 14 x 18 5 Leader TLZ Migena 5 feet Extension Harness PP
24. ESSION CYCLES gt CYCLE 3 RPM L RPM START CYLINDER SEQUENCE END RPM a RPM DROPS FROM SPARK SUPPRESSION x shows recovery times valid comparisons between all of the cylinders A steady drag on the engine can improve the test results Turning the heater fan on high and headlights on bright is usually the best method Particular attention should be directed to eliminating loads that can turn on or off in the middle of the test such as the air conditioner compressor and radiator fan motor Operating the engine above the controlled idle RPM will minimize the effects of idle compensators and put the engine at a smoother operating point RPM s of 1000 to 2500 are suitable for the test Listen to the sound of the engine as suppression is applied The initial RPM drop tells if power is strong On non computerized engines the timing fuel mix and idle setting do not vary with time However active control systems may have to be put in open loop mode to keep the timing and fuel mixture fixed wu md fed Bt The idle speed motor may have to be unplugged if the test is done at idle Disconnecting the coolant tempera ture sensor will usually cause the computer to operate in open loop fuel control as if the engine were cold Where the oxygen sensor is easily reached it can be unplugged to lockup the fuel control Timing can usually be fixed by disconnecting the MAP sensor hose or as on Fords pull ing
25. EST INJECTION START STARTING PRIMARY BURN ANALYSIS BALANCE COL MODUE SECONDARY COMPRESSION RPMDROP 2 TPS MSEC DUIY HZ IGNITION VOLIS MB VOLTS DWL VARIATION MSEC SLOPE BAT STARTER ALT AJO CONTROL PANEL A MEMBRANE KEYBOARD controls the analyzer Itis a pressure sensitive lamination of metalized plastic sheets with small spaces between contacts Itis very durable but can be harmed by chemical solvents or punctured by sharp objects PRINTER The printer will capture any displayed data or message during non sequenced testing if PRINT DISPLAY is pressed and at the end of the sequenced tests it will print the resulting data and messages from the PRINT AUTOTEST Print Data command If only some of the data saving tests have been done since power up they will be the only ones printed PRINT REPORT offers an AutoTest option to complete a full set of printed tests in the shortest possible time The PAPER ADVANCE key is used to feed a new roll of paper into the printer Once the paper is in place it may be pulled through to extend the end of a report before tearing it off Do not pull the paper backwards through the mechanism Only the outside surface of the paper roll is sensitized for printing so it must feed from the bottom of the roll into the mechanism Getting the paper started is easiest if the leading edge is cut cleanly Push it into the slot 2 to 3 cm and press PAPER ADVANCE Each key press a pa PAPER
26. FERRET INSTRUMENTS DIAGNOSTIC ENGINE ANALYZER 63 CONTENTS INTRODUCTION Charging Starting Amps Auxiliary Volts SPECIFICATIONS Ignition Primary OPERATING FEATURES Coil Oscl Driver Dwell Spark Burn Cylinder Burn MilliSeconds Burn Slope Power Balance Cylinder SETTING UP FOR TESTS Automatic amp Manual Hookup Guidelines Basic Setup Steps Cranking Analysis Cranking History DOING TESTS Electronic Compression Control amp Test Keys PRINTING REPORTS Sensor Test Auto Test Sequence Ohms diode Visual Inspection Checklist O2 Sensor Position Sensor ANALYZER SERVICE Wiggle Scope Ford amp GM Codes REFERENCE INFORMATION Fuel Injection TYPICAL READINGS Duty Hertz amp mSec MAGNETIC PROBE TESTS Hard Start Ignition Energy DIESEL TIMING TESTS OPERATOR S MANUAL FERRET 63 DIAGNOSTIC ENGINE ANALYZER TIMING LIGHT ADVANCE DIAL 48 CHARACTER 2 4 STROKE LCD DISPLAY ee SWITCH ANALYZER i COVER NOT SHOWN COVER LATCH FERR HET 63A ENGINE ANALYZER TEST KEYS ERE AE feet EEPBESPER KEYS PRINTER AUXILIARY CLIP 8 red p 12 VOLT BATTERY AMP CLIPS PROBE SPARK PRIMARY PICKUP COIL CLIP green OPTIONAL EQUIPMENT 854 Magnetic TDC Detector 754 Diesel Injection Detector O Copyright 1994 Ferret Instruments Inc INTRODUCTION The Engine Analyzer is a time saving instrument for troubleshooting automotive ignition fuel injection and electrical power systems It provide
27. LECTRONIC COMPRESSION compression test The ORDER AMPS MAX LOW cylinder with the high DEE est relative compression 3 119 98 2 will have a 100 bar oe eee The weakest cylinder will 80 90 100 MAX have the shortest bar N Lp_ EN L st 1 bt 3 pf 5 ee OF PEAK AMPS CRANKING 25 TEST VARIATIONS If previous use of the analyzer has verified that the igni tion can be suppressed and that the Spark Pickup is working the ignition will be suppressed immediately Otherwise when cranking begins the engine may run momentarily for signal verification If a coil primary signal cannot be sensed the test will abort Check connections using HARD START and then retry no SPARK PICKUP Signal no PRIMARY TACH pulses The operator may bypass starter current sensing for very small or unusual engines and start saving data immedi ately by pressing START Checks are done when cranking begins to verify that the battery has enough voltage and that the RPM is neither too slow nor fast for reliable data measurements Inter ruption displays indicate possible problem causes Compression Test Aborted RPM too high to test If during the test the battery voltage falls below 9 6 volts it is too low to continue and one of the following will be shown TEST ABO Battery CONNE TEST A Cc BORTED heck STARTI AMPS high TEST ABORTED BLES or STARTER 2 C
28. Module On Voltage Drvr Ignition Dwell DWL and the Variation of dwell and timing in degrees COL MODULE DWAL VARIATION VARIES The signal is taken from the coil primary terminal with the green Coil Primary Clip 957 RPM msg Bat 13 84 Osc 3 IgEgy 38 Drvr 0 8v COIL OSCILLATIONS This is an indicator of liveliness in the ignition coil Shorts in coil insulation or in connected components usually dampen the oscillations so they are reduced or elimi nated Points driven ignition coils usually show 4 to 8 oscilla tions which are more than electronic ignitions which do 1 to 4 Some Chrysler ignition modules begin dwell im mediately after the spark burn time so they normally don t show any oscillations DRIVER MODULE POINTS VOLTAGE Drvr is the voltage during the dwell time For mechani cal points it should be less than 0 3 volts Electronic modules typically have 0 5 to 1 5 volts Ignitions made alike should compare within 0 2 volts In this test a high voltage indicates a failing high resistance coil driver output transistor bad points or a high resistance con nection to ground lt lt IGNITION CYCLE INTERVAL gt 1 e DWELL gt INTERMEDIATE SECTION gt SPARK SECTION 7 lt MEASURED I I DWELL DWELL l VARIATION i I i DRIVER VOLTAGE COIL PRIMARY SIGNAL 14 DWELL Readings in degrees and percent are us
29. OPE PAPER ADVANCE Press MESSAGE when msg appears in the middle of the display This means a diagnostic check detects an out of limit condition Repeated presses of MESSAGE will step through all the diagnostic messages and finally back to the test Messages may appear intermittently if the condition is on the threshold of being a problem Messages suggest causes of problems but do not prove the suggested item is bad PRINT DISPLAY CRANKING ANALYSIS has two test sequences to mea sure Relative Compression Cranking Volts Cranking Amps Cranking RPM Alternator Amps and the CCA of the battery The Compression test finds cylinders with low relative compression and shows it on the printout bar graph See pages 20 23 POWER BALANCE performs an Automatic or Manual Power Balance test to locate low power cylinders Each spark plug is turned off one at a time and the RPM drop is measured The greater the drop in RPM the stronger the cylinder Cylinders with a small drop should be tested further to determine the problem A Power Balance bar graph is produced with the printed report See page 18 Ignition suppression is used in CRANKING ANALYSIS and POWER BALANCE The analyzer can suppress the usual inductive discharge distributor ignition but will not work on capacitive discharge and multicoil ignitions A compatibility check is done by the analyzer before it will apply suppression If the check finds it incompatible the us
30. SION AND CORROSION BROKEN COIL WORNITIPS LEAN MIX IN GAP IGNITION SECONDARY CIRCUIT BURN TIME SLOPE Slope tells about the fuel mixture at the end of burn time Lean makes the voltage rise plus and rich makes it fall minus during the end of the spark SPARK Slope msg FALLING SLOPE Minus RISING SLOPE Plus COIL PRIMARY WAVEFORMS When a spark has a slope more than 20 counts over the overall averages and burn time is short look for a wide or worn plug gap If burn time is normal the cause may be a lean fuel mix a manifold or EGR leak a low fuel pressure regulator or a cylinder valve leak When the slope is 20 counts less than the overall aver age look for a richer fuel mix or high resistance spark wire On multiport fuel injection engines a leaking injector will be likely to cause a consistently lower slope than the other cylinders Most engines have slopes in the 30 to 30 range Good engines usually have all the values within about 10 counts either side of average Keep in mind that these readings are highly variable because they are affected by the fuel burning The key is to look for the obviously different cylinders When PRINT DATA is used the Spark Burn test data will be printed and graphed The graph SPARK BURN ANALYSIS RPM IGEGY BATTERY 772 43 14 13 IN FIRING ORDER p i i MIN AVE MAX SLOPE spans MIN to MAX 0 9 2 0 S 10 and has a mark at the 1 1 2 0 2 2 10
31. SIX CRANKING HISTORY BASIC TEST Display the results and data using START and MES SAGE The seconds of cranking data have the following display form 306 RPM 122 AMPS Bat 11 57 3 Sec Pressing MESSAGE repeatedly will show the following measurements taken during cranking Cranking Volts 10 66 Cranking AMPS 111 Cranking RPM 288 Alternator AMPS 38 BATT ERY CCA est RECOVERY SECONI Leave the messages by pressing START or any test key Use CHARGING STARTING next if any of the test results suggest battery starter or alternator problems 23 TEST VARIATIONS If the battery charging current had excessive ripple indi cating an alternator with bad diodes or stator a message will show AMPS RIPPLE Alternator If a battery has a slow recovery or will not accept charg ing the CCA performance will not be measured and a message will show CCA not CALCULATED RECOVERY too SLOW The message display readings are taken from different times in the test sequence The Cranking volts Amps and RPM are the 15th second cranking measurements During the 1500 RPM period alternator amps are read before the battery is recharged The estimate of battery CCA Cold Cranking Amps is taken from the cranking amps and volts and should correspond to the SAE rating label on the battery Multiply DIN and BS ratings by 1 5 to approximate SAE A CCA reading 20 below the bat tery rating shows weak
32. UP Signal line will go away leaving only the 1638 RPM output OKAY to show that all is working With this arrangement the pulses in the test lead may be used to check the calibration of other secondary ignition tachometers More turns may be needed in other pick ups to sense the pulses 4 stroke scale 1 accuracy 6 Leave the self test mode by pressing any test key Test Key Measurement Typical Readings Interpretation HARD Battery Volts 12 4 to 12 8 Volts Ghecks battery state of charge Below 12 3V charge START Engine Off is low or load may be on Ignition Energy More than 20 mVSec Shows that there is coil energy available to start Cranking the engine CHARGING Battery Volts 13 2 to 15 2 Volts Shows the voltage regulator setting and STARTING Engine Running if the alternator functions Amps Ripple None If alternator has a bad diode or stator a message will Engine Running appear IGNITION Ignition Energy 35 55 mVSec Checks for faulty coils and driver modules PRIMARY Engine Running Dwell 60 w Ballast Engine Running 3 to 4 mSec current limited Checks ignition modules Dwell Variation 3 0 or less Checks primary ignition system performance Engine Running Test from Idle to Cruise RPM Timing Variation 3 0 or less Shows ignition timing irregularity if too high Engine Running Driver Voltage Electronic less than 1 5V Shows coil driver modu
33. ady fast idle are in the 1 to 3 range Low rates may indicate a damaged O2 sensor Multiports usually cross count fastest and carbureted engines the slowest Connect at sensor harness plug or ECM Do not pen etrate wire insulation where moisture could cause electri cal leakage to ground THROTTLE POSITION SENSOR This is a computer aided test to check for skips in a position sensor signal sweep When a position sensor on a throttle or air flow vane is moved from the rest posi tion to the top the output voltage should move just like the position shaft The voltmeter reading for this test updates rapidly so that small irregularities are not likely to be missed TION SENSOR then START Press START CONNECT Aux to TP Sensor Key ON Engine OFF Then connect Auxiliary Clip to the output wire and press START Using the following voltmeter display check that the out put responds to a typical range of 1 to 4 volts when the position sensor shaft is turned 0 84 v for test Press START In the TP Sensor test the analyzer detects abrupt voltage changes that an intermittent sensor contact would make Be ready to smoothly turn or press the position sensor through its full sweep Press START WIGGLE SCOPE The Wiggle Scope display can be selected to see a line trace of slow or intermittent voltage changes It has a 10 megohm input impedance GGLE SCOPE then START
34. attery power lead set to the corresponding analyzer connector The display must turn on Press CHARGING STARTING to see that the battery voltage reading is normal Wiggle the connectors to check for intermittent connections If the display does not come on or the reading is too low some wires are open and the test should be tried with each separate cable in the harness to find the bad one TIMING LIGHT CHECK Triggering the Timing Light depends upon pulses from the spark pickup To make the light flash without hooking it up to an engine set up the SPARK PICKUP CHECK on the next page to get trigger pulses to the pickup Then press the light s trigger buttons to see if it will flash SPARK PICKUP CHECK With this test the analyzer is put in a special test mode that produces simulated spark pulses to test the Spark Pickup At the same time some other internal function self tests are done SPARK PICKUP SELF TEST Refer to the connection diagram when doing the follow ing steps There must not be any connections other than the following 1638 RPM PULSES 12 VOLT Hold MESSAGE key during power up 1 Pass the green Coil Primary Clip wire four times through the Spark Pickup opening such that the clip end comes out the spark plug label side Close the pickup jaw 2 Connect the green Coil Primary Clip to the red Aux iliary Clip 3 Connect the analyzer red BatterY Clip to 12 volt bat tery plus 4 Press and hold MESS
35. blank and there will be the following messages Engine Data Unsteady RESULTS UNUSABLE This may be caused by a battery t test or it could be from a type of interfering vibrations that has q engine starter If the spark plug signal is absent the data results will not be synchronized with the engine but can still give an indication of cylinder compression uniformity Cylinders not in Sync No SPARK PICKUP Signal If there is a cylinder with 10 lower amps this message will be shown Low COMPRESSION Likely Check with Gauge Note that the temperature and friction of the engine af fect the amperage A very hot or cold engine or one that has new piston rings and bearings may draw higher than normal starter current thus tending to cover up the compression variations in the current Some users have found that some engines needing an oil change can show large variations in peak amps Normal peak amps are restored with fresh oil REFERENCE INFORMATION TESTING ENGINES THAT MAKE RADIO INTERFERENCE NOISE Engines that have metallic non resistance wires going to the ignition distributor usually radiate radio interference If severe enough it can cause the engine analyzer opera tion to be disrupted This usually causes it to return to Setup or to display strange characters If you have these problems the interference will have to be reduced Placing resistance in the distributor to coil wire will help
36. cating that the analyzer hookup is working we suggest that you do a general ingine review using the AUTOTEST at the PRINT AUTOTEST key If the analyzer resets on its own check that the Bat tery clips have good connections Also if the engine has metallic secondary ignition wires try replacing the coil to distributor wire for the test with a 10 K to 20 K ohm resistance wire DOING TESTS AUXILIARY INPUT TEST KEYS Typical features of the tests are the RPM and the Battery Volts readouts The RPM reading in the upper left of the display gets the signal input from the Inductive Spark Pickup Scaling is determined by the setup selections The Battery Volts reading in the upper right display corner comes from the Battery Clips SENSOR TEST has the following sensor and signal tests The Ohmmeter can be used for resistance checks of spark plug wires or components The Diode test mea sures forward and reverse diode voltage The Oxygen Sensor test measures the activity level of the O2 Sensor voltage The Throttle Position Sensor test is a computer aided test to find intermittent TPS sensors The Wiggle Test and GM amp Ford Code tests will help you retrieve trouble codes from some computer controlled engines See pages 8 10 AUXILIARY AUXILIARY SENSOR FUEL TEST INJECTION gt 2 TAS MSEC DUTY FZ CONTROL KEYS This lower row of keys select test choices look up mes sages restart tests and operate the printer Press
37. ce and it will burn out quicker The usual time is about 1 5 mil liSeconds mS with 0 8 to 2 3 milliSeconds the typical range limits Some ignitions may be designed for longer or shorter spark durations Compare similar engines if in doubt Short Burn Time is caused by breaks in secondary igni tion wires wide sparkplug gaps worn plug and rotor electrodes high circuit resistances and very lean fuel mixtures Long Burn Time comes from narrow or fouled plug gaps distributor or insulation shorts rich fuel mixture and low cylinder compression Usually long times seen with the Max data set show intermittent misfires from shorted secondary insulation in the cap rotor wires or plugs A reduction in burn times with snap acceleration is only caused by the change within the plug gap from burning fuel and pressure So this test is an ideal check for worn out spark plugs Open the throttle momentarily for engine acceleration to check the Burn Time reserve The Min Burn Time dis play shows the shortest times measured when an engine works against its own inertia Compare these times to 0 8 milliSeconds for the reserve Problems with other parts like wire breaks wide rotor gaps and high secondary resistance are most easily de tected at a moderate and steady RPM such as between 1000 and 2000 since they are not affected by the cylinder pressures aN PLUG WIRES RESISTANCE WM AND GAPS RESISTANCE AND GAPS CAP CRACKS ROTOR GAP ERO
38. ching Placing the pickup far from the spark plug keeps it away from the hot exhaust manifold and improves perfor mance because spark current impulses are cleaner near the distributor When the pickup is not being used LEAVE THE JAWS IN THE OPEN position The magnetic cores are made of ferrite ceramic and when kept apart they are more likely to not break if the pickup is dropped Make Firm Battery Connections and Wiggle Clips for Clean Contacts NDUCTIVE DC AMP PROBE The reading range is 000 to 600 amps DC in 1 amp steps Starter and alternator output current measurement is the primary application It also allows the measurement of vehicle accessory currents Placing the probe on the battery cable while the engine is off and then watching the change when operating switches allows checking many loads rapidly Use AMP ZERO to restore the read ing to zero before putting the probe around any wires SETUP STEPS 1 CONNECT ONLY THE BATTERY CLIPS The Bat tery Clips must go to the engine s 12 volt battery ter minals red clip to plus black clip to minus The model description will be displayed momentarily The analyzer may give you a choice of languages Once a language is selected it cannot be changed until the analyzer power is disconnected 2 DO THE SETUP The display will automatically switch to the Setup function The SETUP key is only used to change settings Use SELECT for selecting choices Press START
39. choose one of the three printed line end lp pa ings The initial setting for each line is N A which means WAC LATT 136 Not Applicable and it bypasses printing the item OK pone PA preg a A ee LOW and BAD are endings that print along with the rom OE pbl re list item and indicate what inspection showed it to be MIRO e IMIR 19 LPO KR 1997 13 LED O ITJ X IRAC TLIIS X TAL ITIS 13c Ull 196 100437 a I OJ 13 PANTS J lt IFT 19 SELECT VISUAL CHECKL START Print ID FORM Piel TI BEDR REPORT IDENTIFICATION The ID FORM option is a report identification footer ITRRET MSR This provides a standard method to neatly mark the test FORME RAET Eik record with the car its odometer reading and the date You can bypass the form printout by pressing any test key The footer entries are then written on the report 29 ANALYZER SERVICE When power is applied to the analyzer it does a self check and will indicate a problem if one is found Also during operation checks are done to verify that neces sary test signals are working If a test will not work or the analyzer indicates abnormal operation the leads associated with the test should be checked as described below before sending it in for service BATTERY POWER LEAD CHECK If the display does not appear after 10 seconds when hooked to a 12 volt battery try the following substitution Plug the Coi
40. des FORD SLOW CODI 11 The last code read will show at the top with the first six along the bottom line Repeated codes are not saved Once the screen is filled the analyzer will continue count ing and displaying but no more codes are saved GM LAMP CODES The specific vehicle service manual is required to perform this test The usual procedure is to connect the Auxiliary Clip to pin D of the ALDL connector which is the Service Engine Soon lamp terminal Hook AUX Clip to car s fault code OUTPUT Press START Have the engine stopped with the ignition on and enter the diagnostic mode by bridging Test Terminal pin B to pin A or ground GM LAMP COD 12 Use trouble codes by following the vehicle service manual instructions Only six codes are saved on the screen Once the screen is filled the analyzer will continue counting and displaying but no more are saved To clear the screen for a retest press START and then SELECT SELECT to ERASE codes to KEEP codes START SERVICE ENGINE TEST TERMINAL SOON LAMP 1 p GROUND GM ALDL CONNECTOR USA TYPICAL SINCE 1982 FUEL INJECTION KEY AUXILIARY FUEL INJECTION Injector solenoid pulses and sensor sig nal frequency are read by these tests through the red Auxiliary Clip MSEC DUTY HZ SOLENOID DUTY amp HERTZ Use Solenoid Duty on mixture controlled carburetors or frequency output sensors
41. ditionally many scopes don t even have a millisecond scale and the screen sweep is only given in engine degrees for setting or checking ignition contacts This analyzer is made to investigate the essential igni tion performance factors It measures the coil s Ignition Energy response to see that a strong spark is possible without having to open a sparkwire The analyzer reads the total operating range of spark durations while the engine is idling and accelerating The numerical results can be watched live as well as from the printed report to see if long enough fuel igniting spark is delivered under all conditions SPARK BURN KEY Measures secondary spark events Continuous operation of all the spark plugs can be watched with this test The Average Minimum PER CYLINDER SPARK BURN Maximum and Slope cylinder data can SECONDARY be chosen with SELECT Min holds MSEC SLOPE the shortest milliSeconds and Max holds the longest Diagnostic messages will be set by the analyzer if symptoms appear regularly but will go away if the symptoms are reduced The mea surements for this test come from the ignition coil primary signal that reflects the coil secondary events Spark Burn Analysis has an entry instruction Briefly Open Throttle do not exceed 2500 RPM The briefly open throttle procedure captures the operat ing limits burn times The analyzer checks for excessive open throttle RPM and may inform the user t
42. ds to engine hookup Press POWER BALANCE to begin The following ee screens will appear i POWER BALANCE Press START Use SELECT to choose between the automatic sequence test Auto and the manual cylinder selection Manual Then press START POWER RUN with BALANCE Engine Warm Refer to the vehicle service manual Auto then START Allow the RPM to appear and stabilize before pressing START Disable Engine Control Turn FAN amp LIGHTS ON HI 1262 RPM Bat 14 15 Set RPM at 1000 to 2000 In Auto pressing START begins the automatic ignition suppression cycling of 5 seconds applied and 5 seconds recovery 1280 Start RPM DROP End Auto Kill 1088 After each suppression cycle the RPM Drop is shown along with the ending RPM When all have been tested it will show 13 2 Ors 3 22 11 Bank A PWR BAL DROPmsg The cylinder power drop data is arranged by the firing order sequence top 1 2 3 4 bottom 5 6 7 8 If more than 8 cylinders are tested the data will be shown in sets called Bank A and Bank B Press START to see each set displayed 19 TEST VARIATIONS The analyzer will check for signals from the ignition Both a Spark Pickup and Coil Primary TACH signal from an In ductive discharge ignition with a distributor are necessary If the signals do not match the analyzer may show Check
43. eful for setting mechanical points MilliSeconds are useful for checking electronic HEI type ignitions which take a fixed time to charge the coil with current A typical HEI reads about 3 5 mS up to 3000 RPM and more while cranking Use SETUP and SELECT to choose whether dwell is displayed by degrees DEG percent or milliSeconds mS If dwell is displayed in degrees it is scaled accord ing to the number of cylinders selected in SETUP This analyzer measures dwell according to the interval that points are closed or the transistor driver is fully on The coil amps dwell hold time which sometimes follows amps buildup is not included in these readings IGNITION ENERGY See HARD START page12 SELECT the display showing VARIES which reads RPM Dwell Dwell Variation and Timing Variation 957 RPM msg DWL 3 3mSec Dwl 0 6 VARIES Tmg 2 9 Variation gauges the engine s control stability DWELL VARIATION This is the difference in degrees between the longest and shortest dwell period It could be from an unstable coil drive module Mechanical sloppiness in the distributor shaft bearings and cam shaft drive is the prime cause At higher speeds on point contact ignitions the problem can be floating contacts from weak springs and poor lubrica tion Readings should be less than 3 degrees TIMING VARIATION This is the difference in engine shaft degrees of the longest and the shortest time between ignition firings Variations
44. er can be selected to count and display fault code pulse trains from Ford engine computers ECT FORD SLOW CODES then START Press START Hook AUX CLIP to car s fault code OUTPUT Hook the red Auxiliary Clip to the Self Test Output pin Press START Read by following the Ford service manual instructions for voltmeter connections to the Self Test Connector Readings are similar to a Ford STAR tester SELF TEST INPUT STI ACTUATING Ny CONNECTION FORD i SIGNAL SELF TEST n RETURN CONNECTORS si GROUND USA M SELF TEST OUTPUT STO CONNECT TO ANALYZER RED AUXILIARY Ford has different engine test modes for reading codes such as KEY ON ENGINE OFF ENGINE RUNNING OUTPUT CYCLING engine off WIRE WIGGLE STI and STO are used on other shapes of Ford connec tors throughout the world EXAMPLE Ford s QUICK TEST Hook the red Auxiliary Clip to the STO pin in the Ford Self Test Connector and connect a separate wire to the STI pin be prepared to switch the loose end to ground Because some engine code tests require the technician to operate brakes steering and throttle it is most convenient to place the analyzer and STI to ground connection next to the driv ing controls Have the Ford s engine key off then turn the key on and ground the STI connection Wait at least 15 seconds for the code pulses to be read and shown on the display An 11 is the usual end of co
45. er will be notified to manually disable either the ignition or fuel system PER CYLINDER PER CYLINDER CRANKING POWER ANALYSIS BALANCE COMPRESSION RPM DROP BAT STARTER ALT AUIO MANUAL PRINT AUTOTEST PAPER ADVANCE feeds 2 lines of paper for each press PRINT DISPLAY prints what is on the display PRINT AUTOTEST prints test reports and is the Auto Test entry key The Auto Test will run all of the engine dynamics tests in an automatic sequence At the con clusion of the data report you can also print the visual inspection checklist See pages 28 29 SENSOR TEST KEY Use SELECT and START to choose tests for measuring ohms or diode volts measuring oxygen sensor voltage and crossings checking for irregular throttle position sensors TPS watching for intermittent voltage with the Wiggle Scope and reading fault AUXILIARY SENSOR TEST gt gt 2 amp TAS OHMS RESISTANCE DIODE VOLTS The resistance of a device is measured by connecting the red Auxiliary Clip to one of the device s terminals and contacting the other device terminal to the battery engine ground Acontinuity beeper sounds when readings are below 25 ohms and OVER shows for greater than 50K ohms Ground chassis SELECT TEST OHMS to GROUND then START Prior to using ohms the analyzer must do an open ground lead test which checks the low and high range ends Disconnect AUX lead then START STEP 1 Inf
46. g SELECT there is a choice of Cranking History or running only the Compression test SELECT Compression test SELECT TEST Compression then START Press START The following display will appear CRANKING ANALYSIS Brakes Set Engine Warm Press START Switch ACC Close Doors ESSORIES off then START Close Doors then START STEP TWO COMPRESSION BASIC TEST With a beep the display will show ENG NE HROTTLE Crank the engine with the ignition key on and the engine intake manifold throttle held wide open With automatic suppression the ignition will be held off Data saving will not begin until cranking current is sensed While waiting for amps and primary TACH sig nals from cranking the analyzer will show RPM 8 AMPS Bat 12 34 Not Cranking ENG NE 8 Seco LE Wide OPI HROTTI a SS begins here It relies upon a good electrical system and a steady cranking speed to get consistent results Holding the throttle wide open ensures that the cylinders get a full charge of air to compress Over 80 throttle also puts many computer controlled engines in a reduced fuel mode so less fuel will be dumped into the exhaust during the test If the engine diesels during cranking the test data may not be reliable Continue test on next page The graph shows the results of the relative E
47. he short burn time The next two cylinders are normal The last cylinder has a fouled spark plug as is seen by the much more negative spark line slope lt 18 x 20 1 5 2 0 SPARK 12 7 18 20 Slope COMPARING READINGS TO AN OSCILLOSCOPE Ignition oscilloscopes are primarily designed for measuring kilovolts While high voltages are the means which start the sparks the important ignition factor to check is the time that the spark is exposed to the fuel mixture in each cylinder For each spark KV and the spark burn duration have a trade off relationship where if one gets longer the other must get shorter This is why either measurement may be used to evaluate ignition performance This analyzer excels in automatically measuring and displaying spark burn durations for individual cylinders Because it measures each and every spark both the averages the longest Max and the shortest Min burn times are saved in analyzer memory and used for com parisons of the cylinders by the analyzer diagnostics as well as by the user This is in contrast to the usual oscilloscope traces that require recollection of the spark events to be from the users memory after interpreting the readings from each 15 cylinder s trace Reading individual spark plug burn times from an oscilloscope trace can be difficult because the scale line is usually along the bottom of the screen and the stacked raster pattern covers the whole screen Ad
48. ing AMP ZERO subtracts whatever the amps read ing was so that the reading becomes zero If amps fails to work read the Amp Probe Check procedure in this manual s Service section SETUP is used to input information about the engine being tested and provides four levels of display contrast adjustment a FUEL INJECTION helps to trouble shoot EFI PFI TBI and Computer Controlled Carburetor engines The Duty Cycle test reads Hertz Frequency and Duty Cycle Dwell for use on solenoid equipped carburetors Also use for checking pressure flow Hall effect and other sensors that are specified by these measurements The Fuel Injection test measures the milliSeconds of voltage drive to an injector See page 11 Use HARD START to find the problem area on a no start engine Ignition Energy indicates the ignition s strength Auxiliary Volts is used to confirm that voltage is present at the ignition RPM and Battery Voltage are used to measure the performance of the cranking system Spe cial diagnostics pick out problems with the spark plugs wires cap and rotor See page 12 CHARGING STARTING measures cranking speed volt age regulator setting starter draw accessory draws and alternator output The Auxiliary Volts is great for voltage drop tests Diagnostics monitor the alternator for exces sive amps ripple indicating a bad diode or stator See page 13 AUXILIARY AUXILIARY HARD CHARGING START STARTING IGNIDION VOTS AMS VOLIS
49. inite resistance is checked Connect AUX to GND then START STEP 2 Ground zero calibration is done Responses are given to guide the calibration process If the car s battery voltage drifts during the test the calibra tion may also drift Press START to redo the recalibra tion procedure OHMS to GND Bat 12 45 OHMS 0 STEP 3 Read resistance to ground OHM OXYGEN LAMBDA SENSOR The red Auxiliary Clip has a 10 megohm input for this test The display shows the average sensor output volt age the number of times the voltage crosses the 0 45 level per second and whether the immediate voltage indicates rich or lean by the R L display 0 83 v R L Oxygen Sensor 0 0 Crossings Sec Typical cross count readings for warm engines running at flash codes from Ford and GM engine control computers The red Auxiliary Clip is the signal input 3 MEASURE TO GROUND OPEN 2 GROUND METER PROCEDURE DIODE voltage in the forward and reverse directions can also be read by changing the test with SELECT Bat 12 45 12 45v OHMS to GND DIODE Note that resistance is measured by applying the car s battery voltage through a 1000 ohm resistor in the ana lyzer so that up to 15 milliamps may pass through the tested device An advantage of this current is that LEDs can be checked for light output and diode forward and reverse voltages can be checked at a more normal op erating level a ste
50. l Primary Auxiliary Lead into the analyzer s 12 volt battery panel connector Connect the red Auxil iary Clip to the 12 volt battery plus and the green Coil Primary clip to minus Be sure the battery is good If the analyzer display appears the analyzer works so the power lead must have a bad connection If the display does not appear after 10 seconds the analyzer probably needs service The Black clip goes to the three center conector contacts and the Red clip goes to the end contacts COIL PRIMARY LEAD CHECK Press IGNITION PRIMARY Do the following test while watching the analyzer Drvr reading using a 1 5 volt flashlight cell AA C or D touch the cell minus terminal to the black Battery Power Clip touch the green Coil Primary Clip to the flashlight cell plus terminal If the reading is 1 to 2 volts the lead is okay If v shows the cell is backwards but the lead is okay If there is no response the lead is open AUXILIARY VOLTMETER CHECK Press CHARGING STARTING Use SELECT and read the Aux gt NEG voltage Touch the red Auxiliary Clip to the analyzer red Battery Clip The Aux gt NEG reading should match the Bat reading within 0 05 Also touch the red Auxiliary Clip to the black Battery Clip to see a reading of 0 00 within 0 05 If there is any response the lead is good If the readings are not correct the analyzer needs service 30 If the analyzer will not respond to the keys disconnect power and try again
51. le and module ground Engine Running Points less than 0 3V resistance if too high Coil Oscillations Electronic 1 to 4 Osc Checks for shorts in coil insulation or connected Engine Running Points 4to 8 Osc components SPARK Burn Time Average 0 8 to 2 3 mSec Checks condition of secondary ignition system BURN Engine at Idle Finds open or grounded spark plug wires Burn Time Minimum more than 0 8 mSec Shows worn or wide gap plugs if less Accelerate Engine Burn Time Maximum less than 2 3 mSec Finds grounded plugs or wires Locates ignition misfires Burn Slope 30 to 30 Lean mix or wide plug gap if 20 greater than average Rich mix or high resistance plug if 20 less than average CRANKING Cranking Volts 9 6 to 12 Volts Checks battery and starter condition performance ANALYSIS Cranking Amps 100 to 300 Amps High amps possible bad starter Low amps possible bad connections or bad battery Cranking RPM Over 150 RPM Checks starter performance Alternator Amps 50 to 100 Amps Compare alternator output to specs Battery CCA est 300 to 600 CCA If 20 lower than the rating on the battery the Compare to Battery Spec s battery is weak and may be ready for replacement Amps Peak Less than 5 percent Probably low compression if more than 8 POWER RPM drop when each 5 to 15 within 2 1 ratio The higher the number the stronger the cylinder A BALANCE cylinder is shut off negative number means the engine speed increased FUEL Port Injection 0 4 to
52. nded battery terminal until the grounded one has been disconnected Contact between the vehicle body metal and the hot terminal can cause sparks to ignite gas or even weld tools into a battery short circuit c Keep the space around a battery well ventilated d Do not make sparks or allow flames near batteries Before working on a vehicle set the brakes and block the wheels Beware of automatic parking brake releases Keep your work area well ventilated and free of exhaust Engine exhaust contains deadly poisons Avoid electrical shocks caused by getting close to live ignition wires or touching the coil TACH terminal A person s reaction near a live engine can be more damaging than the shock Keep spark producing devices at least 0 5m 18 above the floor to reduce the hazard of igniting gasoline vapor Do not let test leads wind up in a moving fan or pulley Route leads away E016 09B Printed in USA
53. ness CRANKING HISTORY C RPM vn il E BATT AMPS t 13 433 151 2 326 11 88 129 When PRINT REPORT 3 306 11 57 122 is used the Cranking His Sey vat nee tory data is printed and 7 292 11 03 113 9 291 10 85 112 graphed LE 289 LO 76 112 13 288 TOSTO 112 15 288 10 66 Tid CRANKING VOLTS 10 66 CRANKING AMPS CRANKING RPM ALTERNATOR AMPS BATTERY CCA EST RECOVERY SECONDS CRANKING ANALYSIS Key ELECTRONIC COMPRESSION The cranking amps per cylinder readings of this test give an indication of engine cylinder compression uniformity This is possible because starter motor amperage is related to the cranking torque and the cranking torque varies as cylinders go into compression and then spring back If all peak amps readings from this test are within a 5 range compression is probably within the typical speci fication of 75 of the highest gauge reading If at least one amps reading is more than 8 lower than the high est it is likely that there is a problem When a leaky cylinder springs back less than a sealed one the cranking amps of the following cylinder will read higher than it would otherwise The test is pretty good for catching 20 to 70 compression cylinders but totally dead cylinders may not show well because they have neither compression or springback torque Totally dead cylinders will usually be apparent by the engine sound anyway Engines with 4 cylinders have a good readings to cylinder co
54. ng advance degrees and the selected Offset The test reads the ig nition timing angle between the No 1 cylinder pulse and the mag probe pulse with the offset angle subtracted The test selections for mag probe offset are 20 0 10 15 amp VW Timing measurements work from idle to 6 000 RPM XXXX RPM ADV xxx START to save 20 Offset Up to five readings can be saved and printed as data FEET TEE TITT Tree rier I rir t r TRE 44 Ki LIES OE iit DES OTTO Ei CPR rit T This test is also available for spark ignition engines Press the SENSOR TEST key to SELECT the test Without the TDC Detector connected this test may show strange readings More detailed instructions are en closed with the 854 Magnetic TDC Detector and Diesel Injection Detector SAFETY PRECAUTIONS Read All Instructions Before Using The Analyzer Always wear eye protection when testing vehicles Be extra careful near batteries and moving parts Do not lay tools on a battery Battery gas is highly explosive a If a battery explodes flush the acid away from persons skin with generous amounts of water Follow up with a neutralizing solution of baking soda and then more water Treat clothing vehicle parts and equipment similarly Any acid traces inside equipment must be removed by generous rinsing Dry equipment and place in a warm 50 C 120 F oven until thoroughly dry Never use a wrench on the ungrou
55. nough to reach from a car s interior to the engine They have color markers for lead coordination The long tailed end connects to the ana lyzer connector Take care between door panels that it does not get pinched enough to shear Any of the leads may be plugged directly into the analyzer without the extension COIL PRIMARY AUXILIARY LEAD CLIPS Both clips have a prod tip and an insulation penetrating pin cluster so they are adaptable to many connections The wires are neoprene insulated copper The red clip is used for auxiliary tests The green clip lead is always connected to coil primary TACH 2 4 STROKE ADVANCE DIAL ENGINE KNOB SWITCH HI LO FLASH CRANK WHEEL 10 DEGREES ADVANCE TIMING MARKS 0 TIMING ZN STROKE 4 SETTING UP FOR TESTS HOOKUP GUIDELINES Color labels for matching the cable connections between the analyzer and the clips are marked on the panel just above the connectors Mismatched connections will prevent the leads from working but will not cause harm under normal conditions Take care to find a secure footing and safe lead routing away from exhaust manifolds and fan belts AUXILIARY COIL PRIMARY green 7 AS Toward Plug End at Er Lig 12 VOLT BATTERY CLIP LEAD SET These clips must have a solid connection to the battery terminals Reliable analyzer operation depends upon a continuous power source Intermittent power will reset the analyzer to its start up
56. o redo the open throttle step Such as TEST INVAL EDO WITH LOWE If this happens press START and then briefly open throttle but do not let the RPM get so high The first data display shows the Spark Burn milliSeconds and Spark Slope averages of all the cylinders 956 RPM SPARK 1 5mS IgEgy 38 Slope 7 Press SELECT to change between the average mini mum maximum and slope spark plug data displays 1 3 0 9 1 5 1 4 Bank B 1 9 1 7 The mSec screen gives the average reading from each spark plug Use it to watch individual cylinders as engine operation is varied The Min screen is used to find cyl inders with short reserves The Max screen is used to find insulation failures and fouled plugs To clear the Min and Max numbers press START When more than 8 cylinders are displayed there will be a Bank A or Bank B shown for the first half or second half of the firing sequence Compare each cylinder s average Burn Time to the oth ers A 0 3 difference from the displayed average is sig nificant When comparing Slopes a consistent difference of 20 above or below the measured average should be investigated further 16 BURN TIME This is the duration of a spark in milliSeconds It is af fected by the energy available to push the spark current through the plug circuit If there is little resistance to block the current it will go longer more resistan
57. onnect the Auxiliary Clip to the alternator case and SELECT the Aux gt NEG reference If more than 0 2 volt is seen with the engine lights and blower still running as before there is a bad ground connection to the alternator Repair any defects found before proceeding AUXILIARY VOLTS It receives the signal from the red Auxiliary Clip and is referenced to either the positive or negative vehicle bat tery terminal through the analyzer Battery Clip leads The range is 0 to 20 volts has 0 01 volt resolution and has a 10 megohm input impedance to the black Battery Clip Press SELECT to change the Aux gt POS or Aux gt NEG reference noted on the display SNEG AUXILIARY VOLT REFERENCE Using the Aux gt GND reference it works just as if the voltmeter had a black clip hooked to the battery negative terminal AUX gt POS SPOS AUXILIARY VOLT REFERENCE GENENE The Aux gt POS reference is useful for voltage drop mea surements of wiring resistance between battery positive and connections to accessory loads or from the alterna tor output Readings will be negative to all points on the vehicle wiring except on the alternator output wire when it is generating current IGNITION PRIMARY KEY Use to check the input power and response of the igni tion coil SELECT the two screens to IGNITION see all measurements including Coil PRIMARY Ignition Energy IgEgy Coil Oscilla tions Osc Driver
58. ps are off during this test Keep doors closed If the engine was manually disabled it should be restored during the recovery period A reminder will be shown after recovery Restore FUEL or IGN T ON Press START when completed CRAMER RABY BASIC TEST When battery voltage has recovered or 30 seconds has passed the ignition will be enabled and the display will show RPM Bat 12 34 Engine over 1500 RPM Run The operator should quickly bring the engine to a speed where the alternator can charge at a full rate 1500 to 2000 RPM and before there has been enough charge added for the battery to recover to the regulated volt age After a few seconds the display will beep and momen tarily show TEST COMPL ETE TEST VARIATIONS If battery charging is not sensed this step may be passed by pressing START STEP FIVE CRANKING HISTORY BASIC TEST To compensate the measurement of battery CCA rating SAE Cold Cranking Amps the operator can SELECT one of three temperature ranges that best matches the battery electrolyte Battery Temp SELECT degrees Celsius from 10 to 0 0 to 15 or over 15 Press START to continue 29 TEST VARIATIONS This choice will not be asked if recovery was over 30 seconds Temperature choices and Fahrenheit equivilents are Celsius Fahrenheit 10 to 0 10 to 30 0 to 15 30 to 60 STEP
59. rrespondence Six cylinder engines have a readings overlapping effect and 8 s overlap so much that the low est amps reading may correspond to bad compression in the preceding cylinder This can make the interpretation of these readings complicated The way to interpret this test is to first look for a uniform PEAK 190 AMPS 165 200 190 AVERAGE AMPS CYLINDER SEQUENCE CRANKING PEAK AMPS WAVEFORM 1 2 3 4 set of readings which indicates that compression is not a likely engine problem Then look for at least one cylin der which is notably low thus suggesting doing a gauge compression test so that the actual pressures cylinder are measured before extensive work is prescribed In between these decisions is the gray area where the decision to go to the gauge test must be made with the weight from other engine symptoms such as correspond ing weak performance in the Power Balance test an indication of lean burn for a cylinder in the Spark Burn test poor emissions output a noisy valve a popping or spitty exhaust pulsation a steady jerking as engine load increases or other mechanical signs 24 WARNING THE ENGINE MAY START DURING THE TEST The Cranking Peak Amps per cylinder test procedure for a standard engine is as follows in the left hand column When there are test complications variations may appear which are described in the right hand column STEP ONE Press CRANKING ANALYSIS to begin Usin
60. s computer controlled measurements that are usually only found on diagnostic scopes Measurement methods have been engineered to reduce hookup effort and give speedy test results The analyzer is designed for use on 2 3 4 5 6 8 10 and 12 cylinder as well as 2 and 3 rotor distributor ignition 2 and 4 stroke 12 volt automotive engines It has a large LCD display with 2 lines of 24 characters showing numbers words and symbols All test keys dis play related multiple simultaneous measurements Diagnostic messages are given when the analyzer de tects combinations of signals which suggest an engine defect A built in printer records the screen being shown or prints the data saved from tests The printout is format ted to make easy before and after repair comparisons Print options include a vehicle identification form and a vehicle equipment visual checklist report to help give complete repair information to the vehicle owner For time efficient testing an Auto Test Sequence leads the user through all of the tests for a complete printed test report Test leads include a Timing Advance Strobe Light an Inductive Amps Probe an Inductive Spark Pickup a 2 clip signal lead set a power lead set and an extension harness each of which are plug in field replaceable WARNING It can be hazardous to operate both a moving car and the analyzer Get someone to drive the car while you read the display SPECIFICATIONS TEST ACCURA
61. state Itis possible to draw power from other points in the vehicle wiring but the measurements may be misleading because wiring resis tance may interfere with the tests AUXILIARY CLIP LEAD This red clip does not have a specific connection for the basic hookup Itis the input for Auxiliary Volts Ohms Diode readings Wiggle Scope and Sensor Fuel Injector Pulses See SENSOR TEST test descriptions for con nection locations WARNING Do not run engine with the Auxiliary lead connected to engine sensors while the spark pickup and coil primary leads are connected to the ignition The ana lyzer leads can couple ignition noise into the engine computer and disrupt engine operation N A Face Label Side SPARK CH E PLUG Ea BATTERY AMP CLIPS PROBE SPARK COIL PICKUP AUXILIARY BATTERY CLIP LEAD AMP PROBE 12 VOLT BATTERY KR Put Amp Probe Around Either Battery Cable IGNITION COIL PRIMARY CLIP LEAD This green clip connects to the ignition coil primary wind ing minus terminal sometimes labeled TACH It is the signal source for all of the ignition measurements and it is necessary for ignition suppression INDUCTIVE SPARK PICKUP The best hookup arrangement is to place the pickup around the spark plug wire as far from the spark plug as possible and with the Spark Plug labeled side point ing toward the spark plug end of the wire Be sure the pickup magnetic cores are tou
62. such as some pressure and air flow sensors Also use this test to check Hall effect switches Hz should go up and down directly with changes in RPM and DUTY should be constant within afew DUTY is usually about 50 The term DUTY means the portion of time that the sig nal is switched to ground which is when power is applied to solenoids etc Duty is not shown for signals over 60 Hz Frequency up to 250 Hz can be read S ELECT TEST Solenoid Duty then START 640 RPM Bat I 28 gt 31 DUTY Rate I SELECT changes the scaling of the DUTY reading for either milliSeconds mS DUTY Percent DUTY degrees 60 Dg M C The lower left reading shows averages of the longest and shortest duty If the numbers match the duty is steady If there is a difference the signal pulse width is vary ing which may mean that there is active control closed loop or if it should not vary it could be a defective signal source or connection The M C display changes to LEAN if the readings are over 50 and RICH if less than 10 ACCELERATION DECELERATION RICH lt VARYING gt LEAN BAT OFF enp FEM ON 0 10 15 30 45 50 60 DG M C 0 25 50 75 100 DUTY MIXTURE CONTROL CARBURETOR DWELL RANGE 11 FUEL INJECTOR Press FUEL INJECTION and SELECT Fuel Injector mil liSecond readings SE T LECT EST Fuel Injector then START Hook the
63. the test will be inter rupted with the display No PRIMARY TACH pulses If the ignition cannot be automatically suppressed be cause it has more than one coil or is not the usual inductive discharge type then the user must manually disable the engine No PRIMARY TACH pulses Disable FUEL or IGNIT ON Use the recommended method to disable the engine for compression cranking tests from the vehicle service man ual This will usually be by unplugging the power wire or fuse to the fuel injectors or ignition coils Additionally unless there is a simulated Coil Primary TACH signal RPM cannot be read When ready press START If the battery voltage falls below 9 6 volts during the test it is too low to continue and one of the following mes sages will be shown TEST A AMPS high c BORTED heck STARTI TEST A BORTED Battery CONNECT The test will stop and the operator should check the bat tery starting system accordingly STEP THREE CRANKING HISTORY BASIC TEST After the 15 second test the display will show Bat 10 14 Sec STOP CRANKING GNITION OFF When the operator stops cranking a waiting period begins which checks the voltage recovery time of the battery Good batteries will spring back in 1 or 2 sec onds Worn out or undercharged batteries need over 10 seconds to recover Make sure all battery drains such as dome lam
64. when the correct selection is displayed which will advance the analyzer to the next Setup item There are 4 selections of contrast for the display More makes the display darker SELE LCD Contrast then START This is when the operator tells the analyzer about the engine SELECT Ignition Elect 4S Sroke then START The ignition type and engine strokes selection are com bined The combinations are of Electronic or Points Contact and 2 or 4 Stroke 4 CYL then START Selections are 2 3 4 5 6 8 10 12 CYLinders and 2 or 3 ROTors SELECT mSec Dwell Scale then START Select DEGrees mSeconds or percent PLACE AROUND WIRES TO MEASURE AMPS WHEN ZEROING REMOVE FROM WIRES or turn current off 3 Then the Amp Probe reading is zeroed Remove AMPPROBE from CAR then START The probe should not be around any wires when you press START When complete the analyzer will auto matically go to the HARD START test 4 HOOKUP THE REMAINING LEADS Now see that all analyzer leads are connect and then run the engine If there is not yet an active signal into the coil primary clip it will show Check Connections Run Engine The data screen will appear when inputs are active 356 RPM msg Bat 10 34 IgEgy 38 Aux gt POS 1 34 5 PRESS ANY TEST KEY If the HARD START test screen shows normal read ings indi

63 Manual.indd - Ferret Instruments

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