Scan Tool Test Procedures

Steve Zack - SPX

Scan Tool Test Procedures

Steve Zack - SPX

1
 PCM Input Tests

• While performing many of these

tests, to obtain the fastest possible
Datastream refresh rate, please
select “Custom Datastream” from
the Diagnostic Menu, and only
select and display the PID’s you are
using for your diagnostic strategy.

2
 MAP Sensor Test

• 1) Scan Tool Datastream

– Map Sensor Voltage
• 2) KOEO
• 3) Attach Vacuum Pump To Map
Sensor Vacuum Port
• 4) 0 Vacuum, 3.9 To 4.7 Volts
• 5) 18 To 20 Inches Vacuum, .8 To 1.5
Volts

• Purpose of this test is to test sensor

function.
• KOEO attach a hand held vacuum
pump to the MAP Sensor nipple.
Readings should match your
altitude. The voltage output varies
with altitude and vacuum at the
sensor.

3
 Cranking Vacuum/Pressure
• Cranking Vacuum can be tested using the
MAP Sensor
• Place the engine in clear flood and crank the
engine
• The voltage or pressure should decrease in
response to vacuum

• Purpose of this test is to verify cam to crank timing

• Cranking Vacuum can be tested using the MAP Sensor.
• Graphing the MAP Sensors response while cranking should show a decrease in
voltage and pressure.
• The voltage or pressure should decrease in response to vacuum.
• The voltage decreases about .3 volts indicating a good engine vacuum increase.
• The pressure drops about one PSI in the response to the negative pressure
created behind the throttle plates.
• Negative pressure is considered vacuum by all standards.
• GM/Chrysler equipped with clear flood, turn key to on, press throttle to floor,
then crank, if clear flood equipped it will not start.
• Non clear flood equipped vehicles pull the fuel pump fuse or relay.
• Ford, in the trunk or in the right kick panel is a Fuel Pump Roll over relay, at
the top is red button which on running car will be in set about 1/4", slam it with
your fist and the red button will pop up, and the fuel pump is now disconnected.
crank the engine to clear the rail of fuel before starting the test at the end of the
test push the red button in to start the engine.

4
 Reaction Testing
• Testing the TPS against the MAP sensor shows
the response of the sensors
• Snap the Throttle wide open
• MAP Sensor and TPS should follow one another.
• This test will verify CAM to Crankshaft timing
• The MAP test results show a good response to the
snap throttle and shows the engine is breathing
correctly

• Purpose of this test is to verify cam to crank

timing
• Testing the TPS against MAP sensor shows the
response of the sensors.
• Snap the throttle wide open, KOER.
• They should follow one another.
• This test is also used to show;
1) TPS sensor reaches wide open throttle
readings.
2)TPS sticks when closing.
3)MAP shows a good response to change and
shows a good breathing engine.

5
 TPS Sweep Test
• 1) KOEO
• 2) Scan Tool
Datastream
– TPS
• 3) Open And Close
TPS, Smooth Linear
Rise

• Purpose of this test is to test sensor

function.
• Graph TPS Sensor on the Scan Tool.
• It will also record the min and max
voltages along with a voltage setting that
the vehicle must exceed for wide open
throttle.

6
 Three Wire Testing
• Check Reference Voltage
– Specification, 4.9 to 5.1 volts
• Check for proper ground
– Specification, less than .050mv
• Short VREF pin and Signal pin
together
– Datastream should read the same
as VREF
• Short signal pin and ground pin
together
– Datastream should read zero

• Purpose of this test is to test sensor circuit.

• Reference Voltage for the sensor should range
between 4.9 to 5.1 volts.
• Check for proper ground at the three wire sensor,
it should be under .050 volts.
• Short the VREF to the signal wire, it should
register the reference voltage at the scan tool. This
checks the Voltage supply circuit and the PCM
ability to read the signal.
• Shorting the signal to ground checks the ground
circuit, the scan tool will display 0.

7
 Two Wire Sensor Testing
• Disconnect the sensor
• Check supply voltage
– Specification, 4.6 volts
• Scan tool data should display –
40°F
• Short the two pins connector
together
– DVOM should display be
less than .050 mv
• Scan tool data should display
above 260°F

• Purpose of this test is to test sensor circuit.

• The voltage supply should be 4.6 volts or above. Some
computer systems will display a reading of around –
40ºF at the Scan Tool when the connector is
disconnected.
• Second test is to check if there is a good ground circuit
back to the computer. Short across the connector and
check the voltage, it should be under .050 Volts. This
will show at the Scan Tool as 0 volts. Some vehicles
reading for a shorted connector will be above 290º F.
This indicates a good ground for the sensor all the way
back to the computer.
• Some vehicles will use a default reading when
performing this test, make sure the voltages readings are
correct.

8
 MAF Test
• 1) KOER, Engine At Operating Temperature
• 2) Scan Tool Datastream
– MAF GPS
• (Frequency or volts may be substituted for GPS)
• 3) Mark Points Of MAF GPS On Graph Paper
– 1000 Rpm
– 1250 Rpm
– 1500 Rpm
– 1750 Rpm
– 2000 Rpm
• 4) Connect Plot Points, Graph Line Should rise Smo

• Purpose of this test is to test sensor

function.
• Graph the MAF in GPS, Frequency or
Voltage to allow plotting of readings.
• Pick one and graph the readings at 250
RPM increments from 1000 RPM.
• The graph plot points should be in a
straight line.

9
 Good MAF Graph

GPS
RPM 1000 1250 1500 1750 2000

• This graph show a good MAF as it

increases with speed in linear graph
pattern.
• The TPS and MAF should follow each
other with RPM increases.
• Adding a graph reading of LTFT will
give an idea if the MAF is out of
calibration.
• If there is large difference in the LTFT
from idle to cruise, could mean there is a
contaminated MAF sensor.

10
 Bad MAF Graph - Out of Calibration

GPS
RPM 1000 1250 1500 1750 2000

• This graph would give low power or

acceleration symptoms.
• The MAF Sensor output increases too
fast in reaction to increase in RPM.
• The PCM would quickly increase
injector pulse-width at the lower end of
the RPM scale causing a acceleration
problem.
• The MAF Sensor maybe out of
calibration.

11
 Bad MAF Graph - Air Leak

GPS
RPM 1000 1250 1500 1750 2000

• Check for dirty sensing wire on the MAF

Sensor.
• This graph shows either dirty sensing
wire or an air leak affecting the MAF
Sensor.

12
 02 Sensor Testing
• 2004 Pathfinder Software
– Custom Display
• 4 Samples per Second
– Highlight, Select and Graph HO2S Bank 1 and 2
Sensor 1
• Perform for each front fuel trim O2 sensor
– Specification for Good O2 Sensor: 10 cycle from
200mv Lean to 800mv Rich and then Rich to Lean
in 1 second, at 2000 RPM hot engine
• 184 frames in the scan tool display window,
divided by 4 samples per second, equals 46
seconds of record time. Datastream should
display a minimum of five O2 Sensor cycles
from 200mv Lean to 800mv Rich and then Rich
to Lean, at 2000 RPM hot engine

• Purpose of this test is to test sensor function.

• Scroll to Custom Data Stream, Highlight, Select and
Graph HO2S Bank 1 and 2 Sensor 1.
• Specification for a Good O2 Sensor: 10 cycle, 1 each of
rich and then lean, from 200mv Lean to 800mv Rich and
return to lean from 800mv to 200mv for a total of 10 in 1
second, at 2000 RPM hot engine, each swing up or down
must be completed in less than 100ms.
• OBD II Global 2 samples second 92 seconds record time
with a minimum of 9 O2 Swings up and down.
• OBD II OEM 4 Samples Second 46 seconds record time
with a minimum of 5 O2 swings up and down.
• CAN OEM 7 samples second 26 seconds record time with
a minimum of 3 O2 swings up and down.
Frames/samples rate=second/10=O2 swings

13
 O2 Sensor Propane Test
• O2 Sensor propane enrichment test
• Select, graph and zoom the Fuel Control O2 sensors
• Add propane to enrichment the mixture.
• O2 voltage should increase above .91 volts, preferably
1.0 volt.
• Keep adding propane until RPM drops, to obtain
maximum output
• Shut off the propane to see how fast the voltage
decreases.
• It should decrease in a straight line

• Purpose of this test is to test sensor function.

• Perform a propane enrichment test to see if the
O2 sensor is working properly.
• Graph the O2 sensors.
• Propane enrichment increases the O2 output
above .91 volts, or higher towards 1.0 volts.
• Keep adding propane until the RPM decreases to
obtain the maximum output.
• Then remove the propane to see how fast the
voltage decreases. It should decrease in a straight
line.

14
 Cylinder Misfire Testing
• Engine at operating temperature
• Vehicle at cruise speed
• Monitor rear or post HO2S
– Base line voltage .430mv to
.470mv
• Rear HO2S voltage high
– Secondary Ignition miss fire
• Rear HO2S voltage low
– Lean Injector miss fire

• Purpose test is to determine the cause of a

cylinder misfire.
• Tests for clogged injectors or Ignition
Misfire by watching the rear O2 sensor
output.
• Monitor rear or post HO2S
Base line voltage .430mv to .470mv
• If rear HO2S voltage is high;
Secondary Ignition miss fire
•If rear HO2S voltage is low;
Lean Injector miss fire

15
PCM Control Tests

16
 Fuel Trim
IDLE 2500 RPM Possible Cause
Rich Ideal Vacuum Leak
Ideal Rich Low Fuel Volume
Rich Rich Low Fuel Pressure
Lean Ideal Contaminated Crank Case

Lean Lean Leaking Injectors

• Possible cause of STFT - fuel trim that is out of calibration.

• 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.
• +10, + plus numbers on STFT means the PCM has received a
lean signal from the HO2S sensor and the PCM will command
the Injector Pulse Width to wide for a rich correction.
• -10, - minus numbers on STFT means the PCM has received
a rich signal from the HO2S sensor and the PCM will
command the Injector Pulse Width to narrow for a lean
correction.

17
 Fuel Control Test
Clear Flood Equipped Vehicles
A) DataStream
• TPS
• Injector Pulse Width
B) KOEO
C) WOT
• TPS 4.3 To 4.7 Volts
• Injector Pulse Width 0.0

• Purpose of this is to verify PCM Fuel Control.

Graph TPS and IPW.
• To obtain clear flood mode, if the vehicle is equipped, turn
the key to on and press the throttle to the floor, you are now
in clear flood mode.
• Watch the TPS and Injector Pulse-Width at the same time
while slowly opening the throttle.
• At about 4.3 to 4.7 volts on the TPS the Injector Pulse-
Width should be at O on vehicles that support Clear Flood
Mode.
• This test sees if the PCM has Fuel control capabilities based
on TPS input.
• Chrysler vehicles will clear flood at 2.60 volts above stored
minimum TPS voltage.

18
 Scan Tool Fuel Control Test
• 1) Disconnect HO2S
• 2) Datastream
– HO2S
– Injector Pulse Width
• 3) Volt Meter at Signal Return Wire of the O2 sensor
• 4) KOER, Engine at Operating Temperature, 1000 Rpm
• 5) Place One Finger On HO2S Signal Return Wire to the PCM
• 6) Place Another Finger at Battery Positive
– Datastream HO2S - 1 Volt
– Datastream Injector Pulse Width - Will Drop
– Volt Meter HO2S - 0 Volt
• 7) Place Finger At Battery Negative
– Datastream HO2S - 0 Volt
– Datastream Injector Pulse Width - Will Rise
– Volt Meter HO2S - 1 Volt

• Purpose this test is to verify PCM Fuel

Control based on O2 input.
• Using the battery and the resistance of your
body, touching the Positive battery post and
the signal return wire to the PCM will give a
signal of about 1 Volt. The injector pulse-with
should decrease as the PCM sees a Rich
condition leaning the mixture.
• Touching the Negative battery post will send
a lean O2 signal to the PCM, which then
increases Injector pulse-width to richen the
mixture.

19
 Scan Tool Fuel Control Test
• 1) Datastream
– HO2S
– Injector Pulse Width
• 2) Attach a propane enriching device after the MAF Sensor
• 3) KOER, Engine At Operating Temperature, 1000 Rpm
• 4) Open propane bottle
– Datastream HO2S - 1 Volt
– Datastream Injector Pulse Width - Will Drop
• 5) Close propane bottle
– Datastream HO2S - 0 Volt
– Datastream Injector Pulse Width - Will Rise

• Purpose this test is to verify PCM Fuel

Control based on O2 input.
• Add propane to create a rich mixture, the
O2 voltage will rise and the PCM will
decrease injector pulse width.
• When the propane is turned off the
mixture will be lean, O2 voltage will drop
and the PCM will increase injector pulse
width

20
PCM Output Tests

21
 Catalyst Test 1
• 1) Engine at Operating Temperature
• 2) All Basic Engine Functions Must Be in
Good Working Order
• 3) Raise Engine Rpm to 2000 and Hold
Steady
• 4) 3 Minutes Minimum
• 5) Monitor HO2S Sensors Upstream and
Downstream
• 6) Upstream Should Be Swinging Rich to
Lean
• 7) Downstream Should Be Steady With
Small Swing of 430 to 470 Mv

• Purpose of this test is to verify Catalytic

function.
• The upstream O2 sensor should vary
from under 200mV to above 800mV
switching high and low.
• A good catalytic converter will keep the
downstream O2 sensor switching in a very
narrow range.

22
 Catalyst Test 2
• To test for a plugged Catalytic Converter,
highlight and graph MAP Voltage
• With the engine running at 2000 RPM for 3
minutes note what MAP Voltage is, it should be
around 1.2 to 1.6 Volts
• Snap the throttle to wide open from 2000 RPM
• MAP Voltage will rise from 2000 RPM at wide
open throttle to approximately 3.8 to 4.2 Volts
• When the engine returns to idle, MAP Voltage
should return to 1.2 to 1.6 Volts in less than 3
seconds
• If it takes longer than 3 seconds the Catalytic
Converter maybe plugged

• The purpose of this test is to test for a plugged

Catalytic Converter.
• Highlight and graph MAP Voltage.
• With the engine running at 2000 RPM for 3 minutes,
note what MAP Voltage is, it should be around 1.2 to
1.6 Volts.
• Snap the throttle to wide open from 2000 RPM.
• MAP Voltage will rise from 2000 RPM at wide open
throttle to approximately 3.8 to 4.2 Volts.
• When the engine returns to idle MAP Voltage should
return to the 1.2 to 1.6 Volts in less than 3 seconds.
• If it takes longer than 3 seconds the Catalytic
Converter maybe plugged.

23
 Charging Systems Test
• 1) KOER
• 2) At Idle verify Battery
Volts
• 3) At 2000 RPM verify
Battery Volts
– Turn all accessories on
• Voltage should rise
to 14 to 15 volts

•The voltage at idle should exceed 13.0.

Many OEM’s will give a target charging
voltage.
• Turn all accessories on to create a
demand on the charging system, to
increasing Alternator output.

24
 Cranking Voltage Test
• Record the voltage at start of test,
KOEO
• Put the engine in Clear Flood mode
• Crank the engine for 15 seconds
• Cranking Voltage should not go
under 9.6
• The time for the battery voltage to
Recover from the results at the end
of the test to the beginning of the test
results must be less than 7 seconds

• The purpose of this test is to check battery condition and as a battery

sulfation test.
• Note the Voltage before beginning this test.
• GM/Chrysler equipped with clear flood, turn key to on, press throttle to
floor, then crank, if clear flood equipped it will not start.
• Non clear flood equipped vehicles pull the fuel pump fuse or relay.
• Ford, in the trunk or in the right kick panel is a Fuel Pump Roll over relay,
at the top is red button which on running car will be in set about 1/4", slam it
with your fist and the red button will pop up, and the fuel pump is now
disconnected. crank the engine to clear the rail of fuel before starting the test.
at the end of the test push the red button in to start the engine.
• Crank the engine for 15 seconds.
• The cranking Voltage should not go under 9.6 volts for a good battery and
system.
• Recovery Voltage should come close to beginning voltage at the start of the
test in less than 7 seconds.
• A long recovery time indicates a battery that may need to be replaced.

25
 Charging Systems Test
• Put the engine in Clear Flood mode
• Crank the engine for 15 seconds
• Start the engine
• Apply load with all accessories on
• Increase engine speed to 2000 RPM
• Battery voltage should exceed 13.0

• GM/Chrysler equipped with clear flood, turn key to on, press throttle
to floor, then crank, if clear flood equipped it will not start.
• Non clear flood equipped vehicles pull the fuel pump fuse or relay.
• Ford, in the trunk or in the right kick panel is a Fuel Pump Roll over
relay, at the top is red button which on running car will be in set about
1/4", slam it with your fist and the red button will pop up, and the fuel
pump is now disconnected. crank the engine to clear the rail of fuel
before starting the test. at the end of the test push the red button in to
start the engine.
• Crank the engine for 15 seconds.
• Start the engine, and immediately apply load with turning all
accessories on, I.e. head lights, high beams, emergency flashers, rear
defroster, blower fan, and then increase the engine speed to 2000 RPM
• Battery voltage should exceed 13.0

26
 IAC Counts High
• High IAC Counts and 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
– MAP sensor high or MAF sensor low
• Sticking IAC
• Dirty intake valves, Injector, or Throttle
plates
• Check fuel pressure and volume
• Low Manifold pressure or compression
problems
• IAC motor stuck open

• Possible cause of IAC Counts out of calibration.

• IAC Counts can indicate a problem with the Idle Air Control, if
it is too high the throttle may need cleaning.
PCV problems can cause a low or high IAC Counts depending on
the flow through the PCV.
• Low IAC Counts less than 6 may indicate a vacuum leak.
• Ford uses percentage, specifications are 10 to 40%, 20 to 35% is
preferred.
• +10, + plus numbers on STFT means the PCM has received a
lean signal from the HO2S sensor and the PCM will command the
Injector Pulse Width to wide for a rich correction.
• -10, - minus numbers on STFT means the PCM has received a
rich signal from the HO2S sensor and the PCM will command the
Injector Pulse Width to narrow for a lean correction.

27
 Bi-Directional Test
• 1) KOER
• 2) Setup datastream to read
– Injector Pulse Width
– HO2S
– RPM
• 3) With scan tool controlling injector
– Injector off
• pulse width should drop
• RPM should drop
• HO2S should drop

• The purpose of this test is to use bi-directional

testing to check the electrical and mechanical
condition of a devise.
• Injector balance test are used to determine injector
fuel flow for rough running conditions and misfires.
• This is available in Special Tests under Fuel
Control.
• Setup the screen to read and graph the Injector
Pulse-Width, HO2 sensor for that bank, and the RPM.
• The injector disable test allows turning off injector
to watch for a RPM loss and a decrease in Oxygen
sensor readings.

28
 Bi-directional Functional Test
• 1) Turn Device Normally Off To On
• 2) Device Activated
– A) Ok Electrically
• 1) Problem May Be Mechanical
• 3) Device Does Not Activate
– A) Test B+ At Device
• 1) Ok, Go To Step B)
• 2) Bad, Repair B+ Circuit
– B) Test B- At Device
• 1) Ok, Replace Device
• 2) Bad, Repair B- Circuit

• The purpose of this test is to use bi-directional testing to check the

electrical and mechanical condition of a devise.
• This test determines which circuit is at fault or if there is a
mechanical error.
• Use a DVOM along with your scan tool for this test.
• The Power feed must be checked first at the B+ side of the device,
it needs to be battery voltage.
• The device must have proper voltage supply and ground to work.
• The Next step, check the ground side of the device it needs to be at
battery voltage KOEO.
• Activate the device and the voltage must go under 200mv when
ground is supplied by the PCM.
• If there is no voltage changes, then the device is bad or there is a
bad ground control circuit.
• Check the path from the device to the PCM, if it is OK then there
maybe a bad driver in the PCM.

29
 GM EVAP Test
• Remove fuel cap and verify tank pressure voltage, spec 1.3 to 1.7 or 0 inH2O
• Perform vent solenoid bi-directional test, block venting operation
• Apply vacuum to system using engine vacuum or an external vacuum source
• Obtain 5” of vacuum using tank pressure sensor reading
• Pinch off vacuum source and seal the system
• Monitor fuel tank pressure for 5 minutes in graph mode
• If decay is present save recorded time and decay info.
• Apply smoke to pinpoint the leak or apply very light pressure to system
• Use the HC readings of a 5 gas analyzer to pinpoint the leak.
• Repair and retest for decay of the system and compare to the previous
recording

• The purpose of this test is to determine an EVAP leak.

• Remove fuel cap and verify tank pressure voltage
should be 1.3 to 1.7 or 0 inH2O
• Using vent solenoid bi-directional test block venting
operation. Apply vacuum to system using engine
vacuum or an external vacuum source. Obtain 5” of
vacuum using tank pressure sensor reading. Pinch off
vacuum source and seal system. Monitor fuel tank
pressure for 5 minutes in graph mode. If decay is
present save recorded time and decay info. Apply
smoke to pinpoint the leak, or apply very light pressure
to system and use a 5gas with HC reading to pinpoint
the leak. Repair and retest decay of the system and
compare to previous recording.

30
 Ford EVAP Test
• Key ON Engine Off
• Remove the connector from the Vacuum
Management Valve
• Select Output Controls from Special Tests
menu and then select All Outputs on
• Use an EVAP Smoke Machine to pressurize
the system through the EVAP service port to
check for leaks

• The purpose of this test is to determine an EVAP leak.

• Output Control allows the PCM to control the relays,
solenoids, and actuators.
KOEO
• Remove the connector from the VMV - Vacuum
Management Valve to prevent it from being turned on.
• Go to Special Tests and select Output Controls
• Select All Outputs ON
• Press Start to enter the test and turn the outputs on and off
by selecting soft key (1) On and (0) Off, turn systems on.
• Use an EVAP Smoke Machine to pressurize the system
through the EVAP service port to check for leaks

31
 GM Electric Air Pump Test
• Select Special Tests
• Select Engine Controls
• Select Air Pump
• Press the More soft key and scroll to Select
• Select HO2S Data
• High light HO2S Bank 1 & 2 Sensors 1
• Press More, scroll To Top for each of the HO2S sensor
• Press the Start soft key then the On soft key to activate the
Air Pump
• Front O2 sensors should switch below 200mv and remain
there until Air Pump is deactivated.

• The purpose test verify air pump function.

• Activates air pump test and verify front 02
sensors simultaneously switch to or below 200mv
and stays there until pump is deactivated or until it
deactivates itself after 30 seconds.
• If only one 02 sensor goes lean inspect the other
sides vacuum line, solenoid or valve
• If both front 02 sensors still cycle from rich to
lean inspect common air hose or pump pressure

32
 EGR Functional Test
(Bi-directional)

• 1) Engine At Operating Temperature, KOER

• 2) Scan Tool Datastream
– EGR Percentage
– Injector Pulse Width
– HO2S
– MAP voltage
– RPM
• 3) With scan tool open EGR valve
• 6) Datastream
– EGR Percentage will be High
– Injector Pulse Width should Drop
– HO2S should increase
– MAP voltage should rise
– RPM should drop

• The purpose of this test is to use bi-directional testing to

check the electrical and mechanical condition of a devise.
• Display on Datastream the following PIDS: EGR, Injector
Pulse-Width, HO2s, MAP Voltage, RPM
• Use the special test function to open the EGR and watch for:
• EGR Duty cycle to increase
• Injector Pulse-width to decrease
• HO2s should show an increase in voltage indicating a rich
condition initially
• The MAP sensor should show an increase in pressure as the
EGR opens (voltage increases).
• The RPM will drop in proportion to the percentage of the
EGR opening indicating flow of the EGR.

33
 GM EGR Bi-Directional Test
(GM Linear EGR)

• Select Special Tests

• Select EVAP/EGR
• Press More soft key and scroll to Select
• Select EGR Data
• Scroll and high light EGR Normalized
Position Data
• Press Start and Increase EGR percentage
• EGR Commanded opening should be
within 3% of actual Normalized Position

• The purpose of this test is to use bi-directional testing to

check the electrical and mechanical condition of a devise.
• Verify actual and commanded percentages are the
same at idle. Increase EGR percentage while monitoring
actual or normalized position PID. Numbers should
match within 3% of each other through the full range.
• Verify reprogramming has been done (instead of just
shutting off the EGR valve the PCM’s new software
will “bounce the valve” a few times if the at-rest
position is not completely closed.)
• Typically if closed positions are not reading 0% then
carbon may be holding the valve slightly open. By
performing this test it temporarily allows the carbon to
pass until the next occurrence.

34
 EGR Functional Test
(Non-Bi-directional)
• 1) Engine At Operating Temperature, KOER
• 2) Scan Tool Datastream
– EGR Percentage
– Injector Pulse Width
– HO2S
• 3) Vacuum Gauge between EGR Valve and Vacuum Solenoid
• 4) Lab Scope On EGR Solenoid
• 5) Bring Engine RPM To 2000 Loaded
• 6) Datastream
– EGR Percentage should be High
– Injector Pulse Width will Drop
– HO2S will increase
• 7) EGR Vacuum should read 3 Inches
• 8) EGR Solenoid Lab Scope pattern should pulse towards
ground

• The purpose of this test to verify EGR

function.
• Display on Datastream the following PIDS:
EGR Percentage, Injector Pulse-Width, H02S
• Use a vacuum gauge to monitor the EGR
vacuum supply by teeing into the supply hose.
Ported vacuum is used for the EGR and must be
greater than 3 inches for proper operation. Use a
lab scope or DMM on the ground side of the
solenoid to monitor the duty cycle of the EGR
solenoid. Perform this test at 2000 RPM while
providing a load, or during a road test.

35
 Ford EGR Functional Test
(FORD KOER)

• 1) Engine At Operating Temperature, KOER

• 2) Vacuum Gauge at EGR Valve vacuum hose and Solenoid
• 3) Lab Scope On EGR Solenoid
• 4) Perform KOER Test
• 5) EGR Vacuum, 3 Inches Or Higher, Vacuum OK, Solenoid OK
• 6) EGR Solenoid, Lab Scope, Pulses To Ground, Duty Cycle,
Solenoid OK
• 7) Inspect EGR Passage For Carbon

• This Test Can Be Performed On Any FORD Actuating Device, i.e.

Injector, Idle Air Control, And EGR

• The purpose of KOER test is to activate

components to check the function and validity of
the components.
• The Lab scope will show the duty cycle of the
solenoid as it is turned on and opened up.
• Use a DVOM set to duty cycle to monitor the
EGR, if a lab scope is unavailable.
• If Vacuum and the duty cycle are correct then
there may be a blockage in EGR flow.
• Use Component Parameters - MODE 6 to test for
the amount of EGR flow to determine if the EGR
passes monitor test limits.

36
 Ford KOEO No Start Test
• To test for a no start that may be related to fuel systems, perform the
following;
– Install a lab scope lead on the fuel pump relay ground control
circuit.
– Install a lab scope lead on the fuel pump power circuit from the
relay.
– Install a fuel pressure gauge
• Scroll to Diagnostic Trouble Codes and press Enter, scroll to Self
Diagnostics and press Enter, scroll to KOEO Self Test and press Enter.
– At the start of the KOEO test the fuel pump relay ground circuit
will show battery voltage until the PCM grounds the relay circuit to
energize the pump, and the voltage will go to 0.
– The fuel pump power circuit at the start of the test should show 0
volts, and when the fuel pump relay is grounded the voltage should
go to B+.
– Fuel pressure should rise to factory specification.

• To test for a no start that may be related to fuel systems, perform the
following;
• Install a lab scope lead on the fuel pump relay ground control circuit.
• Install a lab scope lead on the fuel pump power circuit from the relay.
• Install a fuel pressure gauge
• Scroll to Diagnostic Trouble Codes and press Enter, scroll to Self Diagnostics
and press Enter, scroll to KOEO Self Test and press Enter.
• At the start of the KOEO test the fuel pump relay ground circuit will
show battery voltage until the PCM grounds the relay circuit to energize
the pump, and the voltage will go to 0.
• The fuel pump power circuit at the start of the test should show 0 volts,
and when the fuel pump relay is grounded the voltage should go to B+.
• Fuel pressure should rise to factory specification.

37
 FORD EGR Quick Test
• FORD quick EGR test
– Plug the EVR which is normally open
• The port is under the cap on the EVR
near the filter assembly
• Port plugged, RPM should drop as EGR
opens
• RPM does not drop, clean the EGR
passages

• The purpose of this test to verify EGR flow.

Plug off the EVR, which is normally open.
This port is under the Cap on the EVR near
the filter assembly of the EVR. Plugging off
the port should cause RPM to drop as the
EGR will open. If there is no RPM drop,
clean the EGR passages.

38
 FORD DPFE
• Run the engine at idle and graph the EGR
Delta Pressure Feedback Sensor
• Apply About 6 inches of Vacuum to the
EGR
• The output should rise above 4.0 volts

• The purpose of this test to verify EGR flow

• Start the engine and bring it to operating
temperature. Hook up the scan tool and use data-
stream readings for the DPFE sensor, HO2S and
Engine RPM.
• Run the engine at idle and graph the EGR Delta
Pressure Feedback Sensor. Apply 6 inches of
Vacuum to the EGR. The DPFE output should
increase above 4.0 volts. The RPM should
decrease, and O2 voltage should increase.
• If RPM does not change, the EGR passage may
be plugged.

39
 Chrysler EGR Test
• Scroll to Special Tests and press Enter. And then scroll to Actuator
Tests and press Enter. Scroll to EGR Solenoid and press Enter.
• Disconnect engine vacuum from the solenoid and install vacuum
pump to the engine side of the solenoid. Bring the vacuum pump to
18 inches of vacuum. Hook a volt meter to the negative side of the
solenoid, voltage should be B+. Press the Activate soft key. Vacuum
should drop to zero and voltage should towards zero. If not the
solenoid may be plugged or may have an electrical error. If the
voltage does not drop towards zero, the computer controlled ground
signal may be at fault.
• Install a vacuum gauge on the engine manifold vacuum port of the
EGR solenoid. Install the vacuum pump on the EGR valve and start
the engine. Engine vacuum should read approximately 18 inches.
Bring the vacuum pump to 18 inches of vacuum and the EGR valve
should open and the engine should run very rough and almost stall. If
not the EGR passage is partially plugged.

• Scroll to Special Tests and press Enter.

• Scroll to Actuator Tests and press Enter.
• Scroll to EGR Solenoid and press Enter.
• Disconnect engine vacuum from the solenoid and install vacuum pump
to the engine side of the solenoid.
• Bring the vacuum pump to 18 inches of vacuum.
• Hook a volt meter to the negative side of the solenoid, voltage should
be B+.
• Press the Activate soft key. Vacuum should drop to zero and voltage
should towards zero.
• If not the solenoid may be plugged or may have an electrical error. If
the voltage does not drop towards zero, the computer controlled ground
signal may be at fault.
• Install a vacuum gauge on the engine manifold vacuum port of the
EGR solenoid. Install the vacuum pump on the EGR valve. Start the
engine. Engine vacuum should read approximately 18 inches. Bring the
vacuum pump to 18 inches of vacuum and the EGR valve should open
and the engine should run very rough and almost stall. If not the EGR
passage is partially plugged.

40
 Chrysler Bi-Directional Testing

• Special Test
– Install Fuel Pressure Gauge
– ATM - Automatic Test Mode
• Injector
• Press the Activate soft key
– Fuel Pressure should drop
» 20% is the max variable from
injector to injector

• The purpose of this test is to use bi-directional testing

to check the electrical and mechanical condition of a
devise.
• Injector balance test are used to determine injector fuel
flow for rough running conditions and misfires.
• Special Test
• Install fuel pressure gauge.
• Scroll to Actuator Tests and press Enter. Then scroll to
the Injector number to test and press Enter. Press the Ok
soft key to accept the test, then press the Activate soft
key to begin the test.
• Fuel Pressure should drop
• 20% is the max variable from injector to injector

41
 Chrysler Bi-Directional Testing
• Special Test
– Install Secondary Ignition Tester
– ATM - Automatic Test Mode
• Ignition Coil
• Press the Activate soft key
– Secondary Voltage should read 4K to
7K

• The purpose of this test is to use bi-directional testing

to check the electrical and mechanical condition of a
devise.
• Ignition Coil test are used to determine secondary
ignition function for rough running conditions and
misfires.
• Special Test
• Install Secondary Ignition Tester
• Scroll to Actuator Tests and press Enter. Then scroll to
the Ignition Coil number to test and press Enter. Press
the Ok soft key to accept the test, then press the
Activate soft key to begin the test.
• Secondary Voltage should read 4K to 7K

42