Week 5-6 Engine System Diagnosis

Prof. Dr.
Walid Abdelghaffar
Engine System Diagnosis Dr. Walid Abdelghaffar
2
Manifold Absolute pressure Fuel Injector
Intake Air Temperature Fuel Injector
A/D
A/D
Throttle Position Sensor Fuel Injector
Engine Temperature Fuel Injector
Oxygen Sensor Fuel Injector
MCU
RMP
Trigger
Idle Air Pass
Crankshaft Position
Fuel Pump Relay
Programmer
Serial Data out
Crankshaft Position Power supply IO
Instrumentation
12-V Battery

4
The art of diagnostics
The knowledge needed for accurate

diagnostics
is in two parts:
1. understanding of the 2. having the ability to

system in which the problem apply a logical diagnostic
exists routine.
This is where the skills come in to play. It is necessary

to recognize that something is not operating correctly by
applying your knowledge of the system, and then by
applying this knowledge further and combining it with 5
the skills of diagnostics, to be able to find out why.
Diagnostics or faultfinding is a fundamental part of an automotive technician’s work.
The subject of diagnostics does not relate to individual areas of the vehicle. If your
knowledge of a vehicle system is at a suitable level, then you will use the same logical
process for diagnosing the fault, whatever the system.
Term Meaning
Symptom The effect of a fault noticed by the driver, user or
technician
Fault The root cause of a symptom/problem
Diagnostics The process of tracing a fault by means of its
symptoms, applying knowledge and analyzing
test results
Knowledge The understanding of a system that is required to
diagnose faults
Logical procedure A step by step method used to ensure nothing is
missed
Report A standard format for the presentation of
results
6
Diagnostic process
1.Verify the fault

2. Collect further information
3. Evaluate the evidence
4. Carry out further tests in a logical
sequence
5. Rectify the problem
6. Check all systems

7
Systematic Testing Example
❖Problem : excessive use of engine oil
❖Troubleshooting:
1. Oil used ?
2. Check for leakage and blue smoke
3. No blue smoke→ oil is vaporized→ check
cooling system
4. Blue smoke →leakage inside cylinder →
check valves seals or oil rings

Engine fault diagnosis samples
Problems and Solutions
❖Engine does not rotate In starting
▪ Battery discharged
▪ Battery connection loose
▪ Disconnected wiring in the starter circuit
❖Vibration
▪ Engine mountings loose → secure or renew
▪ Misfiring → check timing belt and ignition
and fuel

Engine fault diagnosis samples
Problems and Solutions
Lack of power
❖Fuel filter blocked
❖Air filter blocked
❖Ignition timing incorrect
❖Low fuel pump delivery
❖compressions (maybe valves)
❖Fuel injectors blocked
❖Brakes binding or clutch slipping
Backfires
❖Incorrect ignition timing
❖Incorrect valve timing (cam belt not fitted correctly)
❖airflow sensor on some cars
Fuel fault diagnosis
❖Poor acceleration
▪ Blockage in carburetor accelerator pump → clean
out
❖Excessive fuel consumption
▪ Blocked air filter
▪ Incorrect CO adjustment
▪ Fuel injectors leaking
▪ Ignition timing incorrect
▪ Temperature sensor fault
▪ Low tyre pressures
▪ Driving style!

Oxygen Sensor

Features of oxygen sensor performance
that are monitored by the ECM
(1) output voltage
(2) short circuits
(3) internal resistance
(4) speed of change from rich to weak
(5) speed of change from weak to rich.

13
If we now take an example of an oxygen sensor fault code we can explore some
of the details that should be taken into account when attempting diagnosis and
rectification work
Ex: the fault code 51
means a fault at the ‘oxygen sensor or in the oxygen sensor

circuit
A voltage test with the oscilloscope should assist

in locating the problem
It is advisable to remember hat the ECM has registered a
fault code because the value received at the ECM is not
within the programmed limits

14
15
Voltage test at the ECM diagnostic Must be similar for Voltage test at the sensor using
connector using the tester good operation the portable oscilloscope

16
if the reading at the sensor is correct and the one at the
ECM is not:
When the system is at its operating temperature and the

sensor and circuit are in good order the two sets of
readings should be identical.
(1) it is reasonable to assume that there is a defect in

the circuit between the sensor and the ECM. The
cables and connectors should be examined for signs
of damage, looseness and corrosion.
(2) With the system switched off, it should be possible to

test for continuity between the ends of the signal cable
and also the condition of the sensor’s earth connection.
1
Engine System Diagnosis Dr. Walid Abdelghaffar 7
If the checks at the sensor and the ECM both produce
similar defective signals
a sensor defect is indicated and an analysis of the scope patterns should give
useful clues about the cause. The result is that the output trace of the zirconia
oxygen sensor is of the form shown in this figure .
Points to note are as follows:
(1) The maximum voltage should be

between 800 mV and 1 V.
(2) The slope on the rise and fall sides of
the trace becomes less steep as the
sensor ages, or is damaged by use of
incorrect fuel or lubricants.
(3 )The peak-to-peak voltages should be
at least 600 mV with an average of 450
mV.
(4 )The minimum voltage should be
approximately 200 mV.

18
sensor ages or is damaged
in some way (poisoned) by
leaded fuel or other
contaminants.
Good sensor

19
The above figure shows the general
arrangement of the sensors and catalyst in a
system that uses a second oxygen sensor to
monitor the performance of the catalyst.
The second oxygen sensor downstream of

the catalyst is a requirement of the OBD II
standard.
If the catalyst is operating efficiently, the

control voltage of the downstream
oxygen sensor is smoothed, as shown in the
below .
This difference in voltage patterns is the

method by which the efficiency of the
catalyst is monitored by the ECM.
20
If the catalytic converter is not working,
the voltage patterns of the two sensors will
not show the marked difference and this is
the basis of the fault monitoring procedure.
The downstream oxygen sensor is less

likely to age than the oxygen sensor
upstream of the catalyst. This permits the
downstream sensor to be used as a ‘guide’
signal to allow the fuelling ECM to
compensate for any ageing in the upstream
sensor.

21
22
23
24
Mass Airflow Sensor

Function
❖A mass air flow sensor is used to find out the mass

of air entering a fuel-injected internal combustion
engine.
❖The air mass information is necessary for the

engine control unit (ECU) to balance and deliver
the correct fuel mass to the engine

Types
1- Vane meter sensor (VAF)

2- Hot wire sensor (MAF)

Signs and Symptoms of a Problem with a
Mass Air Flow Sensor
❖A sudden loss of power
❖Hesitates upon acceleration
❖The engine knocks and pings
❖Gets poor gas mileage

Testing a Mass Air Flow Sensor
Before performing any tests on the Mass

Airflow sensors we should be sure that:
1. There is no air leak downstream the

sensor
2. The O2 sensor is performing well

Testing a Mass Air Flow Sensor
1- Test using a diagnosis device

Conditions affects Operation
1- General Conditions
- The electrical connections and circuitry
failure
- Air leak downstream the sensor
2- MAF Sensor
- Contaminations on the Hot Wire

2- MAF Sensor

3- VAF Sensor
- Mechanically Operated Parts
- Air Temperature Sensor

3- VAF Sensor

Ignition System

Function
Electronic ignition systems make use of some

form of electrical/electronic device to produce a
high voltage in the coil secondary winding in
order to produce a spark in the required cylinder
at the correct time

Misfiring
If the spark plug fails to generate its spark or

generates it in the wrong time or with wrong
voltage value

Symptoms
- Loss of Power
- Engine shakes badly at idle
- Hard to start the engine
- Catalytic converter damage
- High emission concentration
- Bad fuel economy

- Unbalanced Air/fuel ratio
- Loss of Compression
- Spark is finding a shortcut to ground
- Failure in one of the ignition system parts

Testing Ignition System
1- Using a Scan Device

1- Using a Scan Device

2- Using manual methods
By removing each cable one in a time
and checking the engine speed
3- Flywheel Acceleration Sensor

Used in the modern car

4- Compression Test

Diagnostic – Ignition System
❖Difficult to start when cold
▪ Spark plugs worn to excess
▪ High resistance in ignition circuit
❖Knocking
▪ Ignition timing incorrect
▪ Knock sensor not working

New spark plug Carbon fouled Deposits Damaged Overheating
(standard plug) insulation
•Incorrect gap •oil leaking into •Impact during •Over advanced

•Over retarded the cylinder insulation ignition
timing •poor quality fuel (usually) • Mixture too lean
mixture supply •overheating • Cooling
system fault
• (octane low).

Exhaust Gas Recirculation
Systems
EGR

EGR
❖Exhaust gas recirculation (EGR) systems were introduced in
the early '70s to reduce an exhaust emission that was not
being cleaned by the other smog controls
❖Oxides of nitrogen (NOx) are formed when temperatures in
the combustion chamber get too hot.

How to reduce NOx formation
❖Enriching the air fuel (A/F) mixture to reduce

combustion temperatures. However, this
increases HC and carbon monoxide (CO)
emissions.
❖Lowering the compression ratio and retarding

ignition timing; but this leads to reduced
performance and fuel economy.
❖Recirculating some exhaust gases. (EGR)

HOW EGR WORKS
❖To recirculate exhaust back into the intake manifold, a small
calibrated "leak" or passageway is created between the
intake and exhaust manifolds.
❖ Intake vacuum in the intake manifold sucks exhaust back
into the engine.
❖When the engine is idling,
the EGR valve is closed and
there is no EGR flow into the
manifold. The EGR valve
remains closed until the
engine is warm and is
operating under load.
the engine.

COMMON EGR PROBLEMS
❖Pinging (spark knock or detonation):

▪ because the EGR system is not working, the exhaust port is
plugged up with carbon, or the EGR valve has been disabled.
❖Rough idle or misfiring:

▪ because the EGR valve is not closing and is leaking exhaust
into the intake manifold.
❖Hard starting:
▪ because the EGR valve is not closing and is creating a
vacuum leak into the intake manifold.

(EGR) System Diagnosis
❖The EGR monitor is designed to detect insufficient

or excessive EGR flow and component
performance.
❖Exhaust Gas Recirculation (EGR) System

Monitors
1.EGR temperature detection method
2.EGR MAP detection method
3.EGR valve position/temperature detection
method

EGR Temperature Detection Method
❖During normal EGR flow, the temperature of the EGR

will rise at least 35°C (95°F) above ambient air
temperature.

EGR Temperature Detection Method
❖ Insufficient Flow
▪ the temperature does not raise a specified
amount over ambient temperature
▪ the ECM assumes there is a problem in the
system
❖Excessive Flow
▪ If the EGR is open, the EGR temperature will
be higher than expected
▪ the ECM assumes there is a problem in the
system

EGR MAP detection method
❖ The MAP sensor is used for EGR flow detection; therefore this system
does not include an EGR temperature sensor.
❖ When the EGR valve is open intake manifold pressure rises (loss of
vacuum).
❖ The MAP sensor detects this increase in manifold pressure.

EGR MAP detection method
❖Insufficient Flow
▪ if the MAP signal is not higher than the calculated
value this condition would indicate a restriction in
the EGR exhaust passage.
❖Excessive Flow
▪ if the MAP signal is higher than the calculated
value, this condition would indicate an open EGR
valve.
▪ At idle, if MAP is higher than expected and there is
a misfire
EGR valve position/temperature
detection method
❖ This method uses a temperature sensor for insufficient EGR
flow and an EGR Valve Position sensor for excessive EGR
flow on the Constant Vacuum EGR system.

EGR valve position/temperature
detection method
❖Excessive Flow
▪ the ECM compares EGR temperature to intake air
temperature.
▪ If the temperature does not raise a specified
amount over ambient temperature, the ECM
assumes there is a problem in the system
❖Insufficient Flow
▪ When the EGR is off and the sensor signal is
greater than the specification stored in the ECM,
▪ the ECM assumes the EGR valve did not close.

Diagnostics – emissions
Exhaust gas analyzer results
❖High CO and high HC
❖Rich mixture
❖Blocked air filter
❖Damaged catalytic converter
❖Incorrect timing
❖EGR valve sticking
❖Buildup of carbon
❖Electrical fault

Rain Sensor

Rain Sensor
❖Introduction
- The rain sensing is a part of the rain sensing

windshield wiper system. this system, in addition to
providing normal wiper functions off, mist, manual
low speed, manual high speed, and wash, provides
automatic control of automatic INT, automatic low,
and automatic high speeds when the vehicle ignition
is in the on positions, the rain sensor will be
powered.

General
- The rain sensor consists of two LEDs (Light
Emitting Diodes) that emit infrared rays, a photo
diode that can receive those rays, a lens and
rain sensor tape.

Operation
• If no rain is present in the detection area, the infrared rays
emitted by the LED are all reflected by the outer surface of
the windshield glass and are received by the photo diode.
• If rain is present in the detection area, a portion of the

emitted infrared rays passes through the windshield glass
due to the change in the difference between the refractive
indexes of the glass and the area outside the windshield
(the refractive difference between air and water).

Operation
• The ability of the windshield glass to reflect light back
inside is reduced by the presence of the rain. This
change in the internal reflection due to the presence of
the water reduces the proportion of the infrared rays that
are received by the photo diode. The extent of this
reduction is used to determine the amount of rain falling
on the windshield.

How the system works
1) Driver selects multi-function switch's INT. (Auto) position

2) Rain sensor module senses multi function switch's
position.
3) Sense rain-by-rain sensor and sends the signal to rain
sensor module.
4) According to sheep of rain, rain sensor module controls
wiper motor.
Judge Condition Of Raining

Wiper Motor And Circuit Fault Diagnosis
Table
Symptom Possible fault
Wipers not working or Loose or broken wiring/ connections/fuse

poor operation Corrosion in wiper connections Switch not
making contact High resistance contact on switch
or wiring Relay/timer not working Motor brushes
or slip ring connections worn Limit switch
contacts open circuit or high resistance Blades
and/or arm springs in poor condition
Washers not working or Loose or broken wiring/ or poor operation

poor operation connections/fuse
Corrosion in washer motor
connections Switch not making contact
Pump motor poor or not working
Blocked pipes or jets
Incorrect fluid additive used
Crank position sensor (CKS)

VARIABLE RELUCTANCE TYPE
❖Here the reluctor disc is attached to the engine
flywheel.
❖The permanent magnet, the pole piece and the

sensor coil are attached to the cylinder block.
❖As each metal tab on the reluctor disc passes

the sensor pole piece a voltage is induced in
the sensor winding.
❖The size of this voltage, induced in the sensor

winding, depends on engine speed; the faster
the engine speed the higher the sensor voltage.

VARIABLE RELUCTANCE TYPE
❖Each time a reluctor passes the pole piece an alternating
current waveform is produced and at high engine speed the
voltage produced by the sensor can be of the order of100 V
and some sensor circuits are designed to restrict the
maximum voltage.
❖In order to provide a top dead center (TDC) reference, there

is a missing tab on the reluctor disc which means that the
TDC position is marked by the absence of a voltage and this
‘gap’ is used to indicate to the ECM that the TDC position
has been reached.
❖The voltage waveform to be expected from this type of

sensor is shown in the next Fig. The missing wave at the
TDC position is evident at the left-handside of the pattern.

The principal elements of the sensor
❖An iron rotor with lobes on it;

❖A permanent magnet;
❖A metallic path (the pole piece) for carrying the
magnetic flux;
❖A coil, wound around the metallic path, in which a
voltage is induced.

The reluctor disc
The reluctor disc has a number of tabs on it and these tabs are made
to move through the air gap in the magnetic circuit. The movement of the
reluctor tabs, through the air gap is achieved by rotation of the reluctor
shaft. The voltage induced in the sensor coil is related to the rate of
change of magnetic flux in the magnetic circuit. The faster the rate of
change of magnetic flux the larger will be the voltage that is generated in
the sensor coil.

The reluctor disc
❖When the metal tab on the reluctor rotor is outside the air
gap, the sensor voltage is zero. As the tab moves into the air
gap the flow of magnetism (flux) increases rapidly. This
causes the sensor voltage to increase, quite quickly, to a
maximum positive value. this Figure shows the approximate
behavior of the voltage output as the reluctor is rotated.

The reluctor disc
❖Figure (a) shows the reluctor tab moving into the air gap.
As the metal tab moves further into the gap the voltage
begins to fall and, when the metal tab is exactly aligned
with the pole piece, the sensor voltage falls back to zero.

Sensor installation diagram
❖(Although the magnetic flux is strongest at this point, it is
not changing and this means that the voltage is zero.)
Figure (b) shows that there is zero voltage when the
reluctor tab is in alignment with the pole piece.
❖As the metal tab continues to rotate out of the air gap and
away from the pole piece, the rate of change of the
magnetic flux is rapid, but opposite in direction to when The
tab was moving into the air gap.
❖This results in the negative half of the voltage waveform as
shown in Fig(c).

Sensor installation diagram
•When the tab has moved out of the air gap the sensor
voltage returns to zero. While the rotor shaft continues to turn
another tab will enter the air gap and the above process will
be repeated.
•If the sensor coil is connected to an oscilloscope the pattern
observed will be similar to that shown in Fig(d).

How to Troubleshoot Crank Shaft Position
Sensor Problems

Engine coolant temperature sensor (ECT)

Engine coolant temperature sensor (ECT)
❖The sensor uses NTC (negative temperature coefficient)
elements to measure the coolant temperature. NTC element
is a thermistor resistor of which resistance decreases with
rising temperature.
❖The sensor provides information required for determining
basic fuel rate and ignition timing upon starting, determining
basic idle control duty rate upon starting, and exhaust gas
modeling that is used for fuel adjustment, cooling fan control
and traction control upon dash port.

Electric circuit

Failure decision
If coolant temp. Sensor output value is outside upper and

lower limit; i.e. above approx. 140° (short circuit to
ground)(short circuit)
or below approx. -45° (short circuit to battery) (open circuit)

(TPS,CPS)

Throttle position sensor (TPS)
❖Introduction
▪ The sensor is usually a potentiometer, and therefore provides a
variable resistance dependent upon the position of the valve
▪ (TPS) is a sensor used to monitor the position of the throttle in an
internal combustion engine. The sensor is usually located on the
butterfly spindle so that it can directly monitor the position of the
throttle valve butterfly.

Operation
❖TP sensors are normally mounted on the throttle
body with the throttle plate shaft running into the
sensor. As the gas pedal is pushed, the throttle
plate opens, rotating the sensors internal variable
resistor.
❖As the throttle opens, voltage returned to the

computer from the Throttle Position Sensor varies
(normally increasing), signalling the rate of throttle
opening as well as throttle position. The computer
uses this information to adjust fuel trim, which is the
amount of time the injectors are open , delivering
more fuel.

Operation
❖ Most throttle position sensors have at least 3 wires. These are for a 5
volt reference, a return line and the actual TPS voltage line. When
testing the Throttle Position Sensor system, always make sure you have
the 5 volt reference and return and then monitor the signal line for
actual voltage output from the throttle position sensor. You can monitor
this by back probing the circuit at the TPS. Voltage should steadily
increase as throttle is opened. This should be checked with the key on
and engine off.

Throttle position sensor (TPS)
• The TPS electrical circuit consists of a 5V supply line which is grey and
a ground path line which is black, both provided by the ECM. A third wire
is used as a signal line to the ECM. By monitoring the voltage on the
signal line, the ECM calculates throttle position. As the throttle valve
angle is changed (accelerator pedal moved), the signal voltage of the
TPS also changes. At closed throttle position, the signal of the TPS is
low -1.25 volts. As the throttle valve opens, the signal voltage increases
so that, at wide open throttle it should be approx. 5 volts.

TPS wire colour code
Black = ground
Orange/dark blue stripe

(center pin) = signal
Purple/white stripe =
5V power
TPS
❖Factors affecting TPS :
▪ Throttle Cable
▪ Throttle Body Cleanliness
▪ Vacuum leaks
▪ Air Filter
▪ Air Filter to Throttle Body Duct
▪ Engines general condition
▪ Harness and wire general condition

Common faults
❖The TPS is sensitive to heat, moisture and
vibration leading to the failure of some units.
The sensor is a sealed unit and cannot be
repaired only replaced.
❖A TPS may fail gradually leading to a number of
symptoms which can include one or more of the
following: -
▪ Poor idle control
▪ High Idle Speed
▪ Slow engine return to idle
▪ Engine Hesitation on Throttle Application
▪ Engine Misfire
Symptoms of a Bad Throttle Position Sensor
▪ Following is a list of symptoms, either of or

a combination of which, a car driver may
experience because of a defective throttle
position sensor:
• Bucking and jerking of the car
• Idle surging
• Sudden stalling of the car engine
• Hesitation while the driver of the car is trying
to accelerate
• Sudden surge in car's speed while driving on
the highway
How to Troubleshoot a TPS sensor
❖ Open the hood of your vehicle and locate the TPS sensor in the engine
compartment. Its most common location is on the outside--to the right or
left--of the throttle body or carburetor plate shaft. Here you will see a
small black box with three wires coming out from its electrical
connector.
❖ Unplug the TPS electrical connector. Turn on the ignition switch but do
not start the engine. Using a voltmeter, probe the connector’s terminals
coming from the computer side to test for supply voltage. Touch the
negative lead to the connector’s terminal ground--most likely the black
wire--and the meter’s positive or red lead to the connector’s terminal
reference voltage wire, a blue or gray color wire. Your meter should
read a steady 5.0 volts at the terminal. If you don’t receive this voltage
reading, there is an open or short in the supply wire. Turn off the ignition
switch and plug the electrical connector back to the TPS .

❖ Test the TPS for signal voltage to the computer. Insert

a pin through the ground wire and another pin through
the signal voltage wire and connect the voltmeter
probes to the pins using alligator clips.
❖ Start the engine. As you manually open and close the

throttle plate, watch the voltage readings at the meter.
The voltage should gradually increase from 1 to 5 volts
and back to 1 volt.
❖ If you see an erratic or no movement of voltage signal,

replace the TPS sensor. Turn off the engine.

❖ Test the TPS sensor’s resistance. This is an alternate

method to test TPS sensors equipped with a variable
resistor. Unplug the TPS electrical connection.
❖ Set your multimeter to ohms. Connect the ohmmeter

probes to the sensor’s supply and signal wire contacts.
❖ Manually open and close the throttle plate and watch the
resistance reading at the meter. The resistance should
gradually increase and decrease as you open and close
the throttle plate. If there is an erratic resistance change,
no change, or no resistance at all, replace the TPS.

❖ Adjust the TPS. Some sensors need to be adjusted

from time to time. They are mounted with a couple of
screws that allow the sensor to be rotated for
adjustment.
❖ Loosen the mounting screws. With the ohmmeter

connected as described above, rotate the sensor until
you obtain the resistance specified in your vehicle
service manual.
❖ Tighten the mounting screws and check the sensor’s

resistance as described in Step above
❖ Plug in the TPS electrical connector, start your engine

and test for performance .

How to Test a Throttle Position Sensor?
1. With the key "OFF", unplug the connector from the TPS.
2. Turn the key "on" and insert DVM probes into the connector to reach the
connector pins. Short pieces of wire or paper clips can be used to extend
the DVM probes for reaching into the connectors.
3. Read from the purple wire to the black wire (these should be the outside
pins). Power should be 5V with the key "on".
4. Turn the key "off" and plug the connector back onto the TPS
5. Insert the leads from the digital volt meter into the back of the TPS
connector. The DVM negative probe goes into the back of the connector
cavity with the black wire. The positive DVM probe goes into the back of
the connector cavity with the orange signal wire.

Camshaft position sensor(CPS)
❖The camshaft position sensor is a magnetic or hall effect
sensor, this sensor reads information about the engine,
camshafts and speed. It sends a signal to the computer
relaying information about shaft speed, position and
acceleration or deceleration

Function
❖The camshaft position sensor sends a signal to the ignition
module or the electronic control module (whichever computer
is responsible for telling the coils when to fire).
❖This signal carries information on where the camshaft is (and,

thus, where each piston is).
❖The information is critical, because an engine can only run

properly if the spark plugs fire near the top of the
compression stroke, and the computer would be unable to
adjust the ignition timing to compensate for driving conditions
without that information.

OPERATION
❖The CMP sensor provides the camshaft position
information, called the CMP signal, which is used by the
Power train Control Module (PCM) for fuel synchronization.
❖On 2 wire Sensor engines, the distributor stator or
Camshaft Position (CMP) sensor is a single Hall effect
magnetic switch. This is activated by a single vane, and is
driven by the camshaft.
❖On Three Wire Sensor engines, the Camshaft Position
(CMP) sensor is a variable reluctance sensor, which is
triggered by the high-point mark on one of the camshaft
sprockets.

Symptoms
❖Extended crank time with a cold engine
❖Intermittent rough running
❖Unstable idle
❖Bucking
❖Hesitation
❖Stumble
❖Poor fuel economy
❖Stalling on acceleration
❖Hard starting or no start
❖Rough running / misfiring
❖Loss of engine power

TESTING
❖ Three-Wire Sensors
▪ With the ignition OFF, disconnect the CMP sensor. With the
ignition ON and the engine OFF, measure the voltage between
sensor harness connector VPWR and PWR GND terminals (refer
to the accompanying illustration). If the reading is greater than
10.5 volts, the power circuit to the sensor is okay.
▪ With the ignition OFF, install a break-out box between the CMP
sensor and the PCM. Using a Digital Volt-Ohmmeter (DVOM) set
to the voltage function (scale set to monitor less than 5 volts),
measure the voltage between break-out box terminals 24 and 40
with the engine running at varying RPM. If the voltage reading
varies more than 0.1 volt, the sensor is okay.

TESTING
❖ Two-Wire Sensors
▪ With the ignition OFF, install a break-out box between the CMP
sensor and PCM.
▪ Using a Digital Volt-Ohmmeter (DVOM) set to the voltage
function (scale set to monitor less than 5 volts), measure the
voltage between break-out box terminals 24 and 46 with the
engine running at varying RPM. If the voltage reading varies
more than 0.1 volt AC, the sensor is okay.

MANIFOLD ABSOLUTE PRESSURE (MAP)

Manifold Absolute Pressure (MAP) Sensors
• The manifold absolute pressure (MAP) sensor is

used by the engine computer to sense engine
load.

Manifold Absolute Pressure (MAP)
Sensors
• The relationship among barometer pressure,

engine vacuum, and MAP sensor voltage
includes:
• Absolute pressure is equal to barometric pressure

minus intake manifold vacuum.
• A decrease in minimum vacuum means an

increase in manifold pressure.

Manifold Absolute Pressure (MAP)
Sensors
• The MAP sensor compares manifold vacuum to

a perfect vacuum
• Barometric pressure minus MAP sensor

readings equals intake manifold vacuum.
Normal engine vacuum is 17 – 21 in. Hg.
• Supercharged and turbocharged engines
require a MAP sensor that is calibrated for
pressures above atmospheric, as well as for
vacuum.

ECU Uses Of The MAP Sensor
• The PCM uses the MAP sensor to determine the

following:
• The load on the engine.

• Altitude, fuel, and spark control calculations.
• EGR system operation.
• Detect deceleration (vacuum increases).
• Monitor engine condition.
• Load detection for returnless-type fuel
injection.

Altitude and MAP Sensor Values
➢ Barometric pressure and altitude are inversely related:
• As altitude increase – barometric pressure decreases
• As altitude decrease – barometric pressure increases
Altitude MAP Sensor Voltage (can vary
due to atmospheric conditions)
Sea level 4.6 to 4.8 volts
2500 (760 m) 4.0 volts
5000 (1520 m) 3.7 volts
7500 (2300 m) 3.35 volts
10,000 (3050 m) 3.05 volts
12,500 (3800 m) 2.80 volts
15,000 (4600 m) 2.45 volts

Silicon-Diaphragm Strain Gauge MAP
Sensor
• This is the most commonly used design for a MAP sensor and the
output is an analog variable voltage.
• One side of a silicon wafer is exposed to engine vacuum and the
other side is exposed to a perfect vacuum.

Sensor
• There are four resistors attached to the silicon wafer which
changes in resistance when strain is applied to the wafer.

Sensor
Engine Manifold Manifold Absolute MAP Sensor

Load Vacuum Pressure Volt Signal
Heavy Low High High (4.6 –
(WOT) (almost 0 in. (almost 4.8 V)
Hg) atmospheric)
Light (idle) High Low Low (0.8 –
(17 – 21 in (lower than 1.6 V)
Hg) atmospheric)

Capacitor – Capsule MAP Sensor
• A capacitor-capsule is a type of MAP sensor used by
Ford and it uses two ceramic (alumina) plates with an
insulating washer spacer in the center to create a
capacitor.
• Changes in engine vacuum cause the plates to deflect,
which changes the capacitance.

• (The electronics in the sensor then generates a varying digital
frequency output signal, which is proportional to the engine
vacuum.

MAP Sensor Engine Operating Intake Manifold
Output (Hz) Conditions Vacuum (in. Hg)
156 – 159 Hz Key on, engine off 0 in. Hg
102 109 Hz Engine at idle (sea 17 – 21 in. Hg
level)
156 – 159 Hz Engine at wide- About zero in. Hg
open throttle (WOT)

Testing The MAP Sensor Using A DMM
• (Most pressure sensors use three wires:

1. A 5-volt wire from the computer
2. A variable-signal wire back to the computer
3. A ground or reference low wire
1 2 3

Testing The MAP Sensor
• The procedure for testing the sensor is as follows:
1. Turn the ignition on (engine off)
2. Measure the voltage (or frequency) of the sensor
output
3. Using a hand-operated vacuum pump (or other
variable vacuum source), apply vacuum to the
sensor
• A good pressure sensor should change voltage (or

frequency) in relation to the applied vacuum.
• If the signal does not change or the values are out of

range according to the manufacturers’ specifications, the
sensor must be replaced.
Testing The MAP Sensor

KNOCK SENSOR

Knock Sensor
•Knock sensor (detonation sensor) is located on lower
left side of cylinder block just above oil pan. Knock sensor
picks up detonation vibration from engine and converts it
to an electrical signal for use by ECU.
•The knock sensor is normally placed in the engine block,

but occasionally you’ll find a sensor mounted in the
cylinder head.
•One sensor is used on inline engines. On a “V” engine,

there are usually two sensors, one in each bank of the “V.”

When knock occurs, ECU retards ignition timing in one or
more cylinders until detonation is eliminated.
Knock Sensor Test
1) Start engine until engine reaches normal operating

temperature. Connect Diagnostic Tester. Observe knock
value on tester. Using tip of screw driver, gently tap on
cylinder block next to knock sensor and observe knock
sensor value on tester.
2) Knock sensor value should increase while tapping on

cylinder block. If knock sensor value does not increase while
tapping on cylinder block, check knock sensor for proper
connection. If connection is good, replace knock sensor.

Airbag Sensor

Airbag Sensor
 30% safer
airbag for
frontal safety
 Airbag
deployment
timing 1/20th
of a second

Benefits of Airbag
❖Air bags are of greater importance in todays
vehicles since safety of human life is of prior
importance.
❖So far safe riding and for saving the precious
life the safety bags must be implemented.
❖Let’s hope every automobile manufacturer
implements the same.

Location of airbag sensor

Airbag Sensor
❖ Airbags are inflated by gas produced in a chemical reaction
o Gas inflates the airbag with velocities of up to 320km/h
o The entire process happens in 20-30 milliseconds
❖ The chemical reaction is triggered by an ACU (Airbag Control Unit)
o The ACU has to decide whether or not to deploy the airbag once the
sensor located throughout the car report a collision. no room for error is
allowed. The ACU has to make the decision really fast; in less time than
it takes for a collision to occur.

Airbag Control Unit (ACU)
The following flow chart shows how the information is received and processed by the ACU:

Airbag Control Unit (ACU)
The following circuit diagram describes the circuit we built to

implement the block diagram above:

Airbag Sensor for Frontal Collision
Airbag Sensor
for Frontal
Collision
Front
Driver
Passenger

System Diagram

Seat Position Sensor
❖The seat position sensor, which is attached to
the seat rail of the driver seat, detects the sliding
position of the seat. In addition, the shielding
plate to make the seat position sensor judge the
seat position is installed on this seat rail.
❖The seat position sensor use a Hall IC for its

sensor and has magnet portion on its opposite
side.

❖The seat position detection by the seat position sensor
judges that the seat position is rearward if the shielding
plate is between the sensor and the seat position is
forward if the shielding plate is not between the sensor.


AIRBAG FOR SIDE/REAR SIDE
COLLISION
❖When the side & curtain shield airbag sensor

detects a side impact, the Airbag Sensor
Assembly causes the side curtain shield airbag
and the side airbag to be deployed
simultaneously.
❖When the curtain shield airbag sensor detects a

rear side impact, the Airbag Sensor Assembly
causes the curtain shield airbag to be deployed.

System Operation

Troubleshooting

Battery Testing

Testing
•Safety first
•Visual inspection
•State of charge test
a. Specific Gravity
b. Open-Circuit Voltage
c. Indicator Eye

Visual inspection
1.Battery casing
2.Cables
3.Corrosion
4.Electrolyte level
5.Electrolyte color
6.Discharge

Visual inspection
7.Alternator belt
tension
8.Check for battery

drain :
✓using an ammeter
✓a reading of more
than .035 amp is
unacceptable.

2.State of charge test
a. Specific Gravity: Using hydrometer

2.State of charge test
TEST RESULTS:
1. fully charged battery s.g= 1.265.
2. battery is run down and must be charged.
s.g=below 1.225
3. sulfation is about to begin
s.g= 1.190
5. s.g= 1.155 Slow charging is required
6. battery is completely discharged s.g= 1.120 .

b. Open Circuit Voltage
fully at least
charged 12.6
battery volts
less
dead than
battery 12.0
volts

C. Indicator Eye
electrolyte level is
eye shows red low or the battery is
severely discharged
eye shows blue okay

Prof. Dr. Walid Abdelghaffar

Week 5-6 Engine System Diagnosis

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Week 5-6 Engine System Diagnosis

Uploaded by

Copyright:

Available Formats

Prof. Dr.

Engine System Diagnosis Dr. Walid Abdelghaffar

The knowledge needed for accurate

1. understanding of the 2. having the ability to

This is where the skills come in to play. It is necessary

1.Verify the fault

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

(2) short circuits

(3) internal resistance

(4) speed of change from rich to weak

(5) speed of change from weak to rich.

Engine System Diagnosis Dr. Walid Abdelghaffar

Ex: the fault code 51

means a fault at the ‘oxygen sensor or in the oxygen sensor

A voltage test with the oscilloscope should assist

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

When the system is at its operating temperature and the

(1) it is reasonable to assume that there is a defect in

(2) With the system switched off, it should be possible to

(1) The maximum voltage should be

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

The second oxygen sensor downstream of

If the catalyst is operating efficiently, the

This difference in voltage patterns is the

The downstream oxygen sensor is less

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

❖A mass air flow sensor is used to find out the mass

❖The air mass information is necessary for the

Engine System Diagnosis Dr. Walid Abdelghaffar

1- Vane meter sensor (VAF)

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

❖A sudden loss of power

❖Hesitates upon acceleration

❖The engine knocks and pings

❖Gets poor gas mileage

Engine System Diagnosis Dr. Walid Abdelghaffar

Before performing any tests on the Mass

1. There is no air leak downstream the

2. The O2 sensor is performing well

Engine System Diagnosis Dr. Walid Abdelghaffar

1- Test using a diagnosis device

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

- Mechanically Operated Parts

- Air Temperature Sensor

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

Electronic ignition systems make use of some

Engine System Diagnosis Dr. Walid Abdelghaffar

If the spark plug fails to generate its spark or

Engine System Diagnosis Dr. Walid Abdelghaffar

Engine System Diagnosis Dr. Walid Abdelghaffar

- Unbalanced Air/fuel ratio