Chapter 1 For the readers - I have a life and I must tend to it, but I can sneak in every so often and contribute here. I hope others with AE experience can chime in and help out... but this thread is needed as our trucks age and more scan tools are purchased. ***Critical edit: Powering your laptop from the cigarette lighter while using the USB-style OBDII interface has the potential to damage the interface and/or your laptop. Contact AutoEnginuity for input before powering your laptop from the vehicle.
5. A window will pop up, showing the progress of the connection... then the “Vehicle Selection” window will pop up. Enter your Make, Year, and model... but I don't recommend messing with the VIN. I tried many combinations on my version of AE and it was a wasted effort. For this exercise, under “System:” - select Enhanced Powertrain. The “OK” button can use a good clickin' right about now. 6. Another window will pop up, asking if you want to poll all your trouble codes.
it, nor do I suggest anybody else does. The first screen up is the “Diagnostic Trouble Codes” screen. You will likely have a whole bunch of stuff in there from lack of resetting – but ignore those just for now. You'll say “But all these codes!” and I say things happen over time and the list in there gets weird without a good reset once in a while. By all means, write down all the codes (you can get descriptions from codes any other time) because you'll want to learn your vehicle.
Any cylinder consistently reading more than 3-5% change in rotational velocity is suspect and should be further examined. Note: Engine should be fully warmed up before checking PERDEL data. 7.3L Injector "Buzz" Test The Injector "Buzz" Test can be used to look for a faulty fuel injector. It is best to run this test on a totally cold engine, one that has sat overnight and has not been started. Initiate the "Buzz" test and then listen carefully to the injectors as the test is completed.
P1316 - "IDM Codes Detected" (7.3L) IDM Codes are stored in memory in the IDM itself. The P1316 DTC is an indication that there are stored IDM Codes that need to be retrieved and/or cleared. Executing a "Clear Codes" will clear both PCM and IDM codes...DO NOT CLEAR CODES until you have retrieved and reviewed the codes stored in the IDM! If you get a P1316 DTC, the following steps will allow you to view the stored codes in the IDM using AutoEnginuity: 1. 2. 3. Execute a KOEO (Key On Engine Off) Test.
Now I've done it... I gave away one of the secrets - you can monitor up to 9 sensors at a time. There will be a later discussion on the practical number of meters up, but I will be keeping as few meters active as possible. This test calls for just three meters... perfect. Using the screen shot below, you want to select one sensor for each meter, until the meters look like the second screen shot below that.
You can see the values from my truck in my driveway... I live at about 1000 feet. These values are absolute pressure – this means compared to a perfect vacuum, the air pressure at my home is just over 14 PSI. That's zero for a back pressure gauge and the boost gauge, so you can see how relevant this test is. Here is a [LINK] to see what pressure you should see at your altitude.
I set my absolute pressure maximums to 50 for this exercise, but a realistic maximum for my modified truck would be 65 on the backpressure and 55 on the MAP. The question about alarms was asked – that's the trigger in the screen. I'm not covering it yet, but that's another toy for you to experiment with before I get there. If you get playful, you can set a MAP limit on a stock truck to 30 PSI absolute...
The next time you connect to to the vehicle, you can start a new session, or you can load a prepared one like the Exh-Boost you just made. Here are some saved sessions I have on file: Well... that's it, now we need to start recording and start an engine. Record first, get 10 seconds of data, then start up and go for a drive. If you get a chance to get a WOT session, all the better.
Word of warning: I learned the hard way that if you change a parameter while in record, the recording will stop instantly. Once you are set up and recording, you are committed to that meter set until the next recording session. While recording, you can hit pause at any time and start back up by hitting the pause button. There is a stop button as well, which will complete that recording file. If you hit stop and want to record more, you need to start a new file.
• • • • Not all sensors need the same attention, BARO probably needs the least. Engine Oil Temperature is important, but it's a slow mover... unlike Injector Control Pressure. I set my BARO to be looked at once every 5 seconds... I'll show you how to do that later. With these slow changes, looking at the sensor over the time of say... a minute... you'll see a very boring flat line.
This is what happens when you look too closely at a slow-moving sensor.
I skipped over a few things that may or may not be obvious to Scan Tool users. In the event the above is a bit confusing, I'm pausing for questions. Chapter 6 I will be using akaFrankCastle's data to point a few things out. I have attached the "modified" data that anybody with AE can open up and follow along. Download the file and right-click on it, then select "Rename". Where the file name says DOC, change that part to CSV.
I then made my AE screen bigger to see more detail and zoomed in on the first spike on the graph: You can see how the backpressure (EPB plus EBP KOEO reading) stretches above the MAP (boost plus the MAP KOEO reading) when we get on our trucks. We lose efficiency in the stock turbo at higher pressures and this is a normal result. Doing the math: • EBP (absolute) peak is 38, but we subtract the EBP KOEO of 12 to get the real ehaust backpressure of 26 PSI.
• MAP (absolute) peak is 29, but we subtract the MAP KOEO of (roughly) 12 to get the real MAP (boost) of 17 PSI. This looks to be textbook for a healthy stock truck (Wicked Wheel notwithstanding), until I find data that says otherwise. Of course, we have no other data like speed or RPM to see how the truck is reacting to this powah... but I wanted to keep this very basic to give everybody a chance to absorb the information. Now I'm watching for somebody to raise their hand for a question.
exhaust and intake pressures. This data has RPM so you can see what your engines do: When I compare this with the data from before, it's easy to spot the "Ham Sammitch" factor and the "Where's the Beef?" syndrome.
Neither set has Bacon/Permagrin, because we're dealing with stock. Note how higher EPB doesn't translate to exactly the same boost rise on the MAP side... that's stock turbo efficiency. So... with a stock truck, it's not unusual to see about 1 PSI difference between exhaust and intake at cruise speed, and about 6-9 PSI difference at WOT. That's about what I saw on Stinky when he had stock hardware with a tuner... but the numbers were taller. I would get about 36 PSI indicated backpressure and... oh...
in). Any guesses how much data I got while it was cranking? Anyway... I won't repeat all the steps to set up a recording session, but I will show you my playback options... which specifies exactly what I recorded to monitor the starting condition of the truck. I threw IPR in the list, so you can see the lag between what the PCM wants and when it gets it... like nooky. One piece not in there directly (like voltage) or indirectly (like glowplugs revealing themselves with a voltage drop): Fuel Pressure.
Chapter 10 So I was getting ready to show how the Injector Pressure Regulator compensates for the drop in RPMs, in order to keep the Injector Control Pressure up with a slower-moving High Pressure Oil Pump. Simply put, the pump slows down and and the valve has to be opened more to keep the oil delivery going at the same flow. When I zoomed in on the graph, I spotted something I would not otherwise have noticed: I can see the effects of the multiweight oil warming up.
So... show of dazed eyes: How many did I lose on that one? Anyway, here's the significance of all of this: The Low Pressure Oil Pump (LPOP) sends oil up to the High Pressure Oil Pump (HPOP). The HPOP is always the main focus because this powers the injector. The injector gets an electrical signal to be sure (Fuel Injector Pulse Width or FIPW), but that just lets the oil in to squeeze the fuel out of the injector with great force.
In order to get those pesky HEUI injectors to cough up some “beer”, we need: • • • High oil pressure in the top half of the injector (pump up the tap) Fuel in the bottom half of the injector (beer in tap) An electrical signal to the solenoid on the very top of the injector. (thumb on the tap lever) HPOP, ICP, IPR, LPOP, EOT, EOP.... You'd swear this is where Campbell's got the idea for Alphabet Soup... or so it would seem. What's up with all the acronyms and sensors with the letter O in it? Oil that is.
Chapter 12 Three No-Starts I have some graphs here of trucks cranking but not starting. I put color-coded arrows at the minimums needed for each sensor reading. They all have different problems... two are easy and one is difficult.
Quote: Originally Posted by CampSpringsJohn If the IDM doesn't have the voltage to fire the injectors, will you still get a pulse width reading? The IDM takes the vehicle 12V and "generates" the 115 volts needed to fire the injectors. If the IDM has no power, I'm pretty sure the PCM will freak out and flop around like a carp on the beach when it can't B.S. with his buddy. If the power is there, but the highpower outputs are toasted, the IDM will whine and snivel to the PCM and the PCM will say "Fine.
nozzles... but I've never seen it this low and this is a stock truck. Why would the IPR be so low? I asked him to unplug, then plug in the ICP sensor and I attached the resulting graph so you could take a look at what's going on: Quote: Originally Posted by Christof13T Ipr perhaps getting sticky... ? Or a failing oring that catches pressure again after it has its little fit? I strongly suspect the ICP is lying. Remember - low power.
Chapter 14 While listening to crickets, I got it into my head I didn't explain that all the way through. First, we're pulling a sensor connector... then plugging it in with the engine running. We might be seeing a "delay" before the ICP signal pops on the graph. 1. 2. The PCM had no feedback from the ICP sensor, so it set the Injector Pressure Regulator to about 14% at idle. Under normal circumstances on a stock truck, this will put the idle ICP at 700 PSI.
big sticks, so my MFD isn't likely to match everybody else's, but I know my MFD number at 65 MPH on the flat with no wind. Say I have a hypothetical MFD of 22. If the number climbs to 24 in a headwind, I know I've lost about 10% fuel economy on that stretch of road. If I tow, that number will climb and I can see what kind of hit I'll take at the pump... before the gauge has a chance to move! Say you do a mod or repair after you know your MFD number...
AE does not convert the BARO voltage to absolute PSI, but Infinity and maybe a few other scan tools/OBDII gauges do. I can tell you that's the same Baro reading I got in your area. I had a chart around here somewhere that converted voltage to PSI, but I can't find it. I did find a little gem in my search, though.
