Beruflich Dokumente
Kultur Dokumente
This manual contains test procedures and test information obtained by an ASE Certified Master Technician with known good test
equipment on real vehicles, your tests may vary due to your equipment or technician procedures.
No warranty can be made from the ideas presented due to personal testing procedures, nor does the author or anyone connected with
him assume responsibilities or liabilities. The use of this manual is conditional on the acceptance of this disclaimer. If the terms of this
disclaimer are not acceptable, please return this manual.
Content authored for Automotive Video Inc. by Heritage Technical LLC, Cochranville, PA. Copyrighted © in 2010 by Heritage Technical
LLC. No portion of this manual may be copied, altered, or reproduced without written permission of the author.
TABLE OF CONTENTS
OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Ignition Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
CAUSES OF MISFIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Lean Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
TYPES OF MISFIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Rich Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
TOOLS FOR FINDING MISFIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 High Secondary Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Vacuum Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Open Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Vacuum Testing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Intermittent Miss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Scan Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Example Of A Lean Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Ford Misfire Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Propane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Scan Tool Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Compression Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Sensors That Can Cause Misfires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Running Compression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Outputs That Can Cause Misfires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Technical Service Bulletins (TSBs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Scan Tool History Misfires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 CASE STUDIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Engine Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 1998 Oldsmobile Intrigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Cylinder Misfire Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Rough Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Misfire Detection Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 After Complete Fuel Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
GM Misfire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Cruise After Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
GM CAM Retard Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Chevrolet Astro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Random Misfire Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Lab Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Misfire History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Firing Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
The Three Sections Of The Secondary Pattern . . . . . . . . . . . . . . . . . . . . . . . . . .13 Exhaust Probe Idle Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Firing Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 TSBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Spark Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Injector Disabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Spark Duration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Ignition Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 New Cap And Rotor Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Intermediate Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 HANDS ON TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Secondary Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Vacuum And Scan Tool Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Lab Scope Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
OVERVIEW
As you can see in the screen capture to the left, not just
ignition problems can cause misfires.
CAUSES OF MISFIRES
TYPES OF MISFIRES
Density misfires can be attributed to an improper air/fuel ratio mixture in the cylinder. This could be from an EGR
problem, a timing issue or poor compression. Density misfires mimic the same symptoms as a Lean Fuel Charge
misfire, but when you introduce propane in this instance, you will see no reaction and the car will run the same as if
you had not added propane to the system at all.
Primary Triggering Problems. This type of misfire can be attributed to the Base Engine components such as the
Camshaft, timing components or compression issues.
As you can see there are many tools for finding misfires.
Learning to use each one of these will aid in your
diagnostic strategy.
Vacuum Gauge
The Engine has been around for a long time and it still
functions the same as it has since day one. Yes, engine
design has changed and variable timing has changed
but the engine is STILL an air pump.
Low Cruise Test: Run this test at approximately 1200rpm - 1500rpm. Anything off of idle. The vacuum should read
the same as idle vacuum, if not higher. If it drops, something has introduced a leak in the system. This is a great
test to diagnose an off idle hesitation condition.
High Cruise Test: Again, make sure that you maintain the same vacuum specifications you did at idle. Make sure to
leave the engine running steady for at least 1 minute. If you are running this test and the vacuum starts to drop,
this could indicate a restricted exhaust system or the EGR just activated. Disable the EGR and run the test again.
Snap Test: From idle, USE YOUR HAND to snap the throttle to WIDE OPEN. The vacuum should drop to below 5” or
as close to 0” as you can get. It should rebound to 3”-5” higher than idle vacuum.
Scan Tool
This is good information, but you still need to know how and why the misfire occurred. Go to motorcraft.com and
research the OBDII Theory and Guide in the Technical Resources section of the website for more information.
Above is a screen capture of what a typical Ford Misfire Data chart looks like. All of these are vehicle specific and
give you great information on how misfires happen and what causes them for the vehicle that you are working on.
Scan Tool
Above is a screen capture of the J1979 Misfire Mode $06 Data sheet. This particular chart is for a later Ford
vehicle and the test ID is $53. The test description is Cylinder specific misfire and catalyst damage threshold
misfire rate (either cat damage or emission threshold)(updated when DTC set or clears). In this instance, you may
need to clear DTCs and re-test to see if there is a problem.
CAN compliant vehicles show the misfires for the last drive cycle or the exponentially weighted moving average for
the last 10 drive cycles. All vehicles that are CAN compliant will be giving you this information.
At the bottom you can see the conversion test. This conversion test will give you the percentage of misfires. You
may have a vehicle with a percentage of misfires that can pass the test, but it is a good idea to repair the misfire
anyway and keep the customer happy.
Scan Tool
Crankshaft Position Sensor: Defective or improperly working CKP sensors can cause a misfire condition.
Camshaft Position Sensor: Defective or improperly working CMP sensors can cause a misfire condition.
Scan Tool
RPM Input Testing. Use the RPM pattern for testing for a
glitch, injector and symptom based diagnostics of
erratic idle speed or injector pulse loss under load.
Scan Tool
Scan Tool
Make sure that when you are doing a Crank Position Re-
Learn that you have put the components in the correct
position to avoid further misfires.
Scan Tool
Lab Scope
Lab Scope
The above screen capture shows the Three Sections of the Secondary Ignition Pattern. Section “A” is the firing
section where the work is being done. Section “B” is the intermediate section where the ignition coil is discharging
back to ground. Section “C” is the dwell section where the coil is being charged back up. Keep in mind that all of
this is happening very fast at around 7 milliseconds.
We will take a closer look at all of these on the next few pages.
NOTES
Lab Scope
The Firing Line is the amount of voltage required to ionize the spark plug gap (between 10kV - 15 kV). There should
be no more that 3kV - 5kV variation between cylinders. If there is more than 3kV - 5kV between cylinders OR a
reading above 15kV, you have a problem. This could indicate such things as worn plugs or bad wires.
You will however have some variation between cylinders at idle. Remember, you have a different air/fuel ratio at
idle and this will effect the firing kV.
NOTES
Lab Scope
The Spark Line is the intersection on the pattern that indicates the amount of voltage needed to maintain a spark
across the gap. On a distributor type ignition it is at about 1.5kV - 2.5kV. Anything more than that and you would be
looking for a resistance problem. Anything below is indicating a ground problem.
On a DIS equipped vehicle there is a little bit of a difference. You should be looking at a maximum of 4.0kV on a
waste spark and when you are in compression it should kick up to about 10 kV.
NOTES
Lab Scope
Spark Duration is the amount of time that the spark jumps across the gap. Most DIS equipped vehicles will have a
spark duration of 1.3ms - 1.5ms. You really want a minimum of 1.0ms burn time on a DIS vehicle. If you do a snap
throttle test and the spark duration drops low, you have a problem.
The spark duration is effected by compression and fuel mixture. If you were to break the burn duration time in half
and look at the pattern to the left where the firing kV is, this is external to the cylinder. This can indicate problems
in the wires, cap, rotor and plugs etc. The other side of the pattern is what is occurring inside of the cylinder. This
indicates problems with things such as air/fuel mixture, lean and rich conditions, carbon and EGR problems etc.
NOTES
Lab Scope
Above is an older picture of a Combustion Chamber but is still accurate. As the air/fuel mixture begins to go across
the spark plug gap in a lean condition (B) the pattern moves up. Conversely, during a rich condition (A) the pattern
is moving down. This will vary ever so slightly as the pattern moves across the screen.
NOTES
Lab Scope
The Intermediate Section indicates coil oscillation. You want to see 3.0kV - 5.0kV on the older models with a
minimum of 1.0kV.
NOTES
Lab Scope
Secondary Tracking will usually show up in short downward positive spikes. Notice the difference between the
pattern on the coil section in the previous screen capture and the secondary tracking screen capture above. Notice
that is not the uniform cone shape pattern but short downward spikes. This indicates a coil problem and it may
need to be replaced.
NOTES
Lab Scope
Keep in mind that you only have so much coil activity. If you are using a lot firing kV, your burn time will shorten. If
you are using less firing kV your burn time will increase. If you use up all of the energy to initialize the plug, you
don’t have enough to maintain the spark across the gap which can cause a misfire.
NOTES
Lab Scope
Above is a capture of a Lean condition. Notice that the pattern started out normal but at about half way through it
starts to rise up. This indicates a lean condition in the cylinder. If the cylinder is running out of fuel molecules, this
will require the voltage to increase resultin in a higher voltage requirement.
Note that this same type of pattern will show up if you have an EGR that is stuck open. If you were to run propane to
this lean condition cylinder, the pattern will decrease and go back to near normal. If you run propane to this
cylinder and it has an EGR problem, you would see no improvement or effect on the cylinder at all.
NOTES
Lab Scope
A Rich Mixture condition pattern will do the opposite of a Lean Mixture condition pattern. It will start high and
trend downward. There is a lot of fuel in the cylinder and it requires less energy to ignite it therefore the voltage
requirements will drop.
NOTES
Lab Scope
If the firing line is high, and the burn line is high, you have a secondary resistance problem. This could indicate
problems with the Distributor Cap, Rotor, Wires..etc. If all cylinders are showing this pattern, you are looking at
Cap, Rotor or Coil wire. If only one cylinder is displaying this pattern, you need to look for individual resistance that
would be effecting just that cylinder.
NOTES
Lab Scope
Notice that an open circuit has no burn time. This is because all of the energy has been used up to jump the gap
and none is left over to maintain the spark. This is a misfire.
NOTES
Lab Scope
By looking at an Intermittent Miss pattern you can see that the pattern is jumping up and down.
NOTES
Lab Scope
Above is an example of a lean cylinder. Notice that we are barely maintaining 1millisecond per division and 1kV per
division. Also note that the resistance jumps are caused by the lean condition. Propane was introduced into the
system and the ignition pattern returned to normal.
Also notice the waste spark pattern at the bottom has not been effected because we are not on compression, but
exhaust.
NOTES
Propane
As discussed earlier, the use of propane is a great way to identify lean or rich running conditions. If you add
propane to a running engine and the RPM drops, this indicates that the system was running rich to begin with. If
you add propane to a running engine and the RPM increases, this indicates a lean condition that could be caused
by a vacuum leak, fuel restriction, etc. If you slowly add propane to a running engine and the RPM slowly drops,
and the engine compensates by increasing the RPM, this indicates that the engine was probably running normal
before you even started.
If you consider using propane in your diagnostic strategy, use a metering gauge to see exactly how much propane
you are adding.
Compression Gauge
Compression Gauge
Compression Gauge
Search the TSBs for the vehicle that you are working on. Some may require a reflash of the PCM and some may
require components to be replaced. Some may require both.
Reflashes can be required if the parameters on the vehicle are too narrow. The reflash will widen those parameters
and solve the problem.
NOTES
CASE STUDIES
CASE STUDIES
Chevrolet Astro
Here we have a Chevrolet Astro with three DTCs found.
P0102B, P0300B and P0453B, The P0102B and the
P0453B have already been repaired and we will focus
on the P0300B misfire code.
Keep in mind that all of these are “B” codes which are
two trip codes. “A” codes are single trip codes that can
damage the Catalytic converter and the “B” codes are
not as damaging to the system.
Check the firing order. This will tell you where the
misfiring cylinders are in the firing sequence.
CASE STUDIES
Chevrolet Astro
Search the TSB library and see if there are any TSBs
that relate to the vehicle you are working on and the
problem that you have with the vehicle.
CASE STUDIES
Chevrolet Astro
HANDS ON
HANDS ON
HANDS ON
The above screen captures demonstrate what you should see during a Snap Throttle Vacuum Test. The capture to
the right shows the vacuum dropping to almost 0” when the throttle is first snapped. The vacuum then increases to
almost 25” as the engine reacts to the snapping of the throttle, then dropped back to its original value of 18”.
Mechanically this engine is in very good shape. This does not mean that there are no other problems with the
vehicle. There may be other things such as fuel or ignition problems but the base engine appears to be in good
condition.
HANDS ON
During the Snap Throttle Vacuum Test you can see that
the RPM reached 3,928 RPM, the MAP inHg reached a
high of 29 and the MAP Volts reached a high of 4.6.
HANDS ON