Neon, 2000-2005



The purpose of the DaimlerChrysler On-Board Diagnostic System is to provide optimum control of the engine and transmission while meeting the objectives of the OBD II regulations.

At the center of this system is the Powertrain Control Module (PCM) connected to various input and output devices through a wiring harness with two connectors with anywhere from 1 to 4 connectors, depending on controller type. The PCM receives input information from various sensors and switches, performs calculations based on data stored in long term memory, and controls output devices (actuators, relays, and solenoids).

Diagnostic Tools & Circuit Testing

Circuit Testing Tools

You should know when to use and when NOT to use a 12-volt test light during diagnosis of electronic controls (Do NOT use this tester unless specifically instructed to do so by a test procedure). Instead of using a 12-volt test light, you should use a DVOM or Lab Scope with a breakout box whenever a diagnostic procedure calls for a measurement at a PCM connector or component wiring harness.

Electricity & Electrical Circuits

You should understand basic electricity and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should understand what happens in an electrical circuit when it is open or shorted, and you should be able to identify an open circuit or shorted circuit using a DVOM. You should also be able to read and understand automotive electrical wiring diagrams and schematics.

Electronic Controls

You should have a basic knowledge of electronic controls when performing test procedures to keep from making an incorrect diagnosis or damaging components. Do NOT attempt to diagnose an electronic control problem without this basic knowledge!

Hand Tools & Meter Operation

To effectively use this or any diagnostic information, you should have a solid understanding of how to operate required tools and test equipment.

Malfunction Indicator Lamp

Emission regulations require that a Malfunction Indicator Lamp (MIL) be illuminated when an emissions related fault is detected and that a Diagnostic Trouble Code be stored in the vehicle controller (PCM) memory.

When the MIL is illuminated, it is an indication of a problem within one of the electronic components or circuits. When the scan tool is attached to the Data Link Connector (DLC) in the vehicle, it can access the DTCs. In some situations, without the use of a scan tool, the MIL can be activated to flash a series of long and short flashes, which correspond to the numbering of the DTC.

OBD II guidelines define when an emissions-related fault will cause the MIL to activate and set a Diagnostic Trouble Code (DTC). There are some DTCs that will not cause the MIL to illuminate. OBD II guidelines determine how quickly the onboard diagnostics must be able to identify a fault, set the trouble code in memory and activate the MIL (lamp).

Scan Tools

Domestic vehicle manufacturers designed their computers to have an accessible data line where a diagnostic tester could retrieve data on sensors and the status of operation for components.

These testers became known in the automotive repair industry as Scan Tools because they scanned the data on the computers and provided information for the technician.

The Scan Tool is your basic tool link into the on-board electronic control system of the vehicle. Scan Tools are equipped with, or have separate software cards, for each OEM needed to be diagnosed. In this case, always secure a scan tool that has the latest OEM-specific diagnostic software included.

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DaimlerChrysler specifies the use of a DRB-II or DRB-III scan tool with its diagnostic processes. However, there are aftermarket scan tools, that when equipped with the right software, can provide proper diagnosis as well.

Effective Diagnostics

Getting Started

If you are reasonably certain that the problem is related to a particular electronic control system, the first step is to check for any stored trouble codes in that controller.

On vehicles with more than one vehicle controller (i.e., PCM, BCM, MIC, TCM, etc.), if you are unsure whether the problem is Powertrain related, start by checking for codes in the other controllers to determine if the problem is related to another vehicle system.

If there are no codes set, and you are certain which Powertrain subsystem has a problem, you can start by checking one of the subsystems. The subsystems include the Charging, Cooling, Fuel, Ignition and Speed Control systems.

If a wiring problem is found during testing, you will need to refer to wiring diagrams in the appropriate information resource. Using a wiring schematic can help you determine:

Wiring circuits, circuit numbers, and wire colors
Electrical component connector and component relationships within a circuit
Power, ground, and splice locations within a circuit
Related circuits connected into the circuit you are reviewing

Once you decide how to repair the vehicle, in addition to performing the repair, it is a good idea to clear any trouble codes that were set and to verify they do not reset.

An explanation of how to use the PCM Reset step to clear codes is included in DIAGNOSTIC TROUBLE CODES Section.

To verify a repair, you should confirm that the Check Engine Light is operational and goes out after the 4-second key-on bulb check. Then, you need to duplicate the conditions present when the customer complaint occurred or when a trouble code set; these are the actual code conditions that caused a code to set. The individual code conditions and possible causes are included in DIAGNOSTIC TROUBLE CODES Section. You can use this information to find out how to drive a vehicle for problem verification.

Non-Monitored Systems & Circuits

The PCM and CCM cannot monitor all of the Base Engine systems and components for faults or conditions that might cause a driveability problem. This handicap can cause confusing diagnostic situations when a Base Engine problem occurs. If the fuel pressure is too low or high, a fuel pressure code will not be set, but a misfire or oxygen Sensor code might be set due to a lean or rich A/F condition.

Engine Compression

The PCM cannot detect uneven, low, or high engine cylinder compression. However, a fault in one of these areas could cause the Oxygen Sensor or Misfire Monitor to fail during testing.

Exhaust System

The PCM cannot detect a restriction or leak in the Exhaust system. However, a fault in one of these areas could cause the EGR System, Fuel System, O2 or Misfire Monitor to fail during testing.

Fuel Injector Mechanical Fault

The PCM cannot detect if a fuel injector is restricted, stuck open or closed. However, a fault in one of these areas could result in a rich or lean condition and cause the Fuel System or O2 Monitor to fail.

Fuel Pressure

On engines with fuel injection, the fuel pressure regulator controls fuel system pressure. The PCM cannot detect a restricted fuel pump inlet filter, a dirty in-line fuel filter, or a pinched fuel supply or return line. An O2 Sensor or Fuel system code might set due to a lean A/F condition.

Ignition System Secondary

The PCM cannot detect a faulty ignition coil, fouled or worn out spark plugs, ignition wires that are cross firing, or an open spark plug wire. However, the Misfire Monitor would detect these faults during testing.

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Notes & Cautions

Before servicing any vehicle, please be sure to read all of the following precautions, which deal with personal safety, prevention of component damage, and important points to take into consideration when servicing a motor vehicle:

Observe all applicable safety precautions when working around fuel. Whenever servicing the fuel system, always work in a well-ventilated area. Do NOT allow fuel spray or vapors to come in contact with a spark, open flame, or excessive heat (a hot drop light, for example). Keep a dry chemical fire extinguisher near the work area. Always keep fuel in a container specifically designed for fuel storage; also, always properly seal fuel containers to avoid the possibility of fire or explosion. Refer to the additional fuel system precautions later in this section.
Fuel injection systems often remain pressurized, even after the engine has been turned OFF . The fuel system pressure must be relieved before disconnecting any fuel lines. Failure to do so may result in fire and/or personal injury.
Brake fluid often contains Polyglycol Ethers and Polyglycols. Avoid contact with the eyes and wash your hands thoroughly after handling brake fluid. If you do get brake fluid in your eyes, flush your eyes with clean, running water for 15 minutes. If eye irritation persists, or if you have taken brake fluid internally, IMMEDIATELY seek medical assistance.
The EPA warns that prolonged contact with used engine oil may cause a number of skin disorders, including cancer. You should make every effort to minimize your exposure to used engine oil. Protective gloves should be worn when changing oil. Wash your hands and any other exposed skin areas as soon as possible after exposure to used engine oil. Soap and water, or waterless hand cleaner should be used.
The air bag system must be disabled (negative battery cable disconnected and/or air bag system main fuse removed) for at least 30 seconds before performing service on or around system components, steering column, instrument panel components, wiring and sensors. Failure to follow safety and disabling procedures could result in accidental air bag deployment, possible personal injury and unnecessary system repairs.
Always wear safety goggles when working with, or around, the air bag system. When carrying a non-deployed air bag, be sure the bag and trim cover are pointed away from your body. When placing a non-deployed air bag on a work surface, always face the bag and trim cover upward, away from the surface. This will reduce the motion of the module if it is accidentally deployed. Refer to the additional air bag system precautions later in this section.
Disconnecting the negative battery cable on some vehicles may interfere with the functions of the on-board computer system(s) and may require the computer to undergo a relearning process once the negative battery cable is reconnected.
It is critically important to observe all instructions regarding ground disconnects, ignition switch positions, etc., in each diagnostic routine provided. Ignoring these instructions can result in false readings, damage to electronic components or circuits, or personal injury.

On-Board Diagnostics

Circuit Actuation Test Mode

When the Circuit Actuation Test Mode option is selected on the scan tool, you will have access to Actuator Test menus. The tests listed in the menu provide the capability to activate certain controlled output circuits to the PCM. The lists of tests available vary depending on engine and vehicle equipment. The tests may be used to find device faults that the PCM may not recognize.

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During Actuator Tests, both electrical and mechanical activity can be checked and verified. Once a certain device is selected, the PCM activates the device that allows you to listen for an audible click or observe a visual indication of correct device operation.

The scan tool Actuator Test Mode can be used to diagnose many PCM controlled devices, and to help diagnose the cause of one or more trouble codes on these vehicles.

State Display Switch Test Mode

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The PCM switch inputs have two recognized states: they are either in a HIGH or LOW state. Because these inputs are either high or low, the PCM may not be able to detect the difference between when a switch is in a high or low state from when a switch has a circuit problem (i.e., when a circuit is open, grounded or shorted or even if the switch is defective).

If the scan tool State Display (meaning the Switch State) shows a change from HIGH to LOW; or from LOW to HIGH when the selected switch is activated, it can be assumed that the entire switch circuit to the PCM is functioning properly. The scan tool State Display Mode can be used to diagnose these codes:

Brake Switch: P0703
LDP Switch: P1494
P/N Switch: P1899
PSP Switch: P0551

Testing Relays, Solenoids & Switches With Scan Tool

Refer to the specific instructions in the scan tool Operating Manual to test a particular device or its circuit.

PCM Decision Making

As in the past, the PCM receives input signals from various sensors and switches (called PCM inputs). Based on these inputs, the PCM adjusts various engine systems by controlling its outputs. On vehicles with OBD II systems, the PCM operates software called the Task Manager to control the OBD II system.

PCM Hardware & Software

The PCM is divided into two main parts, the system hardware and system software. Hardware components include:

All related actuators, relays, and solenoids
All related sensors and switches
All interconnecting wires, connectors and terminals
The Automatic Shutdown Relay (ASD)
The Power Control Module (PCM)

Powertrain Subsystems

A key to the diagnosis of the PCM and its subsystems is to determine which subsystems are on a vehicle. Examples of typical subsystems appear below:

Cranking & Charging System
Emission Control Systems
Engine Cooling System
Engine Air/Fuel Controls
Exhaust System
Ignition System
Speed Control System
Transaxle Controls

Preliminary Diagnostics

Changes In Diagnostic Routines

In some cases, a new Engine Control system may be similar to an earlier system, but it can have more indepth control of vehicle emissions, input and output devices and it may include a diagnostic "monitor" embedded in the engine controller designed to run a thorough set of emission control system tests.

OBD II System Diagnostics

The diagnostic approach used in OBD II systems is more complex than that of the one for OBD I systems. This complexity will effect how you approach diagnosing the vehicle. On an OBD II system, the onboard diagnostics will identify sensor faults (i.e., open, shorted or grounded circuits) as well as those that lose calibration. Another new test that arrived with OBD II is the rationality test (a test that checks whether the value for one input makes rational sense when compared against other sensor input values). The changes plus the use of OBD II Monitors have dramatically changed OBD II diagnostics.

The use of a repeatable test routine can help you quickly get to the root cause of a customer complaint, save diagnostic time and result in a higher percentage of properly repaired vehicles. You can use this Diagnostic Flow Chart to keep on track as you diagnose an Engine Control problem or a base engine fault on vehicles with OBD II.

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Flow Chart Steps

Here are some of the steps included in the Diagnostic Routine:

Review the repair order and verify the customer complaint as described
Perform a Visual Inspection of underhood or engine related items
If the engine will not start, refer to No Start Tests
If codes are set, refer to the trouble code list, select a code and use the repair chart
If no codes are set, and a symptom is present, refer to the Symptom List
Check for any related technical service bulletins (for both Code and No Code Faults)
If the problem is intermittent in nature, refer to the special Intermittent Tests

Common Terminology

OBD II introduces common terms, connectors, diagnostic language and new emissions-related monitoring procedures. The most important benefit of OBD II is that all vehicles will have a common data output system with a common connector. This allows equipment Scan Tool manufacturers to read data from every vehicle and pull codes with common names and similar descriptions of fault conditions. In the future, emissions testing will require the use of an OBD II certifiable Scan Tool.

Evolution Of DaimlerChrysler Computerized Engine Controls

The evolution of Computerized Engine Controls on DaimlerChrysler vehicles equipped with fuel injection is highlighted in the Graphic below.

History Of OBD Systems

Starting in 1978, several vehicle manufacturers introduced a new type of control for several vehicle systems and computer control of engine management systems. These computer-controlled systems included programs to test for problems in the engine mechanical area, electrical fault identification and tests to help diagnose the computer control system. Early attempts at diagnosis involved expensive and specialized diagnostic testers that hooked up externally to the computer in series with the wiring connector and monitored the input/output operations of the computer.

By early 1980, vehicle manufacturers had designed systems in which the onboard computer incorporated programs to monitor selected components, and to store a trouble code in its memory that could be retrieved at a later time. These trouble codes identified failure conditions that could be used to refer a technician to diagnostic repair charts or test procedures to help pinpoint the problem area.

OBD II System Overview

The OBD II system was developed as a step toward compliance with California and Federal regulations that set standards for vehicle emission control monitoring for all automotive manufacturers. The primary goal of this system is to detect when the degradation or failure of a component or system will cause emissions to rise by 50%. Every manufacturer must meet OBD II standards by the 1996 model year. Some manufacturers began programs that were OBD II mandated as early as 1992, but most manufacturers began an OBD II phase-in period starting in 1994.

The changes to On-Board Diagnostics influenced by this new program include:

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Common Diagnostic Connector
Expanded Malfunction Indicator Light Operation
Common Trouble Code and Diagnostic Language
Common Diagnostic Procedures
New Emissions-Related Procedures, Logic and Sensors
Expanded Emissions-Related Monitoring

OBD System Diagnostics

One of the most important things to understand about the automotive repair industry is the fact that you have to continually learn new systems and new diagnostic routines (the test procedures designed to isolate a problem on a vehicle system). For OBD I and II systems, a diagnostic routine can be defined as a procedure (a series of steps) that you follow to find the cause of a problem, make a repair and then verify the problem is fixed.

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Starting The Diagnostic Process

Road Test Verification - Code Faults

Prior to proceeding with Road Test Verification for an OBD II system related trouble code, you should perform a complete visual inspection (as above).

Road Test Verification - No Code Faults

Prior to proceeding with Road Test Verification for Non-OBD II codes, inspect the vehicle to ensure that all engine components are properly connected. Reassemble and connect all components as needed.

If the Road Test Verification procedure is for a No Code Fault, refer to the OBD II Drive Cycle article in this section.

For trouble codes that are not OBD II related, continue with this Road Test Verification step. For previously read codes that have not been repaired, refer to the correct code repair test and perform the repair test steps.

For No Code Faults

To locate the cause of a No Code Fault or a Driveability Symptom, do the following test steps:

  1. Check to see if the initial symptom is still present.
  3. f the initial symptom or another symptom is present, the repair is not completed.
  5. Check all pertinent technical service bulletins for corrective actions that fit the symptom. Then refer to the DaimlerChrysler No Code Test menu in other repair manuals or electronic media for a list of tests to run on non-monitored devices and their related circuits (i.e., secondary ignition, engine timing, etc.).

PCM Has Not Been Changed

If the PCM has not been changed, do the following steps:

  1. Connect a scan tool, read, record and erase all codes.
  3. Use the scan tool to reset all values in the adaptive memory.

Road Test Verification For A/C Relay Non-OBD II Codes

Drive the vehicle for at least 5 minutes with the A/C on.

  1. During the drive cycle, go at least 40 mph and at some point, stop the vehicle and turn off the engine for 10 seconds or more.
  3. Then, restart the engine and drive the vehicle while shifting through all gears.
  5. Return to the service bay and verify that no codes are stored.

Road Test Verification For Charging System Non-OBD II Codes

If the PCM has been changed, and the vehicle is equipped with factory theft alarm, perform the following:

  1. Start the vehicle 20 times to activate the alarm.
  3. Connect the scan tool, read, record and erase all trouble codes.
  5. Start the engine, then raise and hold the engine speed at 2000 rpm for 30 seconds.
  7. Return to idle speed, turn the engine off, then turn the key on and read the Charging System trouble codes.

Visual Inspection

Verify that all engine components have been reconnected and installed properly. If this has not been done, reassemble or reconnect all components as needed. Check the oil level and coolant level. If this Road Test Verification procedure is for an OBD II System code, refer to OBD II DRIVE CYCLE in this section as needed. For previously read codes that have not been repaired, refer to the correct code repair chart and perform the repair test steps before continuing.

System Control Modules

Before attempting diagnosis of the Electronic Engine Control system, familiarize yourself with the basics of how the system is designed to operate. It consists of a central processing unit: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) and/or the Body Control Module (BCM). These units are the heart of the electronic control systems on the vehicle. In some cases, these units are integral with one another, and on some applications, they are separate. As you get deeper into actual diagnostic testing, you will find out which units are used on the vehicle you are testing.

The PCM is a digital computer that contains a microprocessor. The PCM receives input signals from various sensors and switches that are referred to as PCM inputs. Based on these inputs, the PCM adjusts various engine and vehicle operations through devices that are referred to as PCM outputs. Examples of the input and output devices are shown in the graphic below.

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System Software

The software includes all the programs that make up strategies that the PCM uses for Engine Control outputs based on related inputs. Generally, these are the strategies used to control engine operation, the electronic transmission, engine idle speed, fuel control and Fail Safe circuitry (Limp-In) should any major failures occur inside the PCM.

Task Manager

In order to perform the new strategies and emission control device tests that are part of the OBD II system, the PCM was changed to include a unique piece of software referred to as the Task Manager. Many diagnostic steps and tests required by OBD II must be performed under specific operating conditions (called enable criteria).

The software in the Task Manager organizes and prioritizes the OBD II diagnostics. The job of the Task Manager is to determine if conditions are appropriate for tests to be run, to monitor the parameters for a trip (for each test), and to record the results of each test.

The list below contains some of the tasks performed by the Task Manager:

Sequence all OBD II Monitor tests
Monitor the Trip and Readiness Indicators
Control the operation of the MIL
Trouble Code Identification
Freeze Frame Data Storage
Display the Similar Conditions Window

Where To Begin

Diagnosis of engine performance or drivability problems on a vehicle with an onboard computer requires that you have a logical plan on how to approach the problem. The Six Step Test Procedure is designed to provide a uniform approach to repair any problems that occur in one or more of the vehicle subsystems. The diagnostic flow built into this test procedure has been field-tested for several years at dealerships - it is the starting point when a repair is required!

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It should be noted that a commonly overlooked part of the Problem Resolution step is to check for any related Technical Service Bulletins.

Six-Step Test Procedure

The steps outlined on this page were defined to help you determine how to perform a proper diagnosis. Refer to the flow chart that outlines the Six Step Test Procedure on the previous page as needed. The recommended steps include:

Accessing Components & Circuits

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Every vehicle and every diagnostic situation is different. It is a good idea to first determine the best diagnostic path to follow using flow charts, wiring diagrams, TSBs, etc. Part of choosing steps is to determine how time-consuming and effective each step will be. It may be easy to access a component or circuit in one vehicle, but difficult in another. Many circuits are integrated into a large harness and are difficult to test. Many components are inaccessible without disassembly of unrelated systems.

In the graphic, you will note that the protective covers have been removed from the PCM connectors, and any circuit can be easily identified and back probed. In other cases, PCM access is difficult, and it may be easier to access circuits at the component side of the harness.

Another important point to remember is that any circuit or component controlled by a relay or fused circuit can be monitored from the appropriate fuse box.

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There is generally more than one of each type of relay or fuse. Therefore, swapping a suspect relay from another system may be more efficient than testing the relay itself. Relays and fuses may also be removed and replaced with fused jumper wires for testing circuits. Jumper wires can also provide a loop for inductive amperage tests.

Choosing the easiest way has its limitations, however. Remember that an appropriate signal on a PCM controlled circuit at an actuator means that the signal at the PCM is also good. However, a sensor signal at the sensor does not necessarily mean that the PCM is receiving the same signal. Think about the direction flow through a circuit, and not just what signal is appropriate, to save time without making costly assumptions.

Base Engine Tests

To determine that an engine is mechanically sound, certain tests need to be performed to verify that the correct A/F mixture enters the engine, is compressed, ignited, burnt, and then discharged out of the exhaust system. These tests can be used to help determine the mechanical condition of the engine.

To diagnose an engine-related complaint, compare the results of the Compression, Cylinder Balance, Engine Cylinder Leakage (not included) and Engine Vacuum Tests.

Engine Compression Test

The Engine Compression Test is used to determine if each cylinder is contributing its equal share of power. The compression readings of all the cylinders are recorded and then compared to each other and to the manufacturer's specification (if available).

Cylinders that have low compression readings have lost their ability to seal. It this type of problem exists, the location of the compression leak must be identified. The leak can be in any of these areas: piston, head gasket, spark plugs, and exhaust or intake valves.

The results of this test can be used to determine the overall condition of the engine and to identify any problem cylinders as well as the most likely cause of the problem.

Prior to starting this procedure, set the parking brake, place the gear selector in P/N and block the drive wheels for safety. The battery must be fully charged.

Compression Test Procedure
  1. Allow the engine to run until it is fully warmed up.
  3. Remove the spark plugs and disable the Ignition system and the Fuel system for safety. Disconnecting the CKP sensor harness connector will disable both fuel and ignition (except on NGC vehicles).
  5. Carefully block the throttle to the wide-open position.
  7. Insert the compression gauge into the cylinder and tighten it firmly by hand.
  9. Use a remote starter switch or ignition key and crank the engine for 3-5 complete engine cycles. If the test is interrupted for any reason, release the gauge pressure and retest. Repeat this test procedure on all cylinders and record the readings.

The lowest cylinder compression reading should not be less than 70% of the highest cylinder compression reading and no cylinder should read less than 100 psi.

Evaluating The Test Results

To determine why an individual cylinder has a low compression reading, insert a small amount of engine oil (3 squirts) into the suspect cylinder. Reinstall the compression gauge and retest the cylinder and record the reading. Review the explanations below.

Reading is higher - If the reading is higher at this point, oil inserted into the cylinder helped to seal the piston rings against the cylinder walls. Look for worn piston rings.

Reading did not change - If the reading didn't change, the most likely cause of the low cylinder compression reading is the head gasket or valves.

Low readings on companion cylinders - If low compression readings were recorded from cylinders located next to each other, the most likely cause is a blown head gasket.

Readings are higher than normal - If the compression readings are higher than normal, excessive carbon may have collected on the pistons and in the exhaust areas. One way to remove the carbon is with an approved brand of Top Engine Cleaner.

Always clean spark plug threads and seat with a spark plug thread chaser and seat cleaning tool prior to reinstallation. Use anti-seize compound on aluminum heads.

Engine Vacuum Tests

An engine vacuum test can be used to determine if each cylinder is contributing an equal share of power. Engine vacuum, defined as any pressure lower than atmospheric pressure, is produced in each cylinder during the intake stroke. If each cylinder produces an equal amount of vacuum, the measured vacuum in the intake manifold will be even during engine cranking, at idle speed, and at off-idle speeds.

Engine vacuum is measured with a vacuum gauge calibrated to show the difference between engine vacuum (the lack of pressure in the intake manifold) and atmospheric pressure. Vacuum gauge measurements are usually shown in inches of Mercury (in. Hg).

In the tests described in this article, connect the vacuum gauge to an intake manifold vacuum source at a point below the throttle plate on the throttle body.

Engine Cranking Vacuum Test Procedure

The Engine Cranking Vacuum Test can be used to verify that low engine vacuum is not the cause of a No Start, Hard Start, Starts and Dies or Rough Idle condition (symptom).

The vacuum gauge needle fluctuations that occur during engine cranking are indications of individual cylinder problems. If a cylinder produces less than normal engine vacuum, the needle will respond by fluctuating between a steady high reading (from normal cylinders) and a lower reading (from the faulty cylinder). If more than one cylinder has a low vacuum reading, the needle will fluctuate very rapidly.

  1. Prior to starting this test, set the parking brake, place the gearshift in P/N and block the drive wheels for safety. Then block the PCV valve and disable the idle air control device.
  3. Disable the fuel and/or ignition system to prevent the vehicle from starting during the test (while it is cranking).
  5. Close the throttle plate and connect a vacuum gauge to an intake manifold vacuum source. Crank the engine for three seconds (do this step at least twice).

The test results will vary due to engine design characteristics, the type of PCV valve and the position of the AIS or IAC motor and throttle plate. However, the engine vacuum should be steady between 1.0-4.0 in. Hg during normal cranking.

Engine Running Vacuum Test Procedure
  1. Allow the engine to run until fully warmed up. Connect a vacuum gauge to a clean intake manifold source. Connect a tachometer or Scan Tool to read engine speed.
  3. Start the engine and let the idle speed stabilize. Raise the engine speed rapidly to just over 2000 rpm. Repeat the test (3) times. Compare the idle and cruise readings.

Evaluating The Test Results

If the engine wear is even, the gauge should read over 16 in. Hg and be steady. Test results can vary due to engine design and the altitude above or below sea level.

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Ignition System Tests - Distributor

This section gives an overview of ignition tests (with examples) for a Distributor Ignition System.

Preliminary Inspection
  1. Perform these checks prior to connecting the Engine Analyzer:
  3. Check the battery condition (verify that it can sustain a cranking voltage of 9.6v).
  5. Inspect the ignition coil for signs of damage or carbon tracking at the coil tower.
  7. Remove the coil wire and check for signs of corrosion on the wire or tower.
  9. Test the coil wire resistance with a DVOM (it should be less than 7 k/ohm per foot).
  11. Connect a low output spark tester to the coil wire and engine ground. Verify that the ignition coil can sustain adequate spark output while cranking for 3-6 seconds.
  13. Connect the Engine Analyzer to the Ignition System, and choose Parade display. Run the engine at 2000 RPM, and note the display patterns, looking for any abnormalities.

Ignition System Tests - Distributorless

Perform the following checks prior to connecting the Engine Analyzer:

  1. Check the battery condition (verify that it can sustain a cranking voltage of 9.6v).
  3. Inspect the ignition coils for signs of damage or carbon tracking at the coil towers.
  5. Remove the secondary ignition wires and check for signs of corrosion.
  7. Test the plug wire resistance with a DVOM (specification varies from 15-30 k/ohm).
  9. Connect a low output spark tester to a plug wire and to engine ground. Verify that the ignition coil can sustain adequate spark output for 3-6 seconds.

Secondary Ignition System Scope Patterns (V6 Engine)
  1. Connect the Engine Analyzer to the ignition system.
  3. Turn the scope selector to view the -Parade Display- of the ignition secondary.
  5. Start the engine in Park or Neutral and slowly increase the engine speed from idle to 2000 rpm.
  7. Compare actual display to the examples below.

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PCM Reset

It is a good idea, prior to tracing any faults, to clear the DTCs, attempt to replicate the condition and see if the same DTC resets. Also, once any repairs are made, it will be necessary to clear the DTC(s) PCM Reset to ensure the repair has totally resolved the problem. For procedures on PCM Reset, see the DIAGNOSTIC TROUBLE CODES section.

Problem Resolution & Repair

Once the problem component or circuit has been properly identified and verified using published diagnostic procedures, make any needed repairs or replacement to restore the vehicle to proper working order. If the condition has set a DTC, follow the designated repair chart to make an effective repair. If there is not a DTC set, but you can determine specific symptoms that are evident during the failure, select the symptom from the symptom tables and follow the diagnostic paths or suggestions to complete the repair or refer to the applicable component or system in service information.

Repair Verification

Once a repair is completed, the next step is to verify the vehicle operates properly and that the original symptom was corrected. Verification Tests, related to specific DTC diagnostic steps, can be used to verify a repair.

Symptom Diagnosis

To verify the customer complaint, the technician should understand the normal operation of the system. Conduct a thorough visual and operational inspection, review the service history, detect unusual sounds or odors, and gather diagnostic trouble code (DTC) information resources to achieve an effective repair.

This check should include videos, newsletters, and any other information in the form of TSBs or Dealer Service Bulletins. Analyze the complaint and then use the recommended Six Step Test Procedure. Utilize the wiring diagrams and theory of operation articles. Combine your own knowledge with efficient use of the available service information.

Verify the cause of any related symptoms that may or may not be supported by one or more trouble codes. There are various checks that can be performed to Engine Controls that will help verify the cause of a related symptom. This step helps to lead you in an organized diagnostic approach.

To determine whether vehicle problems are identified by a set Diagnostic Trouble Code, you will first have to connect a proper scan tool to the Data Link Connector and retrieve any set codes. See DIAGNOSTIC TROUBLE CODES section for information on retrieving and reading codes.

If no codes are set, the problem must be diagnosed using only vehicle operating symptoms. A complete set of No Code symptoms is found in the SYMPTOM DIAGNOSIS (NO CODES) section.

Do NOT attempt to diagnose driveability symptoms without having a logical plan to use to determine which engine control system is the cause of the symptom - this plan should include a way to determine which systems do NOT have a problem! Remember, there are 2 kinds of NO CODE conditions:

Symptom diagnosis, in which a continuous problem exists, but no DTC is set as a result. Therefore, only the operating symptoms of the vehicle can be used to pinpoint the root cause of the problem.
Intermittent problem diagnosis, in which the problem does not occur all the time and does not set any DTCs.

Both of these NO CODE conditions are covered in the SYMPTOM DIAGNOSIS (NO CODES) section.

Symptom Or Trouble Code Tests

If the vehicle does not set a DTC and has only intermittent operating failures or concerns, to resolve an intermittent fault, perform the following steps:

Observe trouble codes, DTC modes and freeze frame data.
Evaluate the symptoms and conditions described by the customer.
Use a check sheet to identify the circuit or electrical system component.
Many Aftermarket Scan Tools and Lab Scopes have data capturing features.