® TM ENGINE DIAGNOSTIC CENTER 54 FEATURES ............................... Introduction Printer Clock/Calendar Program Cartridges Stand FUEL SYSTEM / GAS ANALYSIS ....................... Fuel Injectors O2 Sensor Emissions Printed Reports CONNECTIONS ....................... Leads Emissions Hoses Road Test GAS THEORY .......................... Sampling Combustion Theory AFR, Lambda, Catalysts Understanding Results DIAGNOSTIC CENTER OPERATION .............................
Introduction........................... 1-2 Printer ................................... 1-3 Clock/Calendar ..................... 1-4 Program Cartridges ............... 1-4 Stand ....................................
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INTRODUCTION The Ferret 54 Engine Diagnostic Center is a professional grade tool for diagnosing automotive ignition, fuel injection, electrical, and emissions systems. Programmed sensor tests, including O2 and TPS, augment a meter function capable of reading a variety of AC, DC, and frequency sensor outputs. A multi-clip capacitive KV harness allows quick connection to DIS engines. Cylinder order and polarity are automatically detected for fast, foolproof hookups.
INTRODUCTION The Ferret 54 Engine Diagnostic Center is a professional grade tool for diagnosing automotive ignition, fuel injection, electrical, and emissions systems. Programmed sensor tests, including O2 and TPS, augment a meter function capable of reading a variety of AC, DC, and frequency sensor outputs. A multi-clip capacitive KV harness allows quick connection to DIS engines. Cylinder order and polarity are automatically detected for fast, foolproof hookups.
PRINTER INSTALLING PAPER The Diagnostic Center employs a 40 column thermal dot matrix printer. Reports and individual screens may be printed, and results are formatted to provide easy reference when comparing before and after conditions. The outside surface of the paper is covered with a heat sensitive coating. The paper must be fed so that the coated outside surface is fed upward, facing the back of the compartment. Press the release buttons on each side of the compartment to remove the empty core.
PROGRAM CARTRIDGES Contained within the printer compartment are the System Program Cartridge and slots for additional Program Cartridges. Programs needed to communicate with other devices require use of these slots which also allow for future software applications. The System Program Cartridge must be installed in the lowermost slot for the unit to operate. Each Cartridge has its own menus and HELP messages. Refer to literature provided with the cartridge for more information.
STAND The Diagnostic Center's Control Module may be hung on the stand at any of four positions on the top and front of the columns. When fully closed, the drawer has a gripping mechanism that reduces the chance of opening while the stand is being moved. Ample room is given for operators manual and supplies such as printer paper, replacement filters and leak test cap. An adjustable boom is provided for lead management.
Gas Detector (Optional) Drain holes are provided on both sides of the back storage compartment. A strap holds the drain and exhaust hoses in place. The calibration gas bottle can be mounted with the valve on either side. The regulator and valve should be to the front for ease of use.
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CONNECTIONS CONNECTIO Leads.................................... 2-1 Emissions Hoses ................... 2-6 Road Test .............................
LEADS ˚ C/˚ F PROBE KV CLIPS PRIMARY AMPS REMOTE "NEXT" MAGNETIC TIMING STROBE TIMING VACUUM PRESSURE AMP PROBE CYLINDER # 1 GRN/WHT BLUE WHITE RED/WHT RED/YLW RED/GRN YELLOW GREEN RED COIL (-) 12 VOLT BATTERY GAS DETECTOR FERRET NETWORK ONLY AUXILIARY LEAD Two eight foot extension harnesses plug into labeled ports on the back of the Control Module and are routed along the boom. Test leads plug into color-coded connectors on the harnesses.
KV PICKUP PLATES Pickup plates are provided for GM, Toyota, and Nippondenso systems that have the coil located within the distributor. To read KVs, clip the appropriate pickup plate to the distributor housing, attach a Sparkwire KV Clip to the bar or post on the pickup plate, and plug it into the Cylinder #1 position of the KV Harness. SPARKWIRE KV CLIPS The capacitive sparkwire clips sense ignition secondary voltage. Connect the center clip to the Cylinder #1 spark plug wire.
PRIMARY AMPS PICKUP - DIS Put the black Primary Amps Pickup around the wire that provides 12V power (B+) to the ignition module and all coils. You may hookup around the wire anywhere in the wiring harness, but be sure the pickup is around the wire that carries only the ignition pulses, and not the fuel injector pulses. The pickup label must face toward the battery plus end of the wire (away from the coil). See the chart on page 4-4 for typical wire colors.
˚ C/˚ F PROBE KV CLIPS PRIMARY AMPS REMOTE "NEXT" MAGNETIC TIMING STROBE TIMING VACUUM PRESSURE AMP PROBE CYLINDER # 1 GRN/WHT BLUE WHITE RED/WHT RED/YLW RED/GRN YELLOW GREEN RED STROBE TIMING The Timing Light will flash when a spark signal and power from the Diagnostic Center leads are present and the Strobe Timing test is selected. Flash delay is adjusted with the fingertip control buttons on the handle.
TEMPERATURE PROBE (°C/°F) Plug the temperature probe and extension lead into the labeled port on the back of the Control Module. Set the length-limiting stop to match the length of the dipstick when measuring oil temperature. This prevents inadvertently placing the probe tip in the path of moving engine parts. AUXILIARY METER LEAD The Auxiliary Meter Lead is used to read the output of a variety of sensors.
EMISSION HOSES AND ROAD TEST KIT SAMPLE HOSE A flexible metal probe tip, a spring handle and a reinforced polyurethane hose combine to make up the Sample Hose Assembly. This assembly is responsible for getting an accurate sample from the exhaust stream. It should be placed into the tailpipe as far as the handle will allow. This assures that the sample is taken from the actual exhaust stream, with no outside air diluting the sample. For reliable readings, the hose assembly should be properly cared for.
DRAIN HOSE CALIBRATION GAS HOSE The drain hose channels water vapor, that has been removed from the exhaust gas, out of the Gas Detector system. There are holes in the floor of the stand to allow the hose to be routed out the bottom. For road testing, a vented bottle is used to collect the water. The vent is routed outside the vehicle to prevent build up of exhaust gases that are present in the drain output. During calibration, the calibration gas is fed into the CAL GAS port.
ROAD TEST Unplug and remove the Control Module and Gas Detector from the stand (leaving the exhaust and drain hoses with the stand), and place them in the vehicle as shown below. Connect the Gas Detector cable between the Gas Detector and the Control Module. Route the power and RPM leads from underhood through a window. Secure the Sample Hose Assembly to the vehicle with chain and route the sample hose to the Gas Detector. Make sure the Sample Hose is kept clear of wheels and potential road obstacles.
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Control Keys .......................... 3-2 Setup .................................... 3-3 OPE GNOSTIC CENTER OPERATION DIAGNOSTIC Test Keys / Menus .................
CONTROL MODULE IGNITION MENU: Primary, Secondary, and Hard Start tests are reached with this key. Timing can be measured with the Digital Advance Stroboscope or with the Magnetic Detector Kit. TEST KEYS / MENUS POWER MENU: Measure relative cylinder compression with the Electronic Compression test. The Power Contribution test measures relative cylinder power without spark suppression. The Power Balance test offers automatic or manual suppression.
HELP: Help screens are related to the test or procedure you are doing and are available in most circumstances. Test screens have specific Helps to explain the readings and how the test works. Menus have Help to explain the choices. Press Help until the orignal screen has been restored. CONTROL KEYS MESSAGE ✻ The MESSAGE key is active when the flashing message symbol '✻' is on the screen. Messages may span several screens.
SETUP The setup menus provide an easy way for you to tell the Diagnostic Center about the engine being tested and to set preferences. Menus will change according to choices already made. For example, if a 5-cylinder engine is selected, DIS Double End will not appear as an available ignition type. Available tests will also depend on the engine described during Engine Setup. Use SELECT to move the cursor to your selection. Pressing NEXT will enter the selection and move to the next menu.
Diagnostic Center Setup The Diagnostic Center Setup provides the Diagnostic Center with information it needs to properly display and print information Setup Default This option allows the most frequently used engine setup to be saved in permanent memory. The saved setup will be loaded whenever power is applied to the Diagnostic Center. LCD Contrast Choose from four levels of display contrast for best viewing. Contrast choice may vary with lighting and temperature.
CUSTOM PRINTOUT HEADER This function provides a way to place a four line header on printed reports. A business address or a message may be placed in the header. Control Characters MAKING A CUSTOM HEADER Select the CUSTOM HEADER function in the Diagnostic Center Setup menu. Up to four lines of header information can be entered. The header is created in the top two lines of the screen. The bottom two lines contain the characters that may be used in the header and the control characters.
Power .............................. 4-13 Electrical .......................... 4-19 Sensors............................ 4-22 Reports - AutoTest ............ 4-25 TEST ENGINE TESTING Ignition ............................
IGNITION IGNITION PRIMARY — DIS The Ignition Primary test measures the input power and response of the coil. Doing this test first will verify the connections as well as the condition of the coil primary. If the coil primary circuit is bad, data in secondary and other ignition tests may not give results. If there are no readings, or they are obviously wrong, check to see that the label on the pickup faces toward the battery feed (away from the coil).
PRIMARY AMPS BUILD mSec COIL PEAK AMPS PRIMARY VOLTS IGNITION TIMING CYCLE SPARK BURN TIME DWELL SECTION BUILD (DWELL) SPARK LINE 0v AMPS HOLD BATTERY VOLTAGE Ignition Coil Primary Current and Voltage INDIVIDUAL COIL READINGS Press SELECT to see individual coil readings. There are three screens. The numerical screen shows Peak Amps, Build and Drive milliSeconds per coil. In this eight cylinder example, the first coil is the one that fires the plugs in cylinders one and six (1-6).
BUILD MILLISECONDS These readings are useful for checking current-regulating ignitions that take a fixed time to build coil current. Typical build time is 3 to 4 mSec. This time is nearly constant up to about 3000 RPM, and then begins to shorten as RPM increases. If battery voltage is low, build times will lengthen.
IGNITION PRIMARY TROUBLESHOOTING Peak Amps Build mSec. No Coils with Amps All Coils Low Amps --- Power or Ground Connection, Crank Signal is Missing, Or Module is Bad --- Long or Intermittent Build Time Bad Power or Ground Connection One Coil Build Time is Long High Resistance in Coil Primary Circuit One Coil has Low or No Amps Amps are Normal Likely Problem Bad Driver Module or High Resistance in Coil Primary Circuit --- One Coil Build Time is Short.
IGNITION PRIMARY — Distributor Press IGNITION, SELECT Primary and press NEXT. If a Distributor Ignition was selected during Engine Setup, this screen will appear. 839 RPM Ign Energy Dwell Dwell Var 190û 38 2.9mS~ 2.0ß Battery 14.25V Driver 0.9V Oscillations 2 Timing Var 2.3ß IGNITION ENERGY Ignition energy is proportional to the primary energizing current and the quality of the ignition coil inductance.
Timing Variation Variations in timing are associated with fluctuations in engine speed. This is the difference in engine shaft degrees of the longest and the shortest times between ignition firings. On pre-computer engines, variation meant looseness in the mechanical drive from the crankshaft to the points cam. This is still generally true for distributor located ignition sensors, but sometimes timing is intentionally varied by engine computers.
IGNITION SECONDARY — DIS Press IGNITION, SELECT Secondary and press NEXT. The Diagnostic center will analyze the ignition and determine the polarity of each of the KV clips. When complete, a screen will advise that the throttle should be opened abruptly. This sets the minimum and maximum readings. This screen will appear, showing the average readings for all coils: ~ IGNITION SECONDARY 839 RPM 190û Battery 14.25 Volt Burn (Avg) 1.
FIRING KV — Live and Maximum Firing KV is the voltage that is required to start ionizing the air/fuel mix in the spark plug gap. For the ignition to always work, the KV available from the coil must be more than the highest KV requirement. Causes of high KV can be a wide or worn plug gap, a broken sparkwire conductor, or a lean fuel mixture. Unusually low KV can be from a fouled plug gap, secondary insulation failure, or low compression.
The burn time numerical screen shows minimum, maximum, and live spark burn durations for each cylinder in numerical format: mS Max. 1.6 1.5 1.6 1.4 1.7 1.5 1.6 1.7 Live 1.1 1.2 1.1 1.3 1.1 1.3 1.2 1.4 ~ Min. 1.0 1.0 0.9 1.1 0.9 1.0 1.0 1.1 CYL 1 2 3 4 5 6 7 8 The KV bar graph screen shows live KiloVolt readings for each cylinder. The bottom of the left bar represents the minimum kilovolts and the top is the maximum.
IGNITION SECONDARY — Distributor Press IGNITION, SELECT Secondary and press NEXT. If a Distributor ignition was selected during Engine Setup, this screen appears: ~ IGNITION SECONDARY 839 RPM 190û Battery 14.25 Volt Burn (Avg) 1.3 mS Max (Avg) 21 KV Ign Energy 38 Live (Avg) 9 KV INDIVIDUAL CYLINDER READINGS Four additional screens are available by pressing SELECT. They are the same as described in SECONDARY — DIS, except that the KV per cylinder screens do not show Exhaust KV.
HARD START — Distributor Press IGNITION, SELECT Hard Start and press NEXT. Use this test to find the problem area on a no-start engine. If a Distributor ignition was selected during Engine Setup, this screen will appear: 256 142 38 2.4 RPM 80û Amp(ZeroÛ) IgEgy Dwell mS ~ Battery Aux~NEG Aux~POS AC P-P 10.95 10.95 00.00 00.0 Volt Volt Volt Volt The ignition signal for this test comes from the Coil Primary Clip connected to the Coil (-), TACH terminal of the coil.
HARD START — Diesel Press IGNITION, SELECT Hard Start and press NEXT. Use this test to find the problem area on a no-start engine. If Diesel was selected during Engine Setup, this screen will appear: 225 RPM 80û 193 Amp(ZeroÛ) ~ Wheel Dents: 1 Battery Aux~NEG Aux~POS AC P-P 10.85 10.85 00.00 00.0 Volt Volt Volt Volt Wheel Dents is a setup for using a magnetic probe on an engine crankshaft wheel. "Dents" are the number of notches or pins sensed by the probe in one crankshaft revolution.
POWER ELECTRONIC COMPRESSION — DIS or Distributor Press POWER, SELECT Electronic Compression, and press NEXT. A screen may prompt you to zero the amp probe. Follow the on-screen instructions. Electronic Compression is not available when Engine Setup "Ignition" is set to Diesel. Test Preparation If a DIS ignition was selected during Engine Setup, the Diagnostic Center will prompt you to disable the fuel supply to prevent the engine from starting during cranking.
On a DIS engine, or if you were prompted to disable fuel on a distributor engine, a message will appear reminding you to restore the fuel supply. Then the results of the test will appear: ~ Cyl % Max % Low ELECTRONIC COMPRESSION 1 3 7 2 6 5 97 98 98 100 96 92 3 2 2 0 4 8 4 98 2 8 99 1 The % Max row shows the amount of cranking draw required to pull each cylinder through compression, as a percent of the largest cylinder’s draw.
POWER CONTRIBUTION — DIS and Distributor Press POWER, SELECT Power Contribution, and press NEXT. This test measures each cylinder’s contribution to the power output of the engine, without using spark suppression. Power Contribution is not available when Engine Setup "Ignition" is set to Diesel. To run this test on distributor engines, the black Primary Amps probe must be placed around the wire supplying 12 volt power to the ignition coil(s) with the label facing toward the battery feed.
The graph suggests how cylinder power differences affect the RPM during an engine cycle. Power Reading 3 -10 8 -1 RPM Cylinder Sequence 1 2 3 4 POWER DIFFERENCE WAVEFORM A low power cylinder will show a negative power difference reading. Smooth running engines have power difference readings less than 5. Dead cylinders usually read more than -15.
POWER BALANCE - Automatic and Manual - Distributor Press POWER, SELECT Power Balance Automatic or Power Balance Manual, and press NEXT. Power Balance is not available when Engine Setup "Ignition" is set to DIS or Diesel. Start 1150 RPM %Drop 10 11 Cyl # 1 3 10 7 Killing 9 10 2 6 End 1030 RPM 3 10 5 4 [8] On distributor engines, power balance, or each cylinder’s power contribution relative to the others, can be seen by turning off the spark plugs one at a time and measuring the drop in RPM.
After the test, carefully restore the disengaged parts. Service codes may be set during the test, but they will usually clear automatically after 50 to 100 starts. Operating the engine above the controlled idle RPM will minimize the effects of idle compensators and put the engine at a smoother operating point. RPMs of 1000 to 2500 are suitable for the test. Listen to the sound of the engine as suppression is applied. A large initial RPM drop is a good indicator of a strong cylinder.
On a distributor engine, with the Coil Primary Clip connected, the Diagnostic Center will suppress the ignition during cranking. If, for some reason the Diagnostic Center has difficulty suppressing a particular ignition, the disable fuel prompt will appear. ELECTRICAL STARTING / CHARGING HISTORY Press ELECTRICAL, SELECT Starting/ Charging History, and press NEXT. Begin cranking when prompted. After 15 seconds, the Diagnostic Center will prompt you to stop cranking and turn the ignition key off.
Results are displayed on this screen: STARTING/CHARGING HISTORY Cranking 225 RPM Cranking 10.23 Volt Alternator 45 Amps Cranking 134 Amp Recovery 2 Sec. Battery 451 CCA STARTING / CHARGING HISTORY 14V 12V DISCHARGE 15 SECONDS RECOVERY CHARGING TIME MEASUREMENT VOLTS 10V CRANKING VOLTS OPERATOR ACTIVITY WAIT FOR BATTERY CRANK ENGINE RUN ENGINE CHARGING AMPS CHARGE DISCHARGE CRANKING AMPS VOLT AMP METER Press ELECTRICAL, SELECT Volt Amp Meter, and press NEXT.
AUXILIARY METER Press ELECTRICAL, SELECT Auxiliary Meter, and press NEXT. This general purpose meter is useful for measurement of a variety of voltages and sensor signals. Connect the Auxiliary Meter Lead to a voltage or sensor output. Readings are referenced to the negative vehicle battery terminal through the Diagnostic Center Battery Clip leads. The DC voltage range is 0 to ±20 volts, with 0.01 volt resolution, and a 10 megohm input impedance. AC signals up to 50 volts peak-to-peak can be measured.
SENSORS The Auxiliary Meter Lead is used for all of these tests, except the Vacuum/Pressure tests. THROTTLE POSITION SENSOR (TPS) Press SENSORS, SELECT TPS Test, and press NEXT. This is a computer aided test to check for skips (glitches) in a position sensor signal sweep. When a position sensor on a throttle or air flow vane is moved from the rest position to the top, the output voltage should move just like the position shaft.
O2 SENSOR TEST Press SENSORS, SELECT O2 Sensor Test, and press NEXT. This test is also available on the FUEL SYSTEM-GAS ANALYSIS key. For a more detailed description of the O2 sensor test and sensor types, see the Emissions section of this manual. Connect at the sensor harness plug or ECM. Do not penetrate wire insulation where moisture could cause corrosion or electrical leakage to ground. Voltage from the vehicle O2 sensor is monitored for crossings per second through the stoichiometric point (0.
SOLENOID DUTY CYCLE Use Solenoid Duty Cycle to measure mixture controlled carburetors, or frequency output sensors such as some pressure and air flow sensors. Also use this test to check Hall-effect switches. SOLENOID DUTY CYCLE 52% ~ Frequency 10 Hz 50 %£££££££££££££££££££££ 839 RPM Battery 28 to 31 100 % 14.10 Volt The term “Duty Cycle” means the portion of time that the signal is switched to ground, which is when power is applied to solenoids, etc.
REPORTS - AUTOTEST RUNNING AN AUTOTEST Press REPORTS-AUTOTEST, SELECT Run AutoTest, press NEXT, and follow the on-screen instructions. The AutoTest is one of the best and fastest ways to collect comprehensive engine performance data. The Diagnostic Center will customize the AutoTest based on the ignition type selected during Engine Setup, the signals received from the test leads, and on the choices you make during the test.
The Starting/Charging test is next. The Diagnostic Center will prompt you to zero the amp probe, and will display this screen: STARTING/CHARGING HISTORY Switch off all accessories. Set the brakes for safety. Best results if engine is warm. Û Press NEXT, and crank the engine for 15 seconds, or until prompted to stop. A progress timer appears in the lower right hand corner of the screen. STARTING/CHARGING HISTORY Crank engine 15 seconds 225 RPM Battery 10.
If the Magnetic TDC timing test is to be run, SELECT an offset and press NEXT. If the Strobe Light timing test is to be run, use the fingertip control buttons to align the mark with TDC and press the SAVE DATA button on the light or the NEXT key on the Diagnostic Center. The screen will prompt you to raise the RPM to 2500. Raise the RPM, align the mark, and SAVE DATA again. In the magnetic test, a reading will be taken automatically once the engine reaches 2500 RPM.
The Electronic Compression test is next. If the engine is DIS or if the Diagnostic Center is unable to suppress the ignition, a screen will advise that the fuel must be disabled to prevent the engine from starting during cranking. After a reminder to switch off accessories, this screen will appear: ~ 243 RPM 132 Amps ELECTRONIC COMPRESSION Crank Engine Battery 10.87 Volt Crank the engine, with the ignition on, for about 8 seconds. The Diagnostic Center will show when to stop cranking.
AUTOTEST - DISTRIBUTOR 4-29
AUTOTEST - DIS 4-30
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DINGS READ YPICAL RE TYPICAL Distributor ......................... 5-1 DIS ...................................
TYPICAL READINGS Most tests produce relative readings that can be reviewed for consistency among cylinders or coils, and judgements can be made as to whether a component is faulty. Absolute readings vary from engine to engine. The readings listed here are typical for many common engines, but should be compared to the manufacturer's specifications before extensive repair work is undertaken.
SENSORS FUEL INJ POWER BAL & CONT. STARTING / CHARGING HISTORY IGNITION SECONDARY DISTRIBUTOR ENGINES, Continued Note: Measurement Typical Readings Interpretation Firing KV 8 to 15 KV Checks plug gaps and wire condition. Burn Time, Live (Engine at Idle) 0.8 to 2.3 mSec Checks condition of secondary ignition system. Finds open or grounded spark plug wires. Burn Time, Minimum (Accelerate Engine) More than 0.
TYPICAL DIS READINGS The primary readings listed below are for your convenience, and are the result of our own Field Testing. Variations of ±10% should be considered normal. We strongly suggest you test some known good vehicles to get a feel for the readings. Refer to previous page for Starting/Charging and Power test readings, which are the same for DIS and Distributor engines. Company/Engine General Motors 2.0L - I4 2.2L - I4 2.3L - I4 (Quad 4) Other DIS 4 Cylinders 3.0L - V6 3.1L - V6 3.
O2 Sensor ........................ 6-3 Emissions.......................... 6-5 Printed Reports ................. 6-7 NALYSIS AN AS A GAS STEM – G SYSTEM FUEL SY Fuel Injectors ....................
FUEL INJECTORS Press FUEL SYSTEM - GAS ANALYSIS, SELECT Injector Drive, and press NEXT. A screen will appear, prompting you to put the black Primary Amps probe around the injector wire and to vary RPM to set minimum and maximum drive times. Press NEXT, and this screen will appear: FUEL INJECTOR - AMPS Battery 14.25 Volt 839 RPM 5.2 PkAmp Build 1.3 mS Min Pulse Width mS Max 1.6 2.4 7.5 Peak Amps (PkAmp) shows the peak current driving the injector. It is regulated by the driver.
Diagnosing Injector Electrical Problems If the branch build time is longer, or the peak current is lower, it is likely that one of the injectors in the branch is open circuit, there is high resistance in the circuit, or the driver is defective. Connect the pickup to each injector in the branch to determine if an injector is open. Connecting to an open injector will produce no build or peak current measurements. Sequential systems - Measure each injector, noting the build and peak current values.
O2 SENSOR TEST A less common sensor is made from titania. This material changes resistance in the presence of oxygen and affects the voltage of the oxygen sensor circuit in the opposite direction of a zirconia sensor. A menu option will allow you to designate the type of sensor used in the vehicle being tested. Sensors with a stoichiometric point other than 0.45 volts cannot be evaluated with this test. Press FUEL SYSTEM - GAS ANALYSIS, SELECT O2 Sensor Test, and press NEXT.
O2 TEST Voltage from the vehicle O2 sensor is monitored for crossings per second through the stoichiometric point (0.45v), indicating rich and lean conditions. Recent minimums and maximums are shown and used to generate a graph. The number of crossings per second indicate the activity level of the system. Carbureted engines normally show at least 3 crossings per second. Fuel Injected engines, which respond more quickly, may show 10 or more.
EMISSIONS The Gas Analyzer must be connected to use these tests. Refer to the GAS THEORY section of this manual for information on preconditioning the vehicle, sampling techniques, and interpretation of readings. Emissions is not available when Engine Setup "Ignition" is set to Diesel. When power is applied to the Diagnostic Center, a warm up of the Gas Analyzer is required. After warm up completes, the Gas Detector must be ZEROed.
Data Recorder Emissions or O2 readings can be recorded and played back at any time while viewing the Composite, Bar Graph, or O2 sensor screens. Press RECORD to begin. To stop or suspend recording, press PAUSE or RECORD. Press RECORD again to continue. Each time a recording is started a new section is created, making it easy to isolate separate events. The NEXT Key is used during Record or Playback to mark events.
PRINTED REPORTS Printed reports give a permanent record of the measurements that were recorded in the Emissions or O2 Sensor tests. Multiple copies may be printed, providing you and your customer with information about the tests that were performed. To stop printing, press a test key. ========== GAS ANALYSIS Section: 1 A.F.R. : Œ x 14.57 MM:SS 56:37 56:38 56Û40 56:41 56:42 HC 700 694 683 681 679 CO 0.98 1.06 1.39 1.55 1.64 DATA =========== Time: CO2 13.8 13.8 13.7 13.6 13.6 1:56:40 O2 1.1 1.0 1.
The Emissions Components .... 7-2 Testing Emissions .................. 7-3 Road Test ............................... 7-5 Combustion Theory ................ 7-7 Understanding Results .......... 7-10 THEO AS THEORY GAS Sampling ...............................
SAMPLING GENERAL INSTRUCTIONS Allow readings to stabilize. It takes a few seconds for a change in the exhaust to appear on the display. Before a change reaches the display, the sample must be pumped through the entire length of the Sample Hose Assembly, the filter system and into the detector chamber. Always warm up the engine before inserting the sample probe into the tail pipe. Cold engines give off large amounts of pollutants and vapor.
THE EMISSIONS COMPONENTS HYDROCARBONS (HC) Petroleum based products are made up of hydrocarbons (hydrogen and carbon). Any fuel that is not burned in the combustion chamber will be pumped into the exhaust, where it may be converted to water and carbon dioxide in the catalytic converter. Any remaining fuel will show up as HC at the tailpipe. Hydrocarbons are measured in parts per million (ppm). CARBON DIOXIDE (CO2) This is the only gas for which a high reading is desirable.
TESTING EMISSIONS Visual Inspection Preparing for tests Before undertaking diagnosis of any problem, always conduct a careful visual inspection of all hoses and wiring connections. About half of all complaints are caused by simple physical problems. Much time is wasted performing high-tech diagnostics, only to discover that the problem was the result of a poor or missing connection.
TESTS CANISTER PURGE SYSTEM PCV VALVE The vapor canister and purge system is designed to store fuel vapors from the fuel tank or carburetor in an activated charcoal filled canister for later burning by the engine. When the purge is active, a valve allows manifold vacuum from the engine to pull air through the canister and thereby draw out the stored vapors to be burned. The PCV valve routes blowby gases from the crankcase to the carburetor or intake manifold to be mixed with intake air.
INTAKE MANIFOLD LEAKS ROAD TEST When a manifold leak occurs, lean misfires or low manifold vacuum may be seen. To locate a leak, run the engine and observe the HC and CO levels. Spray a small amount of carburetor cleaning solvent at the potential leak points and observe the HC and CO readings. These will rise soon after solvent is applied to the leak. Work slowly over small areas to allow the engine and the Gas Detector's sampling system to respond to the solvent.
Gradual Acceleration Quick Acceleration 50 MPH Quick Deceleration 30 MPH Idle Full Throttle Time Sample Road Test Sequence IT IS HAZARDOUS TO DRIVE AND OPERATE THE CONTROL MODULE AT THE SAME TIME. ALWAYS USE AN ASSISTANT. OTHER TESTS Refer to manufacturers' service manuals and technical service bulletins for other special test procedures involving gas analyzers (such as procedures to check for leaky injectors).
COMBUSTION THEORY The content of an engine’s exhaust stream depends on the efficiency of the combustion process. Ideally, pure fuel (hydrogen and carbon) and oxygen would enter the combustion chamber in precisely the right amounts (called stoichiometry), and the mixture would be ignited at just the right moment so that all of the oxygen would combine with all of the fuel.
Stoichiometric Chart CO2 HC ppm 900 14% 800 CO 12% 700 10% 600 NOx ppm 500 3000 HC 8% O2, CO, CO2 % by Volume 6% NOX 400 300 2000 4% 200 1000 2% 100 O2 Air/Fuel Ratio 8:1 10:1 12:1 Lambda λ .54 .68 .82 7-8 14:1 1.00 16:1 18:1 1.09 1.
If the rate at which the system changes between rich and lean is too slow, the catalyst runs out of stored oxygen, leaving HC and CO not oxidized. If the rate is too fast, not enough time is allowed for oxygen to be stored, again leaving HC and CO unoxidized in the following rich cycle. In either case, HC and CO emissions will be higher than expected. If the system is running mostly rich, NOx will be lowered at the expense of higher HC and CO.
UNDERSTANDING RESULTS A gas detector measures the content of HC, CO, CO2, O2 and NOx in the exhaust stream. If the engine is running efficiently, the fuel and oxygen will have all combined, leaving little unused oxygen and negligible amounts of hydrocarbons. There should be almost no carbon monoxide and a lot of carbon dioxide.
High CO combined with Low O2 indicates there is a rich mixture. Possible causes are: • Problems in the air intake system • PCV problem • Improperly set mixture • Malfunction of vapor canister High HC combined with High NOx indicates a lean misfire. Oil being burned will also raise the temperature and cause NOx formation.
Purge ..................................... 8-1 Calibrate ................................ 8-2 Leak Test................................ 8-3 Sensor Replacement .............. 8-4 Filter Replacement ................. 8-5 Cleaning ................................ 8-7 NCE MAINTENANC Zero .......................................
MAINTENANCE PURGE The operations described below are found under Gas Detector Service in the Diagnostic Center section of the Setup menu. The purge process turns on the sample pump to draw air through the sampling system. The Sample probe should be placed where fresh air can be drawn in. At the end of the purge a message will be set if the gas values are not close to zero.
Following this, air is drawn through the sample system to determine the flow normally delivered during sampling. The sample hose should be placed where it can freely draw fresh air. No sharp bends or restrictions should be allowed to inhibit the flow of air. CALIBRATE To maintain the accuracy of the Gas Detector, periodic calibration with known concentrations of gas are required. Monthly calibration is recommended for general diagnostic use.
LEAK TEST Leaks in the sample system can allow the sample to be diluted and cause erroneous readings. The Leak Test provides a means of checking the sample system. The system is comprised of the Sample Hose Assembly, the water separator filter assembly, the drain filter and the internal pumps and hoses. Leaks can occur at any connection in the sample system. However, the most common locations are the Sample Hose Assembly and the filter assembly, if not properly sealed after replacement of the filters.
OXYGEN SENSOR REPLACEMENT NOx SENSOR REPLACEMENT Running the NEW NOx sensor function tells the system that the NOx sensor on the Gas Detector has been physically replaced. Run this only after the sensor has actually been replaced. KEEP THE O2 SENSOR SEALED IN THE PACKAGE UNTIL INSTALLATION. Running the NEW O2 sensor function tells the system that the O2 sensor on the Gas Detector has been physically replaced. Run this only after the sensor has actually been replaced.
HC-HANGUP Occasionally, residual hydrocarbons may linger in the system, causing an HC reading of over 20 ppm with the probe sampling ambient air. This is sometimes referred to as HC-Hangup. If this occurs, and multiple Purges fail to clear the problem, the source can be isolated by running the Purge function with the Sample Hose Assembly disconnected. If the Purge function passes, the Sample Hose may need cleaning (see Cleaning The Sample Hose). If the HC levels are still high, the filters may be saturated.
CAL & P.E.F. In case a state inspector needs to obtain the P.E.F. (propane equivalency factor), this selection is provided. Last Calibration Concentrations NOx CO CO2 P.E.F. = 0.482 at Prop 1996ppm 4.03% 11.9% 1204ppm MEASURE CAL GAS In the case of an inspector performing a calibration confirmation test, select this procedure to measure the content of the calibration gas applied to the calibration port. Measure for at least one minute to allow all readings to stabilize. Prop CO CO2 O2 1204ppm 4.03% 11.
CLEANING THE CENTER CLEANING THE SAMPLE HOSE The display window is made of cast acrylic and has a non-glare coating. Clean it with mild soap and water. If HC HANG-UP has been observed, or repeated PURGE tests have failed, it may be necessary to clean the Sample Hose Assembly. Remove the assembly from the Gas Detector. Fill a container, large enough to hold the entire Sample Hose Assembly, with warm soapy water. DO NOT use solvents to clean the window.
Troubleshooting ...................... 9-2 Parts List ............................... 9-4 Specifications ......................... 9-5 Safety Precautions .................. 9-7 Warranty ................................ 9-8 SUPPORT TECHNICAL SUPP Service Information ................
SERVICE INFORMATION BEFORE RETURNING Contact the factory before returning the Engine Diagnostic Center (or any part) for service. The Service Department is able to determine which parts, if any, should be returned. Be prepared to answer a few questions and perhaps try some tests to help determine where the problem is. Contacting the factory first can save time and shipping. BE SURE TO INCLUDE • The telephone of someone who can • The return address. This is the most important item.
TROUBLESHOOTING DEAD, NO FUNCTIONS If the display is blank and no beep is heard when a key is pressed: • Verify that the power lead is connected to the battery, with Red to the Plus(+) terminal and Black to the Minus(-) terminal or ground. • Try another power source. • Check for greater than 11.0 volts at the power connector contacts, as shown below. Check the remaining contacts also. NO RPM or INTERMITTENT RPM: • See CONNECTIONS section. • Try reversing the cylinder #1 pickup on the wire.
TEST LEAD CHECKS Many of the test leads can be checked using built-in system diagnostics found in the Diagnostic Center Setup menu. Select the desired test and follow the screen instructions. PRINTER WARNING MESSAGE The cause of the printer message is generally a paper jam, causing the print head to move too slowly or not at all. Pulling paper backwards is not recommended because it can cause wear on the paper advance mechanism.
REPLACEMENT PARTS LIST LEADS PART NUMBER W015-00 W020-01 W020-02 W020-03 W020-40 W020-42 W020-82 W020-85 X000-02 X005-80 X008-01 X012-01 X020-61 X020-42 X020-43 X020-44 X020-45 X020-46 W020-47 W022-21 DESCRIPTION Auto Fuse Adapter Power Extension Harness Ignition Extension Harness Auxiliary Meter Lead Coil Negative Lead KV Clip, 18 inch Multipurpose Clip, Banana, Red Multipurpose Clip, Banana, Green Inductive Amp Probe Magnetic Timing Detector Kit - 854 Cylinder #1 Pickup, Red Primary Amps Pickup, Black Va
SPECIFICATIONS Measurement Ranges IGNITION Pulse Rate (Frequency) ............................... 999 Hertz Cylinder Power Balance ........................... % RPM Drop Cylinder Power Contribution ...................... Speed Index Amps Ripple .................................... Message Indicator Cranking Compression .......................... % Amps Peak Injector Amps Drive Time ............................ 99.9 mSec Injector Peak Amps ..................................... 19.
9-6
SAFETY PRECAUTIONS Read All Instructions Before Using The Engine Diagnostic Center ■ Always wear eye protection when testing vehicles. Be extra careful near batteries and moving parts. Do not lay tools on a battery. ■ Battery gas is highly explosive. a. If a battery explodes flush the acid away from persons skin with generous amounts of water. Follow up with a neutralizing solution of baking soda and then more water. Treat clothing, vehicle parts, and equipment similarly.
FERRET 54 ENGINE DIAGNOSTIC CENTER WARRANTY FERRET INSTRUMENTS, INC. of Cheboygan Michigan, warrants to the original purchaser that this Engine Diagnostic Center is free from defects in materials and workmanship for a period of one year from date of purchase. Our sole obligation for the unit within the above warranties will be to repair or replace, at our option, any defective parts and return the unit or component to the sender within the U.S.A.
Ferret Instruments, Inc.
