VOLUME 9 NUMBER 2 Driving Isn t Always the Fix after Eight Rejects Anew customer came in with a 5.4L, 1997 Expedition for a reject: three monitors EVAP, O2S, and O2S heater were not ready. I asked him if he could provide me with any repair history, but after numerous other shops and dealers told him to just drive it and eight rejects in three months, he was so confused he had no idea what had been done to the vehicle. I started by doing a hard reset (disconnecting the battery for at least 20 minutes) and left the vehicle inside overnight. The next morning I plugged in my Vetronix Master Tech, and tried to follow the drive trace as closely as possible. The EGR and CAT monitors passed, but the same three monitors would not run. I noticed that the coolant temp never exceeded 104 degrees F. Could it be that simple? I assigned the job to L1 master technician, Alan May. After the engine operating temp and temp sensor operation checked okay, he switched to the Snap-on Solus. My Mastertech was wrong on just that one PID and only in the Ford mode, not the generic mode. I guess you can t always trust the scanners. By John Getta, Manager, Firestone of Lisle, Lisle, Illinois John Getta Alan continued the analysis and did some research of posted fixes on IATN, while I checked Identafix. I could not understand how the PCM could run the monitor for the CAT before it ran the O2S monitors. I made a call to Outreach. They put me in touch with a Ford tech who ran the VIN to see if there was a re-flash specifically for this problem. He said there was not, but sometimes they will put a fix in a reflash and not publish everything that it does, so you should always just check for the latest calibration. I felt it would be hard to sell something that can t be seen, costs $100, and might fix the problem. Alan came back to me with an IATN posting for an Explorer with the same monitors not ready. While the fix ended up being completely different, I saw the answer in one of the replies, which came from an OBDII Technical Leader at Ford Motor Co. It seems that fuel tank pressure must be 0" H20 (2.6 +/-0.2V) at key-on in order to run the EVAP and Continued on page 5 CONTENTS Driving Isn t Always the Fix after Eight Rejects Outreach Seminars Tired Engine Revitalized to Pass Emissions Test Outreach Information If the Light Is On, the Vehicle is Broken How Fast Am I Going? Gabino Rios, Manager, Davila Auto Repair, Chicago, Illinois gets ready to read the scan tool he connected to this vehicle on his in-shop dyne. Gabino is one of the authors contributing a case study account to this issue of Air Repair. In addition to the story on this page by John Getta, check out the stories inside this issue submitted by Gabino, Noah Zafrir of Factory Complete Auto, and Mark Larsen, Franchise Training Manager, Car-X Service Systems. Also check out the Air Team Outreach free seminar schedule for the remainder of year.
FREE! OUTREACH COMPUTER RE-PROGRAMMING Truman College September 20 (Wed) Moraine Valley Community College October 19 (Thurs) Proviso Math & Science Academy November 28 (Tues) One-night seminar devoted to the introduction of computer flashing. This seminar will help both shop owners and technicians to understand this growing service area. Topics will include how to re-program modules, what modules can be re-programmed, and case studies on how the many different manufacturers apply this technology. Discussions will include independent shop applications, and demonstrations of re-flash procedures. OBDII EMISSIONS REP DIAGNOSTIC STRATEGIES TEGIES NEW! Proviso Math & Science Academy October 17 (Tues) Truman College December 5 (Tues) One-night seminar devoted to helping technicians who have previously attended the various seminars and have been using techniques from those seminars to repair OBDII emissions failures. OBDII testing will be reviewed along with actual failure case studies to help understand the strategies used to repair OBDII failures. Code diagnosis and readiness monitor problems will be addressed. An overview of vehicle communications will also be discussed. HOW TO FIX AN OBDII FAIL AILURE Part 1 Part 2 College of DuPage August 29 (Tues) August 30 (Wed) Morton College September 25 (Mon) September 26 (Tues) Tuley Park Field House November 20 (Mon) November 21 (Tues) Two-night seminar devoted to the introduction and overview of the OBDII system, readiness monitors, DTC types and conditions, drive cycles and using freeze frame data for diagnosis. It covers using the oxygen sensor and fuel trim as a baseline indicator. It also covers the setting of readiness using enabling criteria information. REP TECHNIQUES: Topic #1-EVAP SYSTEMS Topic #2-USING MODE 6 DATA Tuley Park Field House September 28 (Thurs) Columbus Park Field House December 4 (Mon) Prairie State College December 6 (Wed) One-night seminar devoted to two separate topics. The first topic covers enhanced EVAP systems and their design, function, diagnosis and repair. Real examples will be used to learn about frequent DTCs, how to diagnose and repair these problems. The second topic covers the use of MODE 6 as a diagnostic aid. Although not all scanners or automotive manufactures support MODE 6, there are times when its data is valuable in the diagnosis and/or verification of a repair. SEMINAR LOCA OCATIONS New Locations in Blue NORTH Lake County H.S. Technology Campus (Grayslake at CLC) Oakton Community College (Des Plaines) WEST College of DuPage (Glen Ellyn) SOUTH Moraine Valley Community College (Palos Hills) Joliet Junior College (Joliet) Prairie State College (Chicago Heights) Tuley Park Field House (Chicago Park District at 90 th & King Dr) EAST Morton College (Cicero) Proviso Math & Science Academy (Forest Park at Roosevelt & 1 st Ave) Truman College (Chicago at Broadway & Wilson) Columbus Park Field House (Chicago Park District at Central & Eisenhower Expy) METRO EAST State of Ill Regional Complex (Collinsville) ADVANCE REGISTRATION IS REQUIRED! Call: (847) 758-3434 All Seminars are from 6-10 pm. They are sponsored by the Illinois EPA and Envirotest Illinois for the repair industry and are FREE! REP 2
S EMINARS FREE! USING A DIGITAL AL STORA ORAGE FOR EMISSIONS FAIL AILURES OSCILLOSCOPE OSCOPE Lake County H.S. Technology Campus August 16 (Wed) Collinsville October 11 (Wed) College of DuPage October 23 (Mon) One-night seminar devoted to the introduction to using a DSO. Topics include setting up, capturing and interpreting patterns, using multitrace capability, current probes, vacuum testing, and using a vacuum transducer. STRONGLY RECOMMENDED before attending the diagnostic and repair seminars. DSOs are used extensively in the seminars. It is important to have a thorough understanding of DSOs for IM240 and OBDII repairs to be successful. HOW TO O FIX AN IM240 FAIL AILURE Part 1 Part 2 Part 3 Columbus Park Field House August 3 (Thurs) August 17 (Thurs) August 31 (Thurs) LAST CHANCE! A must for all technicians diagnosing and repairing IM240 failures. A functioning oxygen sensor Fuel control with no misfires 80% efficient catalytic converter Proven methods, techniques and proper testing of oxygen sensor and fuel control, lean and rich settings, the relationship of the fuel trim to emissions testing and to determine when a vehicle has been properly repaired is discussed along with fuel injection and testing, using a digital storage oscilloscope and current probe. Also covered are compression and ignition problems, different methods of testing catalytic converters, and what causes hydrocarbon and carbon monoxide failures. Note: This is the last time this seminar will be offered. SHOP MANAGEMENT FOR EMISSIONS SUCCESS Joliet Junior College August 1 (Tues) Collinsville October 10 (Tues) Columbus Park Field House October 25 (Wed) College of DuPage November 6 (Mon) One-night seminar devoted to everyone behind the counter who comes in contact with customers. Shop Owners, Service Managers and Service Advisors are given helpful suggestions on managing/taking control of emissions failures. THIS IS NOT A DIAGNOSTIC AND REP SEMINAR. RECOMMENDED for dealerships & independent repair shops. HOW TO O DIAGNOSE & REP OBDII P0300 CODES Air Repair is published by Envirotest Illinois, Inc. Send all address changes, mailing requests and letters to the editor to: Air Repair Envirotest Illinois, Inc. 130 E. Hill Street Villa Park, IL 60181 E-mail: AR@il.etest.com phone: (630) 993-6250 fax: (630) 993-6205 Jim Woodard, Editor Ken Beauvais, Editor Jim Wellman, Technical Editor www.epa.state.il.us Repair Industry Outreach (847) 758-3434 Moraine Valley Community College Oakton Community College August 14 (Mon) November 8 (Wed) One-night seminar devoted to the understanding of the misfire detection monitor, using fuel trim or oxygen sensor as a baseline. Ignition and fuel system diagnosis will also be covered in addition to an understanding of real misfires vs. false misfires. REP 3
Tired Engine Revitalized to Pass Emissions Test By Mark Larsen, Franchise Training Manager, Car-X Service Systems During a recent Car-X IM240 training session, we looked at a 1992 Buick LeSabre that had marginally failed HC and passed CO during the emissions test. The vehicle had a 3.8L R engine, single-heated oxygen sensor, multi-port fuel injection, and distributor-less ignition system. As we looked at the data and the drive trace, we noticed that the HC and CO traces hugged or were right around the standard line. There were four spikes, but overall the HC and CO traces hugged the standard line. Since this was a marginal failure, we decide to check the exhaust gases with our exhaust gas analyzer. We like to compare our numbers to the numbers given on a vehicle inspection form (GPM). The readings were as follows: Before repair at idle: HC: 180 ppm CO: 1.5% CO2: 13.8% O2: 0.7%. At 2000 rpm: HC: 78 ppm CO: 0.02% CO2: 14.3% O2: 0.03% Normal values at idle: HC: 80 100 ppm CO: 0.5 1.2% CO2: 13.5% or higher O2: 0.5 1.2% Mark Larsen This vehicle was tested for misfires, fuel control, and marginal oxygen sensor function. The O2 sensor was working but not at a high frequency; it could be driven lean and rich fairly quickly 100 ms or less. This particular customer had limited finances as many customers do. We decided to do a complete fuel injection cleaning with a two-line detergent based system. We also thoroughly checked the fuel system for pressure and volume, and the engine vacuum at idle. The engine vacuum at idle was 16 17 inches. After the fuel service, the new readings were: At idle: HC: 0 20 ppm CO: 0.2% CO2: 14.6% O2: 0.44% At 2000 rpm: HC: 0 ppm CO: 0.02% CO2: 15.1% O2: 0.36%. The engine vacuum went up to 20 inches. This vehicle then went to the test lane and fast passed at 160 seconds. This was not a great pass, but a pass. The vehicle had nothing extremely wrong with it for having over 100,000 miles on the odometer. It is just an example of everything, including the O2 sensor, the converter, and the engine, being somewhat tired. It should also be noted that it is apparent that the engine liked the fuel injection cleaning. The engine vacuum was raised by 3 solid inches. Call Repair Industry Outreach if you have questions about: FREE Seminars Fixing IM240 or OBDII failures Repair Facility Performance Report Touring a test station Obtaining a copy of your shop s Repair Effectiveness Report (your grade) Receiving a copy of a drive trace Receiving a certificate for attending an Outreach Seminar... or any emissions-related questions phone 847-758-3434 or visit our website at www.epa.state.il.us REP 4
If the Light Is On, the Vehicle is Broken By Gabino Rios, Manager, Davila Auto Repair, Chicago, Illinois Our shop had a 1997 Volvo 850 referred to us with a P0455 (Gross EVAP Leak) code. This vehicle already had been to a dealership and another independent shop. The motorist was facing vehicle license suspension and wasn t convinced that our shop would be able to find the problem. We had invested in a smoke machine and knew this would convince the consumer that this wasn t a phantom code. Within minutes we found the leak in the EVAP line and in the canister. The next problem we had was being able to verify the repair because the vehicle is on the exception table of vehicles that do not have to have Gabino Rios How Fast Am I Going? monitors set to ready to pass the test. We researched the reason why this vehicle is on the exception table. It is due to a Keep Alive Memory issue that can t be corrected. All it means is that we had to run the drive cycle with the scanner plugged in for the EVAP monitor before losing memory by turning off the vehicle. The last thing we wanted was to get this customer back for the same problem. Instead, since this repair, referrals from our new customer have resulted in several other jobs. By Noah Zafrir, Owner, Factory Complete Auto, Skokie and Chicago, Illinois My shop, Factory Complete high speed driving. But I was unable to Auto, had a 1997 Ford determine how fast I was going due to Econoline come in for the speedometer not working. I called Monitor readiness issues. This vehicle the customer, and he stated that he knew had been unable to pass the test for it wasn t working but didn t want to almost a year. It originally had been to incur that expense over the past few a few other shops for several codes. It years. is a service vehicle that is driven very Once we fixed the speedometer hard with many miles and little circuit problem, all monitors were set maintenance over the years. The other and passed the test. The owner was shops were able to fix the codes but then able to put the vehicle back into were unable to get the CAT Monitor service once the suspensions were lifted. to set. The vehicle had enough other It seems to be from my experience monitors set, but because it failed for a that I work harder on a rejected CAT code, the CAT Monitor has to vehicle for monitors than one with run. DTCs that fail the test. It is easy to We looked up the enabling criteria sell a repair for codes but harder for Noah Zafrir and took the vehicle out to drive. The something that isn t too tangible such drive cycle requires the usual low and as monitor readiness. Driving Isn t Always the Fix after Eight Rejects Continued from page 1 O2S monitors. Before my test drive I noticed the fuel tank pressure was around 12" H20 and even took the fuel cap off to check for pressure, but I forgot to mention it to Alan because of the coolant temp snafu. We replaced the sensor and took it for a test drive. It ran the rest of the monitors right away even though at this point there was hardly any gas left in the tank. Why it did not set a code for a failed tank pressure sensor or why tank pressure is important to running the O2S monitor is beyond me, but with persistence, teamwork and the right information you can repair these vehicles when just driving doesn t work. REP 5
Air Repair Envirotest Illinois, Inc. 130 E. Hill Street Villa Park, IL 60181 Presorted First Class US Postage PAID Permit #112 Carol Stream, IL Please keep us up to date with current information on your business to help us ensure that you continue to receive Air Repair. Use the form below to send us corrected information, or let us know by phone. If you mail the corrections, be sure to send the entire back page and mark the appropriate box(es) below: New shop Shop name change Change of address Phone number change Technician moved to a new shop Call us at: (847) 758-3434 Email: AR@il.etest.com PLEASE PRINT CLEARLY Or mail to: Illinois Environmental Protection Agency Vehicle Emissions Test Program PO Box 767 Elk Grove Village, IL 60009-0767 Name Title Company Name Company Address City, State, Zip Company Phone Fax Mailing Address (if different than above) Address City, State, Zip REP 6