Section 04

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24
IGNITION SYSTEMS
CHAPTER OVERVIEW
This chapter explains the basic principles of ignition systems and describes their components and how they function. The most common types of ignition systems are compared.
Recent innovations are introduced with an explanation of their advantages.
CHAPTER OBJECTIVES
Describe the three major functions of an ignition system.
Name the operating conditions of an engine that affect ignition timing.
Name the two major electrical circuits used in ignition systems and their common
components.
Describe the operation of ignition coils, spark plugs, and ignition cables.
Explain how high voltage is induced in the coil secondary winding.
Describe the various types of spark timing systems, including electronic switching
systems and their related engine position sensors.
Explain the basic operation of a computer-controlled ignition system.
Explain how the fuel injection system may rely on components of the ignition
system.
Describe the operation of distributor based-ignition systems.
Describe the operation of distributorless ignition systems.
INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

I. Purpose of the Ignition System
II. Ignition Timing
A. Engine RPM
B. Engine Load
C. Firing Order
III. Basic Circuitry
A. Primary Circuit Operation
B. Secondary Circuit Operation
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Chapter 24
IV. Ignition Components

A. Ignition Coils
1. Ignition Coil Construction
2. Secondary Voltage
3. Capacitive Discharge Ignition
B. Spark Plugs
1. Size
2. Reach
3. Heat Range
4. Resistor Plugs
5. Spark Plug Gaps
6. Electrodes
(a) Electrode Designs
Hint: Show a variety of spark plugs and discuss the differences.
C. Ignition Cables
V. Triggering and Switching Devices
VI. Engine Position Sensors
A. Magnetic Pulse Generator
B. Metal Detection Sensors
C. Hall-Effect Sensor
D. Photoelectric Sensor
E. Timing Advance
Hint: Show examples of each type of engine position sensor.
VII. Distributor Ignition System Operation
A. Distributor
B. Primary Circuit
C. DI System Designs
1. DI Systems with External Ignition Module
2. DI Systems with Module Mounted on the Distributor
3. DI Systems with Internal Ignition Module
4. Computer-Controlled DI Systems
(a) Chryslers Dual Pickup System
(b) Distributors with Optical-Type Pickups
(c) General Motors HEI with EST
(d) Hondas DI System with EST
VIII. Electronic Ignition System Operation
A. Double-Ended Coil or Waste Spark Systems
1. Twin Spark Plug Systems
B. Coil-Per-Cylinder Ignition
1. Coil-On-Plug Ignition
C. EI System Operation
ANSWERS TO TEXTBOOK REVIEW QUESTIONS

1. A pickup unit consisting of a coil of wire around a permanent magnet establishes a
small magnetic field. The rotating timing disc (trigger wheel) moves through this field.
As the teeth of the trigger wheel approach the alignment with the pickup coil, they
disturb the magnetic field, causing it to concentrate around the pickup coil. Once the
tooth passes, the magnetic field is free to expand until the next tooth approaches. This
expansion and contraction of the magnetic field cuts across the windings of the pick-
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Ignition Systems
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
101
up coil, inducing a small AC voltage signal that can be amplified elsewhere in the ignition system.
Dwell is the period of time in which current is flowing through the primary winding
of the coil. The longer current is allowed to flow, the greater coil saturation will be.
A fully saturated coil can better provide maximum secondary voltage.
Engine timing requirements are affected by engine speed and load.
Electronic ignition designs with two-plugs-per-coil use the waste spark method. Each
end of the coils secondary winding is attached to a spark plug. When the magnetic
field in the primary winding of the coil collapses, inducing extremely high voltage in
the secondary winding, both plugs fire. One plug will fire in the normal direction,
with the spark jumping from the center electrode to the side electrode, and the other
plug will fire with the spark jumping in the opposite direction.
A magnetic pulse generator has a pickup coil consisting of a permanent magnet with
a coil of wire wound around it and a rotating toothed wheel called a timing disc, or trigger wheel. The permanent magnet in the pickup coil provides a magnetic field through
which the trigger wheel moves. As the trigger wheel moves through the magnetic field,
the field is distorted and an AC voltage is induced in the pickup coil winding.
c. When current flowing through the primary winding is interrupted, the magnetic
field collapses and a high voltage surge occurs in the coil secondary winding.
d. All of the above
c. Reach, heat range, and air gap are features of spark plugs.
c. Both a hall-effect switch and a magnetic pulse generator have permanent magnets.
c. Both technicians are correct. The ignition system must both supply high voltage to
the spark plugs and also maintain the spark long enough to burn all of the air/fuel
mixture.
b. Technician B is correct. Advanced timing is desirable when the engine is operating at high engine speeds. When the engine is operating under heavy load, timing
should be slightly retarded, not advanced as stated by Technician A.
b. Technician B is correct. Maximum available secondary voltage should always
exceed what is required. Maximum required secondary voltage is higher at wide open
throttle, not at idle as stated by Technician A
c. Both technicians are correct. The ignition system must both supply sufficient voltage to jump across the air gap and also deliver it at the correct time.
False. Some coil-per-cylinder designs have individual coils mounted near the plugs
and use a short secondary wire to connect the coil to the plug.
b. Modern ignition cables have fiber cores that act as resistors to reduce RFI and
reduce spark plug wear.
c. Both technicians are correct. Both plugs fire at the same time and also have different polarities.
d. Both statements A and B are correct. The magnetic field surrounding the pickup
coil moves both when a tooth is approaching and when moving away from the pickup coil.
b. When the reluctor tooth is directly in line with the pickup coil, the magnetic field
is neither expanding nor contracting.
c. A Hall-effect sensor produces a signal that is amplified, inverted, and shaped into
a clean square wave signal.
c. A Hall-effect sensor has shutters rather than teeth.
Chapters 24 and 25 are combined in the Tech Manual. The Tech Manual Procedures,
Additional Teaching Hints, and Tech Manual Review Questions for both chapters are at
the end of Chapter 25.
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25
IGNITION SYSTEM
DIAGNOSIS AND SERVICE
CHAPTER OVERVIEW
This chapter describes ignition system inspection and testing techniques. Included is how
to use an oscilloscope to monitor various phases of ignition system performance. The testing procedures described can be demonstrated in the shop.
CHAPTER OBJECTIVES
Perform a no-start diagnosis and determine the cause of the condition.
Determine the cause of an engine misfire.
Perform a visual inspection of ignition system components, primary wiring, and
secondary wiring to locate obvious trouble areas.
Describe what an oscilloscope is, its scales and operating modes, and how it is used
in ignition system troubleshooting.
Test the components of the primary and secondary ignition circuits.
Test individual ignition components using test equipment such as a voltmeter,
ohmmeter, and test light.
Service and install spark plugs.
Describe the effects of incorrect ignition timing.
Check and set (when possible) ignition timing.
Diagnose engine misfiring on EI-equipped engines.

I. Combustion
A. Cleaning Carbon Deposits
II. General Ignition System Diagnosis
III. Visual Inspection of Ignition Systems
A. Primary Circuit
B. Ground Circuits
C. Electromagnetic Interference
D. Sensors
E. Control Modules
F. Secondary Circuit
G. Distributor Cap and Rotor
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Ignition System Diagnosis and Service
103
IV. No-Start Diagnosis

V. General Testing
A. Diagnosing with an Engine Analyzer
1. Cylinder Performance Test
2. Ignition Performance Tests
3. Battery, Starting, and Charging System Tests
4. Emission Level Analysis
5. Engine Computer System Diagnosis
VI. Testing with a Scope
A. Scales
B. Pattern Phases
C. Pattern Display Modes
1. Parade or Display Pattern
2. Raster Pattern
3. Superimposed Pattern
D. Understanding Single Cylinder Patterns
1. Firing Line
2. Spark Line
3. Intermediate Section
4. Dwell Section
Hint: Discuss firing line diagnosis and how the information it provides
may be used.
E. Spark Duration Testing
F. Spark Plug Firing Voltage
G. Spark Plugs Under Load
H. Coil Condition
I. Primary Circuit Checks
J. Stress Testing Components
1. Cold Testing
2. Heat Testing
3. Moisture Testing
VII. Testing with a Graphing Meter
VIII. Effects of Improper Timing
IX. Setting Ignition Timing
A. Crank/Cam Sensors
X. DI and EI Systems
A. DI Systems
B. EI Systems
C. Coil-On-Plug Systems
XI. Primary Circuit Components
A. Ignition Switch
B. Primary Resistor
C. Ignition Coil Resistance
D. Pickup Coil
E. Hall-Effect Sensors
F. Using a Logic Probe
G. Using a Lab Scope
H. Using Special Equipment
1. Knock Sensors
2. Control Module
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Chapter 25
XII. Distributor Service

A. Distributor Bushing Check
B. Distributor Inspection
C. Installing and Timing the Distributor
XIII. Secondary Component Tests and Service
A. Spark Plugs
B. Inspecting Spark Plugs
1. Cold Fouling
2. Wet Fouling
3. Splash Fouling
4. Gap Bridging
5. Glazing
6. Overheating
7. Turbulence Burning
8. Preignition Damage
Hint: Provide examples of each of the conditions just listed. Have the
students identify the condition and the possible causes.
C. Regapping Spark Plugs
D. Secondary Ignition Wires
E. Replacing Spark Plug Wires
XIV. Specific EI System Service
A. Chrysler EI Systems
B. Ford EI Systems
1. Low-Data-Rate and High-Data-Rate EI Service and Diagnosis
C. General Motors EI Systems
1. General Motors EI Systems with Magnetic Sensors
D. Mitsubishi EI Systems
E. Nissan EI Systems
F. Toyota EI Systems

1. There are three ways to stress test electronic components. Both cold testing and heat
testing involve directing either cold or heat onto the component and observing for
signs of malfunction using the appropriate test equipment. Moisture testing involves
lightly spraying the component with moisture and looking for signs of failure.
2. Ignition coil resistance with a waste spark ignition system is tested slightly differently because there are two secondary terminals instead of one. Connect an ohmmeter
to each of the secondary terminals and compare to specifications.
3. An oscilloscope may be used to display either parade, raster, or superimposed patterns. The parade pattern is useful to easily compare voltage peak differences from
cylinder to cylinder. The raster pattern is used to easily compare the timing of events
in the ignition system. A superimposed pattern allows identification of the cylinder
whose pattern differs from that of the other cylinders.
4. The common types of spark plug fouling are:
a. Cold fouling, in which there could be an excessively rich air/fuel mixture. Or the
plug might not be firing due to an ignition system fault or a mechanical failure involving the cylinder.
b. Wet fouling, in which there is excess oil in the combustion chamber.
c. Splash fouling, which results after an overdue tune-up when combustion chamber
deposits can foul the new plugs. Avoid high speed driving immediately after a tune-up.
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Ignition System Diagnosis and Service
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
105
d. Gap bridging, in which stop-and-go driving causes carbon deposits to accumulate

in the combustion chamber that can melt and bridge the spark plug gap when the
engine is placed under load.
e. Glazing, caused by high-speed driving and wide-open throttle acceleration.
f. Overheating, resulting from incorrect heat range, overadvance timing, excessively lean fuel mixture, cooling system failure, low fuel octane rating, incorrectly installed
plugs, or a stuck heat riser valve.
g. Turbulence burning, in which overheating can be the problem if premature wear
is evident.
h. Preignition damage, caused by excessive engine temperatures.
A Hall-effect sensor can be tested by using either a logic probe or a lab scope, or with
a 12-volt source and a voltmeter.
When spark plugs are equipped with more than one ground electrode, if one ground
electrode is closer to the center electrode than the other, the spark will occur only at
the smallest gap.
c. Both technicians are correct. Low firing lines can be caused by either low coil output or an overly rich fuel mixture.
b. Leaner air/fuel mixtures increase resistance and result in a higher firing line.
b. Primary coil windings should be checked for shorts to ground. When testing the
coil windings for resistance, an infinite reading means an open circuit, not zero resistance or a short circuit as stated by Technician A.
a. If a test light connected to the coils tach terminal flutters, but the test spark plug does
not fire, the coil has most likely failed. If when testing a waste-spark ignition system
there is spark at the test spark plug but the engine does not start, the ignition system
is functioning, but a bad PCM is not necessarily indicated as stated by Technician B.
d. Neither technician is correct. A shorted pickup coil would have lower than specified resistance; an open coil would have infinite resistance, not lower than specified
as stated by Technician B.
c. Both technicians are correct. Distributor bushing wear can cause timing to vary
between cylinders and can also result in the rotor contacting the terminals on the inside
of the distributor cap.
c. Both technicians are correct. EMI can affect sensor signals and can cause intermittent driveability problems.
c. Both technicians are correct. Erratic transistor switching can be caused by either
a worn distributor drive gear or a faulty ignition module.
c. Both technicians are correct. High resistance of one spark plug on a waste-spark
ignition system will affect the companion cylinder. If the spark plugs are not correctly torqued, they may not make good contact with the cylinder head, resulting in
increased resistance and a possible misfire.
c. Both technicians are correct. Crankshaft position sensors may be tested with either
a logic probe or a DMM.
a. A shorted crankshaft sensor could easily result in a no-start condition; one shorted spark plug, however, would be very unlikely to cause a no-start condition.
c. Both technicians are correct. Either a defective coil or an open circuit in the voltage supply to the coil could result in a no-spark condition.
b. Some crankshaft sensors have an adjustable air gap; however, rotating the sensor
does not adjust base timing as stated by Technician A.
c. Both technicians are correct. An engine with a continuous misfire should have a
compression test. Defective EI coils can cause a misfire.
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Chapter 25
TECH MANUAL
The following procedures are included in Chapters 24/25 of the Tech Manual:
1.
2.
3.
4.
5.
Scope testing an ignition system.

Testing an ignition coil.
Testing individual components.
Setting ignition timing.
Visually inspecting an EI system.
ADDITIONAL TEACHING HINTS FROM CHAPTERS 24/25

Discuss and compare breaker point, solid state, and computer-controlled ignition
systems.
Demonstrate a metal detection sensor, Hall-effect sensor, and a photoelectric sensor.
Demonstrate timing advance on an early HEI ignition system with vacuum and
centrifugal advance and compare this to a later computer-controlled system.
Demonstrate setting the timing on an early HEI system and on a later computercontrolled system.
Demonstrate how to conduct a complete visual inspection of an ignition system.
Discuss open circuit precautions.
Perform Installing and Timing the Distributor on pages 658659.
Perform Procedures on page 656.
Demonstrate the advantages of individual component testing in ignition systems.
Discuss Using Service Manuals on page 649.
Discuss Table 251.
Use a shop car or other available vehicle to conduct a variety of no-start
troubleshooting exercises.
Use a shop car or other available vehicle to conduct a variety of misfire
troubleshooting exercises.
ANSWERS TO TECH MANUAL REVIEW QUESTIONS FOR

CHAPTERS 24/25
1. a. rich air/fuel mixture
b. low ignition coil output
c. low engine compression
2. In the primary ignition circuit
3. The duration and voltage of the spark
4. Disconnect the computer controls so that base timing can be observed.
5. The engine will have a constant misfire.
6. False
7. b
8. c
9. b
10. a
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26
FUELS AND OTHER
ENERGY SOURCES
CHAPTER OVERVIEW
This chapter describes the common fuels used as energy sources for automobiles. Alternative fuels and some of the different vehicles such as hybrids and fuel cell vehicles are
briefly explored.
CHAPTER OBJECTIVES
Describe the basic composition of gasoline.
Explain why materials are added to gasoline to make it more efficient.
Name the common substances used as oxygenates in gasoline and explain what
they do.
Describe how the quality of a fuel can be tested.
Explain the advantages and disadvantages of the various alternative fuels.
Explain the differences between electric, hybrid, and fuel cell vehicles.

I. Air/Fuel Mixtures
II. Gasoline
III. Fuel Performance
A. Antiknock Quality
B. Volatility
C. Sulfur Content
D. Deposit Control
IV. Basic Fuel Additives
A. Anti-Icing or Deicer
B. Metal Deactivators and Rust Inhibitors
C. Gum or Oxidation Inhibitors
D. Detergents
E. Nitrous Oxide
V. Oxygenates
A. Ethanol
B. Methanol
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Chapter 26
VI.
VII.
VIII.
IX.
X.
XI.
C. MTBE
D. Aromatic Hydrocarbons
E. Reformulated Gasoline
Hint: Discuss gasoline and how its formulation has been influenced by
environmental concerns. Discuss how performance has been affected.
Fuel Quality Testing
A. Testing the RVP of Gasoline
B. Alcohol in Fuel Test
Alternate Fuels
A. Diesel Fuel
1. Biodiesel
B. LP Gas
C. P-Series
D. Compressed Natural Gas
1. Hydrogen
Renewable Fuels
A. Ethanol
Electric Vehicles
A. Solar Energy
Hybrid Electric Vehicles
A. Series Hybrids
B. Parallel hybrids
Fuel Cell Vehicles
A. Fuel Cells
B. Reformers
Hint: Compare the merits of various fuels. Compare the difference in
volatility and energy content of several widely different fuels such as gasoline,
alcohol, and diesel fuel. Discuss the different fuel delivery systems required
for different fuels.

1. A series hybrid vehicle uses the engine only to run a generator for charging the battery and/or supplying power to the electric motor.
2. P-series fuel is a new fuel classified as an alternate fuel consisting of a blend of liquid
natural gas, ethanol, and solvents derived from biomass.
3. False. The cetane rating of diesel fuel is a measure of its ignition quality, not its antiknock quality.
4. A fuel cell converts chemical energy directly into electrical energy without any moving parts. It releases energy derived from a reaction between hydrogen and oxygen. It
has two electrodes separated by a thin coating of platinum catalyst that acts as an electrolyte. These electrodes are not consumed during operation, but are fed fuel and air
through channels cut in the plates. Hydrogen fuel is pumped into one side, and air is
fed through the other side. When the hydrogen flows across the catalyst material, free
electrons and protons are dissociated and electrical energy flows between the negatively charged anode and the positively charged cathode. The free electrons become
electrical current, and the protons move to the cathode to combine with oxygen from
the incoming air, producing water vapor and heat. The most common fuels for fuel
cells are compressed gaseous or liquid hydrogen, methanol, sodium borohydride, and
gasoline.
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Fuels and Other Energy Sources
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
109
Stoichiometric
A hybrid vehicle is one that utilizes a combination of two or more sources of power.
c. Conductivity is unlikely to affect the performance of fuel.
The Reid vapor pressure test (RVP) measures the volatility of the fuel.
False. Some hybrid vehicles use the electric motor to add to the engine for fuel economy, or performance, but not to replace it.
False. Some hydrogen-powered vehicles use an internal combustion engine similar to
a gasoline engine.
d. A reformer changes the molecular structure of hydrocarbons into hydrogen-rich
gas to power fuel cells.
c. Both technicians are correct. The use of both methanol and MTBE has declined.
b. Nitrous oxide is not commonly used to increase the octane rating of gasoline.
a. Fuel detergents do not affect the octane rating of a fuel and therefore have no effect
on engine knock.
c. Both technicians are correct. Reformulated gasoline contains more oxygen in order
to cause it to generate less carbon monoxide and more carbon dioxide from a leaner
air/fuel mixture.
True. The engine does not start until the vehicle reaches a predetermined speed.
b. Hydrogen may be stored as a compressed gas, as liquid hydrogen, or by bonding
it with a substrate such as a metal hydride.
d. Ethanol is the most commonly used octane booster.
c. Both technicians are correct.
True. When more power than what the fuel cell can generate is needed, additional
current is drawn from the storage batteries.
TECH MANUAL
The following procedure is included in Chapter 26 of the Tech Manual:
1. Testing the RVP of gasoline.
ADDITIONAL TEACHING HINT

Conduct an experiment testing gasoline, 2D diesel, and alcohol. A sample of each
fuel can be placed in a small fireproof container with a tight-fitting lid (glass ovenware or chemistry lab supplies) that will be used to extinguish flames. Volatility can
be observed by observing the presence of fumes above the gasoline and the lack of
such fumes above the diesel fuel. If conditions are safe to burn a small sample of
each fuel, there will be a noticeable difference in the amount of energy released in
the form of heat by each type of fuel. Discuss the relative difference in the energy
content of different fuels as expressed by their BTUs/gallon rating. The lid can be
used to extinguish flames, and a fire extinguisher should be nearby.
ANSWERS TO TECH MANUAL REVIEW QUESTIONS

1. True
2. A rich mixture has less than 14.7 parts of air for every one part of fuel.
3. c
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Chapter 26
4.
5.
6.
7.
False
c
a
Fuels derived from renewable biological sources for use in diesel engines are known
as biodiesel fuels. Animal fats, recycled restaurant grease, and vegetable oils derived
from crops such as soybeans, canola, corn, and sunflowers are used in the production
of biodiesel fuel.
8. series hybrid
9. The most common are: compressed gaseous or liquid hydrogen, methanol, sodium
borohydride, and gasoline.
10. A renewable fuel is made from a raw product that can be reproduced.
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27
FUEL DELIVERY SYSTEMS
CHAPTER OVERVIEW
The fuel system is responsible for supplying clean fuel in the correct quantities and pressure to the injectors. This chapter shows how to inspect and service the fuel delivery system. The fuel injection system is discussed in later chapters.
CHAPTER OBJECTIVES
Describe the components of a fuel delivery system and the purpose of each.
Conduct a visual inspection of a fuel system.
Relieve fuel system pressure.
Inspect and service fuel tanks.
Inspect and service fuel lines and tubing.
Describe the different fuel filter designs and mountings.
Remove and replace fuel filters.
Explain how common electric fuel pump circuits work.
Conduct a pressure and volume output test on a mechanical and electric fuel pump.
Service and test electric fuel pumps.

I. General Fuel System Diagnosis
II. Fuel System Pressure Relief
Hint: Discuss how to safely relieve fuel pressure prior to opening the system.
III. Fuel Tanks
A. Inspection
B. Fuel Tank Draining
C. Fuel Tank service
Hint: Discuss ways to safely drain the fuel tank.
IV. Fuel Lines and Fittings
A. Fittings
Hint: Show examples of threaded and quick-disconnect fittings. Demonstrate
the proper release tools used with quick-disconnect fittings.
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Chapter 27
B. Inspection
C. Line Replacement
V. Fuel Filters
A. Servicing Filters
VI. Fuel Pumps
A. Fuel Pump Circuits
B. Troubleshooting
C. No-Start Diagnosis
Hint: Show several types of fuel pumps. Discuss the control circuits and
explain how to differentiate between a failed fuel pump, low fuel pressure,
and a circuit failure.
D. Replacement
1. External Fuel Pump
2. Internal Fuel Pump

1. capacity
2. The relief valve protects fuel system components from excessive fuel pressure. The
one-way check valve prevents fuel from draining from the underhood components and
returning to the tank.
3. b. Some filler caps contain a pressure valve and a vacuum relief valve.
4. There should be a Class B fire extinguisher nearby when working on fuel systems.
5. Before disconnecting and removing a fuel tank, always disconnect the negative battery terminal first.
6. A restrictor is placed in the vapor-vent hose to control the rate of vapor flow from the
tank to the vapor storage tank.
7. Low fuel pump pressure causes a lean mixture; excessive fuel pressure causes a rich
mixture.
8. c. Restricted fuel return lines would most likely cause higher, not lower, pressure.
9. c. Both technicians are correct. Excessive fuel pump pressure can be caused by either
a faulty regulator or a restricted return line.
10. b. A damaged steel fuel line should be replaced with another steel line. Replace fuel
lines with ones of similar construction.
11. c. Both technicians are correct. Some electric fuel pumps are combined with the sending unit as one assembly. Low engine oil pressure could cause an engine to stop running if it were low enough to result in engine damage, or if the fuel pump is dependent
on voltage supply through the oil pressure sending unit contacts because of a failed
fuel pump relay.
12. True
13. c. Both technicians are correct. Fuel pressure may be relieved by attaching a pressure
gauge and bleed hose to the fuel rail, or by disabling the fuel pump and running the
engine until it dies.
14. False. Fuel pressure drops when vacuum is applied to the pressure regulator.
15. b. Some fuel quick-disconnect fittings are hand releasable, and some require the use
of a special disconnect tool, not a pair of snap ring pliers as stated by Technician A.
16. b. Some hand-releasable connectors may be disconnected by grasping the larger collar and twisting in either direction while pulling on the fuel line.
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Fuel Delivery Systems
113
17. d. The strainer is designed to prevent large contaminants from entering the fuel
system.
18. a. Threaded fuel caps should be tightened until they click. The vent pipe is connected from the top of the filler pipe to the top of the fuel tank, not the bottom as stated
by Technician B.
19. a. The one way check valve prevents fuel from draining back through the pump when
the engine is off.
20. a. Some fuel pumps on EFI systems are computer controlled. The amount of fuel a
pump will deliver in a specified time period is referred to as fuel pump volume, not
fuel pump pressure as stated by Technician B.
TECH MANUAL
The following procedures are included in Chapter 27 of the Tech Manual:
1. Relieving fuel system pressure on an EFI system.
2. Testing fuel pump pressure on an EFI engine.
3. Replacing an in-line fuel filter.
ADDITIONAL TEACHING HINTS

Demonstrate fuel pump pressures on fuel injection and carburetor type vehicles and
discuss the differences.
Arrange for an electric vehicle demonstration either at a dealership or in your shop.
Demonstrate how the fuel pump relay operates on a fuel injected car.
Demonstrate how to safely relieve fuel pressure prior to opening the system.
Demonstrate disconnecting quick-disconnect fuel line fittings.
Demonstrate fuel pump pressure and volume testing.
Have the students locate the fuel pump relay using an electrical component locator.

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
True
b
lean, rich
a. incorrect fuel pump pressure
b. low fuel volume delivered
b
a
A rollover check valve prevents fuel leaks from the fuel tank vent and feed lines in the
event of a vehicle rollover.
Increased load results in increased pressure.
c
c
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28
ELECTRONIC FUEL INJECTION
CHAPTER OVERVIEW
Electronic fuel injection is the most precise, reliable, and effective method of delivering
fuel to the combustion chamber. This chapter discusses the common components found
in most electronic fuel injection (EFI) systems and explains how various EFI designs operate. This is a discussion of typical systems and not an attempt to include all of the variations. Understanding the operation of typical systems provides a foundation that will lead
to a better understanding of any variations when they are encountered.
CHAPTER OBJECTIVES
Explain the differences in point of injection in throttle body or port injection
systems.
Describe the difference between a sequential fuel injection (SFI) system and a
multiport fuel injection (MFI) system.
Explain the design and function of major EFI components.
Describe the inputs used by the computer to control the idle air control and idle air
control bypass air motors.
Describe how the computer supplies the correct air/fuel ratio on a throttle-body
injection (TBI) system.
Explain how the clear flood mode operates on a TBI system.
Explain why manifold vacuum is connected to the pressure regulator in an MFI
system.
Describe the operation of the pressure regulator in a returnless EFI system.
Describe the operation of the central injector and poppet nozzles in a central port
injection (CPI) system.
Describe the operation of direct gasoline injection systems.

I. Types of Fuel Injection
II. Basic EFI
A. Powertrain Control Module
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III.
IV.
V.
VI.
VII.
VIII.
115
B. System Operation
C. Fuel Injectors
Hint: Pass around various types and styles of injectors and discuss the merits
of each and which type of fuel injection system they are used in.
D. Idle Speed Control
Throttle Body Fuel Injection
A. TBI Advantages
B. Injectors
C. Throttle Body Internal Design and Operation
D. Injector Internal Design and Electrical Connections
1. Pulse Width
E. Air/Fuel/Ratio Enrichment
Port Fuel Injection
A. Port Firing Control
B. Port Fuel Injection System Design
C. Cold-Start Injector
D. Pressure Regulators
Sequential Fuel Injection Systems
A. A Typical Sequential Fuel Injection System
B. Returnless Fuel System Pressure Regulators
C. Typical Import Sequential Fuel Injection System
Central Multiport Fuel Injection (CMFI)
A. Pressure Regulator
B. Injector Design and Operation
C. Poppet Nozzles
Gasoline Direct-Injection (GDI) Systems
Input Sensors
A. Airflow sensors
1. Volume Airflow Sensor
2. Karman Vortex
B. Air Temperature Sensor
C. Mass Airflow Sensor
D. Manifold Absolute Pressure Sensor
E. Oxygen Sensors (O2S)
F. Other EFI System Sensors
1. Coolant Temperature
2. Throttle Position
3. Engine Speed
4. Cranking Enrichment
5. Altitude Compensation
6. Coasting Shutoff
G. Additional Input Information Sensors
1. Detonation
2. Crankshaft Position
3. Camshaft Position
4. Air Charge Temperature
5. Air Conditioner Operation
6. Gearshift Lever Position
7. Battery Voltage
8. Vehicle Speed
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9. EGR Valve Position

Hint: Provide a collection of different types and styles of sensors. Have
the students see how many they can identify.

1. Throttle-body fuel injection delivers fuel to a central point near the throttle plate. Port
fuel injection has one injector per cylinder and the fuel is delivered to each cylinder
at a point in the intake port near the intake valve.
2. Sequential firing of the injectors provides fuel by opening each injector just before the
intake valve opens.
3. A speed-density fuel injection system calculates the amount of air entering the engine
based on input from the MAF or the MAP sensor, engine rpm, and throttle position.
Input from the TP sensor is vital for an accurate calculation.
4. The coolant temperature sensor signals the computer when the engine needs cold
enrichment such as during starting and warm-up. Injector pulse width is increased for
cold enrichment.
5. The computer controls the air/fuel mixture in an EFI system based on input from various sensors by varying injector pulse width.
6. The MAP sensor measures changes in intake manifold pressure resulting from changes
in engine rpm and load. Input from the MAP sensor is used to calculate the best injector pulse width and EGR valve position.
7. A central multiport fuel injection system (CMFI) combines features from throttlebody and port fuel injections system. It has one central injector like a throttle-body system and one poppet nozzle per cylinder like port fuel injection. The central injector is
electronically controlled by the PCM; the poppet nozzles are controlled by fuel pressure.
8. Compared to TBI systems, MFI and SFI systems require higher fuel pressure.
9. In TBI, MFI, and SFI systems, the fuel pressure must be high enough to prevent fuel
vaporization.
10. If the injector pulse width is increased on TBI, MFI, or SFI systems, the air/fuel ratio
becomes richer.
11. The length of time that an injector is energized is called pulse width.
12. The computer determines the air entering the engine from the MAP or MAF and
engine speed signals in a speed-density EFI system.
13. In EFI systems, the fuel pressure must be high enough to prevent fuel vaporization.
14. False. While it is true that GDI systems allow engines to run at very lean air/fuel mixtures and at higher compression ratios, there is still a significant concern over the NOx
levels produced by this engine. Therefore they do not eliminate the need for an EGR
system that reduces NOx emissions.
15. When the engine is idling, the pressure regulator provides lower fuel pressure compared to the fuel pressure at wide-open throttle.
16. b. Air/fuel ratio is controlled by varying injector pulse width.
17. c. Cold air is dense and requires more fuel when the engine is cold. The PCM adjusts
the air/fuel mixture in response to sensor inputs including the O2 sensor.
18. b. A returnless fuel pressure regulator combines the filter and regulator, but it is
mounted on top of the fuel pump and sending unit in the fuel tank, not on the fuel
rail as stated by Technician A.
19. a. Fuel boiling in the fuel rail can cause a leaner air/fuel ratio, but the computer does
not have control over fuel pressure, temperature, or volatility.
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20. Special fuel injectors are needed for GDI systems due to much higher injection pressures and the need to seal the injector to prevent heat from igniting the fuel in the
injector.
Additional Teaching Hints, and answers for the Tech Manual Review Questions for both
chapters are at the end of Chapter 29.
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29
FUEL INJECTION SYSTEM
CHAPTER OVERVIEW
Diagnosing and servicing fuel injection systems requires systematic, step-by-step procedures. This chapter describes how to diagnose typical fuel injection systems and to perform routine maintenance and repairs.
CHAPTER OBJECTIVES
Perform a preliminary diagnostic procedure on a fuel injection system.
Remove, clean, inspect, and install throttle body assemblies.
Explain the results of incorrect fuel pressure in a TBI, MFI, or SFI system.
Perform an injector balance test and determine injector condition.
Clean injectors on an MFI or SFI system.
Perform an injector sound, ohmmeter, noid light, and scope test.
Perform and injector flow test and determine injector condition.
Perform an injector leakage test.
Remove and replace the fuel rail, injectors, and pressure regulator.
Diagnose causes of improper idle speed on vehicles with fuel injection.

I. Preliminary checks
1. EFI System Component Checks
II. Service Precautions
III. Basic EFI System Checks
A. Oxygen Sensor Diagnosis
B. OBD-II Adaptive Fuel Control Strategy
C. Air Induction System Checks
Hint: Discuss intake manifold and throttle body cleaning methods and why
they are necessary.
D. Airflow Sensors
1. Mass Airflow Sensors
2. Volume Airflow Sensors
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119
3. Karman Vortex Sensors

4. Speed Density (MAP) Systems
E. Throttle Body
1. Throttle Body Inspection
2. Throttle Body Removal and Cleaning
F. Fuel System Checks
1. Fuel Delivery
G. Injector Checks
1. Checking Voltage Signals
2. Injector Balance Test
3. Injector Sound Test
4. Injector Flow Testing
5. Oscilloscope Checks
(a) Peak and Hold Injectors
(b) Pulse-Modulated Injectors
IV. Injector Service
A. Injector Cleaning
Hint: Discuss various injector cleaning methods and compare the merits of
each. Point out precautions that should be observed.
V. Fuel Rail, Injector, and Regulator Service
A. Injector Replacement
B. Fuel Rail, Injector, and Pressure Regulator Removal
C. Cold-Start Injector Removal and Testing
VI. Idle Speed Checks
A. Idle Contact Switch Test
B. Scan Tester Diagnosis
C. IAC BPA Motor and Valve Diagnosis
1. IAC BPA Motor Removal and Cleaning
D. IAC BPA Motor Diagnosis and Installation
E. Diagnosis of Fast Idle Thermo Valve
F. Diagnosis of Starting Air Valve

1. For an EFI system to operate properly, it needs (1) an adequate air supply, (2) the correct fuel pressure provided for properly operating injectors, and (3) the correct trigger signal from the computer received by the injector.
2. Trouble codes (fault codes) are numerical indications of the circuit or portion of a circuit in which a problem has been detected by the onboard diagnostics. They do not
pinpoint the specific component at fault and should not be used as a signal to replace
components. They signal that a more thorough diagnosis is needed to identify and verify the source of the failure.
3. Check an oxygen sensor by connecting a voltmeter between the O2 sensor wire and
ground, and observing the voltage variations as the air/fuel mixture fluctuates between
rich and lean. The voltage range for most O2 sensors is from 0 to 1 volt. (Some DaimlerChrysler engines use a 5-volt reference signal and so the voltmeter will read 56
volts.) When the voltage is closer to 1 volt, the mixture is rich; when it is near zero,
the mixture is lean. A good sensor should actively cycle between rich and lean about
1040 times in 10 seconds, indicating that the computer is modulating fuel mixture
in response to sensor input.
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4. OBD-II compliant vehicles use adaptive fuel control strategies referred to as shortterm fuel trim (STFT) and long-term fuel trim (LTFT) to make adjustments to fuel
control calculations. STFT begins when the engine goes into closed loop and the computer begins recognizing input from the O2 sensors. Once the engine reaches a predetermined operating temperature (typically about 180F), the PCM begins to update
the LTFT based on engine speed and STFT. STFT works to bring LTFT close to 0 percent correction. A rich condition will be indicated by a LTFT number and a lean condition will be indicated by a +LTFT number on the scan tool.
5. When block integrator or block learn numbers are constantly below 128, the computer
is continually decreasing fuel, indicating a rich condition or high O2 sensor voltage.
6. d. If a mass air flow (MAF) sensor is suspected of causing a no-start condition, unplug
the sensor and attempt to start the engine. If it starts, the sensor should be replaced.
7. Dirt, gum, or varnish buildup on the throttle plates or throttle body restricts the flow
of air into the engine and may result in a driveability problem.
8. a. An electrically open injector on an engine with port injection would not deliver
fuel to that cylinder and affects only one cylinder. This would be unlikely to cause hard
starting. The other three choices affect all of the cylinders and could easily cause
hard starting due to either flooding or insufficient cold enrichment.
9. Test an injector with an ohmmeter by disconnecting the wiring connector and connecting the ohmmeter leads across the injector terminals. Compare to specifications.
If the injector is even a little bit outside of specifications, it should be replaced.
10. Pulse width is the time measured in milliseconds that an injector is energized. Duty
cycle is the percentage of on-time to total cycle time.
11. A dual trace lab scope can be used to make sure that the injectors are firing at the correct time. Connect the lab scope so that one trace displays the ignition reference signal and the other trace displays the injector signal. The two signals should have some
sort of rhythm between them that should be constant. If the injectors wave form is
fine but varies, a faulty ignition reference sensor or circuit is faulty. If the ignition signal is lost because of a faulty sensor, the injection system will also shut down. If the
injector circuit and the ignition reference circuit shut down at the same time, the cause
of the problem is probably the ignition reference sensor. If the injector circuit shuts
off before the ignition circuit, the problem is the injector circuit or the PCM.
12. a. A vacuum leak allows unmeasured air to bypass the throttle, which controls the
speed of the engine. This would result in increased idle speed. A higher than normal
throttle position sensor signal would most likely be interpreted as a higher than normal idle throttle opening, and the IAC should act to reduce, not increase, engine
speed.
13. c. Both technicians are correct. On some systems, such as Toyota, a jumper wire may
be used at the data link connector during diagnosis. If the IAC BPA counts are zero,
there may be an open circuit.
14. b. Technician B is correct. If the pintle is extended beyond specifications, it should
be retracted before installation to avoid damage. Throttle body cleaner may be used
to clean air passages, not the internal components of the motor as stated by Technician A.
15. c. Both technicians are correct.
16. a. Air that bypasses a mass air flow sensor causes the engine to run lean because the
amount of fuel injected is based on the amount of air flowing through the sensor; additional air that bypasses the sensor leans the mixture. A speed density system with a
vacuum leak will increase, not decrease, injector pulse width.
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19. c. Both technicians are correct
20. b. Technician B is correct. A defective coolant temperature sensor could cause a rich
mixture. Low fuel pump pressure would most likely cause a lean, not a rich, mixture.
TECH MANUAL
1. Visually inspecting an EFI system.
2. Checking the operation of the fuel injectors on an engine.
3. Conducting an injector balance test.

Demonstrate what happens when one injector on a TBI system is disconnected.
Demonstrate the effects of a manifold vacuum leak at the pressure regulator in an
MFI system.
Demonstrate the spray patterns of a good and bad fuel injector using water.
Demonstrate how to hook up a scan tool and what the readings mean on a
problem-free vehicle.
Demonstrate how to bleed-down and remove TBI and MFI injectors for inspection,
cleaning, and testing.
Show the activity of a fuel injector and oxygen sensor on a lab scope.
Demonstrate idle speed checks using the various meters and scan tools.

CHAPTERS 28/29
1. Hot wire-type, hot film-type, vane type
2. a. Inspect fuel system for leaks.
b. Test the state of charge of the battery.
c. Check all the wiring and connectors.
d. Verify coolant level.
e. Inspect ignition system.
f. Inspect air cleaner and air filter.
g. Test fuel system pressure.
h. Inspect fuel lines for restriction.
i. Check the mechanical condition of the engine.
3. a. faulty MAP sensor
b. poor seal to manifold
c. faulty fuel pressure regulator
4. Between the fuel filter and the throttle body
5. To isolate a clogged or electrically defective injector
6. a
7. Rough idle, stalling, or slow acceleration
8. False
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9.
10.
11.
12.
13.
b
c
c
d
Idle speed control is a function of the PCM. Based on operating conditions and inputs
from various sensors, the PCM regulates the idle speed to control emissions. In
throttle-body and port EFI systems, engine idle speed is controlled by bypassing a certain amount of airflow past the throttle valve in the throttle-body housing.
14. True
15. False
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30
INTAKE AND
EXHAUST SYSTEMS
CHAPTER OVERVIEW
This chapter covers all of the recent advances in intake and exhaust systems. Among these
are thermostatic air cleaners, catalytic converters, turbochargers, and superchargers.
Inspection, diagnosis, and service of various components are discussed.
CHAPTER OBJECTIVES
Explain the operation of the components of the air induction system, including
ductwork, air cleaners/filters, and intake manifolds.
Describe how the engine creates vacuum and how vacuum is used to operate and
control many automotive devices.
Inspect and troubleshoot vacuum and air induction systems.
Explain the operation of exhaust system components, including exhaust manifold,
gaskets, exhaust pipe and seal, catalytic converter, muffler, resonator, tailpipe, and
clamps, brackets, and hangers.
Properly perform an exhaust system inspection, and service and replace exhaust
system components.
Explain the purpose and operation of a turbocharger.
Inspect a turbocharger, and describe some common turbocharger problems.
Explain supercharger operation, and identify common supercharger problems.

I. The Air Induction System
A. Air Intake Ductwork
B. Air Cleaner/Filter
1. Air Filter Design
2. Air Filter Service
C. Intake Manifold
1. Variable Intake Manifolds
2. Servicing an Intake Manifold
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D. Vacuum System
1. Vacuum Basics
2. Vacuum Controls
3. Diagnosis and Troubleshooting
(a) Vacuum Test Equipment
II. Exhaust System Components
A. Exhaust Manifold
B. Exhaust Pipe and Seal
C. Catalytic Converters
D. Converter Problems
E. Mufflers
F. Resonator
G. Tailpipe
H. Heat Shields
I. Clamps, Brackets, and Hangers
III. Exhaust System Service
A. Exhaust System Inspection
1. Exhaust Restriction Test
B. Replacing Exhaust System Components
1. Exhaust Manifold and Exhaust Pipe Servicing
2. Replacing Leaking Gaskets and Seals
IV. Turbochargers and Superchargers
A. Turbocharger Operation
1. Various Turbocharger Designs
2. Waste Gate Valve
3. Intercooler
4. Lubricating System
5. Spark-Retard System
6. Computer-Controlled Systems
(a) Turbocharger Inspection
7. Wastegate Service
(a) Common Turbocharger Problems
(b) Replacing a Turbocharger
8. Turbo Start-up and Shutdown
B. Superchargers
1. Supercharger Operation
2. Supercharger Designs
3. Supercharger Problems

1. Spray a soapy solution around suspected leaks on the pressure side of a turbocharger
system to locate leaks.
2. Preheating the intake air improves fuel evaporation for cleaner burning and fewer
emissions.
3. The purposes of an intake manifold are to (1) distribute the air/fuel mixture, (2) provide uniform quality air/fuel mixture, and (3) vaporize the fuel.
4. The effectiveness of a catalytic converter may be checked either by using a four-gas
infrared analyzer, by measuring and comparing the inlet and outlet temperature, or
by measuring exhaust back pressure.
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125
5. A late-model vehicle has at least two catalytic converters in the exhaust system.
6. d. A miniconverter is sometimes referred to as a warm-up converter because it is used
to clean up emissions during warm-up.
7. c. The exhaust system should be cool and the negative battery cable should be disconnected before working on the exhaust system.
8. b. A vacuum leak anywhere in the system results in a leaner mixture, not a richer
mixture as stated by Technician A. A lean mixture causes poor engine performance.
9. b. A vacuum leak causes an engine to run leaner, not richer than normal. An excessively lean condition can lead to detonation and other driveability problems.
10. c. Both technicians are correct. Penetrating oil should be used on rusted exhaust pipe
connections and critical clearance areas should be checked.
11. d. All of the above.
12. c. Both technicians are correct. Both low compression and incorrect ignition timing
can cause a low vacuum gauge reading.
13. True. An engine misfire can cause raw fuel to enter the exhaust and overheat the
converter.
14. d. A turbocharger requires no mechanical connection between the compressor wheel
and the engine.
15. d. Ten psi of turbo boost means that the air entering the engine is 10 psi above atmospheric pressure.
16. a. The wastegate manages turbocharger output pressure.
17. b. Lack of lubrication is a major cause of turbocharger failures.
18. c. Start the engine and listen to the sound that the turbocharger makes to help diagnose any exhaust or boost pressure leaks.
19. a. Superchargers are mechanically driven, rather than being dependent on exhaust
gas pressure.
20. a. Disconnected vacuum hoses admit air that is not included in the engines fuel control strategy resulting in a leaner than normal air/fuel mixture, not a richer mixture
as stated by Technician B.
TECH MANUAL
The following procedure is included in Chapter 30 of the Tech Manual:
1. Inspecting an exhaust system.
ADDITIONAL TEACHING HINTS

Compare these manifold designs: open and closed intake, exhaust crossover, and
EGR system.
Measure intake manifold vacuum on a live vehicle. Discuss the reason for the
different readings obtained at different throttle openings. Show how things such
as late ignition timing, an engine misfiring problem, or a restricted exhaust may
be detected by using a vacuum gauge.
Demonstrate testing exhaust back pressure. Explain why excessive back pressure is
undesirable.
Demonstrate the use of a four-gas analyzer. Discuss the results and explain how
they relate to intake, vacuum, and exhaust systems.
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Show a turbocharger and discuss its operation and service.

Discuss supercharger operation and service.

1. Lower
2. a. wastegate valve stuck closed
b. computer control problem
3. With engine running at idle, listen for hissing or rumbling.
4. True
5. There will be a general lack of air to the engine, which results in poor driveability and
fuel economy.
6. False (Both are signs of overheating.)
7. b
8. True
9. True
10. Silence air intake noise; heat and cool the air as required; provide the air needed by
the engine to operate; filter the air to protect the engine from wear; monitor airflow
temperature, volume, and/or density for efficient combustion; operate with the PCV
system; and provide air for some air injection systems.
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31
EMISSION CONTROL SYSTEMS
CHAPTER OVERVIEW
This chapter discusses the latest in emission control theory, components, and operation.
It also covers pollutants, history of emission legislation, and development of emission control devices.
CHAPTER OBJECTIVES
Explain why hydrocarbon (HC) emissions are released from an engines exhaust.
Explain how carbon monoxide (CO) emissions are formed in the combustion
chamber.
Describe oxygen (O2) emissions in relation to air/fuel ratio
Describe how carbon dioxide (CO2) is formed in the combustion chamber.
Describe how oxides of nitrogen (NOx) are formed in the combustion chamber.
Describe the operation of an evaporative control system during the canister purge
and nonpurge modes.
Explain the purpose of the positive crankcase ventilation system.
Explain the operation of the detonation sensor and electronic spark control module.
Describe the operation of an exhaust gas recirculation valve.
Explain the design and operation of a positive and negative back pressure EGR
valve.
Explain the operation of a digital EGR valve.
Explain the operation of a linear EGR valve.
Define the purpose of a catalytic converter.
Describe the operation of a secondary air injection system.

I. Legislative History
A. Development of Emission Control Devices
II. Pollutants
A. Hydrocarbons
B. Carbon Monoxide
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Chapter 31
C. Oxides of Nitrogen
D. Oxygen
E. Carbon Dioxide
III. Evaporative Emission Control Systems
A. OBD-II EVAP Systems
IV. Precombustion Systems
A. Engine Design Changes
B. PCV Systems
1. Operation
2. PCV Valve
3. Fixed Orifice Tube PCV System
C. Spark Control Systems
D. EGR Systems
1. EGR Valve
(a) Valve Controls
(b) Types of EGR Valves
2. Electronic EGR Controls
E. Intake Heat Control Systems
1. Port Fuel Injection
V. Postcombustion Systems
A. Catalytic Converters
B. Air Injection Systems
1. Electronic Secondary Air System
(a) Bypass Mode
(b) Upstream Mode
(c) Downstream Mode

1. A small PCV opening is adequate at idle speed because the amount of blowby gases
in the crankcase is minimal.
2. Nitrous oxides (NOx) begin to form when temperatures in the combustion chamber
reach 2,300F (1,261C).
3. A digital EGR valve contains up to three electric solenoids that control different size
orifices and are operated directly by the PCM. When any solenoid is energized, exhaust
gas is allowed to flow through the orifice and enter the intake manifold. The PCM can
energize one, two, or three solenoids to supply the correct amount of recirculated
exhaust gases for optimum control of NOx emissions.
4. The secondary air injection system pumps air into the exhaust ports during warm-up
to add oxygen to the exhaust gases. This extra oxygen causes further oxidation and
burning of any remaining unburned or partially burned hydrocarbons and carbon
monoxide in the exhaust. When the engine reaches operating temperature, the additional air injected by this system would affect the operation of the EGR system, so an
air-switching valve routes the air from the exhaust ports to the catalytic converter
where it aids the converter
5. Gasoline engines must control emissions of HC, CO, and NOx.
6. The PCV system prevents blowby gases from escaping to the atmosphere.
7. On some systems, the detonation sensor signal is sent through the knock sensor
module to the PCM.
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129
8. In a negative back pressure EGR valve, if the exhaust pressure passage is plugged, the
bleed valve remains closed.
9. In a pulsed secondary air injection system, the one-way check valves prevent exhaust
gases from entering the metal container and air pipe to the air cleaner.
10. HC emissions may come from the tail pipe or fuel storage and delivery sources.
11. NOx, HC, and CO are changed into harmless gases by the catalyst in the catalytic
converter.
12. d. The PCV valve opening is smallest at idle and opens further at part and wide-open
throttle.
13. False. Only some engines have a pre-cat, or warm-up converter, and they do not use
an electric heater or store oxides of nitrogen.
14. b. The PFE sensor sends a signal to the PCM based on exhaust pressure, not intake
manifold pressure as stated by Technician A, and the PCM corrects the EGR flow if
actual flow does not match requested flow.
15. c. Both technicians are correct. Some engines have a pressure transducer in the vacuum hose to the EVR solenoid and it functions to restrict EGR operation until a preset engine rpm is reached.
16. c. Both technicians are correct. Some systems allow canister purge only above a preset speed, and others have a thermal delay so that the canister is not purged until the
engine reaches a certain operating temperature.
17. a. The EGR vent solenoid closes when it is energized. The EGR control solenoid, however, is normally closed and opens when it is energized.
18. b. The AIRD, not the AIRB, valve directs secondary air to either the exhaust manifold or the catalytic converter. During bypass mode, secondary air may be diverted to
atmosphere due to a fuel-rich condition or during deceleration.
19. The PCV system improves engine durability by relieving unwanted crankcase pressure and reducing the formation of sludge.
20. b. The EGR system is primarily responsible for the reduction of NOx and, when functioning properly, has little effect on overall engine performance.
Additional Teaching Hints, and answers to the Tech Manual Review Questions for both
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32
EMISSION CONTROL SYSTEM
CHAPTER OVERVIEW
This chapter covers the testing, diagnosis, and repair of emission control system
components.
CHAPTER OBJECTIVES
Describe oxygen (O2) emissions in relation to air/fuel ratio.
Describe how carbon dioxide (CO2) is formed in the combustion chamber.
Describe how oxides of nitrogen (NOx) are formed in the combustion chamber.
Describe the inspection and replacement of PCV system parts.
Diagnose engine performance problems caused by improper EGR operation.
Diagnose and service the various types of EGR valves.
Diagnose EGR vacuum regulator (EVR) solenoids.
Diagnose and service the various intake heat control systems.
Check the efficiency of a catalytic converter.
Diagnose and service secondary air injection systems.
Diagnose and service evaporative (EVAP) systems.

I. Testing Emissions
A. Exhaust Analyzer
B. Engine Diagnosis
C. IM240 Test
D. Other I/M Testing Programs
Hint: Discuss the local emission laws and testing.
II. PCV System Diagnosis and Service
A. Functional Checks of the PCV System
Hint: Explain how to test the PCV system.
III. EGR System Diagnosis and Service
A. EGR System Troubleshooting
1. EGR Valves and Systems Testing
(a) Diagnosis of Negative Back Pressure EGR Valve
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IV.
V.
VI.
VII.
VIII.
131
(b) Diagnosis of Positive Back Pressure EGR Valve

(c) Digital EGR Valve Diagnosis
(d) Linear EGR Valve Diagnosis
B. Checking EGR Efficiency
Hint: Show both a positive and a negative back pressure EGR valve. Allow
the students to attempt to test them using a vacuum pump. Explain why this
is not a conclusive test. Show digital and linear EGR valves and compare
their merits.
C. Electronic EGR Controls
1. EGR Vacuum Regulator (EVR) Tests
2. Exhaust Gas Temperature Sensor Diagnosis
Spark Control Systems
A. Diagnosis of Knock Sensor and Knock Sensor Module
Intake Heat Control Diagnosis and Service
Catalytic Converter Diagnosis
Hint: Discuss ways to identify faulty catalytic converters. Describe the symptoms
associated with a plugged converter.
Air Injection System Diagnosis and Service
A. Check Valve Testing
B. Secondary Air Reaction System Service and Diagnosis
1. Electric AIR Pumps
C. AIR System Component Diagnosis
1. AIRB Solenoid and Valve Diagnosis
D. System Efficiency Test
Evaporative Emission Control System Diagnosis and Service
A. EVAP System Component Diagnosis
Hint: Show a charcoal canister that has been cut in half; point out the
various components and describe their function.

1. d. A dirty catalytic converter would increase, not decrease, production of NOx.
2. Too little EGR flow can cause overheating, detonation, and excess NOx. A reduction
in EGR flow can be caused by an electronic fault, vacuum leaks, sticking valves,
obstructions, or low vacuum.
3. A saturated charcoal canister can cause symptoms easily mistaken for other fuel system problems, like rough idle or flooding.
4. A PCV valve stuck in the open condition will allow excess air to flow through the
valve, causing a leaner than normal air/fuel mixture. A rough idle or stalling may result
from this mixture.
5. A similar test procedure is used for both a negative and a positive back pressure EGR
valve, but a positive back pressure EGR valve will have opposite results when compared to a negative back pressure EGR valve.
6. c. Both technicians are correct. Both tests will identify a plugged catalytic converter.
7. Like most EGR valves, a port-type valve is opened by vacuum; however, a port-type
valve is opened by the vacuum that is present above the throttle plates.
8. Excessive HC emissions may be caused by:
Ignition system misfiring.
Improper ignition timing.
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Chapter 32
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Excessively lean or rich air/fuel ratio.

Low cylinder compression.
Defective valves, guides, or lifters.
Defective rings, pistons, or cylinders.
Vacuum leaks.
Dirty fuel injector.
Excessive EGR action.
Defective system input sensor.
CO is a by-product of combustion. It is formed in the engine when there is not enough
oxygen to combine with the carbon during combustion. When the engine receives
enough oxygen in the mixture, carbon dioxide (CO2) is formed instead of carbon
monoxide (CO). Therefore, as the mixture becomes richer, more CO is formed. If combustion does not take place, CO will be low.
A lean air/fuel ratio causes HC emissions to increase.
a. CO emissions increase as the mixture becomes richer.
a. A misfire allows raw fuel to enter the exhaust stream, increasing HC emissions.
When combustion does not take place, CO will be lower, not higher as stated by Technician B. The oxygen from the cylinder that misfired was not used in combustion and
is available to form CO2 instead of CO.
a. A delta temperature test (temperature difference) is a measure of converter efficiency. A good converter will have high, not low, amounts of CO2 in the exhaust.
b. Detonation on acceleration is a symptom of a faulty EGR valve. An EGR valve
that is stuck closed would unlikely cause a hesitation.
c. Both technicians are correct. EGR operation is dependent on both throttle position and operating temperature.
b. With the engine idling, you should not be able to build up vacuum with a hand
pump, and the valve should not open. Any vacuum supplied to a positive back pressure EGR valve is bled off with the engine not running.
c. A PCV valve that is stuck open results in a leaner than normal air/fuel mixture,
and oil in the air cleaner assembly can be caused by worn piston rings.
b. The AIRD, not the AIRB, valve directs secondary air to either the exhaust manifold or the catalytic converter. During bypass mode, secondary air may be diverted to
atmosphere due to a fuel-rich condition or during deceleration.
TECH MANUAL
1.
2.
3.
4.
Checking the emission levels on an engine.

Testing the operation of a PCV system.
Testing the operation of an EGR valve.
Testing a catalytic converter for efficiency.
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Emission Control System Diagnosis and Service
133

Demonstrate oxygen (O2) emissions in relation to air/fuel ratio using a five-gas
analyzer and propane enrichment.
Demonstrate how oxides of nitrogen (NOx) are formed in the combustion chamber
using a five-gas analyzer, disconnecting the EGR valve, and loading the engine.
Demonstrate the operation of an evaporative control system by disconnecting the
purge line and using an exhaust analyzer for HC at the port.
Demonstrate how to check the positive crankcase ventilation system.
Demonstrate the operation of an exhaust gas recirculation valve on a car, using a
vacuum pump while the engine is running with a slight load.
Demonstrate how to diagnose spark control systems.
Demonstrate engine performance problems caused by improper EGR operation
(using a vacuum pump or screwdriver, hold the EGR valve open at idle).
Demonstrate service procedures for the various types of EGR valves.
Demonstrate EGR vacuum regulator (EVR) solenoid diagnosis.
Demonstrate how to diagnose and service the various intake heat control systems.
Check the efficiency of a catalytic converter using a pyrometer, followed by a precat test.
Demonstrate how to diagnose and service secondary air injection systems.
Demonstrate how to diagnose and service evaporative (EVAP) systems.

CHAPTERS 31/32
1. False
2. c
3. a. EGR valve stuck open.
b. PVS is falling open.
c. Dirt is on the valve seat not allowing the valve to close.
d. Mounting bolts are loose.
4. Disconnect the throttle air bypass valve solenoid.
5. The valve is stuck closed.
6. c
7. a
8. c
9. c
10. c
11. When it is noisy or seized
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33
ON-BOARD
DIAGNOSTIC SYSTEMS
CHAPTER OVERVIEW
This chapter discusses the theory, components, and operation of the on-board diagnostic
systems and OBD-II. Understanding these systems is essential to successful diagnosis.
CHAPTER OBJECTIVES
Understand how a typical computerized engine control system operates.
Explain the operation for the various input and output sensors.
Explain what is meant by open loop and closed loop.
Explain the reasons for OBD-II.
Describe the primary provisions of OBD-II.
Explain the requirements to illuminate the malfunction indicator light in an OBD-II
system.
Briefly describe the monitored systems in an OBD-II system.
Describe the main hardware differences between an OBD-II system and other
systems.
Describe an OBD-II warm-up cycle.
Explain trip and drive cycle in an OBD-II system.
Describe how engine misfire is detected in an OBD-II system.
Describe the differences between an A misfire and a B misfire.
Describe the purpose of having two oxygen sensors in an exhaust system.
Briefly describe what the comprehensive component monitor looks at.

I. System Functions
II. System Components
A. Adaptive Strategy
III. Primary Sensors
A. Air-Conditioning (A/C) Demand Sensor
B. Brake Switch
C. Barometric Pressure (BARO) Sensor
134
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On-Board Diagnostic Systems
D.
E.
F.
G.
H.
I.
J.
K.
L.
M.
N.
O.
P.
Q.
135
Engine Coolant Temperature (ECT) Sensor

Engine Position Sensors
EGR Diagnostic Switch
EGR Valve Position Sensor
Engine Speed Sensor
Feedback Pressure EGR Sensor
Heated Windshield Module
High Gear Switch
Intake Air Temperature (IAT) Sensor
Knock Sensor (KS)
Manifold Absolute Pressure (MAP) Sensor
Mass Airflow (MAF) Sensor
Neutral Drive/Neutral Gear Switch (NDS)
Oxygen Sensors (O2s)
1. Heated Oxygen Sensors (HO2S)
R. Power Steering (PS) Switch
S. System Battery Voltage
T. Throttle Position (TP) Sensor
U. Vacuum Sensor
V. Vehicle Speed Sensor (VSS)
Hint: Pass around a collection of sensors; have the students try to identify as
many as they can. Describe their operation and importance to the function of
the on-board diagnostic system.
IV. Computer Outputs and Actuators
A. Air Management Solenoids
B. Evaporative Emission (EVAP) Canister Purge Valve
C. EGR Flow Solenoids
D. Fuel Injectors
E. Idle Speed Controls
F. Ignition Module
G. Mixture Control (MC) Solenoids
H. Motors and Lights
I. Other Solenoids
J. Electronic Throttle Control
Hint: Show examples of various actuators. Describe their function and
service requirements.
V. System Operation
A. Diagnostics
B. Closed-Loop Mode
C. Open-Loop Mode
D. Fail Safe or Limp-In Mode
E. Spark Control Systems
F. Fuel Control System
G. Emission Control System
H. Cylinder Deactivation
I. Control of Nonengine Functions
J. Computer Logic
VI. OBD-II Standards
A. Data Link Connector
1. Standard Location
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Chapter 33
B.
C.
D.
E.
F.
G.
H.
I.
J.
K.
Diagnostic Trouble Codes (DTCs)

Standard Communication Protocol
Common Scan Tools
Common Diagnostic Test Modes
VIN Automatically Transmitted to Scan Tool
Stored Trouble Codes Cleared by Scan Tools
Snapshot Mode
Codes Are Stored Whenever Exhaust Quality Is Affected
Standard Glossary
MIL Must Be Illuminated When Emissions Exceed 1.5 Times Allowable
Standard.
L. OBD-II Implementation
M. OBD-III
VII. Monitoring Capabilities
A. Catalyst Efficiency Monitor
B. Misfire Monitor
1. Type A Misfires
2. Type B Misfires
C. Fuel System Monitoring
D. Heated Oxygen Sensor Monitor
E. EGR System Monitoring
F. Evaporative (EVAP) Emission System Monitor
1. Fuel Filler Caps
G. Secondary Air Injection Reaction (AIR) System Monitor
H. Comprehensive Component Monitor
VIII. OBD-II Diagnostics
A. System Readiness Mode
B. OBD-II Trip
C. Test Connector
D. Malfunction Indicator Lamp Operation
E. Data Links
F. Test Modes
G. Snapshots
IX. OBD-II Terms

1. When the engine is in open loop, there is no feedback from the oxygen sensors and
so fuel calculation must be based on predetermined parameters contained in look-up
tables. When the engine goes into closed loop, the PCM begins adjusting fuel and timing requirements by reacting to sensor feedback, mainly from the oxygen sensors.
2. The computer depends on system strategies to actually learn from past experience.
This allows the system to adjust for wear and for differences in operating conditions.
Look-up tables are used to calculate fuel and timing needs when the system is in open
loop.
3. OBD-II standards define a warm-up cycle as a period of vehicle operation in which
the coolant rises by at least 40F (4C) and reaches at least 160F (71C).
4. The OBD-II trip consists of an engine start following an engine off period, with enough
vehicle travel to allow the following monitoring sequences to complete their tests:
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On-Board Diagnostic Systems
5.
6.
7.
8.
9.
10.
11.
12.
137
(1) misfire, fuel system, and comprehensive system components; (2) EGR; and
(3) H2OS. An OBD-II drive cycle consists of an engine start and sufficient vehicle
operation to bring the vehicle into closed loop and to include whatever specific operating conditions are necessary to either to initiate and complete a specific monitoring
sequence or to verify a symptom or a repair. To complete a drive cycle, all five monitors must be completed followed by the catalyst monitor.
An engine misfire is detected in an OBD-II system by the misfire monitor. It measures
the contribution of each cylinder to engine power. This is accomplished using highly
accurate crankshaft angle measurements of the rate of crankshaft acceleration after
each cylinder fires. When a cylinder does not contribute to engine power, the expected rate of crankshaft acceleration does not occur.
The OBD-II system uses at least two oxygen sensors. One is used for feedback to
the PCM for fuel control, and the other gives an indication of the efficiency of the
converter.
The monitors in an OBD-II system are:
a. Catalyst efficiency, which gives an indication of the efficiency of the catalytic
converter.
b. Engine misfire, which measures the amount each cylinder contributes to engine
power. A cylinder not contributing to engine power is flagged as a misfire. There are
two types of misfires. Type A misfires, which are detected over a 200 rpm period,
are considered excessive if between 2% and 20%. Type B misfires, which are checked
over a 1,000 rpm range, are flagged if they exceed 2% to 3%.
c. Fuel system monitor, which checks short-term (STFT) and long-term (LTFT) fuel
trim while the PCM is operating in closed loop.
d. Heated oxygen sensor, which measures the response time and the frequency of the
oxygen sensor signals and whether the heater is functioning. It can detect a lazy or
faulty sensor.
e. EGR system monitor, which checks the efficiency of the EGR system. A variety of
strategies may be employed by various manufacturers to check their systems, ranging
from measuring the pressure differential on each side of the EGR valve to opening
the valve and watching for a change in the MAP signal.
f. EVAP system monitor, which tests the ability of the fuel tank to hold pressure and
the purge system to vent gas fumes to the charcoal canister.
g. AIR system monitor, which checks the operation of the AIR system by turning the
system to inject air upstream of the oxygen sensor and monitoring its signal for an
expected increase in oxygen content.
h. Comprehensive component monitor, which checks any electronic input that could
affect emissions. It employs two strategies for input sensors. One looks for out-ofrange values from sensors as they are received at the analog/digital (A/D) converter,
and the other performs a rationality check of sensor values. It also checks the operation of each of the outputs that affect emissions. The output state monitor of the comprehensive component monitor (CCM) checks most of the outputs by monitoring the
voltage of each solenoid, relay, or actuator at the output driver of the PCM.
Type B engine misfires are excessive if the misfiring exceeds 2% to 3% in a 1,000 rpm
period.
The EVAP monitor checks the action of the canister purge system.
The AIR monitor has a(n) active and passive test to check the efficiency of the air
injection system.
The fuel monitor checks short-term fuel trim and long-term fuel trim.
a. The oxygen sensor produces voltage. It is not a thermistor as stated by Technician B.
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Chapter 33
13. d. Neither technician is correct. Open-loop operation relies on system strategies, lookup tables, and sensor input. The oxygen sensor is not the major input during open
loop.
14. c. The computer has no control over a vehicles operating conditions.
15. c. The random access memory (RAM) stores trouble codes and other temporary
information in much the same way that a scratch pad is used.
16. b. A flashing MIL alerts the driver to imminent engine or catalyst damage. The MIL
is illuminated when emissions exceed 1.5 times, not 2.5 times.
17. c. Both technicians are correct. An ineffective catalytic converter would be indicated by an increase in the voltage frequency of the downstream oxygen sensor. When a
fault is detected by the catalyst monitor on three drive cycles, the MIL is illuminated.
18. b. Type A misfires are checked over a 200-rpm, not a 500-rpm, range.
Additional Teaching Hints, and answers to the Tech Manual Review Questions for both
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34
ON-BOARD DIAGNOSTIC
SYSTEM DIAGNOSIS
AND SERVICE
CHAPTER OVERVIEW
This chapter covers the diagnostic and service procedures of the OBD-II system in depth.
Included is the extensive use of scan tools for gathering and interpreting OBD-II system
information.
CHAPTER OBJECTIVES
Perform flash code diagnosis on various vehicles.
Perform a scan tester diagnosis on various vehicles.
Conduct preliminary checks on an OBD-II system.
Use a symptom chart to set up a strategic approach to troubleshooting a problem.
Define the terms associated with OBD-II diagnostics.
Identify the cause of an illuminated MIL.
Explain the basic format of OBD-II DTCs.
Monitor the activity of OBD-II system components.
Explain how to diagnose intermittent problems.
Diagnose computer voltage supply and ground wires.
Test and diagnose switch-type input sensors.
Test and diagnose variable resistance-type sensors.
Test and diagnose generating-type input sensors.
Test and diagnose output devices (actuators).

I. Electronic Service Precautions
II. Basic Diagnosis of Electronic Engine Control Systems
A. Logical Diagnosis
B. Isolating Computerized Engine Control Problems
1. Visual Checks
2. Ohmmeter Checks
3. Voltmeter Checks
4. Lab Scope Checks
139
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Chapter 34
C. Service Bulletin Information

III. Self-Diagnostic Systems
A. Visual Inspection
B. Unlocking Trouble Codes
C. Using a Scan Tool
1. Snapshot Testing
IV. Retrieving Trouble Codes
A. General Motors Vehicles
B. Ford Motor Company Vehicles
C. Chrysler Corporation Vehicles
D. Toyota Vehicles
E. Nissan Vehicles
V. OBD-II System Diagnosis and Service
VI. OBD-II Diagnostics
A. Visual Inspection
B. Scan Tool Diagnosis
1. PDA Testers
C. OBD-II Terminology
1. Drive Cycle
2. Monitoring Sequence
3. Enable Criteria
4. Diagnostic Test
5. Pending Situation
6. Serial Data
7. Similar Conditions
8. Trip
9. Two Trip Monitors
10. Warm-up Cycle
D. Malfunction Indicator Lamp
1. MIL History Codes
E. Freeze Frame
F. Diagnostic Trouble Codes
G. OBD-II Monitor Test Results
1. Comprehensive Component Monitor
H. Possible Causes of OBD-II Monitor Failures
I. Intermittent Faults
J. Repairing the System
1. H2OS Repair
VII. Diagnosis of Computer Voltage Supply and Ground Wires
VIII. Testing Input Sensors
A. Switches
IX. Variable Resistor-Type Sensors
A. Engine Coolant Temperature (ECT) Sensor
B. Intake Air Temperature (IAT) Sensors
C. Throttle Position (TP) Sensor
D. Exhaust Gas Recirculation Valve Position Sensor
X. Generating Sensors
A. Oxygen Sensors
1. Testing with a DMM
2. Testing with a Scanner
3. Testing with a Lab Scope
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On-Board Diagnostic System Diagnosis and Service
141
4. Identifying the Cause of O2S Contamination

Hall-Effect Switches
Magnetic Pulse Generators
Vehicle Speed Sensor
Knock Sensors
Manifold Absolute Pressure Sensors
Mass Airflow Sensors
1. Vane-Type MAF Sensors
2. Hot-WireType MAF Sensors
XI. Testing Actuators
A. Testing Actuators with a Lab Scope
B.
C.
D.
E.
F.
G.

1. A scan tool aids in diagnosis by (1) checking for DTCs, (2) monitoring the activity of
inputs and outputs, and (3) taking and storing of snapshot data.
2. Individual components may be checked by (1) visual inspections, (2) ohmmeter
checks, (3) voltmeter checks and, (4) lab scope checks.
3. True. A good ground is especially critical for all reference voltage sensors. A bad
ground will cause the reference voltage, which is normally 5 volts, to increase. In series
circuits, when additional resistance such as a bad ground is added to a circuit, there
will be less voltage available at the load. Because voltage reference sensors are series
parallel circuits, the opposite is true. A bad ground will cause reference voltage to
increase instead of decrease.
4. TSBs are valuable diagnostic tools because they allow the technician to take advantage of the experience of others who have dealt with the same condition previously.
They are also one of the most up-to-date sources of service information.
5. A typical normal oxygen sensor signal will toggle between 0 and 1 volt.
6. A bad circuit ground affects a sensors reference voltage by increasing reference voltage. In series circuits when additional resistance is added to a circuit from something
like a corroded ground connection, a reduction of voltage at the load is expected.
Because reference voltage circuits are series parallel circuits, the opposite is true. An
increase in resistance at the ground increases reference voltage sent to the sensors.
This causes them to provide faulty information to the PCM. Poor grounds can also
allow EMI, or noise, to be present on the voltage reference signal. This also affects
the accuracy of sensor input.
7. When an engine is running lean, the voltage signal from the oxygen sensor will be low.
8. a. A defective aspirator valve would be unlikely to cause a misfire monitor failure; it
would be more likely to cause an AIR system monitor failure.
9. d. Neither technician is correct. A good O2 sensor should toggle between 0.2 V and
0.8 V. A contaminated O2 sensor would be biased rich and produce a continually high
voltage signal.
13. a. Technician A is correct. Check the voltage signal as the vane is moved from fully
open to fully closed. The voltage signal should increase, not decrease, as the vane
is opened.
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Chapter 34
14. b. Technician B is correct. A high-impedance digital voltmeter should be used to test

OBD-II circuits.
15. a. Technician A is correct. A flashing MIL can mean a fault is detected that could
result in a damaged catalytic converter. Not all faults will cause the PCM to illuminate the MIL.
16. b. Technician B is correct. Serial data can be essential to solving no-fault-code
driveability problems. Codes should not be erased after a visual inspection, as stated
by Technician A.
18. a. Enable criteria must be met before the PCM completes a monitor test. A drive cycle
includes operating the vehicle under specific operating conditions until all, or most,
of the monitors have completed their functions.
19. a. Technician A is correct. Monitors are run during normal driving when enable criteria are met.
TECH MANUAL
1. Retrieving diagnostic trouble codes (DTCs) from the computer of an engine control
system.
2. Testing an ECT sensor.
3. Testing the operation of a TP sensor.
4. Testing an O2 sensor.
5. Testing a MAP sensor.
6. Conducting a diagnostic check on an engine equipped with OBD-II.
7. Monitoring the adaptive fuel strategy on an OBD-II-equipped engine.

Demonstrate how disabled sensors will affect the system.
Induce sensor problems and have the students follow the service manuals
troubleshooting guides to test and diagnose the problems.
Induce an intermittent connection problem on various sensors and demonstrate if
OBD-II will capture the fault.
Demonstrate test and diagnostic procedures using the scanner, DVOM, and lab
scope.
Describe how engine misfire is detected in an OBD-II system.
Demonstrate (using a live vehicle and scan tool) the OBD-II trip cycle.

CHAPTERS 33/34
1. With computerized engine controls, (a) emission level, (b) fuel consumption, (c)
driveability, and (d) durability are carefully balanced to achieve maximum results with
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On-Board Diagnostic System Diagnosis and Service
2.
3.
4.
5.
6.
7.
8.
9.
10.
minimum waste. Some of the things engine control systems are designed to do are
holding air/fuel ratios as closely to 14.7:1 as possible, allowing maximum catalytic
converter efficiency and minimizing fuel consumption; utilizing emissions control
devices, such as EGR valve, carbon canister, and air pump, that are operated at predetermined times to increase efficiency; operating the engine as efficiently as possible
when it is cold and is warmed up rapidly, reducing unburned hydrocarbon emissions
and engine wear due to raw gasoline washing oil from the piston rings and getting
into the crankcase to form sludge and varnish; advancing ignition timing as much as
possible under all conditions; precisely controlling timing and air/fuel ratio under all
operating conditions; and providing control loop operation that enables the engine to
make rapid changes to match changes in engine temperature, load, and speed.
Monitors included in OBD-II are:
a. catalyst efficiency monitor
b. engine misfire monitor
c. fuel system monitor
d. heated exhaust gas oxygen sensor monitor
e. exhaust gas recirculation monitor
f. evaporative system monitor
g. secondary air injection monitor
h. comprehensive component monitor
OBD-II systems have a downstream heated oxygen (HO2S) sensor mounted downstream from the catalytic converter. The conventional HO2S sensor is mounted in the
exhaust manifold. The downstream HO2S monitors the efficiency of the conventional or upstream HO2S.
c
b
True
b
d
A scan tool can retrieve DTCs, monitor serial data, and give a snapshot of the conditions that were present when a DTC was set. Some scan tools can also be used to activate an output device.
TSBs are especially helpful in diagnostics because they identify common faults or
problems in the system that the manufacturer has discovered since the vehicle was
built. Often these problems are difficult to isolate and correct without a TSB.
SECTION 4
Answers to ASE Prep Test Questions
1.
2.
3.
4.
5.
143
c
d
c
c
c
6.
7.
8.
9.
10.
d
b
c
a
a
11.
12.
13.
14.
15.
a
a
a
b
a
16.
17.
18.
19.
20.
c
c
c
a
a
21.
22.
23.
24.
25.
c
a
a
a
a

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4227_sec_04.

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

IV. Ignition Components

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

Ignition System Diagnosis and Service

IV. No-Start Diagnosis

XII. Distributor Service

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

Ignition System Diagnosis and Service

d. Gap bridging, in which stop-and-go driving causes carbon deposits to accumulate

Scope testing an ignition system.

ADDITIONAL TEACHING HINTS FROM CHAPTERS 24/25

ANSWERS TO TECH MANUAL REVIEW QUESTIONS FOR

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

Fuels and Other Energy Sources

ADDITIONAL TEACHING HINT

ANSWERS TO TECH MANUAL REVIEW QUESTIONS

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

Fuel Delivery Systems

ADDITIONAL TEACHING HINTS

ANSWERS TO TECH MANUAL REVIEW QUESTIONS

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

Electronic Fuel Injection

9. EGR Valve Position

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

Electronic Fuel Injection

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

Fuel Injection System Diagnosis and Service

3. Karman Vortex Sensors

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

Fuel Injection System Diagnosis and Service

18. c. Both technicians are correct.

ADDITIONAL TEACHING HINTS FROM CHAPTERS 28/29

ANSWERS TO TECH MANUAL REVIEW QUESTIONS FOR

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

Intake and Exhaust Systems

ADDITIONAL TEACHING HINTS

Show a turbocharger and discuss its operation and service.

ANSWERS TO TECH MANUAL REVIEW QUESTIONS

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

Emission Control Systems

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

Emission Control System Diagnosis and Service

(b) Diagnosis of Positive Back Pressure EGR Valve

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

Excessively lean or rich air/fuel ratio.

Checking the emission levels on an engine.

Emission Control System Diagnosis and Service

ADDITIONAL TEACHING HINTS FROM CHAPTERS 31/32

ANSWERS TO TECH MANUAL REVIEW QUESTIONS FOR

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

On-Board Diagnostic Systems

Engine Coolant Temperature (ECT) Sensor

Diagnostic Trouble Codes (DTCs)

ANSWERS TO TEXTBOOK REVIEW QUESTIONS

On-Board Diagnostic Systems

INSTRUCTIONAL OUTLINE WITH TEACHING HINTS

C. Service Bulletin Information