Manual de Curvas de Sensores Ocilloscope

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KES-200 Trainning Course
KES-200 Handheld Engine Analyzer

Trainning Course
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Table of Contents
CHAPTER 1 GENERAL INTRODUCTION ............................................................................... E-1
1.1 BACKGROUND ..................................................................................................................... E-1
1.2 FUNCTIONS ......................................................................................................................... E-1
1.3 FEATURES ........................................................................................................................... E-1
CHAPTER 2 FOUR CHANNEL OSCILLOSCOPE .................................................................... E-2
2.1 BRIEF INTRODUCTION........................................................................................................... E-2
2.2 BASIC PRINCIPLE AND STRUCTURE ........................................................................................ E-2
2.3 MAIN FUNCTIONS AND SPECIFICATIONS .................................................................................. E-3
2.4 BASIC OPERATION AND APPLICATION ..................................................................................... E-4
2.4.1 WIRE CONNECT ............................................................................................................. E-4
2.4.2 CHANNEL CHOICE .......................................................................................................... E-4
2.4.3 SENSOR SELECT ........................................................................................................... E-4
2.4.4 DISPLAY CONTROL......................................................................................................... E-4
2.5 MAIN SENSORS ANALYSIS ..................................................................................................... E-5
CHAPTER 3 IGNITION SYSTEM ANALYSIS .......................................................................... E-23
3.1 BRIEF INTRODUCTION......................................................................................................... E-23
3.2 BASIC PRINCIPLE AND STRUCTURE ...................................................................................... E-23
3.3 BASIC OPERATION AND APPLICATION ................................................................................... E-24
3.4 IGNITION WAVEFORM ANALYSIS ........................................................................................... E-25
CHAPTER 4 SMART MULTI-METER ...................................................................................... E-28
4.2 BASIC PRINCIPLE AND STRUCTURE ...................................................................................... E-28
4.3 MAIN FUNCTIONS AND SPECIFICATIONS ................................................................................ E-29
4.4 OPERATION ....................................................................................................................... E-29
4.5 TIPS FOR EFI SYSTEM MULTI-METER TEST ............................................................................ E-33
4.6 ITEM AND METHOD FOR MICRO-PROCESSOR MULTI-METER TEST ........................................... E-33
4.6.1 TIPS ........................................................................................................................... E-33
4.6.2 PROCEDURES FOR VOLTAGE TEST ................................................................................ E-34
4.6.3 PROCEDURES FOR RESISTANCE TEST ........................................................................... E-34
CHAPTER 5 CYLINDER ANALYSIS....................................................................................... E-35
5.1 POWER BALANCE ............................................................................................................... E-35
5.1.1 BRIEF INTRODUCTION .................................................................................................. E-35
5.1.2 PRINCIPLE AND STRUCTURE ......................................................................................... E-35
5.1.3 BASIC OPERATION AND APPLICATION ............................................................................. E-36
5.2 RELATIVE CYLINDER PRESSURE TEST .................................................................................. E-37
5.2.2 PRINCIPLE AND STRUCTURE ......................................................................................... E-37
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5.3 CYLINDER EFFICIENCY TEST ............................................................................................... E-38
5.3.2 BASIC PRINCIPLE AND STRUCTURE ............................................................................... E-38
CHAPTER 6 STARTING SYSTEM ANALYSIS ........................................................................ E-40
6.2 SPECIFICATION .................................................................................................................. E-40
6.3 START TO TEST .................................................................................................................. E-40
6.4 STARTING VOLTAGE ............................................................................................................ E-40
6.5 STARTING CURRENT ........................................................................................................... E-41
CHAPTER 7 CHARGING SYSTEM ANALYSIS ...................................................................... E-43
7.2 SPECIFICATION .................................................................................................................. E-43
7.3 WIRE CONNECT ................................................................................................................. E-43
7.4 RESULTS DISPLAY .............................................................................................................. E-43
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Chapter 1 General Introduction

1.1 Background
The KES-200 is a handheld engine analyzer which are integrated with 4 channel oscilloscope,
smart multi-meter, ignition analysis, starting analysis, charging analysis, cylinder analysis all
together. It is a combination of world advanced auto testing technology and therefore is a real
expert-level instrument.
1.2 Functions
KES-200s main functions are 4-channel oscilloscope, smart multi-meter, ignition analysis, starting
analysis, charging analysis, cylinder analysis, gas analyzer interface, PC link, print , etc.
1.3 Features
Dimension (mm)
32023080
Weightmain unit
1. 5kg
Display
320240 LCD
Keyboard
23 Touch key
Beeper
Key touch or error indicate
Analysis cartridge
PCMC2A interface
Operating temperature
-30+50
Relative humidity
90%
Power supply
DC 12V
Serial port
RS232
Printer link
General printerPCL supported
Language
English, Simplified Chinese and

Traditional Chinese
Beeper switch
On/off
Hardware self check
LCDmemory and keyboard
Software upgrading
Via PC
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Chapter 2 Four Channel Oscilloscope

2.1 Brief introduction
The KES-200 is with oscilloscope function. It can display four-channel waveform simultaneously.
The built-in databank provides standard waveform and help information of many sensors to
support users analysis on various electric signals of automobile.
2.2 Basic principle and structure

1.Principlethe basic principle is showed as picture 2-1
Sensor 1
LCD Waveform display
CH4
CH3/
CH4
CPU Data processing
Sensor 4
CH3
A/D Transfer
Sensor 3
CH2
CH1/
CH2
Pre-processing of signals
Sensor 2
CH1
Picture 2-1
2Basic structurethe basic structure of four-channel oscilloscope is showed as picture 2-2
It is consist of display, function selecting key and its menu, sensor (with probe), four-chanel
adaptor, power cable and analysis cartridge.
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8
2-2
1-Mainunit 2-Analysis cartridge 3-Accumulator
4-Accumulator cable
6-Oscilloscope cable 7-Oscilloscope probes 8-Main cable
5-Ground cable
2.3 Main functions and specifications

1. Functions
It is mainly used to test auto sensor, primary ignition waveform, executors and ECU input/output
signal as well as auto electric circuit analysis.
2.Specifications
Item
Specification
Voltage test range
DC -150~+150V
Frequency test range
Up to 500 KHz
Time resolution
25ms-20s
Voltage resolution
0.2-20V
Voltage/Time resolution
Auto or manual setting
Display hold
Can hold the waveform
Waveform zoom out
Up to 5X
Live waveform saved
50 pages on line save, 8 pages off line save
Signal type
DC or AC
Help information
Standard waveform for popular sensors
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2.4 Basic operation and application

2.4.1 Wire connect
1
2
Connect adaptor cable

Connect four-channel cable to port of CH1CH2CH3CH4
3
4
Connect main cable and power cable

Turn on, select [1] to enter into the system
2.4.2 Channel choice

[1.Manual set]User can manually set the resolution of tested voltage and time.
[2.Auto set (CH1)] Automatically set the resolution of voltage and time of channel 1,
receive and display the waveform of channel 1.
[3.Auto set (CH1/CH2)] Automatically set the resolution of voltage and time of channel 1
and channel 2, receive and display the waveform of channel 1 and channel 2.
[4.Auto set (CH3/CH4)] Automatically set the resolution of voltage and time of channel 3
and channel 4, receive and display the waveform of channel 3 and channel 4.
[5.Auto set (CH1/2/3/4)] Automatically set the resolution of voltage and time of four
channels, receive and display the waveform of four channels.
[6.PC link]Can display and edit the waveform of four channels in PC via PC link.
2.4.3 Sensor select
When item 2 to 5 of the main menu of oscilloscope is selected, auto set requires sensor selecting
because the voltage and frequency vary from different sensors. There are 18 items available in
the sensor select menu and the selected channel, which is automatically decided by system in
order from 1 to 4 channels, is showed in the top line.
To test and show the signal of selected sensor, the KES-200 will automatically adjust the
resolution of voltage and time, select the trigger mode according to the selected sensor so as to
greatly facilitate users operation. For instance
[1.Injector]
Volt Div:20V Time Div:1Ms Trigger Volt:5V Trigger Mode: NORMAL
[2.Air Flow Sensor]
Volt Div:2V Time Div:10Ms Trigger Volt:2V Trigger Mode: NORMAL
2.4.4 Control display
Normal modethe [0.Hold] is not selected
1[0.Hold]Hold mode
Stop the waveform output and hold display. In hold mode, the detail signal can be displayed by
function of zoom out, axle move and trigger.
2[1.Channel]To choose the channel number
3[2.Voltage]To adjust the resolution of voltage
By push [] and [] keythe resolution of voltage can be adjusted in order of 0.10.20.5
1.02.05.010.020.0V
4[3.Time]To adjust the resolution of time
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By push [ ] and [ ] keythe resolution of time can be adjusted in step of 25s50s0.1ms

0.2ms0.5ms1ms2ms5ms10ms20ms50ms0.1s0.2s0.5s1s2s5s10s
20s. Over 0.1s is the mode of ROLL.
5[4.Ground]To change the ground level
6[5.DC]To convert the AC and DC voltage
7[6.Trigger]
[1.Trigger source] To select the trigger sourceCH1CH2CH3CH4
[2.Trigger mode] Automatic, normal, single
[3.Trigger slope]To convert up/down trigger slope
[ Level]Use [][] key to adjust level of trigger voltage
[ Trigger point] Use [][] key to move the trigger point
8[Current page]To save the page number
Hold modethe [0.Hold] is selected
1[0.Grid]To display/hide grid
2[1.Auto]To set automatically
3[2.Cursor]To choose1Hide cursor 2Move cursor A3Move cursor B 4Move cursor
A and B
4[3.Zoom1]To zoom out/in the waveform
5[4.Ground]To change the ground level
6[5.Save] [6.Restore]To save/replay waveform
2.5 Main sensor analysis

(1) Fuel injecting driver
1 FunctionFuel injecting driver consists of transistor switch and circuit in ECU. It sends signal
to control the fuel injection. The injecting volume of fuel is decided by switch on time of the driver.
2 Position in carFor MPI engine, it is near to the inlet valve while for SPI engine it is near to
throttle valve.
3 TypesSaturated switch typepeak freeze type and PNP type
4 Working principleThe ECU outputs the signal to control fuel injection driver according to
running status of engine and vehicle. Firstly to ground the signal so as to switch on the driver. The
voltage peak will decrease from 20.0V TO 0.0V. Then the ECU shut off the injection circuit and a
peak will be generated in coil of the driver by violent change of electromagnetism. Finally the
voltage will restore to 20.0V.
5 Wire connectionNormally by two wires, in case the body has been grounded, only one wire
needed
6 Test procedures
1 Start engine and hold it at 2500RPM for 2-3 minutesview the waveform of fuel inject
driver
2 Add propane into intake pipe to get the mixed air more dense, view the injecting time
getting shorter
3 Cause the vacuum leakage to make the mixed air light, view the injecting time getting
longer
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4 The injecting time changes between 0.25ms to 0.5ms

5 Normally the injecting time is 2-6ms at idle, 5-35ms at cold start or throttle fully open
6 The waveform of PNP type driver is reversed while for peak freeze type, there are
two peak in the waveform
7 Fault diagnosisif the waveform of injector does not change as regular, possibly:
1 The system is running at open loop
2 Oxygen sensor broken
3 Injection circuit broken
8 Waveform analysis
1MPI low resistance fuel injection waveform, ref. picture 2-3
picture 2-3
2MPI fuel injection waveform, ref. picture 2-4
picture 2 -4
3SPI fuel injection waveform, ref. picture 2-5
picture 2-5
4SPI throttle valve injection waveform (TBI), ref. picture 2-6
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picture 2 -6
5MPI fuel injection failure waveform (resistance too high, over 1000ohm, no voltage peak), ref.
picture 2-7
picture 2 -7
(2) Air flow sensor
1 FunctionThe sensor is used in L type or Mono type fuel injection system to measure the
volume of engine aspirated air and send signal to auto ECU to act as a main factor to control
injection and ignition.
2 Position in carNormally it is installed between air filter and throttle box.
3 Type: vane, heated thread, karman volute
4 Working principle
(1) Vane type air flow sensor adopts the fact that when air flow pass through, the vane will be
pushed turn due to the force difference between up and down and rotational moment is
pro rata with the volume of air flow. The vane is closed by spring when no air flow pass
through. When there is air pass through, the vane will be turned to a new balance
position and the potentiometer will convert the translation into electrical signal with which
the ECU can calculate the volume of air. The analog voltage is getting higher with the
airflow increased.
(2) Heated thread type airflow sensor adopts the fact that when airflow pass through, it will
takes away thermo from heated thread. The more airflow pass, the more thermo will be
taken away. The temperature change will cause resistance change of Wheatstone Bridge
and so that the volume of airflow will be turned out. The analog voltage is getting higher
with the airflow increased.
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(3) Karman volute type airflow sensor (digital) adopts the fact that when put a cylinder in
even airflow, the alternative volution will be generated. By volution frequency, the ECU
can calculate the volume of airflow. With the airflow increase, the output frequency is
getting higher.
5 Wire connection: there are three wires: one for power, one for ground and one for signal.
6 Test procedures:
(1) Starts engine, output a steady DC signal of 1.0V at idle speed.
(2) Slowly knock down the acceleration pedal, view the output waveform become higher with
the airflow increase, the Max. voltage can up to 4.0 to 4.5V.
(3) Then down the engine speed to idle and hold 2sec. View the output waveform restore to
1.0V
(4) Suddenly knock down the acceleration pedal to most and then return to idle. View the
output waveform rapidly up to 4.0V and then restore to 1.0V. It is normal there are some
burrs in waveform.
(5) The digital airflow sensor output FM signal. It gets higher with airflow increase. For some
digital airflow sensor the duty ratio will also increase. The digital airflow sensor can also
be tested by smart multi-meter of KES-200.
7 Fault diagnosisIf the range of waveform (frequency) no change or slight change during
speed up/down, then the sensor and its concerned circuit need to inspect.
8 Waveform:
(1) Vane type (simulation) sensor, the waveform is obtained by open-close-open operation of
the throttle. The range of the waveform will enlarge with the increase of vehicle speed
and load. There is a voltage peak in the beginning duo to inertia of the vane. Ref. picture
2-8
picture 2-8
(2) Heated thread type (simulation) sensor, the waveform is obtained by close-open-close
operation of throttle. The range of the waveform will enlarge with the increase of vehicle
speed and load. There is a voltage peak when the air start to flow in due to the character
of heated object. Ref. picture 2-9
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picture 2-9
(3) Analog type sensor, the waveform is obtained by close-open-close operation of the
throttle. The range of waveform will enlarge with the increase of vehicle speed and load.
Ref. picture 2-10
2-10
(4) Karman volute type (digital) sensor, the frequency of the waveform will enlarge with the
increase of vehicle speed and load. Ref. picture 2-11
picture 2-11
(5) Failure waveform of digital type sensor, ref. picture 2-12
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picture 2-12
(3) Pressure sensor of intake air
1 Function: It is used in D type fuel injection system to measure the pressure of engines intake
air and send results to ECU to act as a main factor to control injection and ignition.
2 Position in car: It is installed on the intake manifold.
3 Type: analog and digital (special in Ford).
4 Working principle: the operating voltage of analog sensor will increase with the vacuum rate
reduce. The output frequency of digital sensor will increase with the vacuum rate reduce.
5 Wire connection: three wires, two for power and one for signal.
6 Test procedures:
(1) Starts engine and output a steady DC signal of 1.25V at idle speed.
(2) Slowly knock down the acceleration pedal, view the output waveform become higher with
throttle valve open. The max. value can up to 5.0V.
(3) Then down the engine speed to idle and hold 2sec. View the output down to 0V during
speed down and then restore to 1.25V.
(4) Suddenly knock down the acceleration pedal to most and then return to idle. View the
output waveform rapidly up to 5.0V and then restore to 1.25V. It is normal there are some
burrs in waveform.
(5) The digital sensor outputs FM signal. It gets higher with throttle valve open. (Digital type
sensor can be tested by smart multi-meter of KES-200).
(6) Fault diagnosis: If the range (frequency) of output waveform no change or slight change
during speed up/down, the pressure sensor and its concerned circuit need to inspect.
(7) Waveform:
1 Analog type sensor, the waveform is obtained by close-open-close operation of the
throttle valve. The output voltage becomes bigger (from 1,0V to 5.0V) with the throttle
valve open. The range (voltage) of waveform will enlarge with increase of vehicle
speed and load. Ref. picture 2-13
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picture 2-13
2 Digital type sensor: the frequency of waveform becomes higher with increase of
vehicle speed and load. Ref. picture 2-14
picture 2-14
(4)Speed sensor
1 Function: To test vehicle speed and send result to ECU to control the engine speed so as to
accomplish fuel cut off when over speed. In case A/T transmission, it is also a main factor of
A/T control signal.
2 Position in car: Normally it is installed in rear axle or gearbox.
3 Type: Electromagnetic type, photoelectric type and Hall effect type
4 Working principle:
1 Electromagnetic sensor uses electromagnetic effect to generate a AC signal whenever
each tooth of the gear pass through the sensor. Its output waveform is similar to sine
wave and its frequency is synchronous with gear speed.
2 Photoelectric sensor uses luminous tube to record gear pass time and its output is
synchronous with gear speed.
3 Hall effect sensor use magnetic switch to record gear pass time and outputs square
waveform, which is synchronous with gear speed.
5 Wire connection: shield two wires
6 Test procedures: Lift up the driving wheel and simulates the road driving condition or test
during real road driving.
7 Fault diagnosis: the output frequency and range of electromagnetic sensor becomes bigger
with increase of vehicle speed. If it outputs a line or the frequency and range remains no
change at different speed, it can be judged broken. The range of output waveform of
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photoelectric and Hall effect sensor do not change. It is the voltage of power supply. The duty
rate does not change also. Only the frequency increases with speed up. If it outputs a line, that
means the sensor is broken.
8 Waveform:
1 Electromagnetic (simulation) sensor, the frequency and range of output waveform
become bigger with increase of vehicle speed. Ref. picture 2-15
picture 2-15
2 Photoelectric type or Hall effect (digital) sensor, the frequency of waveform becomes
bigger with increase of vehicle speed. The max. voltage is 5V (in some case it is 12V).
Ref. picture 2-16
picture 2-16
(5)TDC, crankshaft, camshaft sensor
1Function:
1 TDC sensor provides top position signal of cylinder 1 to ECU to act as a main factor to
control ignition.
2 Camshaft sensor provides position signal of camshaft to ECU to act as a main factor
to control ignition.
3 Crankshaft sensor tests the rotation of crankshaft and provides rotational speed signal
to ECU to act as a main factor to control ignition and fuel injection.
2Type: Electromagnetic type, photoelectric type and Hall effect type
3Working principle:
1 Electromagnetic sensor uses electromagnetic effect to generate a AC signal
whenever each tooth of the gear pass through the sensor. Its output waveform is
similar to sine wave and its frequency is synchronous with gear speed.
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2 Photoelectric sensor uses luminous tube to record gear pass time and its output is
synchronous with gear speed.
3 Hall effect sensor use magnetic switch to record gear pass time and outputs square
waveform, which is synchronous with gear speed.
rate does not change also. Only the frequency increases with speed up. If it outputs a line,
that means the sensor is broken.
7 Waveform analysis:
1 Waveform of TDC sensor (reference to cylinder 1 signal). Ref. picture 2-17
picture 2-17
2 Waveform of camshaft sensor (top position signal of cylinder 1), the wider square
waveform ref to cylinder 1 and narrow square waveform ref to cylinder 4. Ref. picture
2-18.
picture 2-18
3 Waveform of digital crankshaft sensor, this signal is used to calculate engine speed and
piston position. Ref. picture 2-19
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picture 2-19
4 Waveform of digital crankshaft sensor (with distributor), the signal is used to control
ignition and injection time. It is also used to indicate piston top position and camshaft
position. Ref. picture 2-20
picture 2-20
(7)Intake air temperature sensor
1 Function: To measure temperature of air in intake pipe and send result to ECU to act as a
reference factor to control fuel injection and ignition.
2 Position in car: in air regulator or air flow meter
3 Type: Normally it is analog sensor
4 Working principle: Normally it is heat-sense resistance with negative temperature ratio. The
output is voltage reduction in resistance. The output voltage is high when the temperature is
low.
5 Wire connection: two wires, in case the sensor body has been grounded, only one wire
needed.
6 Test procedures:
1 Turn on the power but not starts the engine, the output waveform is a 3-5V steady DC
signal.
2 Starts engine and run a while at idle speed, view the range of output waveform reduce
to 1-2V
7 Fault diagnosis: If the output waveform is 1 0.0-5.0V DC signal or the waveform does not
change with the temperature change of intake air, the sensor and its concerned circuit need to
inspect. When the sensor is in short or open circuit, the ECU may get temperature signal lower
than -50 or higher than 139 which may cause too high or too small AFR and eventually
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lead unsteady idle speed and violent engine running.

1 This is the waveform under cold engine running, the output voltage is in direct ratio of
atmosphere temperature. Ref. picture 2-21
picture 2-21
2 This the waveform after engine warm-up, ref. picture 2-22
picture 2-22
(7)Coolant temperature sensor THW
1 Function: to measure the coolant temperature in radiator and send result to ECU to act as a
reference factor to control fuel injection and ignition. It is also used as a reference factor to
control other systems.
2 Position in car: in outlet of coolant
3 Type: normally it is analog type sensor.
low.
needed.
6 Test procedures:
1 Switch on the power but not starts the engine, the output waveform is a steady signal
of DC 3-5V.
2 Starts engine and run a while at idle speed, view the range of output waveform
gradually down to 1-2V.
7 Fault diagnosis: If the output waveform is a DC signal of 0V or 5V, or the waveform does not
change with temperature change of coolant, the sensor and its concerned circuit need to
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inspect. When the sensor is in short or open circuit, the ECU may get temperature signal
lower than -50 or higher than 139 which may cause too high or too small AFR and
eventually lead unsteady idle speed and violent engine running.
1 This is the waveform under cold engine running, ref. picture 2-23
picture 2-23
2 This is the waveform after engine warm-up, ref. picture 2-24
picture 2-24
(8)Fuel temperature sensor
1 Function: to measure the fuel temperature in fuel supply pipe.
2 Position in car: in fuel supply system of engine
3. Type: normally it is analog type sensor.
low.
needed.
6Test procedures:
(1) Switch on the power but not starts the engine, the output waveform is a steady signal
of DC 3-5V.
(2) Starts engine and run a while at idle speed, view the range of output waveform
gradually down to 1-2V.
3 Fault analysis: If the output waveform is a DC signal of 0V or 5V, or the waveform does not
change with temperature change of fuel, the fuel temperature sensor and its concerned circuit
need to inspect.
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4 Waveform analysis: similar to that of intake air temperature sensor

(9)Throttle position sensor (TPS)
1 Function: to check the throttle valve status such as close (idle), open and changing speed,
send result to ECU. The ECU will use these information to calculate out current load of engine,
igniting time, EGR status, idle speed, A/T mode and fuel adding for acceleration. A broken
throttle position sensor may result sluggish acceleration and unsteady idle speed.
2 Position in car: in throttle body
3 Type: analog type sensor and switch type sensor
4 Working principle: plating film resistor around the ceramic base, the resistance change can be
tested when the metal lead moves on the film.
5 Wire connection: three wires, two for power and one for signal output
6 Test procedures:
Switch on the power but not starts engine, gradually open the throttle and then close, repeat
operation for several times and view the range of output waveform change between 1.0V
and 5V.
7 Fault diagnosis: normally there should be no interrupt or sharp in the waveform when voltage
of sensor rises from 1V (idle) to 5V(full speed). Pay attention to the waveform around 2.8V.
This is the point that sensor file easy-broken.
1 Analog type sensor, the waveform shows complete close-open-close operation on the
throttle, ref. picture 2-25
picture 2-25
2 Analog type sensor, the waveform is tested under idle speed. Picture 2-26
picture 2-26
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3 Failure waveform of analog type sensor, the waveform is tested under complete
operation of throttle. Note there is a fall in the waveform. Ref. picture 2-27
picture 2-27
(10)Knock sensorKNK
1 Function: to detect the cylinder knock caused by too early igniting, bad EGR ant etc, send
result to ECU to adjust the ignition time in order to avoid more cylinder knock.
2 Position in car: installed on the cylinder body
3 Type: analog AC signal
4 Working principle: it is made of pressure-sense element (ceramic). It can sense the cylinder
knock by pressure or vibration and output AC signal.
5 Wire connection: in case the sensor body has been grounded, only one signal wire available
6 Test procedures:
1 Run the engine at idle, view a AC waveform with certain frequency and range. With
engine speed up, the range and frequency of output waveform become bigger.
2 Switch on the power but not start engine, knock the engine body by a metal object.
View the change of output waveform. More heavy knock, more big change.
7 Fault diagnosis: If no change for the output waveform, or the range and frequency do not rise
with more engine vibration, the knock sensor and its concerned circuits need to inspect.
8 Waveform, ref. picture 2-28 and 2-29
picture 2-28
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picture 2-29
(11) Anti-block sensor
1 Function: to test the wheel speed and send result to ECU. The ECU will use this signal to
control the ABS of the vehicle.
2 Position in car: normally it is installed inside of wheel or in front axle
3 Type: electromagnetic type and photoelectric type
4 Working principle: Electromagnetic sensor uses electromagnetic effect to generate an AC
signal whenever each tooth of the gear pass through the sensor. Its output waveform is similar
to sine wave and its frequency is synchronous with gear speed. Photoelectric sensor uses
luminous tube to record gear pass time and its output is synchronous with gear speed.
rate does not change also. Only the frequency increases with speed up. If it outputs a line, that
means the sensor is broken.
8 The waveform is just similar to that of vehicle speed sensor
(12) EGR valve position sensor
1 Function: to indicate the position of EGR valve and measure the volume of EGR. Bad sensor
may result engine shake, cylinder knock, unsteady idle running and other driving problem.
2 Position in car: in intake manifold
3 Type: normally it is analog type sensor
4 Working principle: one sliding adjustable resistor drove by spindle of EGR valve.
5 Wire connection: three wires, one for power, one for ground and one for signal
6 Test procedures
1 Hold the engine running at 2500RPM for 2-3 minutes until it is completely warm-up
and ignition feedback system is in close loop.
2 Follow the steps as start to move; slight speed-up; rapid speed-up; cruise and
speed-down
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3 View the output waveform of the sensor

7 Fault diagnosis: The EGR valve opens at normal speed-up and close at idle or speed-down.
The sensor output a DC signal of 5V when the valve open, a DC signal of 1V when the valve
close. There should be no interrupt or sharp in the waveform, otherwise the sensor is broken.
(13) Idle speed control system
1 Function: to let ECU automatically maintains a steady idle speed of engine
2 Working principle: the ECU will compare the target speed, which is decided by signal from
various sensors with the actual speed of engine. So that the speed difference will be turned
out and air intake system will work to control the air volume so that the engine will be
maintained running at target speed. Normally the serve control mode of engine speed is
adopted.
3 Fault diagnosis: in the idle speed is not steady, possibly:
1 Rotation speed sensor (NE) broken
2 Idle control valve broken
3 Throttle valve position sensor broken
4 Waveform
1 Waveform of ISC step motor, it control engine speed at idle. Ref. picture 2-30
picture 2-30
2 Waveform of ISC idle control valve. It controls engine speed at idle. Ref. picture 2-31
picture 2-31
(14) Oxygen sensor
1 Function: to measure the oxygen concentration of exhaust gas, turn out a voltage signal
accordingly and feedback it to ECU to control the volume of fuel injection. The bad oxygen
sensor may cause too thick or too light of mixed air and result unsteady idle speed, over-due
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fuel consumption and too much emission, etc.

2 Position in car: normally it is installed in exhaust pipe and directly touch the exhaust gas.
3 Working principle: to use concentration difference of oxygen between two sides of zirconia to
produce a potentiometer. The bigger difference concentration, the higher potentiometer. The
oxygen concentration of atmosphere is 21%. Theoretically, there is no oxygen in the exhaust
gas. But actually, there is oxygen because of incomplete ignition or fire off even it is much
lower than that of atmosphere.
4 Type: many types available, they are one wire, two wires, three wires and four wires. The last
two types are with additional heating component.
5 Test procedure: use the four-channel oscilloscope function to test the waveform ot the sensor,
view the output voltage change against various concentration of mixed air.
6 Fault diagnosis: When the engine is working at normal temperature, the output voltage of
oxygen sensor varys with the change of concentration of mixed air. Over 0.5V means too thick
while below 0.5V means too light. If the voltage output does not change against concentration,
the sensor needs to replace. The normal fault of oxygen sensor are:
1 Due to replace (at about 110,000km)
2 Contaminated by dust, silicon, oil, etc.
7 Waveform:
1 This is the waveform of heat type oxygen sensor at high speed, ref. picture 2-32
picture 2-32
2 This is the waveform of oxygen sensor at close loop condition. Ref. picture 2-3
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3 This is the waveform of Toyota oxygen sensor at warm idle speed. Ref. picture 2-34,
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picture 2-34
picture 2-35
4 This is the waveform of oxygen sensor at warm engine working. Ref. picture 2-36
picture 2-36
5 This is the waveform of oxygen sensor at high engine speed. Ref. picture 2-37
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picture 2-37
Charter 3 Ignition system analysis

3.1Brief introduction
In all system of gasoline engine, the ignition system affects the engine performance most.
Statistics shows that about 50% of engine failures are caused by inefficient ignition. Therefore the
engine inspection always starts with ignition system. This function is separately listed in KES-200.
With the special designed primary/secondary probe, the user can easily use the instrument to
analyses brake through voltage, close angle (primary), sparking time of ignition. As the secondary
waveform is affected by various working conditions of engine, fuel supply and mechanism, the
related failure can be diagnosed out.
3.2Basic principle and structure

1Working principle: as picture 3-1
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LCD display waveform
Picture 3-1
Data edit/process
Peak value catch/process
Cylinder 1 sensor
Signal pre-processing
Secondary sensor
Signal catch/process
Primary sensor
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2Basic structure:
It mainly consists of screen, function keys, sensors (primary, secondary and cylinder 1), four
channel adaptors, power cable and analysis cartridge. Ref. picture 3-2
picture 3-2
1-mainunit 2-analysis cartridge 3-accumulator 4-accumulator cable 5-ground cable
6-cylinder 1 cable 7-secondary cable 8-distributor 9-ignition coil 10-oscilloscope cable
11-main cable
3.3 Basic operation and application

1Wire connectionref. picture 3-2
1
2
3
4
5
6
Connect four channel cable to KES-200 oscilloscope port

Connect main cable, switch on power( with accumulator cable)
Connect oscilloscope cable to CH1 to test primary
Connect secondary cable to CH2 to test secondary
Connect cylinder 1 cable to CH3 to test 2+ cylinder engine
Connect ground cable to CH5
2Description of function menu:

Normal mode: 0 hold, 1 primary/secondary, 2 time/voltage, 3 current page, 4 cylinder
number, 5 move, 6 display, 7 positive/negative
[0.HOLD] to freeze the waveform for detail analysis, the waveform can be saved in HOLD
[1.PRIM] --for selecting primary or secondary ignition waveform display
[2.TIME VOLT] -- for setting the resolution of time and voltage
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[3. PAGE] show the number of saved waveform page, up to 50 pages dynamic saved
[4. CYLN] to display waveform of selected cylinder by left/right key
[5. MOVE] to move waveform by up/down/left/right keys
[6.DISP] to select waveform in single cylinder, parade, bar or parallel mode
[7. Positive/ Negative] to select positive or negative peak
Hold mode: 0 grid, 1 primary/secondary, 2 time/voltage, 3 current page, 4 cylinder number,
5 move, 6 display, 7 save, 8 restore
[0. Grid]to select if grid is displayed
[3. Page]to display selected page by up/down keys
[7. Save]to save current waveform
[8. Rcll]to restore the saved waveform
3.4 Ignition waveform analysis

1.Waveform of distributor type ignition system
Ref. picture 3-3, it is the normal waveform. The up is the secondary and down is the primary.
Phase A refers to touch point open and phase B refers to touch point close.
picture 3-3
1- touch point open: the circuit of ignition coil is cut off, the secondary voltage is induced rapidly
up.
2-igniting voltage: the secondary voltage break through the resistance of high cable, clearance of
relay and clearance of spark plug to release the magnetic energy. Phase 1-2 is break through
voltage.
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3-sparking voltagethe voltage that condenser release

4-ignition voltage pulse: charging, release phase
5-sparking curve: the process that induction release, i.e. the inductive voltage can maintain the
secondary circuit through
6-touch point close: the current enter into primary coil, it surges due to induction in primary coil.
a-voltage surge produced by primary coil due to induction during spark lasting period
b-the attenuation surge produced by rest magnetic energy after sparking
c-the close phase of primary coil
By this waveform, we can clearly see the range of close angle, open angle, break through
voltage and sparking voltage. The spark delay and two surges are also test out. For normal
ignition system, the close angle is 45%-50% (4 cylinder) or 63%-70% (6 cylinder) or 64%-71%
(8 cylinder) of the total. Break through voltage should be over 15Kv, sparking voltage over 9Kv,
sparking time over 0.8ms. When these figures appear abnormal, that means failure exists or
system need to adjust.
The current that enters into ignition coil: view when the ignition coil starts to charge, a similar
down slope of each cylinder is kept which means the ignition time and close angle are all
accurate for every cylinder.
Sparking curve: view the consistency of the range of sparking voltage. A too high sparking
voltage means there is a high resistance exist in secondary circuit for example circuit cut off or
spark plug broken. A too short sparking curve means that the resistance of secondary circuit is
lower than normal for example the contaminated or broken spark plug or high cable broken.
Spark or combustion voltage: view the consistency of spark voltage which indicates the
performance of spark plug and AFR of each cylinder. In case the AFR is too low, the spark
voltage will be lower than normal accordingly.
Combustion curve: view if the combustion curve is smooth and clean. There should be no burr in
waveform. Too much burr means poor ignition, sparking too early, injector broken or spark plug
contaminated. The curve lasting time indicates the AFR in the cylinder, too high ( over 2ms), or
too low (less 0.75ms).
Surge of ignition coil: view there are at least two surges in the end of combustion curve. If the
quantity of surge is more than three, that means the ignition coil and condenser are all in good
condition.
2.Waveform of independent ignition system
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Ref. picture 3-4, it is the normal ignition waveform of non-distributor system. Compare with
distributor type, there is no obvious surge in close phase due to the transistor switch but not
mechanical switch applied. The voltage is relatively high in the magnetism charging process.
This change causes the voltage of secondary circuit waving. This is normal for non-distributor
ignition. Pay attention to it during testing.
picture 34
3.Waveform of DIS ignition system
In DIS ignition system, two cylinders share one ignition coil. So, in one working cycle there are two
ignitions only the one in the end of compress process is effective (ref. picture 3-5 a). The brake
through voltage is high because of low ionization degree in fresh mixed air. Pay attention to the
difference during testing.
picture 35
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Chapter 4 Smart multi-meter

In engine inspection and diagnosis, the auto specialized multi-meter is often used to measure
voltage, resistance, current, duty ratio, battery voltage and RPM of engine, etc. All these
parameters are essential for engine electric control system inspection and diagnosis. The normal
digital multi-meter cannot test these parameters, so a special auto multi-meter is applied.
4.2 Basic principle and structure

1Basic principle: as per picture 4-1
LCD Display
Data
process
CPU2
Pre Data collect/
process(CPU1
Special
multi-meter IC
Inspect probe
Picture 4-1
2Basic structure
It mainly consists of screen, function keys, four-channel adaptor, probe, ground cable, power
cable and analysis cartridge. Ref. picture 4-2
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Picture 4-2
1-mainunit 2-analysis cartridge 3-accumulator 4-accumulator cable
6-the tested objective 7-oscilloscope cable 8-main cable
5-ground cable
4.3 Main functions and specifications

1Main functions
1
2
3
4
5
6
7
8
Measure DC voltage
Measure resistance
Measure current
Measure duty ratio of the pulse
Measure frequency
Measure accumulator voltage
Measure RPM of engine
Measure intake vacuum (optional)
2Specifications
1
2
3
4
5
6
DC voltage DC 120~+120Vaccuracy:1%
DC current:-0.4~0.4Aaccuracy:1%
Resistance0.0~40.0M
Frequency:1Hz~100kHz0.05%
Duty ratio:0~100%
RPM:500~8000rpm
7 Intake vacuum (optional):0~105kPa
4.4 Operation
1Voltage measure
Select voltage measure from the main menu of multi-meter, connect ground cable and I
nspection probe, then the voltage will be displayed.
2Resistance measure
Select resistance measure from the main menu of multi-meter, connect ground cable to one
end of resistor and probe to other end, then the resistance will be displayed.
3Current measure
Select current measure from the main menu of multi-meter, connect ground cable to the
negative of the circuit and probe to positive, then the current will be displayed.
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4Frequency measure
Select frequency measure from main menu of multi-meter, connect ground cable, probe to the
signal wire, then the frequency will be displayed.
5Duty ratio measure
Select duty measure from the main menu of multi-meter, connect ground cable, probe to the
signal wire, then the duty ratio of pulse will be displayed.
6RPM measure
Select RPM measure from the main menu of multi-meter, clip the cylinder1 adaptor to any high
cable, then the RPM will be displayed.
7. Intake vacuum measure
1wire connection
Connect the black BNC end of the intake air adaptor to CHI of the main unit, red BNC to CH2,
details as picture 4-3
10
11
picture 4-3
1-main unit 2-analysis cartridge 3-3-way valve 4-vacuum sensor 5-intake air adaptor
6-ground cable 7-cylinder 1 caliper 8-distributor 9-accumulator 10-accumulator cable
11-main cable
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During testing, the screen will pop up no cylinder 1 signal, please check wire connection is the
cylinder 1 cable is not well connected. Ref. picture 4-4
picture 4-4
2Intake vacuum waveform analysis
a. The normal waveform of intake vacuum for 4 cylinders engine is showed as picture 4-5. The
first wave in the left side is of cylinder 1. The waves follow it are of cylinder 3,4,2 supposed the
ignition order is 1-3-4-2. Through the displayed waveform, we can see the vacuum of every
cylinder during air inspiration is generally the same which means the air intake system and
piston are all in good condition.
picture 4-5
b. Picture 4-6 shows a failure waveform of air intake of a 4 cylinders engine. The vacuum of
cylinder 3 is obviously down. Meanwhile the air intake of cylinder 3, the cylinder 4 is in exhaust
phase. So we can judge that sealing of cylinder 4 is out of function to let the emission enter into
intake manifold to result the vacuum down
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picture 4-6
c. Picture 4-7 shows another failure waveform of cylinder 2. The vacuum of intake manifold is too
low which indicates the volume of airflow decrease in this cylinder. Normally it is resulted by over
due wearing of valve tappet.
picture 4-7
d. Picture 4-8 shows a failure waveform of cylinder 4. The vacuum rapidly drops. Normally it is
caused by airflow decrease due to emission leakage of outlet valve.
picture 4-8
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4.5 Tips for EFI system multi-meter test

1 Do not use finger type multi-meter to test ECU and sensor. Should use digital multi-meter
with high impedance. The inner resistance of multi-meter should not be lower than 10K.
2 Before test, the multi-meter must be zeroed.
3 When test accumulator voltage, the ignition switch should be on and the voltage should
not be lower than 11V.
4 When test resistance, wag the wire in vertical and horizontal so as to increase accuracy.
5 When inspect the failure of circuit cut off, should plug off the connector between ECU and
sensor. Then measure the resistance between two ends of connector to diagnose if any
failure in connecting.
6 When inspect failure of grounding, should disassemble the connector in two ends. Then
test the resistance between connector and vehicle body (ground). The resistance should
be more than 1M.
7 Before disassemble any electric control circuit of engine, should firstly switch off the power
and take off the cable from accumulator.
8 The marks in the end of connector vary from different vehicle models. Pay attention to
make sure with reference to the manual.
9 When test voltage between two ends or two circuit, should touch the two ends or two wires
by two probes of the multi-meter.
10 When test voltage of an end or circuit, be sure to put positive probe of the multi-meter onto
the tested end or circuit, and put the negative probe ground.
11 When measure resistance or voltage, normally need to disassemble the connector.
Therefore the connector will be split into two parts. One is called sensor connector and
another is called sensor wire connector. Pay attention to identify what part it is.
12 All sensors and relays are connected to the ECU, so as to all the executors. So the
inspection can be performed on concerned end of ECU connector.
4.6 Item and method for micro-processor multi-meter test

4.6.1 Tips
Pay attention to following precaution when test voltage and resistance of micro-processor
1 Before test, should check if the auto micro-processor and other electric control systems
are well connected by fuse.
2 When ignition switch is on, the voltage of accumulator should not be lower than 11V. Too
low voltage may affect the test result.
3 Must use high impedance multi-meter (resistance over10M/V), otherwise the microprocessor is possibly injured. Suggest use special auto multi-meter.
4 The micro-processor and wire connector must be well connected when test the voltage of
each end of micro-processor. The probe of multi-meter must be inserted from the side of
wire connector to test the voltage.
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5 Prohibit test the resistance of each end of micro-processor under separate status of
micro-process and connector. Otherwise may injure the micro-processor.
6 If it is necessary to plug off the wire connector from micro-processor, must firstly
disassemble the accumulator cable, otherwise may injure the micro-processor.
7 When test, should firstly disassemble the micro-processor together with wire. To test
voltage between each end and ground under ignition switch on and switch off condition as
per order listed in query table. Also can plug off the wire connector to check it individually.
4.6.2 Procedures for voltage test
1 Be sure the voltage of accumulator is not lower than 11V, or need to recharge before test.
2 To disassemble to micro-processor from vehicle but the connection between
micro-processor and wire connector should be always kept.
3 To put ignition switch on
4 To set the multi-meter in voltage test
5 To insert the probe from the side of wire connector in order to measure the voltage
between end and ground.
6 Record result and compare it to the standard. If they are not in consistency, there may be
failure in micro-processor or control circuit.
4.6.3 Procedures for resistance test
1 Disassemble the micro-processor from vehicle
2 Plug off the wire connector
3 Set multi-meter in resistance test to measure the resistance between each end of wire
connector.
4 Record result and compare it to the standard so as to judge if the control circuit is good.
5 If the micro-processor is diagnosed to be failure, do not give up it. Need to use
replacement method to confirm if it is really broken.
6 In most case, the micro-processor is repairable. Most of failure is caused by diode, audion ,
condenser or resistor broken. All these parts are easy to get in market. But the IC board or
PROM of the micro-processor are normally not repairable.
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Chapter 5 Cylinder Analysis

5.1 Power balance
5.1.1 Brief introduction
Power balance is also called uniformity of cylinder working. It directly reflects the power
performance of cylinder. The speed will drop down a lot when cut off ignition if that cylinder is
working well. On the contrary, the cylinder is not working well.
5.1.2 Principle and structure
1 Principle
It measures the speed drop in ignition cut off one by one under unload condition. The results are
displayed in mean of figure or bar. The higher the figure or bar, the better that cylinder is.
Lets take a 4 cylinders distributor engine for example. Its ignition order is 1-3-4-2. The cylinder 1
caliper has been put on the high cable of cylinder 1.
When the engine speed is steady, the power balance test can be performed. The cut off time for
each cylinder is 4s. The restore time between two cut off is 10s.
1
2
3
4
5
6
7
8
Record the engine speed as RPM1 when start to cut off

Enter into cut off of cylinder 1, record the average engine speed during 4s as RPM2
Stop cut off, take 10s to restore and record the average engine speed as RPM11
The relative percentages of speed drop for each cylinder are:

Cylinder 1RPM1-RPM2/RPM1*100%
Cylinder 3: RPM11-RPM21/RPM11*100%
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The bigger the percentage, the better power performance that cylinder is.
2Structure
It mainly consists of screen, function key, 4-chennal adaptor, cylinder 1 caliper, ignition cut off
cable, power cable and analysis cartridge. Ref. picture 5-1
5-1
1-main unit
2-analysis cartridge
3-accumulator
4-accumulator cable
5-main cable
6-ignition cut off adaptor 7-ignition coil 8-cylinder 1caliper 9-high cable of cylinder 10-distributor
5.1.3 Basic operation and application
1Wire connectionref. picture 5-1
1 Connect the accumulator cable to main cable to fetch the power from accumulator
2 The connection of cylinder 1 cable and 4-chennal adaptor are just as the same as that
of ignition waveform analysis.
3 Connect the clip of ignition cut off cable to ignition coil (note: red-positive,
black-negative), connect other end with 15PIN to main cable and main cable to
KES-200 main unit.
2Precaution:
1
2
3
4
Start the engine only after all cable well connected.

Connect cable in strict conformity with manual instruction
Select correct cylinder number
Must input the correct ignition order
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5 Maintain the engine speed at 750-1800RPM before performing power balance
5.2 Relative cylinder pressure test

The engine is drove by accumulator at starting. As the voltage of accumulator is relatively
steady, bigger current will be required if the sealing condition of the cylinder is good. So, the
staring current of each cylinder reflects the sealing condition of the cylinder. The sealing
condition of the cylinder affects the relative cylinder pressure.
5.2.2 Principle and structure
1Principle
Relative pressure test is to measure the peak starting current of each cylinder under ignition cut
off. Then calculate out the relative percentage of each cylinders peak starting current and
display it in figure or bar. The higher the percentage, the better compress performance of that
cylinder. The highest is 100% for cylinder 1.
2 Structure
cable, big current caliper, power cable and analysis cartridge. Ref. picture 5-2
5-2
1-main unit 2-analysis cartridge 3-accumulator 4-accumulator cable 5-starter wire 6-big
current caliper 7-ground cable 8- ignition cut off cable r 9-ignition coil 10-the other end of big
current cable ( to CH4) 11-cylinder 1 caliper 12-high cable of cylinder 1 13-main cable
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1. Wire connectionRef 5-2:
1 Connect accumulator cable to main cable to fetch power from accumulator
of ignition waveform analysis
3 Connect the clip of ignition cut off cable to ignition coil (note: red-positive, blacknegative), connect other end with 15PIN to main cable and main cable to KES-200
main unit. Connect one end of big current cable to CH4 of 4-chennal adaptor, put the
other end (with big caliper) on to positive pole of accumulator (the current way is in the
arrow direction on caliper)
2. Precaution
1
2
3
4
5
Start the engine only after all cable well connected.

Connect cable in strict conformity with manual instruction
Seldom use the function on top grade cars
5.3 Cylinder efficiency test

This function is similar to power balance. The only difference is the testing method. Cylinder
efficiency test is to measure the ignition interval of two neighbor cylinders. The longer the interval,
the worst power performance of the first cylinder.
5.3.2 Basic principle and structure
1Working principle
Lets take a 4 cylinders distributor engine for example. Its ignition order is 1-3-4-2. The cylinder 1
caliper has been put on the high cable of cylinder 1. Base on cylinder 1 signal, the interval
between 1 and 3 is T1, T2 for cylinder 3 and 4, T3 for cylinder 4 and 2, T4 for cylinder 2 and 1.
Suppose T1 is smaller, that means cylinder 1s power performance is better. The relative
percentage of interval will be showed by figure and bar. The smaller the figure, the better
performance of that cylinder is.
2Structure
cable, power cable and analysis cartridge. Ref. picture 5-3
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picture 5-3
1-main unit
3-accumulator
4-accumulator cable
7-ignition cut off cable 7-ignition coil
8-cylinder 1 caliper 9-high cable of cylinder 1 10-distributor
5-main cable

1Wire connection
Be sure all cables are well connected before perform cylinder efficiency test.
1 Connect the accumulator cable to main cable to fetch the power from accumulator
of ignition waveform analysis
3 Connect the clip of ignition cut off cable to ignition coil (note: red-positive, blacknegative), connect other end with 15PIN to main cable and main cable to KES-200
main unit.
3 Precaution
1
2
3
4
Start engine only after all cables are well connected

Steady the engine speed before perform cylinder efficiency test
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Chapter 6 Starting system analysis

KES-200 is with function of vehicle starting system analysis. It is mainly used to judge the
condition of accumulator and starter by measuring the starting voltage and current.
6.2 Specification
Tested item
Range
Starting voltage
8.6~15.0V
Starting current
0~900A
6.3 Start to test

Insert the analysis cartridge into main unit then turn on, the start menu will be displayed. Select
starting system analysis by push [4] and choice the tested item by [][ ] keys. Ref. picture 6-1
picture 6-1
6.4 Starting voltage

Click [1] on the function menu of starting system analysis, the screen will display the starting
voltage test mode as shown in Figure a-2. The aim of starting voltage test is to test the capability
of the battery to maintain specified voltage supply. Some alkaline battery can maintain static
voltage after charging; but when perform starting test, it supplies required starting current to the
KES-200, and thus resulting in the drop of battery voltage. When the battery voltage drops the
allowable voltage, the engine may not start.
To test the starting voltage, just connect the battery clip to the battery (+ to + and - to -),
connect the main cable, and then start the engine.
At the beginning of start, the voltage wave should drop 2V or more, during the process of
continuous start, the voltage should maintain the status after drop. The voltage drop for poor
battery will be larger than that of the normal battery.
After connection and starting the engine, the screen will display the actual staring waveform as
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shown in Fig.6-2.
picture 6-2
In waveform of starting voltage:
(1) Initial value: the accumulator voltage before starting of engine.
(2) End value: the accumulator voltage after starting of engine.
6.5 Starting current

The aim of starting current test is to test the discharge current of battery during the starting of
engine. The starting current may be used to analyze the load condition of engine during start.
Hot start requires larger current than cold start.
Connect the test cable as shown in Fig.6-3, and then start the engine. Click [2] on the function
menu of starting system analysis, the screen will display the actual starting current test mode as
shown in Fig.6-4.
picture 6-3
1-main unit 2-analysis cartridge 3-accumulator cable 4-accumulator
6-big current adaptor 7-main cable
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5-power wire of starter
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picture 6-4
While testing, user may:
Press [0] to save the tested waveform or replay the saved waveform;
Press [1] to adjust the time division;
Press [2] to adjust the current division;
Press [4] to adjust the position of zero line to get a better analysis of waveform;
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Chapter 7 Charging system analysis

KES-200 is with function of testing charging system of engine. User can use this function to test
charging voltage waveform, accumulator voltage, charging current of engine charging system. If
the charging voltage is too low, it may lead inefficient power of accumulator and cause difficult
starting or electric system malfunction. As well as shorten the life of accumulator.
7.2 Specification
Tested item
Range
Charging voltage
8.6~15.0V
Charging current
0~40A
7.3 Wire connection

Ref. picture 7-1
picture 7-1
1-main unit
3-accumulator cable
4-accumulator
5-charging
wire 6-charging current adaptor 7-charging voltage adaptor 8-cylinder 1 caliper 9- secondary
high cable 10-main cable
7.4 Result display

The waveform at the middle of the screen as shown in Fig.7-2 is the ripple of AC voltage during
the discharging of battery. If the charging voltage is too low, it will result in insufficient battery
capacity and thus result in poor start of engine or abnormal operation of vehicle electric device;
if the charging voltage is too high, it will result in too high battery electrolyte and quicken the
drop of it, shorten the work life of battery, and easily destroy electrical accessories.
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The battery voltage, average charging current and engine speed are displayed on the lower
screen.
picture 7-2
While testing, user may:
Press [0] to save the tested waveform or replay the saved waveform;
Press [1] to adjust the time division;
Press [2] to adjust the voltage division;
Press [4] to adjust the position of zero line to get a better analysis of waveform;
Press [5] to perform triggering control;
Press [6] to switch the ignition mode between DIS and non-DIS when testing engine speed.
E-44

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LAUNCH

KES-200 Trainning Course

KES-200 Handheld Engine Analyzer

KES-200 Trainning Course

KES-200 Trainning Course

5.2.3 BASIC OPERATION AND APPLICATION ............................................................................. E-38

KES-200 Trainning Course

Chapter 1 General Introduction

Key touch or error indicate

General printerPCL supported

English, Simplified Chinese and

Hardware self check

LCDmemory and keyboard

KES-200 Trainning Course

Chapter 2 Four Channel Oscilloscope

2.2 Basic principle and structure

LCD Waveform display

CPU Data processing

KES-200 Trainning Course

2.3 Main functions and specifications

Voltage test range

Frequency test range

Auto or manual setting

Can hold the waveform

Waveform zoom out

Live waveform saved

50 pages on line save, 8 pages off line save

Standard waveform for popular sensors

KES-200 Trainning Course

2.4 Basic operation and application

Connect adaptor cable

Connect main cable and power cable

2.4.2 Channel choice

KES-200 Trainning Course

By push [ ] and [ ] keythe resolution of time can be adjusted in step of 25s50s0.1ms

2.5 Main sensor analysis

KES-200 Trainning Course

4 The injecting time changes between 0.25ms to 0.5ms

KES-200 Trainning Course

KES-200 Trainning Course

KES-200 Trainning Course

KES-200 Trainning Course

KES-200 Trainning Course

KES-200 Trainning Course

KES-200 Trainning Course

KES-200 Trainning Course

KES-200 Trainning Course

lead unsteady idle speed and violent engine running.

KES-200 Trainning Course

KES-200 Trainning Course

4 Waveform analysis: similar to that of intake air temperature sensor

KES-200 Trainning Course

KES-200 Trainning Course

KES-200 Trainning Course

3 View the output waveform of the sensor

KES-200 Trainning Course

fuel consumption and too much emission, etc.

KES-200 Trainning Course

KES-200 Trainning Course

Charter 3 Ignition system analysis

3.2Basic principle and structure

LCD display waveform

Peak value catch/process

KES-200 Trainning Course