Snap-on Live Training Episode 03 – Intro to Guided Component Tests

hello everyone welcome thanks for joining our online training session today and uh make sure if you have any questions throughout this presentation if you are watching us on zoom if you look on the top or bottom of your screen you can see the zoom controls i should see a little button that says q a click on that it'll open up a new window you can type in your question and i'll be able to take a look at those at the end of the session if you're watching us on youtube you can just use the live chat function i know we have a few people monitoring that i'll also be able to check those at the end of the session as well so let's get rolling my name is jason gabrina's i am one of snap-ons national diagnostic technical trainers been in the training department the last seven years and been traveling around north america helping techs and shop owners get the most out of their diagnostic equipment before that it was a couple years as a diagnostic sales rep was snap-on said 30 different snap-on franchisees i worked with as well as the shops that they serviced to help everyone get the most out of their diagnostic needs before that it was eight years at subaru so i worked at a subaru dealership and over time just became that default diagnostic guy in the shop so i would get all the drivability problems the intermittent issues the weird wiring problems that would seem to surface on these cars those all seem to end up in my bay and that's really where i cut my diagnostic teeth was trying to figure out these crazy head scratcher type problems that would come into my bay before that bunch of other miscellaneous wrenching jobs been about 25 years under hood experience for me so our topic today is guided component tests and how they tell the rest of your diagnostic story now this will be our intro to diagno uh introducti component tests course uh that we'll go through this evening so if we think about our scan tools that we have or diagnostic tools we have scanners and we have scopes and i like to think of a scanner i like to think of it as a really nice compass it's going to point us in the right direction it's going to show us where we need to look where we need to go but it's really only showing us part of what's going on with that vehicle it's really showing us the effect and for every effect we need a cause right so in order to find that cause that's really where the scope or guided component testing comes into play so we think about a vehicle let's think of it like a house in this on the pcm of this vehicle it's like a house so it's got a front door and it's got a back door it's coming in that front door will be all my input signals so my knock sensor my coolant temp sensor my oxygen sensor all those input signals feed through the front door of the pcm the pcm then processes it however it's programmed to do that and we know sometimes that cannot be correct because well we have reflashes and that's why reflashes exist to change how the pcm interprets things sometimes but it goes through and it processes it and then it takes that data stream and it sends it out the back door as a process data stream and presents it to the scan tool so if we're only using scanner data to look at this signal we're only looking at this half of the equation we're really only looking at half of what's going on we also need to be able to check our signals and verify our signals coming into the pcm to make sure they're even good in the first place and that's why we need component testing two different types of diagnostic tools is dictated because we have two different signals right so anything coming in that front door that raw data that input data coming in we need our guided component testing and then out the back door any of that effect that process data stream hooking up to the dlc well of course that's where the scan tool comes in some tools have both combined you might be thinking well why not just rely on the data right it's a computer just telling me what's going on right as far as the computer knows that's what's going on if we think back you know we've always used data way back since even 30 years ago right when we first came out with the mt 2500 it snapped on that red brick all right way back then and if we were looking at the data stream on one of those tools on an older car we would see numbers on a screen and that's all we could get was numbers and if we were really lucky those numbers might change once every second once every couple seconds the data speed on the cars back then weren't all that fast and granted the tool wasn't all that fast and it didn't have to be anyways because the cars weren't all that fast and you might be lucky to have five or ten pids on a car and that's about all you had so nowadays though these faster sensors these more advanced systems on these cars those numbers on that screen can be changing 10 times a second or faster and i don't know about you but i have a hard time reading things when they're changing 10 times a second it is valuable data it's good to have but often it's too fast and often it's too much data overload if we think about some modern vehicles you looked at the data stream it could be 400 500 600 different data pids coming into that tool now we do have ways to filter them down and make it a little easier to to look through it but still it's often that information overload at this point so a little bit later maybe 20 25 years ago we decided to take that data those data points we have and graph them over time so that is what a graph is on a scan tool we've been doing graphing on scan tools most scan tools do this at this point it's a recorded history right it's numbers plotted over a period of time and history is your important word right there right it already happened as we said it's that processed data stream coming from the vehicle a lot of people will refer to this as live data it's not actually truly live it is that process data and it's at least a few milliseconds old if anything right so it's not a hundred percent accurate as to what's coming out of the vehicle now it's not the scan tools fault it's more the vehicle's fault races scan tools don't lie they get lied to right it's whatever the computer is telling the scan tool well that's what you'll see on the screen right so it is that process data now it is useful for having this data you can see trends as they are things getting better are things getting worse or things just completely missing and also there are some things you can only see by looking at scanner data so if we think about misfire calculations right that's internal the computer some af sensor calculations that's internal the computer things of that nature sometimes you need that data right so it's just another piece of the puzzle but we don't want to rely on 100 we need to add some some things let me give you a little visual what we're talking about scan data versus component testing or scope use right so if we look at the screen top left hand corner we have the blue line going up and down that is graph process data on an oxygen sensor on this vehicle reading voltage the bottom part of the screen with the yellow up and down line well that is a scope or guided component test meter hooked up to the same oxygen sensor reading the same voltage those two red boxes show the same amount of time passing there is a big difference in those two signals i think you'd agree if we look here there's what the scan tool is telling us and here's what the sensor is actually doing we can see the resolution is much more high a much higher resolution we see these two little dropouts right there well the scan tool didn't didn't even know that that happened and once again not the scan tools fault it is more the car's fault so we think about it signal has to come in car processes it sends it to the scan tool signal comes in cars process it send it to the scan tool every time that happens that round trip takes a little bit of time it might only be milliseconds but it still takes time so we lose that resolution in the signal every time that happens being able to sample it up to 6 million times per second with a scope well that just makes it all the more easier to see that detail it's like watching one of those 4k big screen high def tvs versus like one of those little portable black and white things you might have in your garage right so a big difference in the details that's why we want to utilize that component testing so we think about a scope well what is a lab scope anyways but really it's a tool that gives us a measurement as a picture painted over a period of time so our vertical is our measurement so voltage amperage pressure what have you over a period of time whatever we happen to choose i like to think of it as a window it's a window i'm going to look through and i'm going to see what is that signal doing electrically right and when we're changing the settings on that scope i like to think of that as we're changing the size of the window so am i looking at more time am i looking at less time am i looking at more voltage on screen or less voltage on the screen we're just changing the size of the window so we want to kind of think about it that way maybe it makes a little easier to wrap your head around what the changes we're making actually are doing as far as how we're viewing the signal right and we'll talk more about that when we go live in a couple minutes so guided component testing is also your friend when it comes to comebacks and intermittents now i don't know about you but i'm not a huge fan of comebacks or intermittents right comebacks are the uh usually it's a some sort of a misdiagnose or how did i miss that came right back for the same exact problem it wasn't fixed and most of the time those are for free right because they already charged them once and it didn't fix the problem then there's also the intermittent problems right it happens on the third thursday of the month when it's 72.9 degrees out and i've been driving for 36.8 minutes and it's 68 relative humidity otherwise it's not going to happen right so it's those weird blue once in a blue moon type problems now when it comes to the component testing and the scope we can catch those little tiny fraction of a second glitches that might happen for those sort of intermittent problems right we also need to verify this is going to be huge for comebacks especially verify your problem and then verify the repair because remember if we're just looking at that scan data like we said before the scan tool only shows us the effect of a problem after it already happened it's a good clue it's going to point us in the right direction it's going to show us where we need to look where we need to go but it's still only the effect we want to make sure we verify the problem and then we want to verify the repair after the fact if you think about it if we suspect a component is faulty let's just test it test the component and if it is bad if it tests bad then we can be a lot more confident ordering a new one then when you order the new one and install it in the vehicle before that vehicle leaves your shop you want to verify that the new part i fixed the problem for one and two that the part isn't bad out of the box have you ever gotten a brand new part in a box that didn't work i think it happens way more often than it's supposed to right so if we're verifying that we have a failure first and then we're verifying that what we did fix the problem that'll cut down on a lot of those comebacks right and it also just helps us maybe speed up our process as well so when we're looking at guided component testing what we're testing for is a failure right we want to test and see is there some sort of a failure somewhere in the circuit including the component and really a failure could fall into i'd say these three buckets right uh let's say first open so for an open perhaps we have no voltage going to a component so we test for voltage at the component there's no voltage there so perhaps there's an open in that wire that is feeding the component or maybe we have voltage at the component but there's no voltage coming from the component to the computer perhaps there's an open in that part of the circuit coming back right so we would check both ends of that circuit to make sure that it wasn't open somewhere and then a short or we could have excessive voltage let's say it's supposed to have a 5 volt reference signal on the sensor and then for some reason it's getting 12 volts because it's shorted to a 12 volt wire that's sitting right next to it and they're rubbing on each other inside the harness it happens right so perhaps that could happen that'd be a short to power or maybe we have insufficient voltage would be short to ground right maybe it's rubbing on the back of the intake manifold and every time it goes over a bump it it rubs and then it zaps the power just that little bit sucks a little bit of that voltage off and feeds at the ground before it gets to the sensor right so that's short to ground and then we have could be resistance right if you think about corrosion right upper eyelid corrosion is a huge problem because we put salt on the roads in the winter but you know the green fuzzy stuff on the connector you pull it apart and oh wow look at all that all right so corrosion causes more resistance which causes us to lose voltage or damage all right if we had a damaged wire if we think about most wires on a car nowadays there's multi-strand copper right and multi-stranded copper wire well we could have one or two of those strands still stuck together but the rest of them are caught right maybe it was rubbing on a on a sharp corner or something of that nature in a door panel perhaps right and then it would still carry voltage and we could still test it with an ohm meter and it would still test good in the ohm meter because we do have continuity but it won't be able to pass amperage because it doesn't have enough enough connection there in order to pass that amperage you'll lose that amperage due to the resistance right so let's look at a case study real world case study here o5 jeep wrangler and it's what we'll call an intermittent no start now this isn't the exact jeep right here but it looked pretty close to this you know had the big tires had the big lift kit on it the customer liked off-roading with the truck right uh so the complaint vehicle will crank but there's an intermittent no starter and really in my mind i would classify it the other way as more of an intermittent start problem you could start it a hundred times and maybe once it would start and then the rest of the time it wouldn't so it's very much not starting but you might get lucky every once in a while uh the customer had already attempted some repairs so they had this problem so they went on the internet and asked their buddies in their jeep forum or whatever it happened to be and uh they said well yeah change the crank sensor change the cam sensor worked for me so of course so they went apart store bought the camera crank sensor put them in the vehicle and still had the same problem so now they're in the shop so what should we do well where's a good place to start first thing is well we want to see if there's any codes in there right give us a place give us a good starting point so here's our home page for the vehicle if we look at the very top we have our code scan it's good that good practice to start any diagnosis with a code scan especially with a drivability problem no start issues such as this and what what have you it's good to just check and give it a clean bill of health or see are there any codes in there because there could be codes in other modules that don't turn on a light and in those other modules it might somehow affect the vehicle network codes come to mind right so we want to make sure we scan the entire vehicle and double check make sure there aren't any code so we'll go into code scan we'll do a pre-scan and no codes always fun when we start with that no code situation right now i don't really have anything to go on so i guess i need to gather more information on this situation so we see our list of modules here now some folks don't know that there's a shortcut from this screen right into a module so if you look at the names of the module engine transmission abs they're all underlined those are all hyperlinks and they will link you directly to that module in the tools so i don't have to back up find it on the menu i can just click on it from here so we'll click on engine and it brings me right to the top of the engine right codes well that's not going to do us any good we know there's no codes data we could look at data but we might not know what necessarily to look for right functional tests maybe there's something uh but let's go look at troubleshooter troubleshooter has a wealth of information in there and i think it's you know could be one of the under utilized portions of the tool you have all this other all these other things that you could do with the tool well troubleshooter is a good resource it's been in there for over 25 years so let's go in there code tips won't do us any good so we don't have any codes but maybe there's a symptom tip possibly could be a time saver but i see fast track data scan right remember how i said we might be able to go into data might not know what we're looking at though but in fast track data scan that's not on every vehicle but when you do see it this will list pids for that vehicle and just tell you what you're supposed to be seeing so we'll go into fast track data scan and we see a list of select pids on this vehicle now do i see anything that says cam or crank sensor looks like fourth one down on the right hand side says cam sync cam sensor status let's look at that if we go in there it gives us a description of what the pit is or what it's trying to tell us and what we should see so it's does the pcm see cam and crank signals during startup and normal operation it is the yes or no pit so either yes or i'll see no when i crank so we have both data pids on the screen at the time as well so it actually feeds those to the screen so you have to go back into the data to find it so we have both of those there so we just cranked it over crank crank crank crank no no no no no no never changed now this is data stream coming off the computer right so according to the computer the computer is telling us i don't see the cam sensor i don't see the crank sensor it's not there it doesn't exist that's why we're not starting most likely okay so we got some good information there we kind of know which way which way we can we can start going right so it says we don't see a cam and crank sensor so let's test the cam and crank sensors see if they even work right that makes sense and you might think well the uh the customer already replaced them yeah but once again i bring you back to the have you ever gotten a brand new partner box it didn't work so got a component test we'll go in there and uh it is vin specific information goes all the way back to 1981 the material in here there's over five million tests across the board in this case on this o5 wrangler we see looks like eight different categories there could be up to 12 categories on a vehicle depending on how it's equipped and what kind of information we have on it in this case i want to check cam and crank sensor those live in the engine right so we'll go in there it will list the components in that system or perhaps subsystems if they have subsystems in this case crank sensors right there top right corner we'll go in there we could read component information if we want to see how it works uh the rest of the information on the screen will be different tests that we can do could be one to six tests depending on what it is in this case i'd like to look at the signature test to see what is that sensor outputting what kind of signature what kind of signal are we seeing so we'll click on signature test we need to connect to the sensor so there's where we would connect this is on pin three and i'll show you how we knew that right now so we look at the screen for the test top left hand corner it tells me that we want uh yellow goes to ckp signal so that'll be pin three right here and that's on the right hand side and then we crank it over and we see what the pattern is in this case it's a five volt square wave each one of these squares represents one of the teeth on the reluctor wheel on the back of the crank so there's one uh one part and then half a revolution and then a full revolution over there right so it goes up down up down up down if we scrolled up a little further when we captured the screenshot you'd be able to see this on the screen as well it gives us a known good pattern inside that signature test so this did turn out to be a good pattern so we cranked it over good pattern good to go so we know the crank sensor is working let's back up and try the cam now see if the cam sensor is working maybe that's our problem so back probe there come in here it says the pattern should show three two one three one two on the pulse and we actually captured the pattern on here so three two one three one two three two one three one two et cetera et cetera et cetera looks like the cam sensor is good too so he tested the crank crank's good tested the cam cam's good computer says i don't see them they're not there let's what should we do next next thing well let's go right back to the computer go to the computer see if the signal's getting there maybe we haven't opened in the harness somewhere remember how we talked about opens maybe we have an open in the harness so let's check back at the computer at the connector and see what happens check the crank sensor crank crank crank all good there check the cam sensor cranked it over all good there as well so we've established that the cam and crank sensors are functioning properly because we tested them directly and we also verify the signals are getting the pcm so i don't have a harness problem in this situation either because the signals are making it all the way home the pcm though tells us due to the data that it's not seeing the signals from the sensor so it sounds like the signal path is good up to the pcm but the signal is not getting in the pcm so there's some sort of an internal failure somewhere inside there so this vehicle needs a new pcl if we only relied on that scanner data what would we have done well maybe we may have replaced that camera crank sensor again maybe we would have went with ignition maybe we would have went with fuel hard to say um how long would it have taken to get to the same conclusion that it needed an ecm all right in this case took about half an hour or so to go through it he was going to put it up in the air to get to the crank sensor so it took a little while but um about half an hour to get to the point where yeah this thing needs an ecm there's really nothing else it could be at that point right so verify the component verify the signal path if the component's good the signal path is good there really isn't much left right so that's how we arrived at that conclusion i thought that was a nice little it's a little different right that's not your usual necessarily no start issue so i thought that was kind of a interesting diagnosis so let's talk guided component test before we go live on the tool and show you some of the some of these things in real time so as we saw in the material there it gives us operation location connector views tech notes and anywhere from one to six testing methods depending on how the uh component is set up so those testing methods could be low amp probe testing do a current ramp analog testing that's anything with a varying voltage digital testing such as frequency time base can bus secondary ignition testing pressure testing basic electrical testing like an alternator ripple test or a voltage drop test right all of those things would be available depending on the component all of that leads us to avoiding unnecessary parts replacement if we're testing the component itself and it tests good we don't need to replace it right because it's working it's something else so we don't need to unnecessarily just test that just replace the part just because we can actually test it and confirm that it is the problem in turn that will help us prevent comebacks for misdiagnosis right oops i put that part in and that didn't fix it it's something else also prevents the loss of a customer so if they did have a problem maybe they came back once maybe they didn't come back maybe they never came back those are the worst ones right where it's not quite fixed right but they just decide to go down the road instead and see if another shop can fix it and maybe they do maybe that shop down the road fixed it right and uh then they get then they gain that customer as that shop right also the other side of that coin could help you attract new customers right so if you get known as the shop that hey they test it right the first time and they go through and and they do a really good job with that then maybe you get new customers based on that reputation and all of those roll up into helping the shop's profitability whether you're a shop owner or a technician i think you'd agree having a profitable shop is better than a not profitable shop right so the shop's not profitable you might not be there very long all right so we want to have profitability in our shops that helps everybody in turn over time okay so let's go with our live walkthrough so if you're joining us late if you're on zoom if you have any questions throughout this presentation on anything we cover just go to look at your q a box click on that q a button and i'll be able to take a look at those at the end if you're watching us live on youtube please use the chat feature i'll be able to see those questions in chat as well as we go through at the end so let me pull up my tool here okay and let's go into and start talking about these guided component tests all right so it's right there on the screen so this is available on any of our tools that have the lab scope function so varus zeus modis triton and vantage so we go in there i need to load a database so it's our north america database and then we get to our list of vehicles our list of makes to be more specific so 28 different makes are covered and as i said earlier it goes back to 1981 and there's over 5 million tests available in there one thing i'd like to note before we id a vehicle at the very bottom here we have this little button that says training and classes so there are hundreds of built-in training and classes inside this tool as it sits right here so there's over 65 categories in class with additional pages underneath that as well all right so let me talk through there's three different sections in this training classes so we have power user tests first so this would be if you're a bit more of an advanced scope user or maybe you're a little more familiar with it or maybe you just want to do a more advanced test as you learn how to use the tool a little bit better we have various current probe tests dual channel test secondary ignition tests and pressure transducer tests now these are more of a generalized test or generic test should i say not vehicle specific in this case these are just a well let me just go into dual channel test show you some examples like can bus test cranking cam relationship test uh throttle position sensor one and two for like a drive by wire vehicle where they have two sensors there right so that is power user test next section is features and benefits so this is things like a five minute walkthrough with the demo board so as you're familiarizing yourself with the tool perhaps there's a few different demo boards that we have you can use one of those you clip onto certain places and you can get different automotive signals right to the tool without having hooked to a car product descriptions and accessories so accessories are things like ignition accessories pressure transducers how about a low amp pro so we go in here and select any of these we get a picture and a part number so next time your friendly neighborhood snap-on dealer comes in say hey i'd like a low amps probe and here's the part number would you get anyone i'm sure they'd be more than happy to get you one they may even have one on the truck you never know all right and then last section is how to now save this to last because this is where the bulk of the information is inside training and classes so you see we have 65 categories here so we have evap class mass airflow calculation class running compression waveform class hybrid vehicle class immobilizer functions let's see break electronics common rail diesel injection electrical theory explained if i go all the way down the bottom i have test tips so under test tips this is just one of the 65 categories there's 13 different articles underneath test tips by itself right so each of those categories will have multiple articles underneath it uh just you know you can at your leisure just go and you don't have to connect to a vehicle you can do it wherever as long as you have the tool in front of you uh you can go in and you can uh just read through and increase your knowledge right it's always good to increase your knowledge especially when it comes to automotive theories and such uh so that is built right in so i figured i'd let you know because we don't really we haven't really talked about it so much it's actually been in there for quite some time we just made an enhancement in the last couple updates so we increased by a large margin how much information is in there but it's been in there for quite some time so uh training classes have been enhanced and it's definitely a good thing to check out okay so let's walk through a couple of tests on guided component tests i'll walk through a couple different signals for you so once again vinspecific so we'll go into bmw because i have a bmw demonstration board here so bmw it's 2012 it's 328i and it's this engine right here okay confirms our vehicle we hit ok once we've done that we see our list of systems so in this case we have four systems we have information on so go to engine here's our list of components or subsystems on this vehicle and i want to go to a cam sensor two cam sensors on this vehicle so we have exhaust and intake i'll go to exhaust and let's look at some component information let's see how it works okay so it is a digital camshaft position sensor so this is a hall effect type sensor used to direct detect the rotational speed and position of the camshaft by interpreting a reluctor wheel attached to the camshaft by the way a quick little preview for next week we're going to talk at length about hall effect sensors and how they work so if you want to join me next week we'll talk more about that then it produces a digital voltage signal pattern based on the reluctor wheel this can be observed at the sensor all right both cam sensors are a three wire hall effect switch one is for the intake one is for the exhaust and then over here it tells us our connector view we will tell you where we're looking at this connector because i get questions on this every once in a while so how am i looking at am i looking at it unplugged am i looking at the sensor unplugged am i looking at it from the harness more often than not it'll be from the harness side back probing because we want power apply we want ground apply we want signal applied now um you know sometimes we will have you disconnect and we'll say disconnected at the terminals itself that's usually for like a resistance test something of that nature but most times it's going to be harnessed side back probing what we'll tell you right there and then uh we have our pin outs one two three and then what wire colors associated with that if there's an alternative test location we give you that there as well back up and let's go to that signature test remember how i like that signature test top left remember we have color-coded leads on this vehicle i keep trying to highlight that it's not going to work because it's not on powerpoint but yellow goes the cam signal so that is uh let's see cam signal's number one so right there black two known good ground now we don't want to necessarily use the sensor ground uh because we want to make sure it is a good ground because the sensor ground could be the problem right we could have an open or some something of that nature in the ground side so we want to make sure we're going to a known good ground block body or battery we hit view meter click click buzz buzz it automatically sets the voltage range where it needs to be and automatically sets the time base where it needs to be all right so really all we need to do is hook up a couple wires and we should be able to test this component if i scroll up a bit i see my known good pattern right so let's see it's a should be a five volt square wave it'll start with one short pulse then a long square wave and we'll finish with a medium length square wave and then repeat so we have a short along and a medium right so three different sizes three different sizes looks pretty darn close to the same five volts on top zero volts on bottom all as well so if i see this they match that's a good pattern i chose this one specifically because it also gives us a known bad pattern so if we suspected we had a bad cam sensor and we hooked up to and we saw this pattern well that's a bad pattern on all signature tests it would give you a reference or a known good and or a known good pattern right so if it's just a volt you know you just should see 5 volts then it'll just be 5 volts it won't show you a picture of that but if it's some sort of a picture like this it will show you a picture if we happen to connect to a bad car then we will give you a known bad pattern in there as well so i thought that was kind of cool when i found that since we got the known good there we got the known bad there either way if it looks like this it's not good right easy enough okay so that's a cam sensor signal fairly common digital five volt square wave every vehicle is a little bit different but a lot of them use that five volt square wave now let's go into fuel system let's pull up the fuel injector this one uses a pretty standard fuel injector that you'd be able to see on many types of vehicles so it's a good representation i guess so we're going to component information so it's a conventional gasoline fuel injector right so we have multiple different types of fuel injectors out there nowadays but this is just a conventional gasoline fuel injector so these are normally closed solenoid responsible for delivering atomized fuel into the intake manifold ports when energized the coil winding inside the fuel injector will create an electromagnetic field this will pull the pintle off the seat and allow the injector to spray fuel all right so if we think about the inside we have a little pintle and that's kind of like a valve when that pintle is sitting on the seat no fuel can spray the electromagnets on the other end of that pintle and when it energizes it builds an electromagnetic field pulls that up then fuel can spray past when it closes closes close the valve also to know ignition positive is supplied that he injected by the fuel injector relay and the pcm switches the injector ground sides using what we call the injector driver pulls that down to ground and that's what turns it on looks like the best place to test it is at the ecm because it's probably hard to get to the fuel injectors in this case so we'll back up and let's go to that signature test once again yoto injector control signal for whatever injector we're testing black known good ground and we'll hit v meter once again sets the voltage range where it needs to be sets time base where it needs to be for us if we pull up here's my known good there's my picture right there looks pretty darn close to me right so in that case we would imagine that is a known good injector i want to talk about this note though may need to raise the voltage level if the signal is clipped so in this case we look at the very top of that that is not on the screen right that's off the screen is it here up here i don't really know where it is because i can't see the top now the thing about guided component tests is got priest it gets you in ballpark in the neighborhood where you need to most of the time it'll be spot-on you don't have to worry about it in cases like this where we could have a signal going higher than where it's set that's fine we can adjust this all right so in order to adjust this we can some folks think that oh well it's it's just it's a simple easy scope and you know just sets it where it is and you can't change it that's not true at all we can do any any setting changes in this that we can do inside the graphing meter or inside the lab scope so in this case i'll show you how to do that so go to meter and that just makes it easier to see my settings in a minute go down here on the right hand side click once i get my measurements i click again i get my settings if you look over here on the left where it says profile this is where i could add additional channels to my signal so if i wanted to test more than one thing at a time and see how they compare over time on my varus and my zeus i can add four uh have up to four channels on the screen on a modus striker vantage you can have up to two channels on the screen so you can compare two things at the same time so in this case i want to look at one thing so i'll turn the rest off next thing is probe so probe will tell the tool what we have connected to it what type of signal we're reading so in this case test lead volts all right so we know that it's we're testing voltage we'll leave it there but it could be vacuum pressure low amps probes ignition probes next one's peak detect what this does for us is it removes any filters any buffers from the signal sets the scope to the maximum sample rate so we're able to catch teeny tiny little micro second fraction of a second glitches in the signal if we need to do so gives us extra detail say with an ignition pattern next one is filter so if i have some sort of an rf type noise waveform it's really really noisy maybe i got a bad ballast and a light in the shop or i don't know some maybe cb antenna outback or i don't know what whatever might cause high rf uh this will allow you to filter that out give you a nice clean pattern another good example where you might want to use that is say on a low amps probe low end rover very susceptible to noise and uh just if you get a noisy pattern just click filter it'll filter it out inverted and we'll flip the pattern upside down or right side up depending on your point of view that's also handy for low amps probes because low amps probes are directional i don't know if you ever noticed if you look at take a look at where the the circle is the loop that goes around it's it's got an arrow on it right if the amperage flows in the direction of the arrow i will get a positive number if it flows the opposite direction of the arrow i will see a negative number and it's thicker on one side than the other so maybe i can only fit it down in that hole just one way right and then i get a negative number so if i hit invert just flips it over it gives me a positive reading that's all it does it's like negative 5 to positive 5 squared over 2. coupling ac now if there's some sort of an ac type component to the waveform it strips out the average and amplifies those differences up or down just makes it easier to see if there are differences in the pattern then we get to scale so in scale that allows us to change the size of the window how tall is this window so right now you see it's set to 50 volts so that means i have zero volts down here on the bottom and it's 50 volts on the top the readings off the screen but that'd be 50 volts from here to here right that's a 50 volt range so let's click on that and we'll change it so let's see what happens if i go to 20. well that just made my problem worse because now i'm only looking at 20 volts our signal was at least 50 volts at the top maybe more so now we're only looking at the first zero to 20 volts so that doesn't help us 50 volts is where we started let's go up next one up to 100. so go to 100 there we go now looks like the signal got cut in half right it's half as tall as it was before the signal hasn't changed the signal is still right up the volts right there's 50 volts there there's 50 volts right there it's a little bit over 50 volts at the very top perhaps but now i have this extra 50 volt headroom on top so i have an extra 50 volts above that in case i do have a higher spike that i need to see or i need to catch i always like to have a little extra head on the top just to just to be sure i don't get one of those bikes i don't want to miss it right so having that extra headroom is not a bad plan so we change our scale we can also change our time so that's the width of the window how much time is passing if we're looking at the signal so if i click on down here it's set to 10. let's see what happens if we go 10 times that let's go to 100 100 looks like it's squished it way over in the corner there because there's 10 milliseconds right and then up to 100 milliseconds over here so this is 10 times as wide as we were before what if i go down to two well two milliseconds it almost takes up the entire screen right i got this whole big gap there when i'm making these changes that pattern is actually is not changing the voltage isn't changing whatever's going on with it is not changing i'm just changing the size of my window am i getting a closer look am i looking further away so in this case i liked 10 milliseconds that was pretty good so we'll leave a bit there so that's our vertical that's our horizontal and then we have one other thing we can adjust here and that is our trigger points that's this plus sign right here on the bottom left what this does for us it does a couple of things for us so whenever the voltage passes by this plus sign wherever it crosses it will start drawing the picture of that pattern from wherever that is so that allows us to do a couple things so if i see how it's way over on the left maybe i want to see what happened before this i want to see some more of the pattern before this so all i got gotta do is grab it move it over somewhere in the middle now i can see what's going on before it happens and after it happens right so all that does is allows us to move it horizontally like that the other thing it does is watch when i move it outside of the pattern way up in the top nothing going on up there it disappears also says waiting for trigger on the right hand side that means it's waiting for the signal to figure there was it just popped on for a second so this is a pulse fuel injector is a pulse right it happens periodically it's not a constant signal like a like a cam sensor crank sensor right it happens every time it fires but it's you know it's a pulse so when that happens if it pulses at the same time the screen refreshes at when it pulses then you'll see it on the screen if it doesn't we need some way to capture that so that's what our uh trigger does for us we put it down somewhere in that voltage i'm around about like 10 volts right here and then every time it happens it displays it on the screen every time it pulses all right now i have it on the screen now i'd like to once i have it on the screen i'll take a look and see what's going on voltage wise timewise analyze this so in order to do that i need to turn on my cursors so that's up here on the top click cursors click show click back there they are all right so i'm going to set it up like this now there's two hard and fast rules with the scope rule number one is i cannot change any of these settings unless it's recording and it records by default so we don't worry about that the other thing is i cannot make any measurements on this until i stop recording because it wants to measure a static picture alright so i got to go to the left down here stop and then i also need to change my screen view on this tool modus train advantage it has all the measurements and everything else on the same screen on the various and the moto paris and zeus it gives us these uh these extra screen views here so you see on the bottom right these are my measurements so i have cursor one cursor two and delta so cursor one is going to be where do these two lines meet so that's yellow number says 17.2 volts now if we remember back to our component information we read up that it said a supplied battery constant and then the computer grounds it right so battery constant i should see what 14 volts 14 4 somewhere in that neck of the woods but i'm seeing 17 too now i'm going to chalk that up to my uh simulator board point out that much but if i saw this in real life on a real live car first thing i wanted i'd go straight for that alternator and see why am i overcharging right so an overcharging situation could cause all sorts of other drivability problems in a vehicle so really if you suspect that's a problem check that first because that could eliminate a lot of your other problems but in this case in this scenario let's just say that that's fine okay for just for just for our argument's sake in this in this uh presentation so voltage comes in and then we said that the pcm grounds it right so it pulls down the ground i should see round about zero volts here i'm seeing negative point one volts that is really close to zero right the tenth on either side would be good and then delta will give us a difference so that minus minus that is that right so it's a double negative because it's a negative number so 17.3 is the difference between those two so that is our vertical measurement we can do a horizontal measurement too so let me take number one put it there number two put it there let's see how long that injector is fired all right so that would be our injector commanded on time or commanded pulse width when i'm measuring time i'm using the white numbers on the bottom here the first two just tell us how far away from this zero point in the bottom left-hand corner is the cursor i want to measure something time-wise i put it in between the two cursors and then use my delta time so in this case this on time is 1.27 milliseconds great voltage comes in grounds it for a set of amount of time what do we talk about where do we learn about uh how this thing works well it's got the pintle and it has the electromagnet right now that electromagnet is a coil of wire it holds it open using that electromagnetic field while it's being held open that coil is collecting all that voltage flowing in there works just like on the same principle as an ignition coil when that ground is released the pinto closes all of that stored energy in that coil has to go somewhere can't just disappear so it gets induced back into the line so that's why we get that spike at the top so let's see how high this bike goes on this one so in this case i'm seeing 49.6 volts 17 and 49 out that's more than double and that's i guess that's fairly standard right um if i do this on my car i get about 72 volts usually at idle i did it on a ford fusion one time got about 90 volts uh don't be concerned about a large number over there is basically what i'm trying to say because it's normal it's designed for it what you want to be concerned about and i can't tell you what normal is either because it has way too many variables how much voltage is going in how long is it being held open how many windings are in the electromagnet all right all of those things are variables for this so what good is is say you measure all the injectors on a vehicle are they all pretty close if they're all pretty close you don't really need to worry about that part of it if one's way higher or one's way lower that's the one you want to look for right where is my outlier where is my odd man out that's where you want to look um and that's the beauty of being able to use the component test server the scope so i can see a picture of what's going on with my component right so that covers our basic intro to guided component testing let's talk about where we go from here next week will be guided component testing level two so we'll take what we learned today and we will build on it and get this into some more advanced functions different screen views different adding different channels so we can analyze different things uh we're going to talk about doing a cam crank correlation with three channels four channels even so that's our content for next week out of component testing level two uh so if you want to join us on zoom that is i'll use eastern time uh six and eight on tuesdays 1pm on wednesdays that's on zoom and then also on youtube we sk we stream this segment so this would be uh 8 pm eastern time we will stream on tuesdays on youtube if you are watching this on youtube please consider a thumbs up subscribe to the channel so you'll know when we go live stream again and also make sure you put that notification bell on so you can get a notification when we start live streaming i'd also like to mention we've added a new type of class so my associate alan caskey does these classes and they're more of a walking through setting up the tool uh basically walk through on workflow navigation that sort of thing uh so mondays it's apollo g9 the brand new paulo d9 uh wednesdays it's on zeus and then thursdays it's on triton so you'll see six and nine pm eastern standard time whatever that is in your particular time zone to register for any and all of our online training classes you can go to snapon.com not so that stands for national online training super simple to remember all right so snap on dot com slash not and then you'll be able to register for these classes and all as well as the classes that you're attending right now i did just update the calendar last week so i have uh scheduled out through the end of the year we don't have topics on all of them yet we are actually changing topics in a little while too we have five new topics that we haven't done at all after this let's see this week next week about three weeks we'll have brand new content we haven't even uh done before so we'll be continuing this as as long as we as long as we can help and i hope to offer this so with that i'm going to check some questions here let me uh do that looks like we have chat on thank you jacob glad you could attend i don't see any q a on zoom so it looks like we're doing pretty good there if you do have any questions uh please get them in uh soon otherwise we'll be joining in next week give you another minute or so just to see if we get anything coming in let me check over here all right that looks good too all right christopher christopher on youtube thank you very much oh i got some q a up here on zoom matt thank you and uh jeremy any videos on solas legend jeremy so jeremy if you go to uh diagnostics snap on dot com or you can go to that snap on dot com slash nlt as well if you look at the top of the screen it has a training and uh yeah training training has a training category on the top there if you click on that uh it should give you a bunch of pictures of the different tools if you click on solus legend it gives you a bunch of training on solus legend there as well um some of the things we've done earlier too if you want to look up like our eight house one and two that would also apply to the scanner portion of the solace legend so though those are on offer as well those are on youtube right now that was our last two classes um so you can go check that out as well hope i got your answer there sir all right how are we looking oh i think we got them all right jeremy thank you oh yeah let's do that didn't think about that let me show you how we would get there that makes more sense right so snap-on.com so we go in here international online training there's our schedule for these classes there's a new customer training i talked about earlier and then also we have training and support up here this is where you'd want to go uh to get us to our pictures of our platforms all right and then we can go down here a little bit there's soulless legend right there and then that'll bring you to your training classes we also have support for support articles and then we also have quick tip videos that apply to the tool as well so that's available for all of our tools by the way so this would be our buttonology classes apollo d8 apology 9 ethos etc all of our tools it's available right there online for you so hope that helps okay with that i think we've got everybody all right well i very much appreciate you attending this class hopefully we'll see you again in the future uh with that i will let everybody go enjoy the rest of your week enjoy the rest of your day and uh take care

Channel: Snap-on Diagnostics

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Length: 51min 8sec (3068 seconds)

Published: Wed Sep 30 2020