Faults in Starter/Charger Systems - Task No 11 - Tuesday 28 April 2015

Plan

Gather all tools and equipment required and retrieve vehicle information for entry onto Job Card.

Task Requirements

• Obtain Battery Charge Level
• Obtain Battery Voltage Starter Cranking
• Ascertain Maximum Regulated Voltage
• Ascertain Alternator Current Output on load
• Establish Starter Motor Current Cranking
• Establish Volt Drop Alternator Circuit
• Establish Volt Drop Starter Circuit
• Capture Images of Task Progress
• Report to Assessor with Analysis & Diagnosis
• Complete Blogger
• Account for all Tools and Equipment and tidy work area

Preliminary Vehicle Checks

Healthy Battery

Battery voltage was checked using a Voltmeter, which returned a healthy reading of 12.62 Volts (12.6 V minimum).  All other engine bay fluid levels were also checked and ascertained to be maintained at a satisfactory level for operation.

Starter Cranking

Analysis Starter/Charger Circuits

Battery Voltage (Starter Cranking).  Coil was disconnected and engine was cranked whilst measuring Battery Voltage with a Voltmeter. Reading returned was 11.54 Volts (Minimum 10 V Recommended).

Alternator Maximum Regulated Voltage.  Coil was reconnected and engine started whilst measuring Battery Voltage with a Voltmeter. Reading returned was 14.27 Volts (Recommended 13.8 V to 14.4 V).

Alternator Output Current.  With the engine running, this was measured using an Amps Clamp placed around the Alternator Output Lead.  Reading returned was 54.1 Amps.

Starter Motor Current on Cranking.  With the Coil disconnected, this was measured using an Amps Clamp placed around the Starter Motor Output Lead.  My photographic device was not quick enough to capture the initial reading, however the reading was confirmed visually at 153 Amps.

Volt Drop Alternator
Insulated Circuit

Volt Drop Starter
Circuit Earth Return

Volt Drop Alternator Circuit.  This was measured using a Voltmeter.  Volt Drop on the Insulated circuit was recorded at 0.44 Volts and at 0.78 Volts on the Earth Return (0.5 Volts maximum - See Diagnosis).

Volt Drop Starter Circuit.   This was measured using a Voltmeter.  Volt Drop on the Insulated Circuit was recorded at 0.05 Volts and at 0.2 Volts on the Earth Return (0.5 Volts maximum).

Diagnosis

Volt Drop Alternator
Earth Return upon
Rectification

Voltage Drop on the Alternator Earth Return was recorded at 0.78 Volts, exceeding the maximum 0.5 Volts permissible.  Further examination revealed a loose Earth connection causing high resistance.  The connector was re-secured and a further test undertaken accordingly.  Subsequent testing resulted in obtaining a reading of 0.18 Volts.  All other readings indicated a healthy Charging and Starting electrical system.

Well done.

I have had a look at the last few posts on this Blog and have highlighted in red some of the literacy mistakes/grammatical errors you have made. I would like now for you to correct these mistakes but leave them in red so that I can see what has been changed and to support you further with your literacy I suggest you go back through all of your posts and see if you can spot any mistakes.

As expected there are very few mistakes but I managed to find more than three which gets me off the hook (and I promise I did not sabotage it).

Web Conference - Tuesday 21st April 2015

Coleg Cambria was recently short listed for an award for the Innovative Use of Technology and Myself and a Level 1 Student, representing Motor Vehicle, were invited to be present at the College's bid presentation.  The bid was presented live to Cardiff from the Web Conference Suite using some impressive hi-tech wizardry.  We were accompanied by Carl Black and Charlie Jones and met up with a few others from different parts of the College in the Conference Suite ready to "go live".

I was most impressed by the facility, but more so from the brief insight into how much time, finance and effort is invested into creating a positive learning environment for the Students and Tutors alike, all of which happens completely behind the screens.  The names of the presenters I cannot recall, however I can say they were thorough and professional, clearly showing how much work had already been done to get this far in the selection process, and how impassioned they were in their field of employment.

I was to give a brief statement regarding the use of Blogger in complimenting and enhancing my studies, followed by Carl Black as lead Tutor on the subject.  Carl Roberts was away leading an exchange visit to Bremen in Germany, which was unfortunate but unavoidable, as he has been the Tutor to take up the lead using this facility, inspiring us to use it to its fullest potential.  I was a bit of a techniphobe regarding technology prior to commencing Level 3, however It didn't take me long to see the potential in what he envisaged and I have since thrown myself right in - almost to the point of being addicted to blogging (however I'm sure there's a 0800 helpline somewhere)!  It is a fantastic facility which not only acts as a learning process reinforcement tool, but is mightily flexible in multiple other uses, such as for also including a CV for viewing electronically by prospective employers.  I can only support and endorse it to all others.

The Level 1 Motor Vehicle Student (name?) then gave his view on the use of Pro-Portal, seconded by Charlie Jones, prior to the meeting moving to the other gathered crew, and then out to Northop who were also present via Web Cam.  I think the judges were impressed with what they saw and heard and I sincerely hope the College wins the award for which they clearly deserve.  Results will not be known until the end of May 2015 so positive thoughts always!  Great experience to be involved with -  Diolch!

Exhaust Emissions & Control (SI) - Task No 3 - Tuesday 21st April 2015

Plan

Gather all tools and equipment required and retrieve vehicle information for entry onto Job Card.

Task Requirements

• Establish Lambda Operating Voltages
• Establish correct functioning of Sensor
• Record Fault Codes
• Provide Graphs/Drawings of Performance Patterns
• Record Emissions at Tail Pipe
• Establish Fuel Injector Duration at Idle
• Complete Knowledge Questions
• Complete Blog
• Account for all Tools and Equipment and tidy work area
• Report to Assessor with Analysis and Diagnosis

Preliminary Vehicle Checks

Healthy Battery

Battery voltage was checked using a Voltmeter and returned a healthy reading of 12.82 Volts.  All other engine bay fluid levels were also checked and ascertained to be maintained at a satisfactory level for operation.

Analysis Fault Codes

Initial Search Results

Autel Diagnostics scanner was connected to vehicle ECU via the DLC and interrogated for DTCs accordingly.  Initial search was cleared and then a fresh search undertaken, which returned ""No DTCs Found".

System Pass

Sensor Location

4 Wire Zirconia Sensor Connector

Analysis Lambda Sensor Voltages

Manufacturer's Data suggests that expected operating voltages to be within the range of 0.2 Volts - 0.8 Volts (Lean to Rich).  The Sensor under examination is a 4 Wire Zirconia Pre-Cat O2 Sensor.  There are 2 White wires which are for the Heater Element, a Black wire for the Signal and a Grey wire for the Signal Earth Return.  All wiring and connections appeared to be integrally sound.  A Picoscope was then connected as per the on-board package instructions and then the engine started and allowed to reach operating temperature at idle RPM.

Diagnosis

Expected Pattern of correct Sensor operation

Pattern Retrieved (at Idle RPM)

Sensor Switching

The image returned was not as expected and initially suggested a faulty sensor.  However upon applying the throttle, the pattern performed correctly, moving between rich and lean accordingly.  








In order to test the heating element, the engine was turned off and the sensor disconnected. An Ohmeter was then used to probe the 2 white wires (Heater Element), which returned a reading of Infinity and confirmed a faulty sensor. Recommend R&R new Sensor and then confirm procedure with an emissions test accordingly.

Monday 27th April 2015

Analysis Injector Duration

A Picoscope was connected as per the on board package instructions and a test conducted to ascertain injector duration performance under a variety of throttle operating conditions.  Manufacturer's data suggests a pattern be retrieved within the parameters as displayed below:

Expected Pattern at Idle

Diagnosis Injector Duration

Images were captured at start up, throttling and idle, all of which met the expected parameters:

Start Up

Throttling

At Idle RPM (Measured)

Voltage peaked at 54.33 Volts (between 50-60 Volts recommended) and had a duration of 3.168 ms, indicating satisfactory performance.

Analysis Emissions Test

Manufacturer's Emissions Data

Manufacturer's Data was retrieved regarding permissible emissions and were listed as follows:

Oil Temp: 80 Degrees C
CO (idle): 0.5% Max
HC (idle): 100ppm
CO2 (idle): 14.5 - 16%
O2 (idle): 0.1 - 0.5 %

Emissions Results

Diagnosis Emissions Test

The vehicle failed to meet the minimum standards with an excessively high CO & HC content recorded.  Idle RPM appears higher than it should be, and it is recommended that the Throttle Potentiometer be checked, and the test re-initiated accordingly.

Ignition System Faults - Task No 4 - Monday 20th April 2015

Plan

Gather all tools and equipment required and retrieve vehicle information for entry onto Job Card.  Picoscope and diagnostics scanner required with live data reading facility.  Undertake a check of vehicle fluids, battery charge and capture images of task progress.

Task Requirements

• R&R Spark Plugs, gapped to Manufacturer's specification.
• Connect Diagnostics Scanner and Retrieve DTCs.
• Identify Ignition Timing at Idle and 3000 RPM.
• Ascertain Spark Plug Firing Voltages.
• Refit Plugs and re-run engine.
• Complete Knowledge Questions.
• Complete Blog.
• Report to Assessor with Analysis & Diagnosis.
• Account for Tools and Equipment and tidy work area.

Analysis Pre-Inspection Checks

Healthy Battery

All engine bay fluid levels were checked and confirmed as meeting the minimum levels specified.  Battery charge was also confirmed as healthy at 12.66 Volts.

Analysis Fault Codes

Autel Diagnostics Scanner with Live Data Reading Facility was connected to the vehicle DLC, ignition activated and a search for DTCs commenced.  Initial results were subsequently cleared and a new search undertaken.  Subsequent search returned "no faults found".

Final DTC Search
Results

Initial DTC Search
Results

Analysis Spark Plugs

Manufacturer's data was retrieved regarding recommended electrode gapping.

Manufacturer's Spark Plug Data

HT leads were then removed from all the spark plugs, and then the plugs removed and laid out in Cylinder Order ready to be examined.  Results were as follows:

Plugs Removed

Electrode Gapping
with Feeler Gauges

Plug No           Report

   1                       Clean condition but required gapping to 1.3mm

   2                       As above

   3                       As above

   4                       As above

Analysis Firing Voltages

Picoscope was connected as per the on-board package instructions, and the engine started. Manufacturer's Data stated that expected firing voltages should be in the region of 12.5 - 15KV.  

Expected Pattern and Range

Diagnosis

Readings indicated that the firing Voltages were within Manufacturer's specification and therefore serviceable, although I now recognise the pattern retrieved as inverted, suggesting incorrect (Negative) Lead selection as opposed to Postitive as is required.  A further test should therefore be conducted to ensure performance within specified parameters.

Returned Pattern and Range (Inverted Pattern)!

Analysis Ignition Timing

A diagnostics scanner with live Data Reading facility was required, and the Carman device was connected to the vehicle DLC accordingly.  Ignition timing performance data was required with the engine both at idle and at 3000 RPM.

Diagnosis Ignition Timing

Manufacturer's Data states that the Ignition Timing is not adjustable on this particular vehicle.  With the Carman scanner connected in Live Data Mode the readings returned 
were as follows:

-46 Degrees at 3000 RPM

-16 Degrees at Idle

Performance Data suggests that the Ignition Timing is operating within satisfactory parameters and therefore serviceable.

Final Recommendation

That a further spark plug firing voltage test be conducted prior to notifying the customer that the vehicle is ready for collection.  Due to inexperience I was unable to immediately identify my oversight, for which I accept full responsibility in terms of any additional cost that may now be incurred by the garage as a consequence.  Error only identified as I was preparing this report in the relative peace of my out of hours office!

Knowledge questions were completed and are available within my Portfolio.  All tools and equipment were sucessfully accounted for and the work area left in a tidy and presentable order accordingly.

Rear Wipe/Wash System Faults - Task No 10 - Monday 13th April 2015

Plan

Gather all tools and equipment required to undertake the task and retrieve vehicle information.  Record vehicle data onto Job Card.

Task Requirements

• Remove Rear Wiper Motor
• Check voltages for wipe intermittent
• Check Park Operation
• Refit Motor and Door Card
• Check Final Operation
• Complete knowledge Questions
• Complete Blog
• Report to Assessor with Analysis and Diagnosis
• Account for all tools and equipment and Tidy work area

Analysis Preliminary Checks

Battery Voltage was checked using a Voltmeter and a healthy reading was recorded.

Healthy Battery

Fuse location (Fascia 1)

I then went on to check the operation of the rear Wiper and Washers by turning on the ignition and activating the respective switch.  The washer functioned correctly, however the Rear Wiper did not, and neither did it appear to be in its' correct park position.  The respective fuse was checked firstly and proved continuity satisfactorily.  I then proceeded to remove the hatch door card in order to expose the wiper motor and associated wiring and connectors.

Wiring Diagram

I then obtained a wiring diagram of the rear wiper motor and the associated coloured wiring.  The

EP8 and Earth
wiring

diagram indicated only numbers rather than colours, however the wiring in situ were 1 Green/Yellow and two White).  The Green/Yellow was traced to EP 8 situated behind the NSR lamp cluster and proven as Earth (31).  Volt Drop on the Motor Earth return was recorded at 0.04 Volts, which is within operational parameters (0.05 Volts maximum).  The 2 white wires were otherwise identical, although through the process of elimination, one would be Battery Live (30) and the other Switched Live (15).

In order to distinguish one from the other I first activated the ignition and disconnected the connector from the motor.  I then probed the first white wire with a voltmeter which produced a constant reading of 14.42 Volts (suggesting Live Feed 30).  I then probed the second white wire which returned an initial reading of 0.0 Volts.  Upon activating the wiper switch the Voltmeter recorded a reading of 14.45 Volts (suggesting Switched Live Feed 15).

Probing 1st Wire

Probing 2nd Wire
(switch activated)

Tests thus far indicated that a live feed was reaching the connector and initially suggested a Motor failure.  I then conducted a continuity test on the Motor's 3 terminal points however, which subsequently proved the Motor as serviceable.  I then proceeded to re- conduct the tests carried out to the connector as before, only this time I could not obtain any readings whatsoever.  Upon reconnecting the connector to the motor, activating the switch and wiggling the connector wires however, the wiper briefly operated and returned to its correct park position.

Diagnosis

I currently suspect that there is either a loose or internally fractured feed wire, or possibly a problem with the connector reciprocating pins.  Due to limited time constraints the task was temporarily suspended and will be resumed in the morning.

Tuesday 14th April 2015

The ignition was re-activated and each of the feed wires retested using a Voltmeter accordingly.  Results were again intermittent.  The connector was reconnected to the motor and then manipulated whilst the switch was activated, resulting in momentary periods of correct motor operation and parking function.

Recommendation for Customer

The wiper motor is not at fault and does not require replacing.  I would suggest cutting off the connector and approximately 10 cm of attached loom, stripping back each of the 3 wires and re-testing each of the wires to ensure continuity.  A new section should then be attached, re-soldered and insulated to a new connector, and then reconnected to ensure correct operation accordingly.