Automotive Newsletter

September 2018

Newsletter September 2018

Case Study: Flyer 60 ft Articulated bus

By Michael Eilbracht, Diagnostician at MJE Diagnostics

This month we have a case study that was put together by Michael Eibracht and posted on Diagnostic Network.
This bus took a little time to figure out, but the result in the end was very interesting.
The initial complaint on this bus was the excessive black smoke that was apparent upon acceleration and an occasional random misfire. My first move was to check for stored codes, which there were none. From past experience, I have seen leaking injectors cause this issue so I decided to do a cylinder cut-out test with a Cummins Insite factory tool. During this test the ECM looks at engine position and engine speed, with the two sensors mounted on the back of timing cover. When you command a certain cylinder off it knows when to disable the injection control valve (ICV) on the injection pump. The ICV is responsible for metering the fuel at the exact moment the distributor lines up with the adjacent slot going to that particular cylinder.
Read on >
Reprinted with author's consent. Original article can be found on Diag.net

Choosing a scope

By Frank Massey (Aftermarket Magazine editorial)

Having just completed a foundation oscilloscope course this weekend, it became very apparent that a large number of technicians in our industry lack good advice in both choosing and using cutting edge diagnostic tools. So this topic is dedicated to my favourite friend – the oscilloscope. This year, June to be exact, will be my 50th year in automotive engineering, so I have witnessed first hand how mechanical systems and electronics have evolved.
 
Read more >

2011 Chevrolet Aveo - Collaboration across the globe

By Brandon Steckler (Motor Age)

The vehicle again failed to accelerate properly. Although it lacked power, the throttle position indicated the PCM’s intent to accelerate. 
The car, however, did so reluctantly. The throttle position displayed approximately 48 percent when the APP indicated a request for acceleration (perhaps a state of “limp” or “default?”). This made it impossible to perform a proper Volumetric Efficiency test. The fuel trim showed no signs of correction indicating that the engine was fueled properly, given the amount of air it was inhaling.  What’s contradictory, though, is the camshafts’ DESIRED and ACTUAL PIDs reflect no deviation from one another. Meaning, the timing components were installed correctly and phasing as commanded. 
Read more >

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