Models Produced From March 1990

This test requires that the battery is fully charged and battery voltage does not drop below 9 volts while cranking.


1. Remove distributor end of coil wire from distributor cap and ground it to the engine.

MPI Hall Sensor Connector:

2. Disconnect hall sensor harness connector from distributor.

3. Turn ignition "on" and check voltage between distributor harness connector terminals #1 (ground, Brn/W wire) and #3 (power from ECU, Red/Blk wire).

^ Voltage should be 9-11 volts. If not, check for:

a. Open or grounded circuit between ECU terminal 7C and distributor harness connector terminal #3.
b. Open circuit between distributor harness connector terminal #1 and ECU terminal 9C.
c. No battery power to ECU terminal 20B &/or 8D.
d. Engine ground circuits from ECU terminals 1D, 2D, 3D, 16D, &/or 16B (poor connections or open circuit).

Repair as necessary. If no problems are found in wiring, and there is still no voltage present at hall sensor connector terminal #3, then the ECU is faulty. If voltage is present, continue with test.

4. Slide rubber boot away from distributor connector to gain access to the back of the connector terminals, and re-connect to distributor.

5. Connect LED test light between terminals #1 (sensor ground) and #2 (hall signal) of distributor connector.

6. Crank engine and observe LED.

^ LED should flash once every two crankshaft revolutions while cranking (when connected with proper polarity). If not, check for:

a. Open circuit between distributor harness connector terminal #1 and ECU terminal 9C.

If there is no wiring problem, hall sensor is faulty and must be replaced.

If LED does flicker, hall sensor is OK.

If hall sensor checks OK and fault code 2113 was displayed, check for:

a. Open or grounded circuit between distributor harness connector terminal #2 (Grn/W wire) and ECU terminal 8C.


DYNAMIC TEST

Hall Sensor Signal:

The hall sensor can be tested dynamically with the use of an oscilloscope. When the engine is running, the sensor will produce a square wave pulse each time a window of the trigger wheel passes the sensor. The wave pattern should look similar to that shown in the diagram, and can be observed on a scope by probing terminals #1 and #2 of the sensor connector while the engine is running.
Many automotive oscilloscopes are designed only to display primary and secondary ignition patterns and are not able to perform this type of test. To find out if your scope has this capability, or for correct procedures on hooking up a scope see the manufacturers instructions for your particular scope.