Steps 6 - 10
Hard Start/No Start Diagnostic Procedures6. Perform KOEO On-Demand Self Test
Purpose:
KOEO On Demand Test:
To determine if the PCM has detected any fault conditions that would cause a hard start or no start condition.
NOTE: The IDM stores both historical and hard IDM fault codes. To retrieve IDM fault codes, you must run KOEO On-Demand Self Test or KOEO Injector Electrical Test. To ensure that the DTC is a hard fault, you must first clear Continuous DTCs (be sure to record all DTCs before clearing) even though IDM codes do not show up on the Continuous display. Rerun KOEO On-Demand Self Test, if an IDM DTC is set a hard fault has occurred.
Recommended Procedure:
Connect the NGS Tester to the Data Link Connector (DLC) under the dash. Turn off accessories. If vehicle is equipped with an auxiliary powertrain control (rpm control), it must be turned off to perform self tests.
^ Perform the necessary vehicle preparation and visual inspection. Refer to Quick Test Operation. Quick Test Operation
^ SELECT CORRECT VEHICLE, YEAR and MODEL.
^ Select DIAGNOSTIC DATA LINK.
^ Select PCM - POWERTRAIN CONTROL MODULE.
^ Select DIAGNOSTIC TEST MODE.
^ Select KOEO ON-DEMAND SELF TEST.
^ Turn key on.
^ Follow operating instructions from the menu.
^ Record DTCs and follow appropriate pinpoint test.
^ After test, cycle key to off before running other tests or driving vehicle.
NOTE: If performing repeated self tests, it may be necessary to unplug glow plug relay to keep battery from going dead. Ignore glow plug codes while glow plug relay is unplugged.
Possible Causes:
The most likely PCM detectable faults that will cause a no start or hard start condition are:
^ CMP sensor inactive faults.
^ IPR output circuit check fault.
^ FDCS, CID and IDM ENABLE circuit faults.
Tools Required:
New Generation Star (NGS) Tester 007-00500 or equivalent
7. Retrieve/Clear Continuous DTCs
Purpose:
Retrieve Continuous Trouble Codes:
To determine if the PCM has detected any historical or intermittent fault conditions that would cause a hard start/no start symptom. The condition that caused a continuous DTC may no longer exist.
NOTE: The IDM stores both historical and hard IDM fault codes. To retrieve IDM fault codes, you must run KOEO On-Demand Self Test or KOEO Injector Electrical Test. To ensure that the DTC is a hard fault, you must first clear Continuous DTCs (be sure to record all DTCs before clearing) even though IDM codes do not show up on the Continuous display. Rerun KOEO On-Demand Self Test if an IDM DTC is set. This is a hard fault.
Recommended Procedure:
Connect the NGS Tester to the DLC under the dash. Turn off accessories. If vehicle is equipped with an auxiliary powertrain control (rpm control), it must be turned off to perform self tests.
^ Perform the necessary vehicle preparation and visual inspection. Refer to Quick Test Operation. Quick Test Operation
^ SELECT CORRECT VEHICLE, YEAR and MODEL.
^ Select DIAGNOSTIC DATA LINK.
^ Select PCM - POWERTRAIN CONTROL MODULE.
^ Select DIAGNOSTIC TEST MODE.
^ Select RETRIEVE/CLEAR CONTINUOUS DTCs
^ Turn key on.
^ Follow operating instructions from the menu.
^ Record DTCs and follow appropriate pinpoint test for continuous code diagnostics.
^ Continuous DTCs must be cleared after repair is made.
If performing repeated self tests, it may be necessary to unplug glow plug relay to keep battery from going dead. Ignore any glow plug codes while glow plug relay is unplugged.
Tools Required:
New Generation Star (NGS) Tester 007-00500 or equivalent
8. KOEO Injector Electrical Self Test
NOTE: If unable to perform KOEO Injector Electrical Self Test, disconnect IDM connector and check injector high and low side for shorts or opens.
Purpose:
KOEO Injector Electrical Self-test:
Cylinder And Fuel Injector Location:
To determine if the injector solenoids and valves are operating by buzzing all injectors together and then each injector in numerical sequence (1 through 8).
Recommended Procedure:
NOTE:
^ If no DTCs are present and the KOEO Injector Electrical Self Test aborts while trying to perform, GO to Pinpoint Test NA, Step NA29. Tests NA: Injector Driver Circuit Operation
^ This test determines if the injector circuits and solenoids are electrically operating without fault. All injectors will first buzz together for approximately 2 seconds, then each injector will buzz for approximately 1 second in numerical order (1 through 8). The IDM stores all historical IDM fault codes; to ensure that the DTC is a hard fault, you must first clear continuous DTCs (be sure to record all IDM fault codes before clearing). After clearing, rerun self test; a fault must be present at the time of testing for the KOEO Injector Electrical Self Test to detect the fault. If a fault is detected, a DTC will be output on the data link at the end of the test when requested by a scan tool. Only a hard fault code (DTC) will be displayed.
Connect the NGS Tester to the DLC under the dash. Turn off accessories. If vehicle is equipped with an auxiliary powertrain control (rpm control), it must be turned off to perform self tests.
^ Perform the necessary vehicle preparation and visual inspection. Refer to Quick Test Operation. Quick Test Operation
^ SELECT CORRECT VEHICLE, YEAR and MODEL.
^ Select DIAGNOSTIC DATA LINK.
^ Select PCM - POWERTRAIN CONTROL MODULE.
^ Select DIAGNOSTIC TEST MODE.
^ Select KOEO INJECTOR ELECTRICAL SELF TEST.
^ Follow operating instructions from the menu.
^ Record DTCs and follow appropriate pinpoint test.
^ After test, cycle key to off before running other tests or driving vehicle.
Possible Causes:
^ Open or shorted injector circuits
^ Bad injector connector
^ Open or shorted CID or FDCS circuits
^ Open injector solenoid
^ IDM powering or ground circuits
^ Detective IDM
Tools Required:
New Generation Star (NGS) Tester 007-00500 or equivalent
9a. Check VPWR During Cranking
Purpose:
NGS Tool - Data List Monitoring:
To verify PCM power-up during cranking. Lack of power to PCM can cause a no-start condition as well as fault code loss.
Recommended Procedure:
Install NGS Tester. Access VPWR PID on NGS Tester and monitor while cranking the engine.
Possible Causes:
^ Low battery voltage
^ Charging system problem
^ Power circuit and ground faults to the PCM
GO to Pinpoint Test A to diagnose a voltage concern. Test A: Vehicle Battery
NOTE: Battery voltage below 9.5 volts can cause the NGS Tester to reset. If the NGS Tester resets during a self test or while PID monitoring, it may be necessary to install a battery charger to maintain the correct voltage.
Tools Required:
New Generation Star (NGS) Tester 007-00500 or equivalent
9b. Check RPM Signal While Cranking
Purpose:
NGS Tool - Data List Monitoring:
To determine if the CMP sensor and circuit are functioning.
Recommended Procedure:
Possible Causes:
^ Weak battery or starter
^ Faulty wire harness connection
^ Poor CMP ground connection
^ Incorrect CMP sensor to target wheel spacing
^ Detective CMP sensor
GO to Pinpoint Test DF for CMP sensor diagnosis. Tests DF: Camshaft Position (CMP) Sensor
Tools Required:
New Generation Star (NGS) Tester 007-00500 or equivalent
9c. Monitor ICP While Cranking
Purpose:
NGS Tool-Data List Monitoring:
To determine if the injection control system can supply enough injection control pressure to sustain starting.
Recommended Procedure:
Install NGS Tester. Access ICP and IPR PIDs on NGS Tester, and monitor PID readings while cranking the engine.
NOTE: CMP signal is required before IPR is commanded above 14%.
If ICP does not meet the minimum specification of 3450 kPa (500 psi), the injectors will not be enabled by the PCM because of insufficient rail pressure.
If IPR goes above 14%, ICP pressure should easily go above 3.4 MPa (500 psi) provided that the oil reservoir is full, the IPR valve is not stuck open, the high pressure pump is building pressure and there is not an injection control pressure leak between the high pressure pump and all of the injectors.
Possible Causes:
^ Injection control pressure system leak
^ Oil reservoir level low
^ IPR failure
^ Faulty high pressure pump
^ Injector O-ring leaking
Injection Control Pressure Leak Test
Removing the ICP sensor and inspecting the level in the oil rail will determine if oil is being supplied to the rail. Removing the inspection plug in the top of the reservoir will help determine if the reservoir is full. A reservoir that drains back after the engine has not been operated for a long period of time can cause a hard start condition. If reservoir empties after filling, verify it is being supplied oil from the low pressure oiling system.
Purpose:
Isolate the cause of low injection control pressure.
Recommended Procedure:
Right Cylinder Head Check
Remove the high pressure hose from the right cylinder head using Quick Disconnect Tool 303-625, and cover the fitting on the cylinder head with the appropriate cap from the Fuel/Oil/Turbo Protector Cap Set T94T-9395-AH. Install the plug from the Oil High Pressure Leakage Test Adapter Set 303-S626 into the high pressure hose to block it off. Crank the engine and monitor the ICP PID. If the ICP Adapter Cable D94T-50-A is connected to the ICP sensor, connect a digital multimeter between signal return and ICP signal wires on the adapter cable. Crank the engine and monitor the signal. The digital multimeter should read 1 to 4 volts.
CAUTION: The engine may start!
If the engine starts or if injection control pressure is now within specification, the injection control pressure leak has been isolated to the right cylinder head. Inspect the fuel to see if oil is in the fuel. If no oil is present in the fuel, remove the valve cover, crank the engine and inspect the injector body and injector bore area for leakage.
CAUTION: Oil is under high pressure!
Left Cylinder Head Check
Remove the cap and plug, then reinstall the high pressure hose to the right cylinder head. Remove the high pressure hose from the left cylinder head using Quick Disconnect Tool 303-625, and cover the fitting on the cylinder head with the appropriate cap from the Fuel/Oil/Turbo Protector Cap Set T94T-9395-AH. Install the ICP adapter from the Oil High Pressure Leakage Test Adapter Set 303-S626 into the high pressure hose. Remove the ICP sensor and install the sensor in the end of the ICP adapter. Connect the ICP/EBP Adapter Cable D94T-50-A to the ICP sensor. Connect a digital multimeter between the signal return and ICP signal wires of the adapter cable. Crank the engine and monitor the signal. The digital multimeter should read 1 to 4 volts.
CAUTION: The engine may start!
If the engine starts or if injection control pressure is now within specification, the injection control pressure leak has been isolated to the left cylinder head.
IPR and High-Pressure Pump Test
If injection control pressure is still low after ruling out both cylinder heads as the source of injection control pressure leakage, perform the following steps to isolate the cause. Leave the ICP sensor and ICP adapter connected to the left high-pressure hose. Remove the high-pressure hose from the right cylinder head and cover the fitting on the cylinder head with the appropriate cap from the Fuel/Oil/Turbo Protector Cap Set T94T-9395-AH. Install the plug from the Oil High Pressure Leakage Test Adapter Set 303-S626 into the high-pressure hose to block it off. With the high-pressure pump effectively dead headed, crank the engine and monitor the signal. If injection control pressure is not within specification, replace the Injection Pressure Regulator (I PR) with a known good IPR and retest. If a low pressure condition still exists, the problem is most likely with the high-pressure pump or the high-pressure pump drive gear.
Tools Required:
^ Fuel/Oil/Turbo Protector Cap Set 303-493 (T94T-9395-AH)
^ ICP/EBP Adapter Cable 418-D003 (D94T-50-A) or equivalent
^ Oil High Pressure Leakage Test Adapter Set 303-S626 (D94T-6600-A) or equivalent
^ 23 Multimeter 105-00050 or equivalent
^ 1/4-inch drive ratchet or breaker bar to remove inspection plug
^ Quick Disconnect Tool 303-625
9d. Check Fuel Pulse Width (FUEL PW) While Cranking
Purpose:
NGS Tool-Data List Monitoring:
To verify that the Fuel Delivery Command Signal (FDCS) system is functioning correctly.
Recommended Procedure:
Install NGS Tester. Access FUEL PW PID on NGS Tester and monitor while cranking engine.
No fuel command signal when ICP, RPM and VPWR signals are correct usually indicates a loss of CMP sync signal. GO to Pinpoint Test DF for CMP sensor diagnosis. Tests DF: Camshaft Position (CMP) Sensor
A 1-6 mS fuel pulse width (FUEL PW) will be sent by the PCM to the IDM if system voltage does not go below 7 volts during cranking, engine cranking speed is above 100 rpm and injection control pressure is above 3.4 MPa (500 psi). Even though a 1-6 mS fuel pulse width is shown on the NGS to be sent to the IDM, it is possible the IDM did not get the signal, due to a fault on either the CID or FDCS circuits or even the IDM. Note that low fuel pressure or no glow plugs could still be the cause of the No Start or Hard Start condition. A 0.60-ms fuel pulse width (a no fueling pulse) will be sent by the PCM when a sync pulse has not been received from the CMP sensor and if insufficient injection control pressure is present. This 0.60-ms fuel pulse width will not allow injectors to be enabled, but does keep the IDM and PCM synchronized until sufficient injection control pressure is realized.
Possible Causes:
^ FDCS and CID circuitry
^ PCM
^ IDM
Tools Required:
New Generation Star (NGS) Tester 007-00500 or equivalent
10. Glow Plug System Operation
Purpose:
Glow Plug System Operation:
To determine it the glow plug system operation is sufficient to permit starting.
Recommended Procedure:
Relay Operation
Install a digital multimeter on the glow plug feed side of the glow plug relay (large stud with two wires connected). Turn the ignition key to the ON position but do not attempt to start. Note the time in seconds from when the key is turned on and the glow plug relay energizes until the glow plug relay de-energizes. The relay does not come on if EOT is above 55°C (131°F) for F-Series and 30°C (86°F) for E-Series. The glow plug relay makes a loud click noise which is easily heard when it energizes and de-energizes Compare the times measured to the table (time will be affected by engine temperature, battery condition and vehicle altitude). The voltage at the glow plug feed terminal may vary from 9 to 12 volts depending upon battery condition.
If battery voltage is not present, check for B+ at the power supply terminal (terminal with single large wire). Power for glow plug power supply is supplied from the starter relay through two fusible links at solenoid.
Disconnect all of the glow plug/injector harness connectors from the valve cover gaskets. With the Rotunda Glow Plug Injector Adapter 014-00935 or equivalent installed, measure glow plug resistance to ground (preferably B-). A resistance measurement of 0.1-2 ohms indicates a good glow plug.
Glow Plug Harness Continuity
Measure for continuity from the connector harness to the glow plug feed terminal on the glow plug relay (Federal) or to the Glow Plug Control Module (GPCM) (California). Resistance should be less than 1 ohm.
California Only
Glow Plug System:
For California only, the glow plug system monitor will start when the glow plugs are commanded on for over 30 seconds and the battery voltage is between 10-14 volts. A glow plug code will be stored in continuous memory if one or more glow plugs are not being powered.
NOTE: Look very carefully for poor connections, burnt looking or loose fitting pins that will cause high resistance and set a code.
The Glow Plug Monitor Self Test (California only) is a KOER functional test of the glow plug system performed on demand with the engine running and the A/C off. The PCM will activate the Glow Plug Control Module (GPCM) which monitors the glow plug. The pedal may be used to increase the engine speed to increase voltage if needed. A fault must be present at the time of testing for the test to detect a fault. The trouble codes will be sent to the PCM on the diagnostic line and then output to the NGS.
California or Federal
Glow Plug System:
The glow plug on time is dependent on oil temperature and altitude. The glow plug relay (Federal) or GPCM (California) comes on between 1-120 seconds and does not come on at all if oil temperature is above 30°C (86°F) for E-Series or 55°C (131°F) for F-Series. By using the NGS you can run the Output State Self Test which will cycle the glow plug relay on for 5 seconds the first time only that the accelerator pedal is pressed. This self test does not set any codes.
Test Graphs:
You can verify glow plug on time by monitoring NGS PIDS: EOT, GPCTM. The wait to start lamp ON time (1-10 seconds) is independent from glow plug relay/glow plug control module (GPCM) ON time.
Incorrect measurements will result if all glow plug/injector connectors to valve cover are not disconnected.
Possible Causes:
Insufficient glow plug ON time will not allow enough heat to accumulate in the combustion chamber to easily facilitate starting. If the glow plug system ON time does not meet any of the specifications in the accompanying chart the problem is most likely a faulty wire harness connection, ground connections or glow plug relay.
NOTE: Look very carefully for poor connections, burnt looking or loose fitting pins that will cause high resistance.
^ Glow plug relay.
^ Powering circuit to glow plug relay (fusible links from starter relay).
^ Glow plug relay to valve cover connector circuits.
^ Valve cover gasket.
^ Under Valve Cover (UVC) harness.
^ Glow plugs.
Tools Required:
^ Multimeter 105-00050 or equivalent.
^ Glow Plug Injection Adapter 418-F221 or equivalent
^ New Generation Star (NGS) Tester 007-00500 or equivalent