Log In

New Kvaser white paper discusses ways to maximise CAN’s efficiency in next generation vehicles


By using a Virtual CAN Bus, we separate the control task from other tasks. The distributed embedded control system can be developed using standard CAN Controllers and transceivers in a traditional way with well proven tools.

Other tasks such as encryption, transmitter authentication, re-flashing, etc. can be developed by experts in these fields and carried out by using other protocols. With modern technology, the different tasks can run in parallel and simultaneously communicate on the same physical layer.

It is a great advantage to separate the control problems from other problems. The control problem can be solved once and for all by the control experts and other problems by experts in their respective technology fields.

 

Details here......

 

Celebrating 36 Years

Follow us on Facebook for all the latest news, updates and promotions

 

call 9 - 5 PST

 

CAN Test Box

can test box

 

Continuing with our mission to make vehicle diagnostics easier and faster…the new CAN Test Box gives you easy access to the 16 pins of the diagnostic connector that is fitted to all modern vehicles. Depending on the configuration of the vehicle, this may allow you to check power, ground and CAN Bus signal quality. With the test leads supplied you can connect your PicoScope lab scope to the CAN Test Box to monitor signals such as the CAN High and Low. More.....

Attention all
Automotive Scope Users


Pico Automotive Scope software now sports a new Waveform Library browser.
Must own PicoScope to view.
See details here

 

Credit Cards Accepted

 

website security

Toyota Avensis — System Too Lean

By Dave Hill
www.londonroadgarage.com

Quite a simple one this, but I thought it was interesting.

A 2002 Toyota Avensis came in with the MIL on and two DTCs present: P0171 and P0174 System Too Lean on banks 1 and 2 respectively. On the first visit I was asked to clear the codes (it was a motor trader’s car!) which I did, with the suggestion that it would most likely return.

Sure enough a couple of days later the car is back for a proper look. Fuel trims suggested an issue…

  • Short FT 1 = -18.0%
  • Long FT 1 = 0.7%
  • Short FT 2 = -19.6%
  • Long FT 2 = 1.5%

So out with the PicoScope lab scope and time to look at some relationships between both upstream oxygen sensors and the mass airflow meter. These are 1 volt zirconia types and there are 4 in total. Two upstream and two downstream. The MAF is a Denso type.

Here is an overview look at both O2 sensors and MAF. The O2 sensors can be seen to switch nicely at the start of the capture, but as we zoom in, it can be seen that there is a problem when the throttle is “snapped open”.

figure 1

Next is the more conventional capture that I make regularly. It is pretty clear here that the MAF sensor is performing badly, not just in the fact that the peak voltage is less than 3500 mV but also the “gulp” section of the capture is very weak too. Notice how both O2 sensors remain lean throughout the wide open throttle phase.

figure 2

Not having seen many of this type of MAF, I am a little cautious about just fitting one without a bit more diagnosis. Other factors can lead to weak MAF sensor output and it is important to rule as many things out as possible. I use a sensor simulator often to help prove a point. This time I am pushing a more expected 4.5 volts down the MAF signal wire at the same time as an assistant performs a “snapped” throttle test.

figure 3

The boost given to the MAF signal has given the desired response from the oxygen sensors and I feel a little happier about replacing the MAF. I then took an unusual step and decided to have a look at the MAF to see if it was dirty. I was surprised to see the two elements were very dark and dusty. A quick spray of carb cleaner rejuvenated it to a nice shiny state.

Once refitted, the same captures as taken previously were taken again to confirm a fix. Here is the same overview-style capture as before, but now the O2 sensors can be seen to go rich throughout the snap test and they also start to recover quicker afterwards and start to switch again.

figure 4

Again the classic capture. Showing a good “gulp” and a much healthier peak voltage. The engine revved much more responsively too!

figure 5

An emissions test proved successful and here are the fuel trim figures now…

  • Short FT 1 = 0.0%
  • Long FT 1 = -3.2%
  • Short FT 2 = 0.0%
  • Long FT 2 = -3.9%

Sorted!

A simple problem by today’s standards, but I feel it is made even clearer with the use of a scope.
Cheers all.

back

 
 
 
USA Office

Tel:1.877.902.2979-1.425.223.4311
Fax:1.877.329.4324
Address: 1480 Gulf Road, Suite 837,
PO Box 1280
Point Roberts, WA 98281

Western Canada - Vancouver BC

Tel:1.800.663.6001 or 1.604.925.6150
Fax:1.604.925.6170
Address: 2454 Haywood Ave
West Vancouver, BC V7V 1Y1

Eastern Canada - Markham, Ontario

Tel:1.800.465.0164 or 1.905.513.7027
Fax:1.905.513.7029
Address: 3075 14th Ave, Unit 219,
Markham, Ontario L3R 0G9