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NEXTECH
and
Carman Scan VG
Your Partners for the Road Ahead!
What is the advantage of a Combination Data
Scanner / Oscilloscope over a basic Data
Scanner?
A basic Data Scanner can perform the following functions:
• Read and Erase Fault codes
• Display Current Data to verify a fault exists.
• Perform Actuation tests.
However, determining whether a fault is caused by a
component failure, a wiring fault or a faulty ECM requires
more than just a Scanner.
The Carman Scan 1 and Carman Scan VG provide the
technician with a complete solution for Diagnostics.
The use of an Oscilloscope is a necessity for
pinpointing vehicle faults.
During the course we will be studying the
operation of the VG as well as the correct
procedures required for testing a number
of common components.
THE CARMAN SCAN VG
TRAINING COURSE
#1
OSCILLOSCOPE TRAINING
THE OSCILLOSCOPE
Hz
VOLTAGE
%
8v
6v
4v
2v
0v
TIME
Hz = Frequency (Number of Pulses per second).
% = Duty Cycle (On/Off Ratio).
m/s = Time measurement.
m/s
The Lab Scope is one of the most
valuable diagnostic tools available
to the modern workshop today.
It is commonly used to check:
1. Supply voltage
2. Voltage Drops (in power and earth circuits).
3. AC Waveforms
4. DC Waveforms (Square waves etc.)
5. Pulse Signals
TYPICAL AC WAVEFORM
+v
0v
-v
AC Waveforms are generated from such
devices as:
Alternators (before rectification)
Crank Angle Sensors
TDC Sensors
Vehicle Speed Sensors
Transmission Pulse Generators
TYPICAL SQUARE WAVEFORM
5v
0v
5v
0v
OFF
GROUND SWITCHED
SIGNAL
Duty Cycle 50%
ON
ON
POSITIVELY SWITCHED
SIGNAL
Duty Cycle 50%
OFF
Square Waveforms are commonly used for inputs such as:
Crank Angle Sensors, Camshaft Sensors, TDC Sensors,
Vehicle Speed Sensors, MAP Sensors (Ford),
Air Flow Sensors or outputs such as Idle Speed Control Motors
TYPICAL PULSE WAVEFORM
SOLENOID
PULSE SIGNAL
VOLTAGE
SPIKE
12 v
0v
Typical Solenoid Pulses include:
Injectors; Canister Purge Solenoids etc.
SECONDARY IGNITION
OSCILLOSCOPE
Typical Secondary Ignition Patterns
Secondary Ignition Specifications
Ionization (Peak)Voltage
Decay Section
Burn Voltage
Dwell
Specifications – Idle, No load
Ionization (Peak)Voltage – 7-15 KV
Burn Voltage – 1-2 KV
Dwell – Depends on RPM
Burn Time – 1-2 m/s
Burn
Time
Carman Scan VG
Oscilloscope Operation
Selecting Secondary
Ignition
Selecting Secondary Ignition
Touch the “OSCILLOSCOPE” Icon.
Selecting Secondary Ignition
Touch the“Ignition Waveform” Icon.
Selecting Secondary Ignition
Select the number of cylinders to be tested.
Selecting Secondary Ignition type
Select the type of Ignition and the approximate idle speed.
Selecting Secondary Ignition firing order
Select the correct firing order from the list or make a
new one using the numbers in “other”.
Selecting Secondary Ignition Probe Type
Press “SAVE” when completed
Select the correct probe. E.g. “1 to1” when using a single probe,
or “1 to 3” / “1 to 4” for Multi-Probes (DLI Ignition etc.)
Special Note: DLI Vehicles
Conventional Ignition vehicles are normally “Negative” firing,
and, therefore, the spark plugs fire from the centre electrode to the
outer electrode of the plug.
On DLI, Waste Spark vehicles, half of the cylinders are “Negative”
firing, and therefore fire from the centre electrode to the outer
electrode of the spark plug, whilst the other half of the cylinders
(their mating cylinders) are “Positive”, firing from the
outer electrode to the centre electrode.
Please refer to the following diagram.
Distributor-less Ignition Operation
Electron Flow
Conventional Ignition
When connecting the VG to a conventional Ignition Vehicle, the
Secondary Ignition pickup lead is connected to Channel 2 of the
VG and the #1 Trigger lead is connected to Channel 3
DLI Waste Spark Ignition
When connecting the VG to a DLI Vehicle, the “Positive” cylinders
are connected to Channel 1 and the “Negative” cylinders, connected
to Channel 2. The #1 Trigger lead is connected to Channel 3 as usual.
Determining the Positive and Negative firing cylinders
If unsure which cylinders are Positive firing and which are
Negative firing, simply take ONE secondary pickup lead and
connect it to Channel 1 or Channel 2 of the VG.
With the engine running, place the secondary pickup lead around
one cylinder at a time. Any cylinders that produce an ignition
pattern facing up the correct way on the scope are the correct
Polarity for that channel.
Any cylinders displaying an upside down pattern are incorrect
polarity and therefore belong the the other Channel.
Please refer to the following diagrams.
Correct Polarity for the channel selected.
Correct Polarity.
Note, the Ignition pattern is displayed the correct way up.
Incorrect Polarity for the channel selected.
Connect this Cylinder to the other channel.
Incorrect Polarity.
Note, the Ignition pattern is displayed upside down.
Demonstration here of determining correct Polarity
SPLIT SCREEN (Default Screen) = Parade + Single Cylinder
Note: This is a Waste Spark DIS vehicle.
Mating Cylinders are: 1&4; 3&6; 5&2.
Screen Settings
Screen Settings
Sets the “Voltage Scale” for the Parade and Single Cylinder Patterns.
Sets the “Time Base” for the Parade Pattern only.
Sets the “Trigger Level”. Adjust whenever Patterns are erratic or
Cylinder #’s are erratic or missing.
Allows the user to select which Single Cylinder will be displayed on the screen.
Allows the screen to be changed to display the patterns as either:
“Series”(Parade), “Single Cylinder”, “Trend Plot” or “3D”.
Turns the “Information” display on or off.
Demonstration here of effects of incorrect Trigger level
Selecting a new “Single Cylinder” to be displayed
To Select a new single cylinder, press “CYLINDER”, then press the cylinder #
Selecting a new “Single Cylinder”
#6 Selected
To Select one of the other two cylinders, press “MORE”.
Selecting a new “Single Cylinder”
#3 Selected
Selecting other Cylinders for display.
Demonstration here of Selecting a New Single Cylinder for Display
Changing Screen Displays
Selecting new screen displays
To select new screen displays, Touch “SCREEN”
“Series” (Parade) Selected
Touching “SERIES” displays the above Pattern
“Single Cylinder” Selected
Touching “CYLINDER” displays the above Pattern
Selecting a New Single Cylinder
“Single Cylinder” Selected
To display a different cylinder, press
and then press “CYLINDER”.
Selecting a new Single Cylinder
After pressing “CYLINDER”, press the “Cylinder #” required.
Selecting a new Single Cylinder
To select a new cylinder, Touch the cylinder # required.
Trend Plots
“Trend” Selected
Cylinder #’s
Peak
Voltage
“Peak Voltage” for each cylinder is being displayed on the right
“Trend” Selected
Dwell
“Dwell Time” for each cylinder is now being displayed on the right
“Trend” Selected
Burn
Voltage
“Burn Voltage” for each cylinder is now being displayed on the right
“Trend” Selected
Burn
Time
“Burn Time” for each cylinder is now being displayed on the right
3 Dimensional Raster Patterns
“3D” (3 Dimensional) Raster or ladder Pattern Selected
Touching “3D” displays the above Pattern
Demonstration here of Changing Screen Displays
Display for Open Circuit HT Lead
“Split Screen” with open circuit HT lead on # 5 Cylinder
High Burn KV.
Note: High Burn KV shown above.
“Series Screen” with open circuit HT lead on # 5 Cylinder
High Peak KV
High Burn KV
Also note faulty pattern on #2 Cylinder (DIS mating cylinder for #5)
“Single Cylinder” with open circuit HT lead on # 5 Cylinder
Note: High Peak Volts, High Burn Volts and Short Burn Time.
“Trend Plot” with open circuit HT lead on # 5 Cylinder
High Peak KV
High Peak KV
High Peak KV
Short Burn Time
High Burn KV
Note High Peak Voltage, High Burn Voltage and Low Burn Time
on cylinders 5 and 2
“3D Screen” with open circuit HT lead on # 5 Cylinder
Note High Peak KV, High Burn KV and Short Burn Time on
Cylinders 5 and 2
Other Faulty Ignition Patterns
High Resistance in HT Lead
(High Negative Slope, with normal peak KV)
Fouled Spark Plug or HT Leakage
(High Negative Slope, with low peak KV)
Lean Cylinder under Acceleration
(High Positive Slope, under load)
Student Practical – Testing Secondary Ignition
Oscilloscope Operation
VG LABSCOPE
For the remainder of the course, all waveforms
will be displayed live on your VG. Please follow
setup screens as shown on the following slides.
Selecting Lab Scope
Touch the “OSCILLOSCOPE” Icon.
Selecting Auto Setup
Touch the“Auto Setup” Icon.
Selecting Auto Setup
Select the type of signal to be tested and the channel
to be used.
Selecting Auto Setup
Press “SAVE” when completed
After selecting the type of signal and the channel press
“SAVE” to progress to Lab Scope screen.
Testing Crankshaft Position Sensors (Hall type) – Engine idling
20 m/s time-base is set for testing during “crank” conditions.
If testing with the engine running reduce the time base.
To change the time-base, touch the side arrows or select “SET TIME”
Testing Crankshaft Position Sensors (Hall type) – Engine idling
To change the voltage level, touch the up/down arrows or select “SET VOLT”
Testing Crankshaft Position Sensors (Hall type)
Voltage scale set to 2v (per division)
Time-base adjusted to 2 m/s (per division) for testing with
the engine running.
Cylinder ID Signal.
Typical Crank Angle Sensor signal at idle.
Changing the Screen Settings.
Changing the Screen settings: To change the screen settings touch “SCREEN”
Changing the Screen Settings.
Changing the Screen settings: “Waveform only” Screen selected
Changing the Screen Settings.
Digital readings displayed
Changing the Screen settings: “Digital Display” Screen selected
Changing the Screen Settings.
Changing the Screen settings: To change grid settings touch “GRID”
Changing the Screen Settings.
To change the grid settings, select one of the above on the left.
Changing the Screen Settings.
To remove the grid (as seen above), touch
Changing the Screen Settings.
To display quarter grid (as seen above), touch
Selecting a second channel
Selecting a second channel for testing
Press “SAVE” when completed
After selecting the second channel press “SAVE” to
progress to Lab Scope screen.
Testing Crankshaft and Camshaft Position Sensors (Hall type)
Crankshaft Position Sensor (CKP).
Camshaft Position Sensor (CMP).
Testing Crankshaft and Camshaft Position Sensors (Hall type)
Crankshaft Position Sensor (CKP).
Camshaft Position Sensor (CMP).
5 m/s time base selected
Faulty Crank Angle Sensor Signals
Faulty Crank Angle Sensor Signal during crank.
At first glance this pattern looks quite normal,
however, if you study it closely you will see it’s
definitely not normal.
Problem was caused by a faulty Crank Angle Sensor
Approx 1.0v
Ground = 0v
The vehicle here would not start as the hall sensor failed to switch the signal
fully to ground (0v). Because of this, the ECM would not fire the Ignition.
Faulty Sensor signal captured on Carman Scan 1
Duty cycle varying.
(Should have been a
constant 50% duty cycle
on this vehicle)
The uneven duty cycle resulted in dramatic ignition timing problems, causing
backfiring, misfiring and impossible driving conditions.
Problem was caused by a “brand new” faulty Crank Angle Sensor.
Recording
Please Note:
1. The VG is always “recording” whilst in the Lab Scope mode.
2. To end the recording, Press “STOP”.
3. If ‘STOP” is pressed before the full record time has elapsed, the
VG will display a message to say it is “saving data, please wait”
4. The length of the record time will depend on the time base
selected.
Recording waveforms
To stop waveform recording, press “STOP”
Recording waveforms
After pressing “STOP”, the above message will be displayed
Replaying the recorded waveform.
Replaying recorded waveforms
Progression indicator.
To replay the waveforms, Press the left arrow.
Recording waveforms
Waveform Paused.
To Pause the waveforms, Press the Pause.
Recording waveforms
To Save Recorded waveforms to the VG hard drive, Press “FILE”.
Recording waveforms
After pressing “SAVE” the above message will be displayed whilst saving.
Previously “saved” recordings can be found by pressing “OPEN”.
Zooming recorded waveforms
Time base zoom
Voltage zoom
Previously recorded waveforms can be “Zoomed” in or out for better viewing
by pressing “ZOOM”.
Recording waveforms
Waveforms can be zoomed, both in voltage and time, by touching the arrows
above.
Recording waveforms
Note here that the time base has been divided by 2, making the time base
5 ms / div instead of 10 ms as it was when recorded. It may also be multiplied
Recording waveforms
Note here that the voltage scale has been multiplied by 2, making the
Voltage 1v / div instead of 2v as it was when recorded.
Trigger Settings
Before discussing the various possible trigger settings available on
the Carman Scan VG, it should be noted that in most cases the VG
user doesn’t have to make any changes at all to trigger settings.
This Powerful, user friendly Oscilloscope automatically sets all the
basic scope settings ready for testing by any user, whether highly
experienced or a total novice.
Setting a Trigger point on an Oscilloscope, gives the scope a
reference point at which to start the pattern display on the screen.
The trigger point can be set at any position, and on any channel
of the scope.
An example of using a trigger would be:
When displaying Secondary Ignition patterns, the “trigger” pickup is
attached to # 1 HT lead.
This means that the first cylinder to be displayed on the screen will
be # 1 (the trigger cylinder) followed by the remaining cylinders in
the firing order.
If we removed the trigger pickup, the patterns may still be displayed,
however, there would be no way of identifying the correct cylinders on
the screen as the scope would have no reference point.
When using a Lab scope, setting a trigger point will keep the
pattern steady on the screen.
If measuring signals on more than one channel at a time, the
trigger can be set on any channel.
Triggered signals on one channel can be referenced against
signals on other channels for exact timing etc.
E.G.1 Using a Trigger pickup on # 1 HT lead, you can reference
exactly when # 1 spark plug or coil is being fired in relation to the
Crankshaft Position Sensor (being measured on another channel).
E.G.2 When testing the timing of the Camshaft Position Sensor to
the Crankshaft Position Sensor, triggering the two patterns together
will allow you to check the exact position of the sensors in relation
to each other, without physically removing any parts.
Checking timing of CMP to CKP Sensors
Crankshaft (CKP) and Camshaft (CMP) Sensors.
Checking correct timing of CMP Sensor
Trigger Settings (Note: a trigger gives the scope a reference point, allowing
the pattern to be repeated over and over again at the same position on the screen)
Trigger on channel 1
Making changes to the trigger settings can be done by either touching the
appropriate section on the screen or by touching “TRIGGER”
Trigger Settings
Trigger on channel 1
To change trigger settings select one of the above.
Trigger Settings: After touching “TRIGGER” the following selections can
be made.
Trigger now on channel 2
Changing the Trigger channel - Touch “CHANNEL” or touch the screen here.
Trigger Settings: Moving the Trigger Point.
Trigger Point
Drag this to
wherever you want
To move the trigger point to a new position, simply touch the screen in the upper
left section and drag the trigger point to a new position on the scope.
Trigger Settings: Changing the Trigger Type
Triggering on
a rising signal
Oscilloscope triggered on a “Rising” signal. To make the oscilloscope trigger on
a falling signal, touch “TYPE” or touch the screen here.
Trigger Settings: Changing the Trigger Type
Triggering on
a falling signal
Oscilloscope now triggered on a falling signal.
Trigger Modes
The “mode” used to trigger the scope can be changed to suit the
user or the test being performed.
Trigger Modes available include:
1. “Auto” Mode (Default mode)
In this mode the VG automatically displays the pattern, regardless of the
Trigger level selected.
2. “Normal” Mode
In this mode the pattern will not be displayed until the “preset” trigger voltage
has been reached.
If selected whilst patterns are currently being displayed, the patterns will be
frozen on the screen until the correct trigger level has been set.
3. “Single” Mode (Snap-shot mode)
In this mode the VG automatically freezes the patterns on the screen as soon
as the correct trigger voltage has been reached.
Trigger Settings: Changing the Trigger Mode.
To change the trigger mode from
‘Auto’ to ‘Normal’, touch “MODE” or touch the screen here.
Trigger Settings: Changing the Trigger Mode.
Trigger mode changed from ‘Auto’ to ‘Normal’.
Touch again to change from ‘Normal’ mode to ‘Single’ mode
Trigger Settings: Changing the Trigger Mode.
Trigger mode changed from ‘Normal’ to ‘Single’.
Trigger Settings: Changing the Trigger Mode.
When in ‘Single’ mode, the scope will capture a single screen shot only.
To display a new screen shot touch “Run/Stop”
Testing Injector Patterns
To test an injector pattern, connect one of the lab scope leads to the
Negative terminal of the Injector to be tested.
Testing Injector Patterns
Press “SAVE” when completed
After selecting Inject… and the Channel #
press “SAVE” to progress to Lab Scope screen.
Testing Injector Patterns
Injector Off Spike ( Usually 70 – 100v).
Battery volts.
Battery volts.
Zero volts.
Injection Duration.
Typical Injector Pattern at Idle. To check the exact injector duration use the
Cursors.
Testing Injector Patterns
Curser.# 1
To use the Cursers touch “CURSER” once to bring up the first curser. Drag
the first curser to the start of injection. Touch “CURSER” again for the
second Curser. Drag the second cursor to the end of injection.
Testing Injector Patterns
Second Curser.
The Injection duration (3.36 m/s is displayed as “SET TIME” at the bottom
of the screen. The voltage difference is also displayed (13.25v)
Testing MAP and Throttle Position Sensors
Engine drivability problems can often be caused by incorrect
operation of MAP or Throttle Position Sensors.
The Oscilloscope is an excellent way of testing both of these
sensors for correct operation.
Testing Throttle Position Sensor and Map Sensor Signals
Press “SAVE” when completed
After selecting the second channel press “SAVE” to
progress to Lab Scope screen.
Testing Throttle Position Sensor and Map Sensor Signals
Full Throttle
Throttle Position
Sensor Signal
Map Sensor Signal
Maximum Vacuum during deceleration
Check for smooth rise and fall in signals as accelerator is snapped open and
closed.
Testing Throttle Position Sensor and Map Sensor Signals
Approx 4.3v
Throttle Position
Sensor Signal
Approx 0.35v
Map Sensor Signal
Approx 4.0v
Approx 1.3v
Approx 0.7v
Typical Readings.
Testing Idle Control Motors
Opening
side
Closing
side
Testing Idle Control Motors
With 3 wire type Idle Control Motors, the centre terminal is
usually supplied with battery volts, while the two outside wires
are switched to ground by the ECM using a variable duty cycle
at a constant frequency.
One side is the opening side and the other is the closing side.
The duty cycle on one side is inversely proportional to the duty
cycle on the other side.
E.g. If the duty cycle on the opening side is 70%, the duty cycle on
the closing side will be 30% and visa versa.
Testing ISC Duty Cycle Motor Type
Opening Side = Approx 35%
Off
On
Off
Closing Side = Approx 65%
On
Testing IAC Motor at hot idle with no load.
Testing ISC Duty Cycle Motor Type
Off
On
Opening Side = Approx 42%
Off
Closing Side = Approx 58%
On
Testing IAC Motor at hot idle with Air Conditioning on.
Testing Oxygen Sensors
There are two main types of oxygen sensors used on vehicles
today.
1. Zirconium (voltage generator type)
2. Titanium (variable resistor type)
As the Oxygen sensor is such an important part of the “Closed
Loop” feedback system, it is extremely important that you have
a thorough understanding of the correct testing procedures.
A faulty Oxygen Sensor not only has a detrimental affect on
vehicle emissions and fuel economy, it can also cause dramatic
drivability problems.
The following is a description of the testing procedure for a
Zirconium Oxygen Sensor.
Testing Oxygen Sensors
Selecting Oxygen Sensor Test
Press “SAVE” when completed
After selecting the type of oxygen sensor and the channel
Press “SAVE” to progress to Lab Scope screen.
Good Oxygen Sensor Pattern at 2500 RPM
1 Second
Rich
5 Crossovers
Lean
The “crossover” is the point where the 02 sensor signal crosses the midway
(approx 500mv) point in the signal. The oxygen sensor’s speed is measured
as the number of “Crossovers per Second”
Good Oxygen Sensor Pattern at Idle
1 Second
2 Crossovers
Note the slower speed of the 02 Sensor at idle.
Bad Oxygen Sensor Pattern at 2500 RPM
02 sensor voltage staying high (approx 800mv)
To test if the 02 sensor is causing the fault, disconnect an
injector and check for a sharp drop in the signal.
If the signal drops sharply the 02 sensor is OK and the high
signal voltage is caused by an over rich air fuel ratio.
This may be caused by an over-rich air fuel mixture or a faulty
(possibly contaminated) 02 sensor.
Bad Oxygen Sensor Pattern at 2500 RPM
Sharp drop in 02 sensor voltage as injector is disconnected
This indicates that the high voltage is caused by an over rich
air fuel ratio, not a faulty 02 sensor
Bad Oxygen Sensor Pattern at 2500 RPM
To test if the 02 sensor is causing the fault, snap the throttle
rapidly a few times or feed some LPG into the intake. If the
02 sensor voltage now increases the 02 sensor is OK and the
low signal voltage is caused by a lean air fuel ratio.
02 sensor voltage staying low (0v)
This may be caused by a lean air fuel mixture, a faulty 02 sensor
or grounded wiring.
Bad Oxygen Sensor Pattern at 2500 RPM
Sharp increase in 02 sensor voltage as throttle is snapped
open a number of times.
This indicates that the low voltage is caused by a lean air fuel
ratio, not a faulty 02 sensor or grounded wiring.
Current Ramping
There’s no doubt about the value of a current probe for quick
accurate diagnosis.
More and more technicians are now starting to realise the value
and are using a low current probe to test things like:
• Fuel Pump operation/wear
• Ignition coil operation/available current
• Coil on plug and DIS operation
• Injector operation/available current
Testing Fuel Pump Waveforms
(Using “Optional” Low Current probe).
To test a fuel pump waveform, connect the low current probe
around a single wire going to the fuel pump.
The electrical condition of a fuel pump can be assessed by viewing
the current waveform for irregularities.
Fuel Pump wear can be determined before complete failure occurs.
Typical Fuel Pump Waveforms
Good Fuel Pump
Faulty Fuel Pump
Faulty Fuel Pump
Testing Fuel Pump condition using VG
Low current probe connected around
fuel pump power supply wiring.
Normal waveform for good Fuel Pump.
Testing DLI Ignition System using Low Current Probe
#1 Trigger Pickup Signal
Current Probe around
coil power supply wire
# 1 & 4 Spark
Plugs firing here
Dwell
starts
here
# 1/4 Coil
# 3/6 Coil
#1/4 Crank Angle Sensor Signal from 3 x sensor
Normal waveforms.
# 5/2 Coil
AC Coupling
Every signal we have tested up to this point has been with the
Oscilloscope set to “DC” coupling.
DC Coupling is the Default screen and is the best way to test most
Sensors and Actuators etc.
AC Coupling can be very valuable however for testing for “noise”
on power supplies, checking Alternator diodes etc. or for testing
Knock Sensor signals.
Only Channel 1 can be AC Coupled
Channel 1 connected to vehicle battery with DC Coupling selected
To select AC Coupling touch “AC”.
Approx 14 volts
Note: Pattern is
DC Coupled at
this time
Note: Only Channel 1 can be AC Coupled.
0 volts
Channel 1 connected to vehicle battery with AC Coupling selected
Pattern is now AC Coupled.
Approx 14 volts AC Coupled
Note: To check for any fluctuations in battery voltage change voltage scale to
either 50m/v or 100m/v per div.
Channel 1 connected to vehicle battery with AC Coupling selected
Voltage scale set to 100mv/Div
Approx 14 volts AC Coupled
Note: To check condition of Diodes, load Alternator by operating accessories.
Maximum variation should be approximately 300m/v
Analysing by Trouble Type
Another very Powerful feature of the Carman VG is a feature
called “Analyse by Trouble Type”.
With this feature, you can select from a list of possible faults or
symptoms and the VG will automatically select the components
to be tested for analysing the fault.
Each component will be allocated a channel for testing and the
Oscilloscope channels will be set up with appropriate voltage
and time base settings.
Analysing by Trouble Type
Touch the“Analyse by Trouble Type” Icon.
Analysing by Trouble Type
Vehicle Fault
Press “SAVE” when completed
After selecting the type of fault, the components requiring testing will be
allocated their channels. Next select “SAVE” to progress to the Oscilloscope.
Analysing by Trouble Type
Next select the type of sensors on the vehicle (highlighted in bold) and touch
“OK” to progress to the Oscilloscope.
Analysing by Trouble Type
Oscilloscope channels are now set ready for testing of components.
In Conclusion
The knowledge gained by attending this course can only be of
benefit if put into practice as soon as possible.
Specialists are not created overnight.
They are created by PRACTICE and the willing to learn.
Diagnostics is not magic, it perfected by applying BASICS.
A knowledge of how a system or component operates is one of the
most valuable tools when trying to diagnose a problem.
Study the operation of various components and you will find that
it won’t matter what type of vehicle you are working on. They all
operate in a very similar manner.
Nextech
and Carman Scan VG
Your Partners for the Road Ahead!