DECEMBER FEATURED COURSE Register for the Zoom meeting here! Join AVI instructor Andy Tirado while he takes you through HEV/EV systems and their configurations. What are known areas to monitor […]

Any drivability complaint can be broken down into three possibilities; breathing, fuel and ignition. Ron Bilyeu starts off the diagnostic process using data and goes into diagnosing the breathing ability […]

Considering that a wealth of misfire trouble codes were reported when we scanned the Ford F-150 – Ron goes in and performs some secondary ignition testing by using an oscilloscope […]

Many aftermarket scanners now offer VW and Audi software without the need for the factory tool. Although, if you’re not very familiar with the way these import companies do their […]

One of the most common repairs when it comes to Infiniti and Nissan vehicles involves the Fly by Wire Electronic Throttle Control. This throttle control system is known to be […]

This Tech Tip is taken directly from an AVI Live Stream presented on August 6 2014 with Master Technician and shop owner Bill Fulton. Bill breaks down the most common […]

To better understand how fuel trim numbers are generated, the ECM/PCM uses the oxygen sensor or air/fuel sensor input signal to adjust fuel injector pulse-width values. If a longer-than-normal injector […]

Shortly after a male teen gets his first car, the first thing he wants to do is modify it with new wheels, upgraded exhaust, seat covers and, the most important […]

Air/fuel ratios caused by leaking fuel pressure regulators and other fuel control issues can also cause general misfires on other vehicles. Freeze-frame data obtained by a scan tool can be […]

When diagnosing misfires, it’s important to use tools that allow you to go beyond a simple code reader that ­displays a P03XX. Even an OEM-level scan tool can’t tell you […]

For some time now, most of the development in diesel technology has been aimed toward making the engines environmentally friendly. But as diesel ­engines have become cleaner, the power levels […]

In this clip, taken directly from Midtronic’s live streaming In-Vehicle Battery/Starter/Alternator Diagnostics class, Dan Cox reviews the different battery type, the history of batteries and the difference in energy densities between different […]

AVI and Dave Hobbs brings you a new course that will helps you work through tricky diagnostics, Deceptive Diagnostics. There are not many things more frustrating than running a scan […]

By Matt Fanslow. If you’ve been looking at purchasing a DSO (Digital Storage Oscilloscope) in the last few years, undoubtedly you’ve seen much attention paid to Vertical Resolution. To the scope savvy, it is the new “Sample Rate Rage”. For years, Sample Rate was advertised as the most important of scope specifications. The higher the sample rate, the better the scope. Thanks to Pico Technology, and those few individuals that embraced its use in the auto repair industry, we have been re-educated. Sample Rate, it turns out, while important; hinges on other factors. Vertical Resolution, you will find, is also one of many factors that determine the true “power” of a DSO.

In this tip clip George Witt gives advice on selling diagnostics to your customers. George talks about selling lists and inspections and how to present the diagnostic process in such a way that you are charging for your time, effort and expertise. He talks about the four ways this helps you in selling diagnostics and how to present the info in a way that leaves the customer happy and provides the info they need to make an informed decision.

By Scot ‘Gonzo’ Weaver. Jo was a new customer referred by an old-time regular. Her little KIA had a transmission problem that seemed to be getting the best of the transmission shop. The story goes that the SUV was constantly in limp mode, and would never shift properly… ever. As it always seems to be the case when a simple problem can’t be solved simply, somebody started the diagnostics off in the wrong direction. Little did I know this was a simple problem. But, as I see it, any type of diagnostic work that you do requires a certain step-by-step procedure that you must follow. Missing a step, or completely overlooking a step, usually means you’re going to miss that simple problem all together. This was no exception.

Part 3: Precision Low Current Measurements for Driveability Diagnosis. Automotive technicians often use a DMM connected to a clamp-on current probe to measure current flow (amperage) in a circuit. Typical items tested are starter motor draw, blower motor draw and alternator output. The current probe clamps around a wire in the circuit under test and using voltage from its own battery (usually 2 AAA’s or a 9 volt) sends a signal to the DMM. Most current probes output 1mV for each amp detected in the circuit.

By Omar Trinidad. Illustrating the internal operation of a voltmeter while a technician is testing a series circuit with one or two loads is a helpful way to explain how the tool works. We’ll start right off with an example.

Engine knock limits performance and can cause permanent damage. This time, we’ll look at its causes.

Under certain conditions, combustion in a spark ignition engine can degrade into an abnormal preignition process that causes a “knocking” or “pinging” sound. This undesirable combustion process limits the engine’s output and specific efficiency levels. It occurs when the fresh air/fuel mixture preignites in spontaneous combustion before being reached by the expanding flame front.

A number of emissions programs are conducting an emissions test on OBD II vehicles that has been nicknamed a “plug and play” test. Perhaps something similar to this has already happened to you. A customer brings his vehicle to your shop because the malfunction indicator lamp (MIL) is glowing on the dashboard. After retrieving the stored diagnostic trouble codes (DTCs) and freeze frame data, then conducting a thorough diagnosis, you determine the cause of the fault. The defective part is replaced, the DTCs and freeze frame data are cleared from the Powertrain Control Module (PCM) memory and the vehicle is taken for a road test. After the road test, the PCM’s memory is rechecked for stored or pending DTCs. None are found.

Volkswagen and Audi Diagnostics with Ross Wellwood

Mode $06 continues to be a hot topic with techs. Nevertheless, there are many techs who have not even heard of Mode $06 or do not even use the Global OBD2 side of the scan data. Knowing how to use Mode $06 could really help in the day-to-day diagnostic problems in your shop.

Scan tools are only part of the key to the diagnostic process, knowing when to use them is equally important. If a vehicle comes into your shop with a drivability complaint, should plugging in your scan tool be the first step in diagnosing the problem? Probably not — keep in mind that even though modern engines have sensors and computers that monitor just about every aspect of their operation, deep down they’re still machines that require air, fuel, and oil to run. Remember — a reflash won’t fix everything.

What tools do I need to get into hybrid repair? That is a good question. It all depends on what you have now. What should a technically aware shop have at this time for equipment? A pair of Class O 1000 volt safety gloves with leather protectors, a good digital volt ohm meter (DVOM) rated CAT III @ 1000volts, a lab scope with that same rating, good technical information, and the proper scan tool. There are other hybrid related tools for specific models as well.

Get some quick tips from Dave Hobbs as he shows us how to use a smoke machine and scan tool as a diagnostic dream team. Learn the basics of EVAP systems and how they work so you can better use your scan tool and smoke machine together as a better team for diagnosing EVAP related codes.