Curso Scaner Nextech

Sensor Waveform Analysis
March, 21./
March, 2008
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Technical Assistant Team
Contents
Crank , Cam position sensor Hot film air flow sensor Intake air temperature sensor
Coolant temperature sensor Throttle position sensor Oxygen sensor
Accelerator pedal sensor Fuel pump sensor Injector measurement
Secondary ignition measurement Knocking sensor measurement Primary ignition waveform
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Secondary air pump solenoid Purge control solenoid Pulse Width Modulation
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Technical Assistant Team Gasoline
Gasoline
Contents
Hot film air flow sensor Boost pressure sensor
Intake air temperature sensor Coolant temperature sensor
Accelerator pedal sensor Fuel pressure sensor
Injector measurement Crank , Cam position sensor
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Inlet Metering Valve Hot film air flow sensor (Pulse)
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Technical Assistant Team Diesel
Diesel
Waveform Analysis
Normal waveform at 700 rpm Normal waveform at 2500 rpm
▶ Check points ▶ Check points

- Check noise entrance to the Ch. 2 - Check noise entrance to the Ch. 2
signal wiring. signal wiring during acceleration.
▶ Preliminaries - Check waveform distortion of the - Check waveform distortion of the
Ch. 2 signal wiring. Ch. 2 signal wiring.
- Engine warming up: engine coolant temperature at 80 ℃ or
- Compare synchronization (A) of - Compare synchronization (A) of
higher the long tooth of the cam position the long tooth of the cam position
sensor and crank position sensor sensor and crank position sensor
▶ How To Connect long tooth with the normal long tooth with the normal
waveform to check timing fault. waveform to check timing fault
Channel Measurement Signal during acceleration.
Ch1 Crank position sensor ▶ Measurement Conditions ▶ Measurement Conditions
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Ch2 Cam position sensor Channel Ch. 1 Ch. 2 Channel Ch. 1 Ch. 2
Connect the ground wiring of each channel to the engine Voltage 5V/DIV 5V/DIV Voltage 5V/DIV 5V/DIV
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block. Time 5 ms/DIV Time 5 ms/DIV
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Waveform Analysis
Waveform Analysis / Troubleshooting
Normal waveform - 700 rpm ▶ Check points ▶ Measurement Conditions

- Check noise entrance to the Ch. 2 signal
Channel Ch. 1 Ch. 2
wiring during acceleration.
Voltage 5V/DIV 5V/DIV
- Compare synchronization (A) of the long
tooth of the cam position sensor and crank Time 1 ms/DIV
position sensor long tooth with the normal
waveform to check timing fault during
acceleration.
- Adjust the time axis to 1 ms/DIV to closely
see the synchronization timing point (A).
▶ Case 1: when noise enters into the signal wiring of the cam position sensor (Ch. 2) during acceleration.
=> When noise enters, the ECU makes an error on calculation and controls the fuel injection and ignition timing incorrectly.
Since most noise problems are related to the ignition system or grounding, it is necessary to check or repair these parts. If
needed, shield the wiring of the camshaft position sensor.
▶ Case 2: check waveform distortion of the cam position sensor (Ch. 2).
=> The ECU can detect most of faults on the cam position sensor. It informs such fault to a mechanic by a DTC (Diagnostic
Trouble Code), but it does not generate a DTC if fault conditions are not met. Sensor malfunction can be checked using this
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waveform. If waveform distortion is identified by comparing the measured waveform with normal waveform, check mechanical
problems of the sensor unit or camshaft.
▶ Case 3: compare synchronization (A) of the long tooth of the cam position sensor and crank position sensor long tooth with
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the normal waveform to check timing fault during acceleration.
=> This is the best way to check the timing abnormality. At idling and accelerating, mechanical problems of the timing can be
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checked by measuring normal waveform.

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Waveform Analysis
Normal waveform – 700 rpm Normal waveform – 2500 rpm

- Check if there is any missing - Check if there is any missing
pulse of the signal wiring. pulse of the signal wiring.
▶ Preliminaries - Check if the voltage level of the - Check if the voltage level of the
- Engine warming up: engine coolant temperature at 80 ℃ or signal wiring is within the range of signal wiring is within the range of 0
0 V to 5V. V to 5V.
higher - Check normal frequency at idling. - Check normal frequency at 2500
rpm.
▶ How To Connect
▶ Measurement Condition & ▶ Measurement Condition &
Channel Measurement Signal Measured Value Measured Value
Ch1 Intake air flow sensor Channel CH1 Channel CH1
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Connect the ground wiring of each channel to the engine Voltage 2V/DIV Voltage 2V/DIV
block. Time 1ms/DIV Time 1ms/DIV
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Measured 0~5V, Measured 0~5V,
Value 2038Hz Value 2038Hz
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Waveform Analysis
Troubleshooting
▶ Case 1: when noise enters into or there is a missing pulse in the signal wiring of the intake air flow sensor.
=> When noise enters or there is missing pulse, the ECU makes an error on calculation and controls the fuel injection
incorrectly. When a missing pulse is identified, replace the component and check its functionality by checking its waveform.
needed, shield the wiring of the intake air flow sensor.
▶ Case 2: when ground level of the signal wiring is high

=> The intake air flow sensor (TTL type) maintains 50% duty with 0 ~ 5 V to output the intake air flow information by the
frequency change. The ECU reads this information signal at 2.5 V and identifies frequency to calculate air flow. Accordingly,
when the ground level exceeds 2.5 V, the ground wiring and sensor unit should be checked.
▶ Case 3: when the voltage level of the signal wiring is low

when the voltage level is below 2.5 V, the power wiring and sensor unit should be checked.
▶ Case 4: when frequency output value is less than normal value

=> Check the ignition timing, air cleaner clogging, vacuum hose displacement, intake manifold leakage and catalyst plugging,
stuck throttle valve and PCV, and replace the HFM sensor if necessary.
▶ Case 5: when frequency output value is higher than normal value

=> Check the intake air flow sensor or the throttle valve if it is stuck.
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Gasoline
Waveform Analysis
Normal waveform - idling
▶ Preliminaries ▶ Check points

- Check the measured value of the intake air temperature
- Engine warming up: engine coolant temperature at 80 ℃ or sensor according to the ambient temperature.
- The more intake air temperature increases, the more voltage
higher value of the intake air temperature sensor decreases. On the
other hand, the more intake air temperature decreases, the
▶ How To Connect
more voltage value of the intake air temperature sensor rises.
Therefore, it is necessary to check the change in temperature
Channel Measurement Signal through the scanner.
Ch1 Intake air temperature sensor ▶ Measurement Condition & Measured Value (ambient temp.
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10℃)
Connect the ground wiring of each channel to the engine block.

Channel CH1
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Voltage 1V/DIV
Time 1S/DIV
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Measured Value 2.57V

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Waveform Analysis
▶ Check points
▶ Preliminaries
- Check the measured value of the coolant temperature
- Engine warming up: engine coolant temperature at 80 ℃ or sensor according to the coolant temperature.
- The more coolant temperature increases, the more voltage
higher value of the coolant temperature sensor decreases. On the
other hand, the more coolant temperature decreases, the
▶ How To Connect more voltage value of the coolant temperature sensor rises.
Channel Measurement Signal through the sensor value of scanner.
▶ Measurement Condition & Measured Value

Ch1 Coolant temperature sensor
(coolant temp.: 92℃)
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Connect the ground wiring of each channel to the engine block. Channel CH1
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Voltage 1V/DIV
Time 1S/DIV
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Waveform Analysis
Troubleshooting
▶ CASE1 : when the coolant temperature value is too low (below -30 ℃)
=> Check the wiring for short circuit or sensor for malfunction.
▶ Case 2: when the coolant temperature value is too high (over 130 ℃)
=> Check the signal wiring for short circuit to ground or sensor malfunction.
▶ Case 3: when the coolant temperature rises and then is intermittently kept low
=> Check the wiring, joint connector or thermostat.
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Gasoline
Waveform Analysis
Normal waveform - 700 rpm
- Engine warming up: engine coolant temperature at 80 ℃ or - Check the voltage value of TPS 1 and 2 at idling, and
higher check that the actuator (+) duty signal is detected.
▶ How to Connect - 1 (throttle position sensor) ▶ Measurement Condition & Measured Value
Channel Measurement Signal Channel Ch. 1 Ch. 2 Ch. 3 Ch. 4

Ch. 1 TPS1
Voltage 2V/DIV 2V/DIV 10V/DIV 10V/DIV
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Ch. 2 TPS2
Time 5 ms/DIV
Ch. 3 Actuator (-)
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Ch. 4 Actuator (+) Measure 0.6 V 4.4 V 0V 0 ~ 12 V
d value
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Waveform Analysis
Waveform Analysis
Normal Waveform – At Abrupt Acceleration ▶ Check points
- Check if the throttle valve opens by the

operation of the throttle actuator(-) at abrupt
acceleration.
- Check if waveform noise (tooth pattern) is

generated when the throttle valve opens
▶ Measurement Conditions
Channel Ch. 1 Ch. 2 Ch. 3 Ch. 4

Voltage 2V/DIV 2V/DIV 10V/DIV 10V/DIV
Time 5 ms/DIV
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Waveform Analysis
Waveform Analysis
Normal Waveform – At Abrupt Acceleration
▶ Preliminaries
- Engine warming up: engine coolant temperature at 80 ℃ or ▶ Check points

higher
- Check if the throttle valve opens by the operation
▶ How to Connect - 2 (accelerator pedal sensor) of the actuator(-) at abrupt acceleration with the
accelerator pedal sensor signal (ACC1).
Channel Measurement Signal - Check if waveform noise is generated when the
throttle valve opens.
Ch. 1 TPS1
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Ch. 2 TPS2 ▶ Measurement Conditions
Ch. 3 ACC1 Channel Ch. 1 Ch. 2 Ch. 3 Ch. 4
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Ch. 4 ACC2 Voltage 2V/DIV 2V/DIV 2V/DIV 2V/DIV
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Time 100 ms/DIV

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Waveform Analysis
Troubleshooting
▶ Case 1: when the time for the section A is longer than 250 ms at abrupt acceleration.
=> Check actuator malfunction and the throttle valve if it is stuck when the throttle actuator (-) duty signal is normal.
If the throttle actuator (-) duty signal is not generated, check the ECU and the related wiring.
▶ Case 2: when the throttle actuator (+) duty signal is not generated at idling
=> Check the ECU and the related wiring.
▶ Case 3: when the throttle valve waveform is jagged at abrupt acceleration

=> Check the throttle valve position sensor unit.
▶ Case 4: when the TPS1 and TPS2 output voltage is lower than the normal value at abrupt acceleration
=> Check the throttle valve position sensor unit.
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Gasoline
Waveform Analysis
Normal Waveform – No. 1 and 3 Oxygen Sensors (at idling)
- Engine warming up: engine coolant temperature at 80 ℃ or - Check if the cycle (lean / rich) of the No. 1 and 3 oxygen
higher sensors is moving (feedback) with 50% duty on a 0.5 V basis.
- Check if noise and cycle is rapidly changed by the signals
▶ How to Connect - 1 (No. 1 and 3 oxygen sensors) from the No. 1 and 3 oxygen sensors.
Channel Measurement Signal ▶ Measurement Condition & Measured Value
Ch. 1 No. 1 oxygen sensor Channel Ch. 1 Ch. 2
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Ch. 2 No. 3 oxygen sensor Voltage 200 mV/DIV 200 mV/DIV
Time 1S
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Measured 0~1V 0~1V
value
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Waveform Analysis
- Engine warming up: engine coolant temperature at 80 ℃ or - Check if the cycle (lean / rich) of the No. 1 oxygen sensor is
higher moving (feedback) with 50% duty on a 0.5 V basis.
▶ How to Connect - 1 (No. 1 and 2 oxygen sensors) from the No. 1 oxygen sensor.
- Check if the signal from the No. 2 oxygen sensor is
constant (around 0.6 V).
Channel Measurement Signal
Ch. 1 No. 1 oxygen sensor ▶ Measurement Condition & Measured Value
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Voltage 200 mV/DIV 200 mV/DIV
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Time 1S
Measured 0~1V Around 0.6 V
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value

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Waveform Analysis
- Engine warming up: engine coolant temperature at 80 ℃ or - Check if the cycle (lean / rich) of the No. 3 oxygen sensor is
higher moving (feedback) with 50% duty on a 0.5 V basis.
▶ How to Connect - 1 (No. 3 and 4 oxygen sensors) from the No. 3 oxygen sensor.
- Check if the signal from the No. 4 oxygen sensor is
constant (around 0.6 V).
Ch. 1 No. 3 oxygen sensor ▶ Measurement Condition & Measured Value
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Voltage 200 mV/DIV 200 mV/DIV
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Time 1S
Measured 0~1V Around 0.6 V
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value

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Waveform Analysis
Troubleshooting
▶ Case 1: when values from the No. 1 and 3 oxygen sensors are more than 0.6 V for a long time
=> This symptom can be occurred when abnormally rich fuel is drawn or rich mixture is drawn due to clogged intake system.
Therefore, check the PCV valve unit as well as the air cleaner for clogging.
▶ Case 2: when values from the No. 1 and 3 oxygen sensors are less than 0.4 V for a long time
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=> If values from the No. 1 and 3 oxygen sensors are less than 0.4 V for a long time, check the intake system for leakage or fuel
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system for malfunction. In case this symptom occurs only in a specific sensor, check the exhaust pipe in front of the oxygen
sensor for air leakage or the injector for the corresponding bank for malfunction.
Gasoline
Waveform Analysis
Troubleshooting
▶ Case 3: when the feedback cycle of No. 1 oxygen sensor value is irregular
=> This symptom is caused by different mixture ratio of each cylinder. Therefore, check the ignition system, PCV valve and
injection for malfunction.
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Gasoline
Waveform Analysis
Normal waveform – Abrupt acceleration
- Engine warming up: engine coolant temperature at 80 ℃ or - Check the trace and voltage value of the No. 1 and 2
higher accelerator pedal sensors (ACC) at abrupt acceleration.
- Check if waveform noise (tooth pattern) is generated
▶ How To Connect when the accelerator pedal is depressed.
Ch1 ACC1 Channel CH1 CH2
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Ch2 ACC2 Voltage 1V/DIV 1V/DIV
Time 100mS/DIV 100mS/DIV
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Measured Value A : 4V B : 2V
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Waveform Analysis
Troubleshooting
▶ Case 1: when the ACC1 and ACC2 waveforms are jagged at abrupt acceleration
=> Check the accelerator pedal sensor unit.
▶ Case 2: when the output voltage of the ACC1 and ACC2 is lower or higher than the normal value at abrupt acceleration
=> Check accelerator pedal sensor unit, power and grounding.
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Gasoline
Waveform Analysis
Normal Waveform – At ignition ON
- Turn the ignition switch to the "ON" position. - Check the voltage value (A) of the Ch. 1 when the
ignition switch is turned to the "ON" position.
- Check the current value (B) of the Ch. 2 when the
▶ How To Connect ignition switch is turned to the "ON" position.
Ch1 Fuel pump Channel CH1 CH2
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Ch2 Fuel pump current Voltage 5V/DIV 500 mV/DIV
Time 2 S/DIV 2 S/DIV
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Connect the ground wiring of each channel to the engine block. Measured Value Approx. 12 V (A) Approx. 7.5 V (B)
* Use small current pickup device for Ch. 2 measurement and
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select 100mv/1A as the measurement range.

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Waveform Analysis
Troubleshooting
▶ Case 1: when the Ch. 1 receives a waveform below the normal value (12 V) at ignition switch in "ON“
=> Check the components (including the wiring, fuse, relay, etc.) which affect the (+) signal to the front part of the fuel pump.
▶ Case 2: when the Ch. 1 receives a waveform with the normal value (12 V) and the Ch. 2 receives a waveform below the normal
value (7.5 A) at ignition switch in "ON“
=> When the components (including the wiring, fuse, relay, etc.), which affect the (+) signal to the front part of the fuel pump, are
under excessive resistance, current required for driving the fuel pump is exhausted and the fuel pressure is decreased. Measure
the line voltage in a inverse direction and locate a component with high resistance for replacement.
▶ Case 3: when the Ch. 1 receives a waveform with the normal value (12 V) and the Ch. 2 receives a waveform over the normal
value (7.5 A) at ignition switch in "ON“
=> This symptom is occurred by excessive current due to a short circuit in the fuel pump. Therefore, replace the fuel pump.
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Gasoline
Waveform Analysis
Normal Waveform - At Idling
- Engine warming up: engine coolant temperature at 80 ℃ or - Check the injector peak voltage value (A) at Ch. 1.
higher
- Check injector operating current value (B) at Ch. 2.
▶ How To Connect
Ch1 Injector Channel CH1 CH2
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Ch2 Injector current Voltage 10V/DIV 50 mV/DIV
Time 1 mS/DIV 1 mS/DIV
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Connect the ground wiring of each channel to the engine block. Measured Value 52 V 0.99 A
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* Use small current pickup device for Ch. 2 measurement.

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Waveform Analysis
Troubleshooting
▶ Case 1: when the injector peak voltage value (A) at Ch. 1 is lower than the normal value
=> If all six injectors' peak voltage values are measured low, this symptom is due to the power ring of the injector. However, if
only a specific injector's peak voltage is measured low, the coil in the injector may be malfunctioning. Therefore, check the
injector and replace it if necessary.
▶ Case 2: when the injector operating voltage value (B) at Ch. 1 rises over the normal value (0.5 V)
=> Engine hesitation can be occurred when the ECU cannot open the injector nozzle in a calculated time due to decreased
injector driving current. If the wiring from the injector to the ECU is normal, check the ECU and replace it as necessary.
▶ Case 3: when the injector operating current value (C) at Ch. 2 rises over the normal value
=> Repair or replace the injector.
▶ Case 4: when the injector operating current value (C) at Ch. 2 is below the normal value
=> Check the injector power wiring or injector.
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Waveform Analysis
▶ Preliminaries
higher
▶ How To Connect ▶ Check points
- Check if there is an abnormal waveform in any

Channel Measurement Signal cylinder by comparing the waveforms of the No. 1, 2, 3,
4, 5 and 6 cylinders.
Ch1 No. 1, 2, 3 cylinders
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Ch2 No. 4, 5, 6 cylinders ▶ Measurement Condition & Measured Value
Ch3 No. 1 cylinder - Measure in the secondary ignition mode.
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* Use DLI pickup device for Ch. 1 and 2 measurement.
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* Use trigger pickup device for Ch. 3 measurement.
* Refer to the device manual for connection.
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Waveform Analysis
Troubleshooting
=>The secondary ignition waveform shows the combustion state of the engine, so this is useful for determining a faulty cylinder
in case of engine hesitation. For the DLI vehicle, even though a problem occurs in one cylinder, abnormal waveforms are
measured at other cylinders which use the same ignition coil with this cylinder.
It is hard to determine compressed pressure leakage, oil leakage, poor air-fuel ratio, faulty spark plug, faulty high-tension cable,
faulty ignition coil and faulty injector just based on the secondary ignition waveform.
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Therefore, replace the spark plug and high-tension cable with new ones before measuring the secondary ignition waveform.
Also, check if the air-fuel ratio is faulty using the sensor data and oxygen sensor signal. Then, identify the fault type by checking
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the ignition time of the secondary ignition waveform and vibration part of the coil. The above waveform shows much shortened
ignition time due to a faulty spark plug in the No. 2 cylinder, and the same faulty waveform is measured in the No. 5 cylinder
which uses the same ignition coil.
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Gasoline
Waveform Analysis
- Engine warming up: engine coolant temperature at 80 ℃ or - Check the waveform (A) at Ch. 1 when knocking
higher occurs in No. 1, 2 or 3 cylinder.
- Check the waveform at Ch. 2 when knocking occurs in
▶ How To Connect No. 1, 2 or 3 cylinder.
Ch1 No. 1 knocking sensor Channel CH1 CH2
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Ch2 No. 2 knocking sensor Voltage 100 mV/DIV 100 mV/DIV
Time 10 mS/DIV 10 mS/DIV
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Connect the ground wiring of each channel to the engine block. Measured Value 500 mV 50 mV
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Waveform Analysis
Troubleshooting
▶ Case 1: how to diagnose knocking sensor malfunction
=> Using Piezo-ceramic, the knocking sensor uses the principle that generates voltage by vibration. When abnormal
combustion (knocking: premature ignition, detonation) occurs in the engine, the voltage value fluctuates excessively. As a
result, if a DTC related to the knocking sensor is generated, apply impact to the engine block manually to check if the same
signal as (A) of Ch. 1 occurs. Measure the signal voltage at the sensor part first, and then do the same at the ECU harness to
check if the wiring is faulty.
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Waveform Analysis
Normal Waveform - At Idling Normal Waveform (Current) - At Idling
- Check the primary ignition peak - Check the power TR (built in the
▶ Preliminaries voltage (A) at Ch. 1 at idling. ECU) operating voltage (B) at Ch. 1
- Engine warming up: engine coolant temperature at 80 ℃ or at idling.
- Check the current waveform (C) at
higher Ch. 2 at idling.
▶ How To Connect ▶ Measurement Condition &

▶ Measurement Condition &
Measured Value Measured Value
Ch. 1 Primary ignition waveform Channel Ch. 1 Channel Ch. 1 Ch. 2
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Ch. 2 Small current sensor Voltage 50 V/DIV Voltage 20 200
V/DIV mV/DIV
Connect the ground wiring of each channel to the engine Time 1 ms/DIV
Time 1 ms/DIV
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block. Measured 390 V
Measured 2.5 V or 7A
Value
value lower
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Waveform Analysis
Troubleshooting
▶ Case 1: when the primary ignition peak voltage value (A) at Ch. 1 is higher or lower than the normal value
=> The peak voltage of the primary ignition voltage can be changed by faulty cylinder compression, spark plug, ignition coil and
ignition coil power wiring. When the peak voltage is higher or lower than the specification, check the items stated again by
analyzing the secondary ignition waveform and primary ignition current waveform.
▶ CASE2 : when the voltage value (B) in the primary ignition waveform dwell section of Ch. 1 exceeds the normal voltage (2.5V)
=> Check and replace the power TR (built in the ECU) or the related circuit as necessary.
▶ Case 3: when the current value (C) at Ch. 2 rises over the normal value
=> Repair or replace the ignition coil.
▶ Case 4: when the current value (C) at Ch. 2 is below the normal value
=> Check the ignition coil power wiring or ignition coil.
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Gasoline
Waveform Analysis
Normal Waveform - Solenoid in operation
- Engine warming up: engine coolant temperature at 80 ℃ or - Check if the signal wire at Ch. 1 indicates 12 V when
higher the solenoid is in ON position.
▶ How To Connect ▶ Measurement Condition & Measured Value
Channel Measurement Signal Channel CH1
Ch1 Secondary air pump Voltage 5V/DIV
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solenoid Time 50 ms/DIV
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Waveform Analysis
Troubleshooting
▶ Case 1: when only 12 V signal is continuously inputted

=>Check the wiring on the ECU side or ECU unit.

=> Check the solenoid coil for open circuit. Also, check power of 12 V is normally supplied.
▶ Case 3: when the DTC is still active

=> Check mechanical problems in the secondary air pump vacuum valve, secondary air pump relay, secondary air pump
connecting hose, etc.
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Gasoline
Waveform Analysis
Normal Waveform - Solenoid in Normal Waveform – At Acceleration
operation
- Check the measured value (A) at - Check the measured waveform at

▶ Preliminaries Ch. 1 when the solenoid is in ON Ch. 1 when the solenoid is in ON
position. position.
higher
▶ How To Connect ▶ Measurement Condition &
▶ Measurement Condition &
Measured Value
Measured Value
Ch. 1 Purge control solenoid Channel Ch. 1 Channel Ch. 1
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Measured 51 V Measured 51 V
Value Value
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Waveform Analysis
Troubleshooting

=>Check the wiring on the ECU side or ECU unit.

=> Check the solenoid coil for open circuit. Also, check power of 12 V is normally supplied.
▶ Case 3: when the measured value is lower than the normal value
=> Replace the faulty coil in the solenoid.
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Waveform Analysis
Normal Waveform - At Idling Normal Waveform – At Acceleration
- Check the frequency and duty - Check the frequency and duty
▶ Preliminaries value while the PWM electronic fan value while the PWM electronic fan
- Engine warming up: engine coolant temperature at 80 ℃ or is operated. is operated.
higher
▶ How To Connect
Ch. 1 PWM electronic fan signal Channel Ch. 1 Channel Ch. 1
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Frequency/ 100Hz / 31% Frequency/ 100Hz / 11%
Duty Duty
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Waveform Analysis
Troubleshooting
▶ Case 1: when there is no output signal

=>Check the PWM electronic fan power wiring or ground wiring. If they are normal, replace the PWM unit.
▶ Case 2: when the signal is outputted normally but the PWM electronic fan does not operate
=> Check the PWM electronic fan unit.
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Gasoline
Waveform Analysis
Normal waveform – During abrupt acceleration after idling

- Engine warming up: engine coolant temperature at 80 ℃ or - Check the voltage value of (A) as idling.
higher - Check the voltage value of (B) at abrupt acceleration.
▶ How To Connect - Check the time of (C) section at abrupt acceleration.

Channel CH1 CH2
Ch1 Intake air volume
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Ch2 Accelerator pedal position 1
Time 1S/DIV 1S/DIV
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Connect the ground wiring of each channel to the engine block. Measured Value(A) About 1.95V -
Measured Value(B) About 4.45V -
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Measured Value(C) 2.7 S -

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Waveform Analysis
Troubleshooting
▶ CASE1 : When the intake air flow sensor is higher than the standard voltage as idling,
=> When sensor signal voltage exceeds sensor signal voltage이 2.20[V] during engine idling, it is possible to estimate a poor
sensor. Then, check whether there was a disconnection by checking sensor ground wire and sensor signal voltage.
▶ CASE2 : When the intake air flow sensor is lower than the standard voltage as idling,
=> When sensor signal voltage is less than sensor signal voltage이 1.87[V] during engine idling, it is estimated intake, discharge
clogging, fixation with EGR open, and a poor sensor. Also, fuel leakage and weak pressure may lead to poor intake flow volume.
Check whether there was a disconnection by checking sensor signal voltage.
▶ CASE3 : When the intake air flow sensor is higher than the standard voltage during abrupt acceleration,
=> The maximum intake air of the intake air flow sensor is 640 kg/h, and the range of voltage should be between 4.56 ~ 4.64 [V].
When higher than 4.64 [V], it is necessary to check ground wire and sensor unit.
▶ CASE4 : When the intake air flow sensor is lower than the standard voltage during abrupt acceleration,
=> The maximum intake air of the intake air flow sensor is 640 kg/h, and the range of voltage should be between 4.56 ~ 4.64 [V].
When lower than 4.56 [V], it is necessary to check intake, discharge clogging, fixation with EGR open, turbo charger, and a poor
sensor.
▶ CASE5 : When the intake air flow sensor is in abrupt acceleration, it reaches the maximum voltage late,
=> ECU increases the engine rotation count by raising fuel pressure and fuel spray with a signal of an acceleration pedal. Then,
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when the maximum voltage reaching time of the intake air flow sensor falls behind the standard value(about 2.7S), check for high
pressure and the leakage of the common rail system.
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Diesel
Waveform Analysis
Normal waveform – During abrupt acceleration after idling
- Engine warming up: engine coolant temperature at 80 ℃ or - Check the voltage value of (A) as idling.
higher - Check the voltage value of (B) at Abrupt acceleration.
▶ How To Connect
Channel CH1 CH2
Ch1 Boost pressure sensor
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Ch2 Accelerator pedal position 1
Time 1S/DIV 1S/DIV
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Connect the ground wiring of each channel to the engine block. Measured Value(A) About 1.70V -
Measured Value(B) About 3.70V -
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Diesel
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Waveform Analysis
Troubleshooting
▶ CASE1 : When a boost pressure sensor is higher than the standard value as idling,
=> When sensor signal voltage exceeds 1.73[V] during engine idling, it may be estimated turbo charger vacuum modulator
clogging, poor turbo charger, and a poor sensor. Then, check whether there was a disconnection by checking sensor ground
wire and sensor signal voltage.
▶ CASE2 : When a boost pressure sensor is lower than the standard value as idling,
=> When the sensor signal voltage is lower than 1.68[V] as engine idling, check whether there was a disconnection by checking
sensor signal voltage.
▶ CASE3 : When a boost pressure sensor is higher than the standard value during abrupt acceleration,
=> The maximum boost pressure of a boost pressure sensor is 3.0 bar, and the range of voltage should be less than 4.0 [V].
When higher than 4.0 [V], it is estimated turbo charger vacuum modulator clogging and a poor turbo charger and it is necessary
to check ground wire and sensor unit.
▶ CASE4 : When a boost pressure sensor is lower than the standard value during abrupt acceleration,
=> When sensor signal voltage is less than 3.70[V], it is estimated an unstable exhaust system and the internal problem of a
boost pressure sensor, and check for a disconnection by checking sensor signal voltage.
March, 21./
March, 2008
21./ 2008
Diesel
Waveform Analysis
▶ Check points
▶ Preliminaries
- Check the measured value of the intake air temperature
- Engine warming up: engine coolant temperature at 80 ℃ or sensor according to the ambient temperature.
- The more Intake air temperature increases, the more voltage
higher value of the Intake air temperature sensor decreases. On the
other hand, the more Intake air temperature decreases, the
▶ How To Connect more voltage value of the Intake air temperature sensor rises.

Ch1 Intake air temperature sensor
(ambient temp. 10℃)
2008
21./ 2008
Channel CH1
March, 21./
Voltage 1V/DIV
Time 1S/DIV
March,

Diesel
Back
Waveform Analysis
▶ Check points
▶ Preliminaries
- Check the measured value of the coolant temperature
- Engine warming up: engine coolant temperature at 80 ℃ or sensor according to the coolant temperature.
- The more coolant temperature increases, the more voltage
higher value of the coolant temperature sensor decreases. On the
other hand, the more coolant temperature decreases, the
▶ How To Connect more voltage value of the coolant temperature sensor rises.

Ch1 Coolant temperature sensor
(coolant temp.: 92℃)
2008
21./ 2008
Connect the ground wiring of each channel to the engine block. Channel CH1
March, 21./
Voltage 1V/DIV
Time 1S/DIV
March,

Diesel
Back
Waveform Analysis
Troubleshooting
▶ CASE1 : when the coolant temperature value is too low (below -30 ℃)
=> Check the wiring for short circuit or sensor for malfunction.
▶ Case 2: when the coolant temperature value is too high (over 130 ℃)
=> Check the signal wiring for short circuit to ground or sensor malfunction.
▶ Case 3: when the coolant temperature rises and then is intermittently kept low
=> Check the wiring, joint connector or thermostat.
March, 21./
March, 2008
21./ 2008
Diesel
Waveform Analysis
Normal waveform – Abrupt acceleration
- Engine warming up: engine coolant temperature at 80 ℃ or - Check the trace and voltage value of the No. 1 and 2
higher accelerator pedal sensors (ACC) at abrupt acceleration.
▶ How To Connect - Check if waveform noise (tooth pattern) is generated

when the accelerator pedal is depressed.
Ch1 ACC1 Channel CH1 CH2
2008
21./ 2008
Ch2 ACC2 Voltage 2V/DIV 2V/DIV
Time 1S/DIV 1S/DIV
March, 21./
Connect the ground wiring of each channel to the engine block. Measured Value A : 4V B : 2V
March,
Diesel
Back
Waveform Analysis
Troubleshooting
▶ Case 1: when the ACC1 and ACC2 waveforms are jagged at abrupt acceleration
=> Check the accelerator pedal sensor unit.
▶ Case 2: when the output voltage of the ACC1 and ACC2 is lower or higher than the normal value at abrupt acceleration
=> Check accelerator pedal sensor unit, power and grounding.
March, 21./
March, 2008
21./ 2008
Diesel
Waveform Analysis
Normal waveform – IGN 1-> Start-up Normal waveform – Idling -> During
abrupt acceleration
-Check the same voltage as (A) at IGNN - Check the same voltage as (A) during
▶ Preliminaries ON. idling.
-After checking the voltage of (B) after
- Engine warming up: engine coolant temperature at 80 ℃ or - Check the same voltage as (B) during
start-up, check the maintenance of abrupt acceleration.
higher idling voltage by gradually going down.
▶ Measurement Condition & Measured
▶ How To Connect ▶ Measurement Condition & Measured Value
Value
Channel CH1 Channel CH1,CH2
Ch1 Rail fuel pressure sensor
Voltage 1V/DIV Voltage 2V/DIV
2008
21./ 2008
▶ How To Connect 2
Time 1S/DIV Time 1S/DIV
Measured About 0.47V Measured About 1.0V
March, 21./
Value(A) Value(A)
Ch1 Rail fuel pressure sensor
Measured About 1.40V Measured About 3.3V
March,
Ch2 Accelerator pedal position 1 Value(B) Value(B)
Diesel
Back
Waveform Analysis
Troubleshooting
▶ CASE1 : When fuel rail pressure sensor voltage is either high or low at IGN ON,
=> Check for the allowance of about 0.47[V]at IGN ON, and check for sensor supply power, grounding, and the unit defect when
the voltage is either higher or lower than the standard value.
▶ CASE2 : When fuel rail pressure sensor voltage is low at start-up after IGN ON,
=> Fuel rail pressure sensor voltage should be higher than the maximum of 1.40V at start-up after IGN ON, and when lower than
the standard value, check for fuel filter clogging, high pressure pump, poor IMV, and fuel leakage of common rail.
▶ CASE3 : When fuel rail pressure sensor voltage is lower during idling,
=> Rail fuel pressure is 250 bar during idling, and voltage is 1~1.2[V]. When engine is warmed up after start-up, the pressure is
supposed to be stable by gradually going down to 1[V]. When lower than the standard voltage, check for fuel filter clogging, high
pressure pump, poor IMV, and fuel leakage of rail.
▶ CASE4: When fuel rail pressure sensor voltage is lower than the standard value during abrupt acceleration,
=> Rail fuel pressure is 250 bar during idling, and voltage is 1~1.2[V]. When engine is warmed up after start-up, the pressure is
supposed to be stable by gradually going down to 1[V]. When lower than the standard voltage, check for fuel filter clogging, high
pressure pump, poor IMV, and fuel leakage of rail.
=> A fuel rail pressure sensor creates the maximum of 3.3[V] voltage during abrupt acceleration, and the pressure goes down by
fuel-cut of ECU. When the fuel rail pressure sensor voltage is lower than the standard value, check for the high pressure pump
and the fuel leakage of common rail.
March, 21./
March, 2008
21./ 2008
Diesel
Waveform Analysis
Normal current waveform - idling

- Check the injector waveform (A) (Pilot) of Ch1 and (B)
- Engine warming up: engine coolant temperature at 80 ℃ or (Main) spraying waveform.
higher
- Check the electric current value (C) during the run of
▶ How To Connect Ch2 injector.
Ch1 Injector Channel CH1 CH2
2008
21./ 2008
Ch2 Injector current Voltage 5V/DIV 1V/DIV
Time 1 mS/DIV
March, 21./
Connect the ground wiring of each channel to the engine block. Measured Value - About 22A
* Use small current pickup device for Ch. 2 measurement
March,
and select 100mv/1A as the measurement range.

Diesel
Back
Waveform Analysis
Troubleshooting
▶ CASE1 : When injector waveform (A) and (B) cannot be measured,

=> Check for injector wiring and injector unit by checking a breakdown code with a scanner.
▶ CASE2 : When injector current value (C) is measured low,

=> When there is no problem after checking for wiring or poor connector connection, check for condenser inside ECU.
▶ CASE3 : When injector current value (C) is measured high,

=> The major problem may be of injector unit, and check for the normalization of engine through the change of unit.
March, 21./
March, 2008
21./ 2008
Diesel
Waveform Analysis
Normal current waveform - idling

- Check noise entrance to the Ch.1 and Ch.2 signal
- Engine warming up: engine coolant temperature at 80 ℃ or wiring.
higher - Check waveform distortion of the Ch.1 and Ch.2
signal wiring.
▶ How To Connect - Compare synchronization (A) of the long tooth of the
cam position sensor and crank position sensor long
Channel Measurement Signal tooth with the normal waveform to check timing fault.
Ch1 Crank position sensor ▶ Measurement Condition & Measured Value
2008
21./ 2008
Ch2 Cam position sensor Channel CH1 CH2
March, 21./
Connect the ground wiring of each channel to the engine block. 5 mS/DIV
Time
March,
Diesel
Back
Waveform Analysis
Troubleshooting
▶ CASE1 : when noise enters into the signal wiring of the crank position sensor (Ch. 1) or the signal wiring of the cam position
sensor (Ch. 1) during acceleration.
=> When noise enters, the ECU makes an error on calculation and controls the fuel injection and ignition timing incorrectly.
needed, shield the wiring of the crank position sensor.
▶ CASE2 : check waveform distortion of the crank position sensor (Ch. 1).
=> The ECU can detect most of faults on the crank position sensor. It informs such fault to a mechanic by a DTC (Diagnostic
Trouble Code), but it does not generate a DTC if fault conditions are not met. Sensor malfunction can be checked using this
waveform. If waveform distortion is identified by comparing the measured waveform with normal waveform, check mechanical
problems of the sensor unit or flywheel.
▶ CASE3 : compare synchronization (A) of the long tooth of the cam position sensor and crank position sensor long tooth with
the normal waveform to check timing fault during acceleration.
=> This is the best way to check the timing abnormality. At idling and accelerating, mechanical problems of the timing can be
checked by measuring normal waveform.
▶ CASE4 : when the voltage value of the crank position sensor (Ch. 1) signal wiring waveform is low
=> Check the air gap between the crank position sensor and flywheel. If it is normal, replace the crank position sensor unit.
March, 21./
March, 2008
21./ 2008
Diesel
Waveform Analysis
Normal waveform – Idling Normal waveform – 3500RPM

- Check the pulse of CH2 - Check the pulse of CH2
▶ Preliminaries waveform. waveform.
- Engine warming up: engine coolant temperature at 80 ℃ or - Check the frequency of CH2 - Check the frequency of CH2
waveform. waveform.
higher
▶ Measurement Condition & Measured
▶ How To Connect ▶ Measurement Condition & Measured
Value Value
Channel Measurement Signal Channel CH1 CH2 Channel CH1 CH2

Ch1 Rail pressure Voltage 1V/DI 5V/DI Voltage 1V/DI 5V/DI
2008
21./ 2008
V V V V
Ch2 IMV Valve
Time 5 ms Time 5 ms
Connect the ground wiring of each channel to the engine
March, 21./
Measured About About Measured About About
block.
Value 1.04 307.08 Value 1.87 1681.7
[V] [Hz] [V] 3[Hz]
March,
Diesel
Back
Waveform Analysis
Troubleshooting
▶ CASE1 : When the frequency is higher than the standard value during idling or acceleration,
=> IMV valve is loaded on a high pressure pump, and the more it is closed, the more power is supplied with. When the frequency
is measured higher than the standard value, it may be concluded to be a process of meeting fuel pressure at ECU by the aging of
a high pressure pump and the leakage of common rail. When there appears defect in the high pressure or low pressure system
exceeding the correctable fuel pressure at ECU, the breakdown code comes out and the start-up stops.
▶ CASE2 : When there is no generation of IMV pulse,

=> ECU controls IMV at 307Hz with 34% of duty during idling, and maintains regular fuel pressure of rail. When IMV pulse does
not generate, check for wiring or IMV unit defect and ECU defect.
March, 21./
March, 2008
21./ 2008
Diesel
Waveform Analysis
Normal waveform – 700 rpm Normal waveform – 2500 rpm

- Check if there is any missing - Check if there is any missing
pulse of the signal wiring. pulse of the signal wiring.
▶ Preliminaries - Check if the voltage level of the - Check if the voltage level of the
- Engine warming up: engine coolant temperature at 80 ℃ or signal wiring is within the range of signal wiring is within the range of 0
0 V to 5V. V to 5V.
higher - Check normal frequency at idling. - Check normal frequency at 2500
rpm.
▶ How To Connect
Ch1 Intake air flow sensor Channel CH1 Channel CH1
2008
21./ 2008
block. Time 1ms/DIV Time 1ms/DIV
March, 21./
Measured 0~5V, Measured 0~5V,
Value 2038Hz Value 2038Hz
March,
Diesel
Back
Waveform Analysis
Troubleshooting
▶ Case 1: when noise enters into or there is a missing pulse in the signal wiring of the intake air flow sensor.
=> When noise enters or there is missing pulse, the ECU makes an error on calculation and controls the fuel injection
incorrectly. When a missing pulse is identified, replace the component and check its functionality by checking its waveform.
needed, shield the wiring of the intake air flow sensor.
▶ Case 2: when ground level of the signal wiring is high

when the ground level exceeds 2.5 V, the ground wiring and sensor unit should be checked.
▶ Case 3: when the voltage level of the signal wiring is low

when the voltage level is below 2.5 V, the power wiring and sensor unit should be checked.
▶ Case 4: when frequency output value is less than normal value

=> Check the ignition timing, air cleaner clogging, vacuum hose displacement, intake manifold leakage and catalyst plugging,
stuck throttle valve and PCV, and replace the HFM sensor if necessary.
▶ Case 5: when frequency output value is higher than normal value

=> Check the intake air flow sensor or the throttle valve if it is stuck.
March, 21./
March, 2008
21./ 2008
Diesel

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Sensor Waveform Analysis

Coolant temperature sensor Throttle position sensor Oxygen sensor

Accelerator pedal sensor Fuel pump sensor Injector measurement

Secondary ignition measurement Knocking sensor measurement Primary ignition waveform

Hot film air flow sensor Boost pressure sensor

Intake air temperature sensor Coolant temperature sensor

Accelerator pedal sensor Fuel pressure sensor

Injector measurement Crank , Cam position sensor

▶ Check points ▶ Check points

Ch1 Crank position sensor ▶ Measurement Conditions ▶ Measurement Conditions

Normal waveform - 700 rpm ▶ Check points ▶ Measurement Conditions

Technical Assistant Team Gasoline

▶ Check points ▶ Check points

Ch1 Intake air flow sensor Channel CH1 Channel CH1

▶ Case 2: when ground level of the signal wiring is high

▶ Case 3: when the voltage level of the signal wiring is low

▶ Case 4: when frequency output value is less than normal value

▶ Case 5: when frequency output value is higher than normal value

▶ Preliminaries ▶ Check points

Connect the ground wiring of each channel to the engine block.

Technical Assistant Team Gasoline

▶ Measurement Condition & Measured Value

Technical Assistant Team Gasoline

▶ Preliminaries ▶ Check points

Channel Measurement Signal Channel Ch. 1 Ch. 2 Ch. 3 Ch. 4

- Check if the throttle valve opens by the

- Check if waveform noise (tooth pattern) is

Channel Ch. 1 Ch. 2 Ch. 3 Ch. 4

- Engine warming up: engine coolant temperature at 80 ℃ or ▶ Check points

Ch. 3 ACC1 Channel Ch. 1 Ch. 2 Ch. 3 Ch. 4

Technical Assistant Team Gasoline

▶ Case 3: when the throttle valve waveform is jagged at abrupt acceleration

▶ Preliminaries ▶ Check points

Channel Measurement Signal ▶ Measurement Condition & Measured Value

Ch. 1 No. 1 oxygen sensor Channel Ch. 1 Ch. 2

▶ Preliminaries ▶ Check points

Technical Assistant Team Gasoline

▶ Preliminaries ▶ Check points

Technical Assistant Team Gasoline

▶ Preliminaries ▶ Check points

Channel Measurement Signal ▶ Measurement Condition & Measured Value

Ch1 ACC1 Channel CH1 CH2

▶ Preliminaries ▶ Check points

Channel Measurement Signal ▶ Measurement Condition & Measured Value

Ch1 Fuel pump Channel CH1 CH2

Technical Assistant Team Gasoline

▶ Preliminaries ▶ Check points

Channel Measurement Signal ▶ Measurement Condition & Measured Value

Ch1 Injector Channel CH1 CH2

Technical Assistant Team Gasoline

- Check if there is an abnormal waveform in any

Ch3 No. 1 cylinder - Measure in the secondary ignition mode.

▶ Preliminaries ▶ Check points

Channel Measurement Signal ▶ Measurement Condition & Measured Value

Ch1 No. 1 knocking sensor Channel CH1 CH2

▶ Case 1: how to diagnose knocking sensor malfunction

▶ Check points ▶ Check points

▶ How To Connect ▶ Measurement Condition &

Ch. 1 Primary ignition waveform Channel Ch. 1 Channel Ch. 1 Ch. 2

▶ Preliminaries ▶ Check points

▶ How To Connect ▶ Measurement Condition & Measured Value

Channel Measurement Signal Channel CH1