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IAW - Magneti Marelli

The engine will not start:
1. Low fuel pressure (normal 2.8 Bar)
2. Intake leaks (check engine vacuum)
3. Injection relay (defective)
4. Water Temperature Sensor (voltage too high or too low)
5. No voltage at the injectors or negative pulseless
6. Escape covered (control catalyst)
7. No sign of PMS and RPM sensor (measuring resistance and AC)
8. Do they reach the sensor signals and positive mass to the control module?
9. "The signals from the control module for the actuators? Note: If the control module has power and reach positive and negative signals from the sensors, but not out pulses to the actuators, replace the control module.


The engine starts with difficulty
1. Low fuel pressure (normal: 2.8 Bar)
2. Incorrect engine idle (normal idle: 18''to 22''Hg Hg)
3. Temperature sensor voltage wrong water
4. Failures in low-end sensor and RPM PMS
5. Defective MAP sensor (to measure the voltage output)


Engine starts then stops:
1. Fuel pressure is very low ( normal: 2.8 Bar)
2. Escape clogged (maximum pressure at idle: 1 PSl)
3. MAP sensor or connecting pipe broken or defective
4. Injection relay or faulty fuel pump
5. Leaks in the intake system (control empty)
6. Water Temperature Sensor (low voltage)


under cold Idle:
1. Stepper motor (stuck or dirty)
2. Low voltage in the water temperature sensor
3. Clogged exhaust pressure (idle: 1 PSl)


hot idle under:
1. Stepper motor (stuck or dirty)
2. Escape restricted (control catalyst)
3.
rich mixture



high cold idle:
1. Stepper motor (stuck or dirty)
2. High fuel pressure (normal: 2.8 Bar)
3. Water Temperature Sensor (Voltage High)
4. Leaking manifold (normal vacuum enralentí: 18''to 22''Hg Hg)
5. Canister valve (locked or open)
6. Throttle potentiometer (voltage high)

high idling hot
:
1. Stepper motor (stuck or dirty)
2. High fuel pressure (more of 2.8 Bar)
3. The oxygen sensor sends signals below 450 mv
4. Leaks at admission (normal vacuum at idle: 18''to 22''Hg Hg)
5. Throttle potentiometer (voltage high)
6. Canister valve (stuck open or defective)
7. High blood pressure in the water temperature sensor

Idle
unstable:
1. Mmuy fuel pressure low or too high (normal: 2.8 Bar)
2. Leaks in the intake (check engine vacuum)
3. Throttle potentiometer defective (replace)
4. Canister valve (defective)
5. MAP sensor voltage wrong or defective pipe
6. Lambda sensor (not making the changes between 100 mv and 900 mv)
7. Improper voltage sensor water temperature
8. Vehicle Speed \u200b\u200bSensor (Signal unnecessary)
9. Stepper motor (dirty or locked)


rich mixture:
1. Very high fuel pressure (normal: 2.8 Bar)
2. Incorrect empty (normal idle: 18''to 22''Hg Hg)
3. Clogged fuel return (control flow)
4. Leaking injectors (cleaning)
5. Lambda probe emits less than 450 mv tensions
6. Obstructions in the exhaust system (check catalyst)
7. High blood pressure in the water temperature sensor
8. Throttle potentiometer (high signal or defective)
9. Restrictions in the intake system (air flow) 10.Tensión
high MAP sensor (pipe blockages)


Lack of effect "pump pique"
1. Clogged nozzle (cleaning)
2. Low fuel pressure (normal: 2.8 Bar)
3. Restricted exhaust (exhaust pressure, maximum: 1 PSl)
4. MAP sensor hose defective or reduced


Detonation:
1. No voltage generates the knock sensor (replace)
2. Leaks at admission (normal vacuum at idle 18''to 22''Hg Hg)
3. Dirty injector (to cleaning thereof)
4. Low fuel pressure (normal: 2.8 Bar)


Auto:
1. Leaking injectors (to clean)
2. Escape restricted (control catalyst)
3. Camer much coal in the combustion (see candles)
4. Canister valve (locked or open)

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Marketing Failures

The goal of any marketing strategy is to get and keep customers profitably. Those with a garage and do not assimilate and have serious trouble staying within an increasingly competitive market and more competitors. Today

to be on top of the mountain is essential to prove to be the best. What phrase, no? ...
At the time of the user's choice of a Mechanical Service, our proposal should be the bridge to reach their level of expectations over the competition.
At this point the question is: What is the level of expectations of the average user of a Mechanical Maintenance workshop?. The answer is going to leave for later. I would note first that: "Prove to be the best" is the outside. That is, what others must feel about us, about our service.
The inside is given to growth, "Be better every time", which is the process of continuous improvement requires us goals and objectives, to the extent that meet and succeed, respectively, must be renewed on a regular basis.
Believe yourself, which I know is the best it can be very dangerous. Remember that old phrase? "Complacency." The success in Latin (Exitum) means end, death is but the completion of a trade or business.
Success should be a way forward and a motivation to continue working. Why not come by chance, is the fruit of effort and creativity. "Be better every time" means to seize opportunities, learn from mistakes, mistakes to a minimum.
Continuous Improvement, Innovation and Creativity to be competitive, make a difference. "The key to success is first and foremost on being alert," said Henry Ford.
All this for what?. To achieve customers and keep them as we make it profitable. They (customers) are the main assets of our business. Any marketing strategy is useless. The latest technology, the best information and technical skills are useless if we fail to enter their vehicles to be repaired in our workshop. Customers today have many options, from traditional competitors, our colleagues always, new players from other sectors already well known. The vehicle repair market is invaded by providers with good preparation, good service, good publicity, good marketing. To stay with us, customers say, we have to catch conquest, seduction. We must be agile and not lose or at least recover the entrepreneurial spirit


We must be prepared for:

Excellence in

Based Services Cost, Quality, Speed, Service, just in time. Extra value

We must learn to live with a different business culture, we must be alert to market changes, the needs of users, optimize resources

customers expectations Mechanical Workshops

The following summary has excerpted from a study by a University in Spain and completed with your data.

CUSTOMERS

· Want a quiet professional, reliable, who can listen and address their problems, answer their questions, that kind treatment, to remember his name.
· We give value for money and look for more and better benefits.
· It irritated by poor service and payment of premiums.
· have the opportunity offered by the market can change workshop.
• With every dollar that they save, you buy your loyalty to us.
· Want to serious information, professional and responsible.
· Want undertaking by the service provider.
· Want to be considered individually.
· Want funding bills or forms of deferred payments (credit cards, checks, etc.).
· Want guarantees, ie the provider to take responsibility for the work performed.
· Want a service concept "every time", namely: That we are always ready.
· Want spare parts and secure, reliable, good quality and brand.
· have in mind the location of the workshop. Easy access. Close to their jobs or homes.
· Want first class equipment, technology and tools. I simply can
seen in a office comfortable, clean and pleasant.
that local · Want to have a decent bathroom and toilet.
· have in mind the personal appearance of employees
· Want you take care of your vehicle.
· Want to take them into account. Personalized service.
· Want attention without prior date.
· Want to clear information about prices, services, billing, budgets and job guarantees.
Everything we do for our customers, we will be recognized with

FIDELITY (1) No doubts. They seek satisfaction and value what they pay.

(*) Consultant Services Advisory Chena Marketing And Assoc.
Author of "Competitive Marketing for garages"
To contact the writer of this note: manuchena@hotmail.com

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Can bus garages

Can bus
What is the Can-Bus?
Can-Bus is a serial communication protocol developed by Bosch for the exchange of information between electronic control units of the car. Can
means Controller Area Network (Control Area Network) and bus, in computing, is understood as an element that allows to transport a large amount of information.
This system allows you to share a lot of information between control units credited to the system, causing a significant reduction in both the number of sensors used and the number of wires from the electrical installation.
This significantly increases the functions found in automotive systems where the Can-Bus used without increasing costs, and that these functions may be distributed among the units of control.
What are the main features of the CAN protocol?
• The information flowing between the control units via two cables (bus) are packets of 0 and 1 (bit) with a limited length and with a defined structure of fields up the message.

• One of these fields acting on the data type identifier that is transported, unity of command and passes it to transmit it priority over others. The message is not directed to any particular control unit, each recognized by the identifier if the message is interested or not.

• All control units can be disseminators and recipients, and the amount paid to the same system can be variable (within limits).

• If the situation calls for a unity of command may request certain information to another using one of the fields of the message (remote frame or RDR).

· Any controller introduces a message on the bus on the condition that is free, if someone tries the same time the conflict is resolved by the priority of the message indicated by the same identifier.

• The system is equipped with a number of mechanisms to ensure that the message is transmitted and good reception. When a message has an error is canceled and returned to transmit properly, just as a control unit to warn the other problems with the message itself, if the situation is irreversible, said control unit out of service but the system still works.

What elements make up the Can-Bus system?

Cables Information travels
two twisted wires that connect all control units that make up the system. This information is transmitted by voltage difference between the two cables, so that a high value of voltage represents a 1 and a low voltage represents a 0. The right combination of ones and zeros make up the message to convey.
In a cable the voltage range between 0V and 2.25V, so cable is called L (Low) and the other, the cable H (High) hit around 2.75V. and 5V. If the line is interrupted or derived H ground, the system will work with Low signal with respect to ground, in the case of an interruption to the line L, the opposite will happen. This allows the system to continue working with one of the wires cut or mass communicated, even with both statements would also be possible to operate, being out of service only when both cables are cut.
is important to note that the twisting between the two lines serves to cancel magnetic fields, so it should not be changed under any circumstances or the passage or the length of these cables. Element

are closing or terminating resistors connected to the ends of the wires H and L. Their values \u200b\u200bare obtained empirically and can adapt the operation of the system to different cable lengths and number of control units paid, since they prevent phenomena reflection that can disrupt the message.
These resistors are housed inside of some of the system control units for reasons of economy and reliability

is the essential driver for communication between the microprocessor control unit and transmitter-receiver. Work conditioning information in and out between the two components.
The controller is located in the control unit, so there are many such units are connected to the system. This item works with very low voltage levels and is what determines the speed of transmission of messages, which will be higher or lower depending on the commitment of the system. Thus, in the Can-Bus line of motor-brake-shift automatic is 500 K baud, and the comfort system of 62.5 K baud. This element is also involved in the necessary synchronization between different units of command for the correct transmission and reception of messages.
Transmitter / Receiver
The transmitter-receiver is the element that has the mission to receive and transmit data in addition to condition and prepare the information so it can be used by drivers. This preparation is to place stress levels as appropriate, amplifying the signal when the information is dumped on the line and reducing it when it is collected and supplied to the controller.
The transmitter-receiver is basically an integrated circuit is located in each of the control units credited to the system, works with intensities close to 0.5 A and in no way involved modifying the content of the message. Functionally located between the wires that form the line Can-Bus and driver.
How does the Can-Bus system?
control units that connect to the Can-Bus system are those that need to share information, whether or not a system. Automotive usually are connected to a line of engine control units, ABS and automatic transmission, and another line (low speed) control units associated with the system of comfort.
Can-Bus system is oriented toward the message and not the beneficiary. The information line is transmitted in the form of structured messages in which a part of it is an identifier that indicates the type of data it contains. All control units receive the message, filter and use only what they need this data. Naturally, all control units credited to the system are able both to enter and pick up line messages. When the bus is free any connected unit may start transmitting a new message.
In the event that one or more units intend to introduce a message at the same time, it will which has a higher priority. This priority is indicated by the identifier.
The data transmission process is developed following a series of several steps: Providing data
: A control unit receives information from its associated sensors (engine RPM, speed, engine temperature, door open, etc.).
The microprocessor passes the information to the controller where it is maintained and prepared for in turn be passed to the transmitter-receiver where it is transformed into electrical signals.
Data Transmission: The driver of the unit transfers the data and its identifier along with the request to start transmission, assuming responsibility for the message is successfully transmitted to all associated control units. To convey the message had to find the bus free, and in a collision with another control unit trying to transmit simultaneously, have a higher priority. From the moment this happens, the other control units become recipients.
reception of the message: When all the control units receive the message, check the ID to determine if the message is to be used by them. Control units that need the data processing of the message, if not need it, the message is ignored.
Can-Bus system has mechanisms to detect errors in the transmission of messages, so that all receivers perform a check of the message by analyzing a part of it, called CRC field. Other control mechanisms are applied in radio units that monitor the level of the bus, the presence of fixed-format fields in the message (check the plot), statistical analysis by the control units of their own errors etc.
These measures make the likelihood of error in transmission and reception of messages are very low, making it an extremely safe system.
The approach of the Can-Bus, as can be seen, greatly reduce the wiring in the car, because if a unit has a control information such as temperature motor, it can be used by other control units without requiring that each receives the information from that sensor.
Another obvious advantage is that functions can be shared among different control units, and increasing the capability of the same does not imply an excessive additional cost.
How is the message?
The message is a sequence of "0" and "1", which as explained in the beginning, are represented by different voltage levels in the Can-Bus cables that are called "bit."
The message has a number of areas of different size (number of bits) that enable to carry out the communication process between the control units according to the protocol defined by Bosch for the Can-Bus, which provided from identifying control unit, such as indicating the beginning and end of message, display data, allow different controls etc.
messages are introduced into the line at a rate ranging between 7 and 20 milliseconds depending on the speed of the area and the control unit that introduces them. Country

beginning of the message: The message begins with a bit dominant, whose falling edge is used by the control unit to synchronize with each other. Country
discretion: The 11 bit of this field is used as an identifier to allow units to recognize the priority of the message control. The lower the value of the identifier the higher the priority, and therefore determines the order in which they will be put messages on the line.
The RTR bit indicates whether the message contains data (RTR = 0) or if it is a remote frame with no data (RTR = 1). A data frame always has a higher priority than a remote frame.
The remote frame is used to request data from other control units or because they need or for a checkup.
control field: This field reports on the characteristics of the data field. The IDE bit indicates when a "0" is a standard frame and when a "1" is an extended frame. The four bits that make up DLC field indicate the number of bytes contained in data field.
The difference between a standard frame and extended frame is that the former has 11 bits and the second 29 bits. Both patterns can coexist eventually, and the reason for their presence is the existence of two versions of CAN.
Data Field: This field displays the message information with the data for the control unit enters the Can-Bus line. May contain between 0 and 8 bytes (0 to 64 bit). Country
insurance (CRC): This field has a length of 16 bits and is used for the detection of errors by the top 15, while the latter is always a recessive bit (1) which defines the CRC field. Confirmation Field
(ACK): The ACK field is composed of two bits are always transmitted as recessive (1). All units receive the same command that changes the first bit CRC field for a dominant ACK (0), so that the control unit recognizes that it is still transmitting at least one control unit has received a message correctly. Otherwise, the control unit interprets the broadcaster has an error message. Country
end of message (EOF): This field indicates the end of the message with a string of 7 recessive bits.
may be that in certain messages are produced long strings of zeros or ones, and this causes a loss of synchronization between control units. The protocol CAN solve this situation by inserting a bit of a different polarity every five bits equal: five "0" is inserted a "1" and vice versa. The control unit uses the message, ruling out a bit after five equal bits. These bits are called bit stuffing.
Example of a real message:

How is it diagnosed the Can-Bus?
security systems featuring the Can-Bus allows the probabilities of failure in the communication process are very low, but it remains possible that cables, networking and control units themselves present some dysfunction.
For the analysis of a fault, it must be remembered that a faulty control unit paid to the Can-Bus in no way prevents the system works normally. Obviously it will not be possible to carry out functions involving the use of information provided by the failed drive, but all the others.
For example, if you stay out of the control panel of a door, would not work or lockout could trigger the other doors.
In the event that the fault is present on the bus lines would be electrically operated lock that door, but not the others. Remember that this can only happen if the two cables are cut or shorted to ground.
can also locate faults Can-Bus in referring to the self-diagnostic system of the vehicle, where you can find out from the operating state of the system to the control units associated with it, but necessarily requires the availability of appropriate screening equipment.
Another alternative is to use the software CANAlyzer (Vector Informatik GmbH) to the computer with a connection. This program displays the data traffic in the Can-Bus, indicating the content of the messages and performs the message statistics, performance and failure.
Probably the most appropriate and affordable tool is the digital oscilloscope with two channels, memory and a bandwidth of 20 MHz (FLUKE, ICAM etc.) With which can be displayed perfectly the messages using a time base of 100 microseconds and a base voltage of 5V. In this case, it should be noted that the bit stuff (which is added after five bits equal) should be eliminated.

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fault codes for Toyota car

Introduction:

UC constantly processing signals from various sensors of the injection system and ignition and compares them with the parameters stored in its memory. If a fault is detected the LED lights on the instrument panel "CHECK ENGINE" and the fault code is stored in the memory of the UC until is deleted. UC while replacing the faulty sensor signal by a value stored in memory, which provides an emergency running function. After rectification of the fault can erase the memory of the UC disconnecting the ignition and removing the EFI fuse, light the "Check Engine" then you should turn off automatically.

Preparation:

battery voltage a minimum of 11 volts, butterfly valve fully closed (idle position), the transmission in neutral, all the accessories included in A / C disconnected, motor to normal operating temperature.

Check: Dar

the contact on but not start the engine, make a bridge between terminals TE1 and E1 of the diagnostic plug located in the engine compartment, the LED "Check Engine" then flashes on a steady source off "(0-0) a" No fault stored, if any fault storage is indicated by two series of flashes for each fault code, the first series of flashes representing the first digit of the fault code and flashes has 0.5 seconds in duration, the two series of flashes are separated by a pause of 1.5 seconds, the second series of flashes indicates the second digit fault code and consists of flashes of 0.25 seconds in duration, if there has been more of a fault code will result in a 2.5-second pause between codes. Once displayed all fault codes will be a pause of 4.5 seconds before repeating.

Clearing memory:

Once corrected the faults must clear the fault code memory of the UC, to erase the memory off the ignition and remove ignition fuse 15 A of the EFI for at least 10 seconds (the colder the engine is taken long to fuse). Once the memory is erased to road test the vehicle to ensure that the fault was corrected properly and that the UC does not detect another fault.

Vehicle Code Table of
TOYOTA
11. Power to the UC

12.

RPM signal 13. RPM signal - over 1500 rpm

14.

ignition signal 16. ETC control signal (if fitted)

21. Lambda22 probe. Coolant temperature sensor

24. Air temperature sensor

25. Pobre26 mixture.

rich mixture

27. Lambda left or only

28. V6 right lambda

31. Air volume meter / sensor MAP32. Air volume meter

34. Turbo boost pressure signal

35. Turbo boost pressure signal / sensor MAP41. Throttle position sensor

42.

speed sensor 43. Starter signal

47. Potentiometer

Butterfly 51.

butterfly switch signal

52. Chopped detector

left or only 53. Grinding Control (UC)

54.

Intercooler signal 55. Chopped right detector (V6) 78. Fuel pump drive

81. ETC open circuit control unit (UC)

83. As above

84. Idem

previous 85. As above

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FORD INJECTION SYSTEM DIAGNOSTIC EECIV

self

System

Computers EECIV vehicles may be found in Argentine, Brazilian national, and other countries. Online
VW (Autolatina): Pointer, Gol GLI. Ford Galaxy from
94, Orion, Ford XR3, Escort. Ford F100 engine
4.9, F150. Imported USA
Ford: Explorer, Aerostar, Taurus, etc.

is EECIV system software has a highly sophisticated diagnoses, and is designed to really give an important repair support at the time of having to solve any problem. The diagnostic procedure is performed from the diagnostic connector usually located under the hood of the vehicle and under a cap bearing the inscription EEC TEST. Circuital
connector connections are:

The terminal 40 in some models apliaciones Americans often come loose in a cable with a separate terminal. For the purposes of the bridge that later we will make to the diagnosis, we'll do the same terminal 46 or loose in the latter case so it has.
For testing the system is designed to be analyzed with a scanner called tester STAR , pero permite tambien realizar extraccion de codigos de diagnostico en forma manual.
PRUEBAS DEL SISTEMA EEC IV:
PRUEBA DE LA BOMBA DE COMBUSTIBLE: Para poner en funcionamiento la bomba de combustible se debe poner a masa el terminal FP , al realizar esta prueba se cierra el circuito por masa del relay de la bomba. Este prueba resulta muy comoda para medir la presion de combustible como tambien para encontrar fallas en el circuito electrico de la misma

PRUEBA KOEO
Descripcion: La prueba KOEO se realiza con la llave en contacto y motor apagado de ahi proviene la sigla KOEO ( Key On Engine Off ). Para realizar la misma podemos conectar un foquito 12 Volts 2 watts, tipo piojito entre el terminal 17 and the battery positive, we can also connect a voltmeter needle, placing the voltmeter positive to positive and negative battery voltmeter to terminal 17.
This light bulb every time you turn on the computer (ECA), place dough to the ends 17 and displace the voltmeter needle marking 12 volts. To enable diagnostic system must make a bridge between the terminal 46 and terminal 40 which as stated above may come loose. KOEO give
The two sets of codes, separated by a number of the other by a single flash bulb or displacement of the needle, called a separator code or code 10. The first set of codes are called codes on demand, segunadatanda, codes memory.
The codes on request from an electric control that performs real-time ACE, which means that the ECA reviewed at that moment the ONNECTIONS of sensors and actuators under diagnosis, electrically comprobamdo circuits.
codes on demand are valid only in the time of efetuala test, give the information collected by ACE at that time that the system is under test, these codes do not tell us absolutely nothing about past failures.
We must also say that the codes on demand will give results on all the measurable in contact with the engine stopped, it makes such we can not know in this part of the diagnostic procedure does not work if for example the lambda sensor. Following
the claim codes separating the code and then come the memory codes, these codes will give us information about problems that occurred when the engine was running.
PERFORMANCE: Start the engine
contact.
Make a jumper. First
hear a series of "clicks" corresponding to drive relays and actuators made by the ECA for the purpose of verifying its operation. Later there will be some movements
fast needle or flashes of light bulb, this is a scanner data transmission. (On this test does not make much sense)
then read the codes, keeping in mind that these can be 2 or 3 figures and that each of these codes is repeated twice. This first set of codes are called on demand.
will be followed by a single flash or needle movement called code separator. (Code 10) and then
identical codes so that the demand will come on the cogigos memory. Codes are always repeated twice each, say for example we have a problem connected with the connection of the MAP.
If the problem is electrical and is present at the time of the KOEO, we give:
22 22 10 22 22
This means, the code 22 twice in demand (this electrical problem at the time), the code separator then the problem in memory, which means starting the electrical problem was in effect. It could also be given in memory an accompanying code 22 41, which means a problem of wealth that could have occurred as a result of the MAP problem. TEST
KOER:
KOER test (engine running key contact - Key On Engine On), is designed to make ACE a dynamic control system, thus proving the system's response to the changes produced by the same ECA . During this test, the ECA will enrich the system and wait to see the Lambda sensor response, accelerate the engine waiting to see the response of the idle valve, ignition advance, etc.. That is to say that we are facing a real test of the system and the most interesting is that this whole procedure so do it the same RCTs without no additional equipment.
PERFORMANCE:
Connect a voltmeter or light bulb in the same way as for the KOEO.
Start the engine and wait for warm up well and the normal operating temperature, then 2 minutes to have accelerated to 2000 RPM.
Stop the engine, wait 30 seconds and then operate it
Immediately after making the bridge in the same way as for the KOEO.
currently give identification codes and speed up to 2000 RPM, then and then move the power steering from side to side so that the ECA check at this time the pressure swich it has in the pipe, cars with Automatic box must also step and release the brake, make this a couple of times.
code then wait 10 to be manifested by a single needle Movimas the voltmeter or light bulb flash.
From this moment have 10 seconds to step on the throttle to 3 / 4 and release it as soon as engine passes the 3000 RPM, this test is aimed to verify ACE TPS and MAP.
then read the codes, these are read the same way as in the KOEO. In
listings FORD diagnosis codes code 11 or 111 (three digits), means that the system becomes not registering any problem. THE MEMORY
codes (memory):
memory codes can be erased by disconnecting the battery or removing the bridge after the first code 11 or 111 for the codes KOEO demand.