Innova 5610 Obd Scanner

Table of Contents

i

Safety Precautions

Scan Tool Controls

Controls And Indicators .............................................

Display Functions ...........................................................

Battery Replacement ....................................................

Onboard Diagnostics

Computer Engine Controls ........................................

Using The Scan Tool

Code Retrieval Procedure ......................................... 24

About Repairsolutions 2® ........................................... 39

Connecting To Bluetooth / Wifi ................................. 40

Live Data Mode

Recording (Capturing) Live Data ................................ 44

Additional Tests

System/Actuator Tests ................................................ 50

Performing Service Resets ........................................ 96

Performing A Service Check ...................................... 104

Hybrid Battery Check, Battery Alternator Test 104

Battery/Alternator Monitor ..................................... 108

Viewing Drive Cycle Procedures .............................. 111

Using The Dlc Locator ................................................... 112

Viewing Vehicle Information ...................................... 112

Viewing The Firmware Version ................................... 114

Using Scan Tool Memory

Viewing Data In Memory ................................................ 120

Warranty And Servicing

Limited One Year Warranty .......................................... 121

Service Procedures ...................................................... 121

Safety Precautions

Safety First!

1

Safety First!

Not Smoke Near The Vehicle During Testing.

Scan Tool Controls

Controls And Indicators

2

Controls And Indicators

Pcm.

Scan Tool Controls

Controls And Indicators

3

Scan Tool Controls

Display Functions

4

Display Functions

Permanent Dtc.

Dtc.

Scan Tool Controls

Battery Replacement

5

 GREEN - In cases where no codes are retrieved, a “No DTCs are presently stored in the vehicle’s computer” message is shown in green.

ABS icon SRS icon

Battery Replacement

Scan Tool Controls

Battery Replacement

6

Onboard Diagnostics

Computer Engine Controls

7

Computer Engine Controls

As a result of increased air pollution (smog) in large cities, such as Los Angeles, the California Air Resources Board (CARB) and the Environmental Protection Agency (EPA) set new regulations and air pollution standards to deal with the problem. To further complicate matters, the energy crisis of the early 1970s caused a sharp increase in fuel prices over a short period. As a result, vehicle manufacturers were not only required to comply with the new emissions standards, they also had to make their vehicles more fuel-efficient. Most vehicles were required to meet a miles-per-gallon (MPG) standard set by the U.S. Federal Government. Precise fuel delivery and spark timing are needed to reduce vehicle emissions. Mechanical engine controls in use at the time (such as ignition points, mechanical spark advance and the carburetor) responded too slowly to driving conditions to properly control fuel delivery and spark timing. This made it difficult for vehicle manufacturers to meet the new standards. A new Engine Control System had to be designed and integrated with the engine controls to meet the stricter standards. The new system had to:  Respond instantly to supply the proper mixture of air and fuel for any driving condition (idle, cruising, low-speed driving, high-speed driving, etc.).  Calculate instantly the best time to “ignite” the air/fuel mixture for maximum engine efficiency.  Perform both these tasks without affecting vehicle performance or fuel economy. Vehicle Computer Control Systems can perform millions of calculations each second. This makes them an ideal substitute for the slower mechanical engine controls. By switching from mechanical to electronic engine controls, vehicle manufacturers are able to control fuel delivery and spark timing more precisely. Some newer Computer Control Systems also provide control over other vehicle functions, such as transmission, brakes, charging, body, and suspension systems. Electronic Computer Control Systems make it possible for vehicle manufacturers to comply with the tougher emissions and fuel efficiency standards mandated by State and Federal Governments.

Onboard Diagnostics

Computer Engine Controls

8

The Basic Engine Computer Control System The on-board computer is the heart of the Computer Control System. The computer contains several programs with preset reference values for air/fuel ratio, spark or ignition timing, injector pulse width, engine speed, etc. Separate values are provided for various driving conditions, such as idle, low speed driving, high-speed driving, low load, or high load. The preset reference values represent the ideal air/fuel mixture, spark timing, transmission gear selection, etc., for any driving condition. These values are programmed by the vehicle manufacturer, and are specific to each vehicle model. Most on-board computers are located inside the vehicle behind the dashboard, under the passenger’s or driver’s seat, or behind the right kick panel. However, some manufacturers may still position it in the engine compartment. Vehicle sensors, switches, and actuators are located throughout the engine, and are connected by electrical wiring to the on-board computer. These devices include oxygen sensors, coolant temperature sensors, throttle position sensors, fuel injectors, etc. Sensors and switches are input devices. They provide signals representing current engine operating conditions to the computer. Actuators are output devices. They perform actions in response to commands received from the computer. The on-board computer receives information inputs from sensors and switches located throughout the engine. These devices monitor critical engine conditions such as coolant temperature, engine speed, engine load, throttle position, air/fuel ratio etc. The computer compares the values received from these sensors with its preset reference values, and makes corrective actions as needed so that the sensor values always match the preset reference values for the current driving condition. The computer makes adjustments by commanding other devices such as the fuel injectors, idle air control, EGR valve or Ignition Module to perform these actions. The Computer Control System consists of an on-board computer and several related control devices (sensors, switches, and actuators).

Onboard Diagnostics

Computer Engine Controls

9

Vehicle operating conditions are constantly changing. The computer continuously makes adjustments or corrections (especially to the air/fuel mixture and spark timing) to keep all the engine systems operating within the preset reference values. On-Board Diagnostics - First Generation (OBD1)

Beginning in 1988, California’s Air Resources Board (CARB), and later the Environmental Protection Agency (EPA) required vehicle manufacturers to include a self-diagnostic program in their on-board computers. The program would be capable of identifying emissions-related faults in a system. The first generation of Onboard Diagnostics came to be known as

Obd1.

Onboard Diagnostics

Computer Engine Controls

10

 Because OBD1 systems only detect failed components, the degraded components were not setting codes.  Some emissions problems related to degraded components only occur when the vehicle is being driven under a load. The emission checks being conducted at the time were not performed under simulated driving conditions. As a result, a significant number of vehicles with degraded components were passing Emissions Tests.  Codes, code definitions, diagnostic connectors, communication protocols and emissions terminology were different for each manufacturer. This caused confusion for the technicians working on different make and model vehicles. To address the problems made evident by this study, CARB and the EPA passed new laws and standardization requirements. These laws required that vehicle manufacturers to equip their new vehicles with devices capable of meeting all of the new emissions standards and regulations. It was also decided that an enhanced on-board diagnostic system, capable of addressing all of these problems, was needed. This new system is known as “On-Board Diagnostics Generation Two (OBD2).” The primary objective of the OBD2 system is to comply with the latest regulations and emissions standards established by CARB and the EPA. The Main Objectives of the OBD2 System are:  To detect degraded and/or failed emissions-related components or systems that could cause tailpipe emissions to exceed by 1.5 times the Federal Test Procedure (FTP) standard.  To expand emissions-related system monitoring. This includes a set of computer run diagnostics called Monitors. Monitors perform diagnostics and testing to verify that all emissions-related components and/or systems are operating correctly and within the manufacturer’s specifications.  To use a standardized Diagnostic Link Connector (DLC) in all vehicles. (Before OBD2, DLCs were of different shapes and sizes.)  To standardize the code numbers, code definitions and language used to describe faults. (Before OBD2, each vehicle manufacturer used their own code numbers, code definitions and language to describe the same faults.)  To expand the operation of the Malfunction Indicator Lamp (MIL).  To standardize communication procedures and protocols between the diagnostic equipment (Scan Tools, Code Readers, etc.) and the vehicle’s on-board computer. OBD2 Terminology The following terms and their definitions are related to OBD2 systems. Read and reference this list as needed to aid in the understanding of OBD2 systems.

Onboard Diagnostics

Computer Engine Controls

11

 Powertrain Control Module (PCM) - The PCM is the OBD2 accepted term for the vehicle’s “on-board computer.” In addition to controlling the engine management and emissions systems, the PCM also participates in controlling the powertrain (transmission) operation. Most PCMs also have the ability to communicate with other computers on the vehicle (ABS, ride control, body, etc.).  Monitor - Monitors are “diagnostic routines” programmed into the PCM. The PCM utilizes these programs to run diagnostic tests, and to monitor operation of the vehicle’s emissions-related components or systems to ensure they are operating correctly and within the vehicle’s manufacturer specifications. Currently, up to fifteen Monitors are used in OBD2 systems. Additional Monitors will be added as the OBD2 system is further developed. Not all vehicles support all fifteen Monitors.  Enabling Criteria - Each Monitor is designed to test and monitor the operation of a specific part of the vehicle’s emissions system (EGR system, oxygen sensor, catalytic converter, etc.). A specific set of “conditions” or “driving procedures” must be met before the computer can command a Monitor to run tests on its related system. These “conditions” are known as “Enabling Criteria.” The requirements and procedures vary for each Monitor. Some Monitors only require the ignition key to be turned “On” for them to run and complete their diagnostic testing. Others may require a set of complex procedures, such as, starting the vehicle when cold, bringing it to operating temperature, and driving the vehicle under specific conditions before the Monitor can run and complete its diagnostic testing.  Monitor Has/Has Not Run - The terms “Monitor has run” or “Monitor has not run” are used throughout this manual. “Monitor has run,” means the PCM has commanded a particular Monitor to perform the required diagnostic testing on a system to ensure the system is operating correctly (within factory specifications). The term “Monitor has not run” means the PCM has not yet commanded a particular Monitor to perform diagnostic testing on its associated part of the emissions system.  Trip - A Trip for a particular Monitor requires that the vehicle is being driven in such a way that all the required “Enabling Criteria” for the Monitor to run and complete its diagnostic testing are met. The “Trip Drive Cycle” for a particular Monitor begins when the ignition key is turned “On.” It is successfully completed when all the “Enabling Criteria” for the Monitor to run and complete its diagnostic testing are met by the time the ignition key is turned “Off.” Since each of the fifteen monitors is designed to run diagnostics and testing on a different part of the engine or emissions system, the “Trip Drive Cycle” needed for each individual Monitor to run and complete varies.

Onboard Diagnostics

DIAGNOSTIC TROUBLE CODES (DTCs)

12

 OBD2 Drive Cycle - An OBD2 Drive Cycle is an extended set of driving procedures that takes into consideration the various types of driving conditions encountered in real life. These conditions may include starting the vehicle when it is cold, driving the vehicle at a steady speed (cruising), accelerating, etc. An OBD2 Drive Cycle begins when the ignition key is turned “On” (when cold) and ends when the vehicle has been driven in such a way as to have all the “Enabling Criteria” met for all its applicable Monitors. Only those trips that provide the Enabling Criteria for all Monitors applicable to the vehicle to run and complete their individual diagnostic tests qualify as an OBD2 Drive Cycle. OBD2 Drive Cycle requirements vary from one model of vehicle to another. Vehicle manufacturers set these procedures. Consult your vehicle’s service manual for OBD2 Drive Cycle procedures. Do not confuse a “Trip” Drive Cycle with an OBD2 Drive Cycle. A “Trip” Drive Cycle provides the “Enabling Criteria” for one specific Monitor to run and complete its diagnostic testing. An OBD2 Drive Cycle must meet the “Enabling Criteria” for all Monitors on a particular vehicle to run and complete their diagnostic testing.  Warm-up Cycle - Vehicle operation after an engine off period where engine temperature rises at least 40°F (22°C) from its temperature before starting, and reaches at least 160°F (70°C). The PCM uses warm-up cycles as a counter to automatically erase a specific code and related data from its memory. When no faults related to the original problem are detected within a specified number of warm-up cycles, the code is erased automatically. DIAGNOSTIC TROUBLE CODES (DTCs) Diagnostic Trouble Codes (DTCs) are meant to guide you to the proper service procedure in the vehicle’s service manual. DO NOT replace parts based only on DTCs without first consulting the vehicle’s service manual for proper testing procedures for that particular system, circuit or component. DTCs are alphanumeric codes that are used to identify a problem that is present in any of the systems that are monitored by the on-board computer (PCM). Each trouble code has an assigned message that identifies the circuit, component or system area where the problem was found. OBD2 diagnostic trouble codes are made up of five characters:  The 1st character is a letter (B, C, P or U). It identifies the “main system” where the fault occurred (Body, Chassis, Powertrain, or Network).  The 2nd character is a numeric digit (0 thru 3). It identifies the “type” of code (Generic or Manufacturer-Specific). Generic DTCs are codes that are used by all vehicle manu- facturers. The standards for generic DTCs, as well as their definitions, are set by the Society of Automotive Engineers (SAE). Diagnostic Trouble Codes (DTCs) are codes that identify a specific problem area.

Onboard Diagnostics

DIAGNOSTIC TROUBLE CODES (DTCs)

13

Manufacturer-Specific DTCs are codes that are controlled by the vehicle manufacturers. The Federal Government does not require vehicle manufacturers to go beyond the standardized generic DTCs in order to comply with the new OBD2 emissions standards. However, manufacturers are free to expand beyond the standardized codes to make their systems easier to diagnose.  The 3rd character is a letter or a numeric digit (0 thru 9, A thru F). It identifies the specific system or sub-system where the problem is located.  The 4th and 5th characters are letters or numeric digits (0 thru 9, A thru F). They identify the section of the system that is malfunctioning.

Onboard Diagnostics

DIAGNOSTIC TROUBLE CODES (DTCs)

14

DTCs and MIL Status When the vehicle’s on-board computer detects a failure in an emissions-related component or system, the computer’s internal diagnostic program assigns a diagnostic trouble code (DTC) that points to the system (and subsystem) where the fault was found. The diagnostic program saves the code in the computer’s memory. It records a “Freeze Frame” of conditions present when the fault was found, and lights the Malfunction Indicator Lamp (MIL). Some faults require detection for two trips in a row before the MIL is turned on. The “Malfunction Indicator Lamp” (MIL) is the accepted term used to describe the lamp on the dashboard that lights to warn the driver that an emissions-related fault has been found. Some manufacturers may still call this lamp a “Check Engine” or “Service Engine Soon” light. There are two types of DTCs used for emissions-related faults: Type “A” and Type “B.” Type “A” codes are “One-Trip” codes; Type “B” DTCs are usually Two-Trip DTCs. When a Type “A” DTC is found on the First Trip, the following events take place:  The computer commands the MIL “On” when the failure is first found.  If the failure causes a severe misfire that may cause damage to the catalytic converter, the MIL “flashes” once per second. The MIL continues to flash as long as the condition exists. If the condition that caused the MIL to flash is no longer present, the MIL will light “steady” On.  A DTC is saved in the computer’s memory for later retrieval.  A “Freeze Frame” of the conditions present in the engine or emissions system when the MIL was ordered “On” is saved in the computer’s memory for later retrieval. This information shows fuel system status (closed loop or open loop), engine load, coolant temperature, fuel trim value, MAP vacuum, engine RPM and DTC priority. When a Type “B” DTC is found on the First Trip, the following events take place:  The computer sets a Pending DTC, but the MIL is not ordered “On.” “Freeze Frame” data may or may not be saved at this time depending on manufacturer. The Pending DTC is saved in the computer’s memory for later retrieval.  If the failure is found on the second consecutive trip, the MIL is ordered “On.” “Freeze Frame” data is saved in the computer’s memory.  If the failure is not found on the second Trip, the Pending DTC is erased from the computer’s memory. The MIL will stay lit for both Type “A” and Type “B” codes until one of the following conditions occurs:

Onboard Diagnostics

Obd2 Monitors

15

 If the conditions that caused the MIL to light are no longer present for the next three trips in a row, the computer automatically turns the MIL “Off” if no other emissions-related faults are present. However, the DTCs remain in the computer’s memory as a history code for 40 warm-up cycles (80 warm-up cycles for fuel and misfire faults). The DTCs are automatically erased if the fault that caused them to be set is not detected again during that period.  Misfire and fuel system faults require three trips with “similar conditions” before the MIL is turned “Off.” These are trips where the engine load, RPM and temperature are similar to the conditions present when the fault was first found. After the MIL has been turned off, DTCs and Freeze Frame data stay in the computer’s memory.  Erasing the DTCs from the computer’s memory can also turn off the MIL. See ERASING DIAGNOSTIC TROUBLE CODES (DTCs) on page 38, before erasing codes from the computer’s memory. If a Diagnostic Tool or Scan Tool is used to erase the codes, Freeze Frame data will also be erased.

Obd2 Monitors

Onboard Diagnostics

Obd2 Monitors

16

Non-Continuous Monitors The other twelve Monitors are “non-continuous” Monitors. “Non- continuous” Monitors perform and complete their testing once per trip. The “non-continuous” Monitors are: Oxygen Sensor Monitor Oxygen Sensor Heater Monitor Catalyst Monitor Heated Catalyst Monitor EGR System Monitor EVAP System Monitor Secondary Air System Monitor The following Monitors became standard beginning in 2010. The majority of vehicles produced before this time will not support these Monitors NMHC Monitor NOx Adsorber Monitor Boost Pressure System Monitor Exhaust Gas Sensor Monitor PM Filter Monitor The following provides a brief explanation of the function of each Monitor: Comprehensive Component Monitor (CCM) - This Monitor continuously checks all inputs and outputs from sensors, actuators, switches and other devices that provide a signal to the computer. The Monitor checks for shorts, opens, out of range value, functionality and “rationality.” Rationality: Each input signal is compared against all other inputs and against information in the computer’s memory to see if it makes sense under the current operating conditions. Example: The signal from the throttle position sensor indicates the vehicle is in a wide-open throttle condition, but the vehicle is really at idle, and the idle condition is confirmed by the signals from all other sensors. Based on the input data, the computer determines that the signal from the throttle position sensor is not rational (does not make sense when compared to the other inputs). In this case, the signal would fail the rationality test. The CCM is supported by both “spark ignition” vehicles and “compression ignition” vehicles. The CCM may be either a “One-Trip” or a “Two-Trip” Monitor, depending on the component.

Onboard Diagnostics

Obd2 Monitors

17

Fuel System Monitor - This Monitor uses a Fuel System Correction program, called Fuel Trim, inside the on-board computer. Fuel Trim is a set of positive and negative values that represent adding or subtracting fuel from the engine. This program is used to correct for a lean (too much air/not enough fuel) or rich (too much fuel/not enough air) air-fuel mixture. The program is designed to add or subtract fuel, as needed, up to a certain percent. If the correction needed is too large and exceeds the time and percent allowed by the program, a fault is indicated by the computer. The Fuel System Monitor is supported by both “spark ignition” vehicles and “compression ignition” vehicles. The Fuel System Monitor may be a “One-Trip” or “Two-Trip” Monitor, depending on the severity of the problem. Misfire Monitor - This Monitor continuously checks for engine misfires. A misfire occurs when the air-fuel mixture in the cylinder does not ignite. The misfire Monitor uses changes in crankshaft speed to sense an engine misfire. When a cylinder misfires, it no longer contributes to the speed of the engine, and engine speed decreases each time the affected cylinder(s) misfire. The misfire Monitor is designed to sense engine speed fluctuations and determine from which cylinder(s) the misfire is coming, as well as how bad the misfire is. There are three types of engine misfires, Types 1, 2, and 3.

Onboard Diagnostics

Obd2 Monitors

18

the downstream sensor signal voltage becomes almost the same as the upstream sensor signal. In this case, the monitor fails the test. The Catalyst Monitor is supported by “spark ignition” vehicles only. The Catalyst Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On” and saves the code in its long-term memory. Heated Catalyst Monitor - Operation of the “heated” catalytic converter is similar to the catalytic converter. The main difference is that a heater is added to bring the catalytic converter to its operating temperature more quickly. This helps reduce emissions by reducing the converter’s down time when the engine is cold. The Heated Catalyst Monitor performs the same diagnostic tests as the catalyst Monitor, and also tests the catalytic converter’s heater for proper operation. The Heated Catalyst Monitor is supported by “spark ignition” vehicles only. This Monitor is also a “Two-Trip” Monitor. Exhaust Gas Recirculation (EGR) Monitor - The Exhaust Gas Recirculation (EGR) system helps reduce the formation of Oxides of Nitrogen during combustion. Temperatures above 2500°F cause nitrogen and oxygen to combine and form Oxides of Nitrogen in the combustion chamber. To reduce the formation of Oxides of Nitrogen, combustion temperatures must be kept below 2500°F. The EGR system recirculates small amounts of exhaust gas back into the intake manifold, where it is mixed with the incoming air/fuel mixture. This reduces combustion temperatures by up to 500°F. The computer determines when, for how long, and how much exhaust gas is recirculated back to the intake manifold. The EGR Monitor performs EGR system function tests at preset times during vehicle operation. The EGR Monitor is supported by both “spark ignition” vehicles and “compression ignition” vehicles. The EGR Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory. Evaporative System (EVAP) Monitor - OBD2 vehicles are equipped with a fuel Evaporative system (EVAP) that helps prevent fuel vapors from evaporating into the air. The EVAP system carries fumes from the fuel tank to the engine where they are burned during combustion. The EVAP system may consist of a charcoal canister, fuel tank cap, purge solenoid, vent solenoid, flow monitor, leak detector and connecting tubes, lines and hoses. Fumes are carried from the fuel tank to the charcoal canister by hoses or tubes. The fumes are stored in the charcoal canister. The computer controls the flow of fuel vapors from the charcoal canister to the engine via a purge solenoid. The computer energizes or de-energizes the purge solenoid (depending on solenoid design). The purge solenoid opens a

Onboard Diagnostics

Obd2 Monitors

19

valve to allow engine vacuum to draw the fuel vapors from the canister into the engine where the vapors are burned. The EVAP Monitor checks for proper fuel vapor flow to the engine, and pressurizes the system to test for leaks. The computer runs this Monitor once per trip. The EVAP Monitor is supported by “spark ignition” vehicles only. The EVAP Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the PCM commands the MIL “On,” and saves the code in its long-term memory. Oxygen Sensor Heater Monitor - The Oxygen Sensor Heater Monitor tests the operation of the oxygen sensor’s heater. There are two modes of operation on a computer-controlled vehicle: “open- loop” and “closed-loop.” The vehicle operates in open-loop when the engine is cold, before it reaches normal operating temperature. The vehicle also goes to open-loop mode at other times, such as heavy load and full throttle conditions. When the vehicle is running in open-loop, the oxygen sensor signal is ignored by the computer for air/fuel mixture corrections. Engine efficiency during open-loop operation is very low, and results in the production of more vehicle emissions. Closed-loop operation is the best condition for both vehicle emissions and vehicle operation. When the vehicle is operating in closed-loop, the computer uses the oxygen sensor signal for air/fuel mixture corrections. In order for the computer to enter closed-loop operation, the oxygen sensor must reach a temperature of at least 600°F. The oxygen sensor heater helps the oxygen sensor reach and maintain its minimum operating temperature (600°F) more quickly, to bring the vehicle into closed-loop operation as soon as possible. The Oxygen Sensor Heater Monitor is supported by “spark ignition” vehicles only. The Oxygen Sensor Heater Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory. Oxygen Sensor Monitor - The Oxygen Sensor monitors how much oxygen is in the vehicle’s exhaust. It generates a varying voltage of up to one volt, based on how much oxygen is in the exhaust gas, and sends the signal to the computer. The computer uses this signal to make corrections to the air/fuel mixture. If the exhaust gas has a large amount of oxygen (a lean air/fuel mixture), the oxygen sensor generates a “low” voltage signal. If the exhaust gas has very little oxygen (a rich mixture condition), the oxygen sensor generates a “high” voltage signal. A 450mV signal indicates the most efficient, and least polluting, air/fuel ratio of 14.7 parts of air to one part of fuel. The oxygen sensor must reach a temperature of at least 600-650°F, and the engine must reach normal operating temperature, for the computer to enter into closed-loop operation. The oxygen sensor only functions when the computer is in closed-loop. A properly operating

Onboard Diagnostics

Obd2 Monitors

20

oxygen sensor reacts quickly to any change in oxygen content in the exhaust stream. A faulty oxygen sensor reacts slowly, or its voltage signal is weak or missing. The Oxygen Sensor Monitor is supported by “spark ignition” vehicles only. The Oxygen Sensor Monitor is a “Two-Trip” monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory. Secondary Air System Monitor - When a cold engine is first started, it runs in open-loop mode. During open-loop operation, the engine usually runs rich. A vehicle running rich wastes fuel and creates increased emissions, such as carbon monoxide and some hydrocarbons. A Secondary Air System injects air into the exhaust stream to aid catalytic converter operation:

Onboard Diagnostics

Obd2 Monitors

21

NOx Aftertreatment Monitor - NOx aftertreatment is based on a catalytic converter support that has been coated with a special washcoat containing zeolites. NOx Aftertreatment is designed to reduce oxides of nitrogen emitted in the exhaust stream. The zeolite acts as a molecular "sponge" to trap the NO and NO2 molecules in the exhaust stream. In some implementations, injection of a reactant before the aftertreatment purges it. NO2 in particular is unstable, and will join with hydrocarbons to produce H2O and N2. The NOx Aftertreatment Monitor monitors the function of the NOx aftertreatment to ensure that tailpipe emissions remain within acceptable limits. The NOx Aftertreatment Monitor is supported by “compression ignition” vehicles only. The NOx Aftertreatment Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory. Boost Pressure System Monitor - The boost pressure system serves to increase the pressure produced inside the intake manifold to a level greater than atmospheric pressure. This increase in pressure helps to ensure compete combustion of the air-fuel mixture. The Boost Pressure System Monitor checks for component integrity and system operation, and tests for faults in the system. The computer runs this Monitor once per trip. The Boost Pressure System Monitor is supported by “compression ignition” vehicles only. The Boost Pressure System Monitor is a “Two- Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory. Exhaust Gas Sensor Monitor - The exhaust gas sensor is used by a number of systems/monitors to determine the content of the exhaust stream. The computer checks for component integrity, system operation, and tests for faults in the system, as well as feedback faults that may affect other emission control systems. The Exhaust Gas Sensor Monitor is supported by “compression ignition” vehicles only. The Exhaust Gas Sensor Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory.

Onboard Diagnostics

Obd2 Monitors

22

PM Filter Monitor - The particulate matter (PM) filter removes particulate matter from the exhaust stream by filtration. The filter has a honeycomb structure similar to a catalyst substrate, but with the channels blocked at alternate ends. This forces the exhaust gas to flow through the walls between the channels, filtering the particulate matter out. The filters are self-cleaning by periodic modification of the exhaust gas concentration in order to burn off the trapped particles (oxidizing the particles to form CO2 and water). The computer monitors the efficiency of the filter in trapping particulate matter, as well as the ability of the filter to regenerate (self-clean). The PM Filter Monitor is supported by “compression ignition” vehicles only. The PM Filter Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory. OBD2 Reference Table The table below lists current OBD2 Monitors, and indicates the following for each Monitor:

A.

B.

C.

D.

Dtc

E.

F.

Onboard Diagnostics

Obd2 Monitors

23

Name of Monitor

A

B

C

D

E

F

1

3 - similar conditions 80 Fuel System Monitor Continuous 1 1 or 2 1 3 - similar conditions 80 Catalytic Converter Monitor Once per trip 1 2 1 3 trips 40 Oxygen Sensor Monitor Once per trip 1 2 1 3 trips 40 Oxygen Sensor Heater Monitor Once per trip 1 2 1 3 trips 40 Exhaust Gas Recirculation (EGR) Monitor Once per trip 1 2 1 3 trips 40 Evaporative Emissions Controls Monitor Once per trip 1 2 1 3 trips 40 Secondary Air System (AIR) Monitor Once per trip 1 2 1 3 trips 40 NMHC Monitor Once per trip 1 2 1 3 trips 40 Nox Adsorber Monitor Once per trip 1 2 1 3 trips 40 Boost Pressure System Monitor Once per trip 1 2 1 3 trips 40 Exhaust Gas Sensor Monitor Once per trip 1 2 1 3 trips 40 PM Filter Monitor Once per trip 1 2 1 3 trips 40

Using the Scan Tool

Code Retrieval Procedure

24

Retrieving and using Diagnostic Trouble Codes (DTCs) for troubleshooting vehicle operation is only one part of an overall diagnostic strategy.

Code Retrieval Procedure

Using the Scan Tool

Code Retrieval Procedure

25

A PROTOCOL is a set of rules and procedures for regulating data transmission between computers, and between testing equipment and computers. As of this writing, five different types of protocols (ISO 9141, Keyword 2000, J1850 PWM, J1850 VPW and CAN) are in use by vehicle manufacturers.  If the Scan Tool fails to link to the vehicle’s computer, a “Communication Error” message shows.

Using the Scan Tool

Code Retrieval Procedure

26

Using the Scan Tool

Code Retrieval Procedure

27

 Green LED – Indicates that all engine systems are “OK” and operating normally. All monitors supported by the vehicle have run and performed their diagnostic testing, and no trouble codes are present. All Monitor icons will be solid.  Yellow LED – Indicates one of the following conditions: A. A PENDING CODE IS PRESENT – If the yellow LED is illuminated, it may indicate a Pending code is present. Check the display for confirmation. A Pending code is confirmed by the presence of a numeric code and the word PENDING. B. MONITOR NOT RUN STATUS – If the display shows a zero (indicating there are no DTC’s present in the vehicle’s computer memory), but the yellow LED is illuminated, it may be an indication that some of the Monitors supported by the vehicle have not yet run and completed their diagnostic testing. Check the display for confirmation. All Monitor icons that are blinking have not yet run and completed their diagnostic testing; all Monitor icons that are solid have run and completed their diagnostic testing.  Red LED – Indicates there is a problem with one or more of the vehicle’s systems. The red LED is also used to indicate that DTC(s) are present. In this case, the Malfunction Indicator (Check Engine) lamp on the vehicle’s instrument panel will be illuminated.  Choose Freeze Frame to view Freeze Frame data for the “priority” DTC.  DTC’s that start with “P0”, “P2” and some “P3” are considered Generic (Universal). All Generic DTC definitions are the same on all OBD2 equipped vehicles. The Scan Tool automatically displays the code definitions (if available) for Generic DTC’s.  DTC’s that start with “P1” and some “P3” are Manufacturer specific codes and their code definitions vary with each vehicle manufacturer.

Using the Scan Tool

Code Retrieval Procedure

28

 Each time DTC/FF is pressed and released, the Scan Tool will scroll and display the next DTC in sequence until all DTCs in its memory have displayed.  Freeze Frame Data (if available) will display after DTC #1.  In

Obd2

Using the Scan Tool

THE SYSTEM MENU - VIEWING OEM ENHANCED DTCs

29

The System Menu

System Menu

Using the Scan Tool

VIEWING OEM ENHANCED DTCs (Ford/Mazda only)

30

Enter

Enter

Using the Scan Tool

VIEWING OEM ENHANCED DTCs (Ford/Mazda only)

31

 Turn the ignition OFF, then back ON. Choose Continue. Proceed to step 3.

Using the Scan Tool

VIEWING ABS DTCs

32

In the case of long code definitions, a small arrow is shown in the upper/ lower right-hand corner of the code display area to indicate the presence of additional information.  If no codes are present, a “System Pass” message displays. Choose System Menu to return to the System Menu.

Power/Link

Enter

Using the Scan Tool

VIEWING SRS DTCs

33

Enter

Using the Scan Tool

VIEWING TPMS DTCs

34

 If the Scan Tool fails to link to the vehicle’s computer, a "Communication Error" message shows.

to return to the Global OBD2 mode. VIEWING TPMS DTCs Refer to the manufacturer’s website for vehicle makes covered.

Using the Scan Tool

VIEWING TPMS DTCs

35

Reading TPMS DTCs

Power/Link

Using the Scan Tool

Network Test

36

Network Test

Enter

Enter

Using the Scan Tool

Network Test

37

to return to the Global OBD2 mode. To scan a selected module:

Enter

Enter

Using the Scan Tool

ERASING DIAGNOSTIC TROUBLE CODES (DTCs)

38

If the definition for the currently displayed code is not available, an advisory message shows. I/M MONITOR STATUS icons are not displayed when using the Network Test function. In the case of long code definitions, a small arrow is shown in the upper/lower right-hand corner of the code display area to indicate the presence of additional information.  If no codes are present, the message "No (system name) DTC’s are presently stored in the vehicle’s computer" shows. Choose System Menu to return to the System Menu.

to return to the Global OBD2 mode. ERASING DIAGNOSTIC TROUBLE CODES (DTCs) When the Scan Tool’s ERASE function is used to erase DTCs from the vehicle's on-board computer, "Freeze Frame" data and manufacturer-specific-enhanced data are also erased. "Permanent" DTCs ARE NOT erased by the ERASE function. If you plan to take the vehicle to a Service Center for repair, DO NOT erase the codes from the vehicle's computer. If the codes are erased, valuable information that might help the technician troubleshoot the problem will also be erased. Erase DTCs from the computer's memory as follows: When DTCs are erased, the I/M Readiness Monitor Status program resets the status of all Monitors to a not run condition. To set all Monitors to a DONE status, an OBD2 Drive Cycle must be performed.

Using the Scan Tool

About Repairsolutions 2®

39

 To erase enhanced, ABS, SRS, TPMS or Network DTCs: Press SYSTEM MENU to display the System Menu. Select the desired option, then press ENTER . Perform the appropriate Code Retrieval procedure and then proceed to step

. A

About Repairsolutions 2®

Using the Scan Tool

Connecting To Bluetooth / Wifi

40

 Repair Instructions – View available repair instructions to properly perform the fix.  Video Tutorials – Watch repair video tutorials for valuable repair tips.  Technical Service Bulletins – Research known problems reported by vehicle manufacturers.  Safety Recalls – Research known safety concerns applicable to a vehicle. And much more. Please visit www.innova.com for additional information. Hardware Requirements:  Innova Scan Tool with Bluetooth/WiFi  Android or iOS Smart Device Accessing RepairSolutions 2®

Connecting To Bluetooth / Wifi

Using the Scan Tool

Connecting To Bluetooth / Wifi

41

Skip.

Live Data Mode

Viewing Live Data

42

The Scan Tool lets you view and/or record "real-time" Live Data. This information includes values (volts, rpm, temperature, speed etc.) and system status information (open loop, closed loop, fuel system status, etc.) generated by the various vehicle sensors, switches and actuators. These are the same signal values generated by the sensors, actuators, switches and/or vehicle system status information used by the vehicle's computer when calculating and conducting system adjustments and corrections. The real time (Live Data) vehicle operating information (values/status) that the computer supplies to the Scan Tool for each sensor, actuator, switch, etc. is called Parameter Identification (PID) Data. Each PID (sensor, actuator switch, status, etc.) has a set of operating characteristics and features (parameters) that serve to identify it. The Scan Tool displays this information for each sensor, actuator, switch or status that is supported by the vehicle under test. WARNING: If the vehicle must be driven in order to perform a troubleshooting procedure, ALWAYS have a second person help you. One person should drive the vehicle while the other person observes the Scan Tool data. Trying to drive and operate the Scan Tool at the same time is dangerous, and could cause a serious traffic accident.

Viewing Live Data

Live Data Mode

CUSTOMIZING LIVE DATA (PIDs)

43

 If communication with the vehicle is lost while viewing Live Data, an advisory message displays.

Enter.

Live Data Mode

Recording (Capturing) Live Data

44

Recording (Capturing) Live Data

Live Data Mode

Recording (Capturing) Live Data

45

 Record by Manual Trigger If POWER/LINK is pressed at any time while in Live Data mode, any recorded Live Data will be erased from the Scan Tool’s memory. Record by DTC Trigger This function automatically records Live Data information when a DTC sets and saves it in the Scan Tool’s memory. The recorded data can be a valuable troubleshooting aid, particularly if you are experiencing a fault that is causing a DTC to set. The Scan Tool can record approximately 100 frames of Live Data.

Enter

Live Data Mode

Recording (Capturing) Live Data

Enter

Live Data Mode

Live Data Playback

47

buttons, as necessary, to highlight Record All PIDs, the press the LD button to continue.

Live Data Playback

Live Data Mode

Live Data Playback

48

Down

Additional Tests

The Main Menu

49

The Main Menu

Additional Tests

System/Actuator Tests

50

System/Actuator Tests

Additional Tests

System/Actuator Tests

51

If an error occurs while performing any function, an “advisory” message displays. Choose Exit to return to the Special Functions menu. Set Throttle Blade Position

Additional Tests

System/Actuator Tests

52

Additional Tests

System/Actuator Tests

53

Enter

Additional Tests

System/Actuator Tests

54

 An “instructional” screen displays. Prepare the vehicle for test as directed:

Additional Tests

System/Actuator Tests

55

 An “instructional” screen displays. Prepare the vehicle for test as directed:

Additional Tests

System/Actuator Tests

56

 An “instructional” screen displays. Prepare the vehicle for test as directed:

Enter

Additional Tests

System/Actuator Tests

57

Enter

Additional Tests

System/Actuator Tests

58

 The Test Results screen displays.  The screen shows the current values for APP 1 Volts, APP 2 Volts, TPS 1 Volts, TPS 2 Volts and Throttle Blade 1 Position.

Enter

Additional Tests

System/Actuator Tests

59

 An “instructional” screen displays. Prepare the vehicle for test as directed:

Additional Tests

System/Actuator Tests

60

 An “instructional” screen displays. Prepare the vehicle for test as directed:

Additional Tests

System/Actuator Tests

61

Set Engine RPM The Set Engine RPM function lets you set engine speed to a specified value.

Enter

Enter

Enter

Additional Tests

System/Actuator Tests

62

 The screen shows the current Target Idle Speed, Engine Speed, MAP Vacuum, Throttle Blade Position, Spark Advance and Engine Coolant Temperature.

Additional Tests

System/Actuator Tests

63

 A “status” screen displays while a vehicle status check is performed.  The Select Test Mode screen displays.

Enter

Additional Tests

System/Actuator Tests

64

Enter

Additional Tests

System/Actuator Tests

65

Rpm.

Enter

Additional Tests

System/Actuator Tests

66

Reverse Brake Torque Test

Enter

Additional Tests

System/Actuator Tests

67

Additional Tests

System/Actuator Tests

68

Additional Tests

System/Actuator Tests

69

Spark Advance The Spark Advance function lets you increase or decrease spark advance.

Additional Tests

System/Actuator Tests

70

Enter

Enter

Additional Tests

System/Actuator Tests

71

Enter

Additional Tests

System/Actuator Tests

72

 The screen refreshes to show the Result.

Enter

Additional Tests

System/Actuator Tests

73

Additional Tests

System/Actuator Tests

74

Tac

Additional Tests

System/Actuator Tests

75

Egr

Additional Tests

System/Actuator Tests

76

 The Injector Pressure Drop screen displays.

Additional Tests

System/Actuator Tests

77

buttons to specify the desired percentage of remaining engine oil life.

Additional Tests

System/Actuator Tests

78

App

Additional Tests

System/Actuator Tests

79

 A “status” screen displays the Commanded State as Reset while the reset is in progress.

Additional Tests

System/Actuator Tests

80

 An “instructional” screen displays. Perform the following:

Egr

Additional Tests

System/Actuator Tests

81

Lift

Engine Speed.

Additional Tests

System/Actuator Tests

82

Additional Tests

System/Actuator Tests

83

Iac

Command.

Additional Tests

System/Actuator Tests

84

To perform the SINGLE SOLENOID test:

Enter

Enter

Additional Tests

System/Actuator Tests

85

Enter

Additional Tests

System/Actuator Tests

86

Additional Tests

System/Actuator Tests

87

Additional Tests

System/Actuator Tests

88

Additional Tests

System/Actuator Tests

89

 An “instructional” screen displays. Prepare the vehicle for test as directed:

Additional Tests

System/Actuator Tests

90

Additional Tests

System/Actuator Tests

91

Additional Tests

System/Actuator Tests

92

Evap Vsv Check

Additional Tests

System/Actuator Tests

93

Lev Ii Sys Check

Additional Tests

System/Actuator Tests

94

Evap

Vsv

Check

Key-Off

Vsv,

Additional Tests

System/Actuator Tests

95

 An “instructional” screen displays. Prepare the vehicle for test as directed:

Additional Tests

Performing Service Resets

96

Enter

Performing Service Resets

Additional Tests

Performing Service Resets

97

 An “instructional” dialog displays, showing the manual procedures for resetting the indicator light. When finished viewing the instructions, press the M button to return to the Main Menu.

Additional Tests

Performing Service Resets

98

If battery reset procedures are not available, an advisory message shows. Choose Exit to return to the Main Menu.

Additional Tests

Performing Service Resets

99

 The Main Menu displays.

Enter

Additional Tests

Performing Service Resets

100

 For some vehicles, a submenu displays. Select the desired option, then press ENTER . Proceed to step 2. If SAS calibration is not supported by the vehicle under test, an “advisory” message displays. Choose Exit to return to the Main Menu.

Enter

Additional Tests

Performing Service Resets

101

Additional Tests

Performing Service Resets

102

Diesel Particulate Filter Reset (General Motors)

Additional Tests

Performing Service Resets

103

If the selected function is not supported by the vehicle under test, an “advisory” message may display. Choose End to return to the Diesel Particulate Filter Reset menu.

Enter

Enter

Additional Tests

Service Check - Hybrid Battery Check, Battery Alternator Test

104

Performing A Service Check

Enter

Hybrid Battery Check, Battery Alternator Test

Enter

Additional Tests

System Test Menu

105

System Test Menu

Enter

Enter

Additional Tests

System Test Menu

106

If O2 sensor tests are not supported by the vehicle under test, an advisory message displays. Choose Back (to return to the System Tests menu) or Main Menu, as desired.

Enter

Additional Tests

System Test Menu

107

 Component ID number  Min or Max test limit (Only one test limit, either Min or Max, is shown for any given test)  Test Value and status Status is calculated by the Scan Tool by comparing the Test Value against the displayed test limit (either Min or Max). Status is shown as either Low, High or OK.

Additional Tests

Battery/Alternator Monitor

108

Enter

Battery/Alternator Monitor

Enter

Additional Tests

Battery/Alternator Monitor

109

 An “instructional” message displays, showing the procedures to prepare the vehicle for the battery check.

Additional Tests

Battery/Alternator Monitor

110

 Green = Good  Yellow = Normal  Red = Warning/Bad

Enter

Additional Tests

Viewing Drive Cycle Procedures

111

 Red = Excessive over charging or under charging  If the alternator voltage is less than 9 V, the red, yellow and green SYSTEM STATUS LEDs will flash on and off.

Viewing Drive Cycle Procedures

Additional Tests

Using The Dlc Locator - Viewing Vehicle Information

112

Using The Dlc Locator

Enter

Viewing Vehicle Information

Additional Tests

Viewing Vehicle Information

113

The Scan Tool can retrieve a list of information (provided by the vehicle manufacturer), unique to the vehicle under test, from the vehicle's on- board computer. This information may include:  The vehicle's VIN number  The control module identification number  The vehicle's calibration ID(s). These IDs uniquely identify the software version(s) for the vehicle's control module(s).  The Vehicle's Calibration Verification Number(s) (CVNs) required by ODB2 regulations. CVNs are used to determine if emission-related calibrations for the vehicle under test have been changed. One or more CVNs may be returned by the vehicle's computer.

Enter

Additional Tests

Viewing The Firmware Version - The Tool Library

114

Viewing In-use Performance Tracking (IPT) The Scan Tool can retrieve In-use Performance Tracking (IPT) statistics for monitors supported by the vehicle under test. Two values are returned for each monitor; the number of times that all conditions necessary for a specific monitor to detect a malfunction have been encountered (XXXCOND), and the number of times that the vehicle has been operated under the specific conditions for the monitor (XXXCOMP). Statistics are also provided for the number of times the vehicle has been operated in OBD monitoring conditions (OBDCOND), and the number of times the vehicle’s engine has been started (IGNCNTR).

Viewing The Firmware Version

The Tool Library

Additional Tests

The Tool Library

115

 Icon Meaning – Shows the full names for the I/M MONITOR STATUS icons shown and descriptions of informational icons on the Scan Tool’s display.  DTC Library – Provides access to libraries of OBD1 and OBD2 DTC definitions.  Hotkey Legend - Shows functional descriptions for the Scan Tool’s hotkeys.  LED Meaning – Provides descriptions of the meaning of the Scan Tool SYSTEM STATUS LEDs.

Enter

Obd1

Enter

Additional Tests

The Tool Library

116

 The Select Manufacturer screen displays.

Enter

Enter

Obd2

Enter

Additional Tests

The Tool Library

117

Dtc

Enter

Enter

Additional Tests

Tool Settings

118

Tool Settings

Enter

Additional Tests

Tool Settings

119

To return to the Tool Settings menu without making changes, choose Back. Enabling/Disabling Live data Descriptions

Using Scan Tool Memory

Viewing Data In Memory

120

When you retrieve DTCs from a vehicle, the data is saved to the Scan Tool’s memory. The Scan Tool stores data for the three most recent vehicle’s tested. Each time you retrieve DTCs from a new vehicle, existing data for the oldest vehicle in the Scan Tool's memory is overwritten with the new data.

Viewing Data In Memory

Power/Link

Dtc.

Dtc.

Warranty and Servicing

121

Limited One Year Warranty

Service Procedures