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    Modern Petrol Engine Control (EMS1-3)

    Quick Facts
    Course ID:EMS1-3
    Duration: 2 Days


    Modern Petrol Engine Control is exciting, cutting edge and deals with new modern technologies in current cars. The focus of this seminar is as always on
    maintenance, diagnostics and repairs, not just how it works.


    Contents from the EMS 1-3 training.

    Following are some of the topics covered:

    1. Variable cam timing. Intake cam shafts and some exhaust cam shafts can be phase adjusted by the engine ECU. We deal with various brands and designs, from Nissan VVL to BMW Vanos. How the system works mechanically and electronically is described in great detail with the use of lots of pictures and cut away models of the real thing. At the end of this chapter it will be perfectly clear how fault codes will be set and how drivability problems occur when you stick to the super long service intervals, the marketing department of vehicle manufacturers’ demand.

      training manual pictures. training manual pictures.

    2. Variable valve lift. Most car manufacturers have, or soon will have, variable valve lift on all of their vehicles. This is a system where the intake valve height is altered, to control the amount of air flowing into the engine. We deal with petrol engines in this training, although a number of truck manufacturers are using it on their Diesel trucks also. These car engines run with the throttle blade in the wide open position even when the engine is idling. We deal with the mechanical side (with cut away models) and the electronic workings of the system. We even go as deep as, how the software in the ECU deals with variable conditions so you understand the system and to make diagnostics easier. At the end of this chapter you will be able to diagnose drivability problems as a result of, for example mechanical wear with a scan tool and oscilloscope. We deal with a number of manufacturers but the BMW system (around since 2002) is at the core of this chapter.

      training manual pictures.

    3. Direct injection. Almost all car manufacturers have direct injection petrol engines, like for example the D4, GDI, FSI, TSI, SIDI, etc. Many late model systems are already developing problems, while some of the older systems are having all sorts of known issues. We will deal with the mechanical side, the layout of some real late model systems and the electronics plus control systems on those late model vehicles, for example looking at the double closed loop pressure control in late model TSI vehicles. We also deal with some of the known issues on older systems. I have a cut away GDI injector which had an incorrect spray pattern causing surging. We will look at for example the double coil Nissan injectors (3-wire) and the high voltage and current control on FSI injectors.

      training manual pictures.

    4. Direct injection EGR. Direct injection engines proportionally need a very high EGR quantity. EGR systems are notorious for causing trouble. I have some really nice trouble cases where for example an aftermarket EGR valve has dropped the valve dish in the intake manifold. How do you diagnose this with a quick measurement decisively? We also look at the patterns and fault codes of such problem cars.

      training manual pictures.

    5. Proximity switches. Most vehicles use for ABS wheel speed sensors and CVT gearboxes 2 wire current proximity switches. Lovely sensors! learn a whole new way of diagnosing these sensors and their circuit. We deal with positive and negative controlled sensors. We look at how fault codes are set in the ECU and how live data in the scan tool deals with incorrect signals. You will learn what to measure when there is a short, or bad connection, before a fault code is set is covered.

      training manual pictures.

    6. Multiple ECU structure with multiple CAN databus systems. This is where we deal with one late model vehicle with 27 ECU’s on board connected to 3 CAN data bus systems (which is not uncommon). We look at each ECU, its role and what sensors are attached for direct inputs. We also look how each ECU has indirect inputs via CAN, and why. Each ECU has direct outputs but some have also outputs via CAN. It is important to understand why and how this works. Some indirect signals (output and inputs) cross multiple CAN bus systems. A subject which can be a true nightmare if you are not conversant with this technology. How can a faulty sensor on one ECU, not even directly connected to another ECU cause a series of problems? We deal with real nice simple examples like how a brake fluid pressure sensor’s signal connected to the ESP ECU affect and what for example the rear signal acquisition module does with the brightness of the tail lights through duty cycle control. We also deal with some real complex software relations, where a number of ECUs creates a head on crash instead of a T-bone crash to increase passenger safety.

      training manual pictures. training manual pictures. training manual pictures. training manual pictures.

    7. Re-flashing ECU’s and pass thru. This is a nice topic, where we cover the sense and non-sense in re-flashing ECU’s and the difference between re-flashing and pass thru. There are many myths about on this subject. We cover in great detail how a dealer scan tool deals with this and the position of aftermarket scan tools. We have screen prints of the whole process on a late model (2012) car. We also deal step by step with coding a new ECU’s which is different again from a re-flash and pass thru.


    AECS is catering for all levels of diagnosticians, with Training, Equipment and Tech support. Our technical help desk is our way to keep our feet on the ground and the best way to find out what problems are out there. It helps us improve and create training seminars like the EMS 1-3. You won’t be bombarded with hours of boring theory, nor are we doing speed training (…). Our training is practical and most of all FUN. Hope to see you in one of our seminars this year!

    Please note: the seminar is SCOPE based. The first 'shot' in diagnostics is looking at what is happening with the scope as it takes the guess work away.
    The diagnostician can bring his/her own scope, or our high speed dual channel scopes (ATS) can be used.
    Particularly with GDI injector diagnostics a fast recording scope is needed (10 MS/sec or more).
    Pre requisite: From our experience we advise that the diagnostician has completed the AED 'Automotive Electronic Diagnostic' 2 day training seminar, regardless achieved level through other training systems or experience!

    Following EMS 1-3 is the EMS 1-4 seminar in the EMS 1 series of seminars, click here for the next stage.

    Quote:
    After Stephen from Rotorua Toyota LMVD attended the EMS13 training seminar in Palmerston North (22 07 2014).
    Stephen wrote as comment in the evaluation form that as most value to him was: "D-4 engine control and CanBus"