Just got this scanner and so far I like it but it is somewhat confusing. I think I figured out the mode 6 test 53. All cyls. say 0000 except number 3. It says
02b and some other character. I need to check it again & write it down. Anyway I think that means all are good except that 3 is misfiring even though It does say ok. But that is probably because it has not set off a CEL. But it is bucking like crazy between 45-55 mph just like everyone else.

For some reason I cannot get it to do the the live trap. Does it have to run through all 100 data frames before it will record? if so that is what I am doing wrong. Also should I move the # 3 cop and see if the indication moves or just change it. I will of course check the boot and everything else, but if that looks good should I just change the plug & cop and be done with it? I have worked on all kinds of machinery for many years so this won't be difficult but I have learned that I really don't like to do things twice.

Thanks for the help
FrankG3079

 

Fix the #3 cylinder misfire, reset the KAM, relearn the profiles, then re-test.

I'd just put in a new COP and spark plug as that almost always fixes single cylinder misfires.

 

02b would be hexadecimal,translates to 43
You can do the conversion with your pc calculator

 

The misfire count PIDs are two-byte values, an upper and a lower byte. Don't forget to multiply the upper byte's decimal value by 256, then add it to the decimal value of the lower byte to arrive at a total value expressed in decimal format.

 

Hi,
Replaced #3 plug & cop misfire is gone, but a new one started soon after on #6. It is only slight, the scanner says 0051 and it is not affecting driveability yet. But will replace it soon.

Does anybody have info on my original ? concerning the scanner?

Bluegrass?

FrankG

 

Hello, here is what you have.
In mode 6, test 53, you see the missfire counts.
It tells you what the max count is in hex.
Anything below that is ok as long as you don't have a trouble indication such as the missfire on OD at road speed that it may be causing.
Of course the two are likely to be linked as you found out.
Most of the time the counts on a perfect motor will be zero but don't count on it all the time because no motor runs perfect all the time in every situation, every time you gas up etc.
With this ability to look in at that level, don't get carried away with what you see unless there is a drivabilty issue.
Basicly the system 'could' detect all kinds of operating faults but the system sensitivity has been 'numbed' quite a bit by intent so owners are not seeing every little thing that happens, not understanding the operation.
For example, the dash gages are dumbed down to absolute min. so a driver is not trying to read something into what he sees and become concerned.
With the scanner you have the ability to look in beyond the normal level of average operation, so temper the thoughts of trying to correct every little thing you see in the data presented.
For example, if the LTFT are not quite equal but within reason everytime you look, don't chase it because you don't know what the cause is unless you spend time and maybe money trying to improve it.
Watching the OX sensors switching is too much to keep track of.
Even if they were not the same, you may never detect it just be watching the readings and actions of two at the same time..
What you see is the micro processor updateing the display on a cycling basis plus the request from the scanner to down load the data for all the items that are being looked at.
Also the program will change the stored data every so many drive cycles as long as no more variations were detected and may even zero the missfire counts after awhile if no more occurr.
Normally you can't zero the missfire counts unless you do a clear causing the PCM to re-diagnose everything.
On this level of scanner, while good, there are things you can't do unless you have a very high end scanner with the capability.
On the trap feature, you just have to pay attention to the menue and step into it where it asks how you want the trap to work.
Trigger at the beginning of the event,
Trigger in the middle, or trigger at the end of the event.
The only difference is if your interested in seeing any data before , during or after the fault is triggered as further help with the issue, if needed.
Good luck.

 

Thanks for the caution Bluegrass. I definitely get it. I do not want to spend all my time trying to figure something that is not there. But I wanted to run the trap feature just to test it out and see how it works and every time I try it says no data recorded. I did exactly what the manual says I think. Except I did not let it run for the full 100 data frames. Is that what is required?

Thanks
FrankG

 

If you cleared the issue, there won't be anything to trap.
Put the old coil back in, do a drive cycle to provoke the missfire and it should trap that cylinder and ID which one it is.
Afterall, the trap program is looking at the crank sensor timings and knows which cylinder was fired at the time, so IDs it as such.
Try it just for education.
Good luck.

 

Ok, so if there are no codes it will not trap anything? Even if it is bucking and causing driveability problems? I was having alot of bucking in the classic 45-55 mph in od with light throttle. It was pretty bad but it never gave a code. So the test 53 really saved alot of time in showing #3 misfiring.

Unfortunately when I took the old coil out the spring was stuck to the top of the plug and came completely unwound so it is unuseable. It appears they are the original factory plugs & coils from 2001.

FrankG

 

The type of failure you had normally does not set a code.
Using mode 6 enabled you to see the offending cylinder by the missfire counts totaled up.
The reason you did not get a code is because the faulty coil was not a 'hard' fault.
Since the missfire only occured in OD at light throttle, the count to total up a code level reaction is cancelled each time the conditons change because the fault (missfire) goes away with either added throttle or downshifting out of the specific condition.
The mode 6 and the code setting are different functions.
Why does it act this way?
First the coil usually has shorted turns. This is not an open primary or secondary to be detected by the PCM as an electrical malfunction since the PCM does not have the ability to detect anything in between except for crank shaft travel time.
It's crank travel time the scanner uses.
In OD, the EGR is opened. This causes a very lean mixture by design.
Under such conditions, the coil voltage required goes up a large amount.
Here is the source of the issue.
The coil with shorted turns can't produce enough voltage so you feel the missfire at that time until the mixture richens up again by down shift or added throttle calling for power.
Both these actions closes the EGR.
I hope you see the related connections with all these actions and the result.
Good luck.