Unlike devices connected via Serial cables, USB devices are "Powered" by the PC they are connected to. Connecting an AutoEnginuity USB ScanTool cable to a laptop computer that is being powered through the Cigarette Lighter/Power Port of the vehicle can cause ground loops through the laptop. At the very least this will lead to problems establishing communications with the vehicle, in some cases this can even damage the AutoEnginuity USB ScanTool hardware. This problem will occur whether using an inverter or powering directly off of 12v.

When you first launch the AutoEnginuity software there are some settings that need to be modified. The settings below are what we recommend to get the best results when connecting to Powerstroke Diesel vehicles. Connection to other vehicles may require changes to these settings. All of these settings are located in "Communications Configuration" on the "Vehicle" menu.

AutoEnginuity can be used to execute Cylinder Contribution Tests (CCT) on 94-03 7.3L Powerstroke Diesel equipped vehicles (the 6.0L PCM doesn't have this functionalilty built-in). A common cause of failed CCTs is "EOT out of Range"...which means Engine Oil Temperature is out of range. The following approximate EOT values are required to execute a CCT:

Also, make sure that ALL accessories are turned off (A/C, etc.)
Note: on 94-97 Powerstroke Trucks, you may be able to audibly hear the test turning cylinders on and off (trucks with newer calibrations should complete 3 test cycles). The test will be terminated early if a cylinder is found to be very bad. Once that cylinder is repaired, the CCT will need to be run again to check the rest of the cylinders. You will not hear this on the 99-03 Powerstroke Trucks as the test is performed differently. There is also a potential problem with the CCT if it detects an issue with either the #6 or #8 cylinder. Due to the fact that cylinders #6 and #8 fire in sequence and are physically adjacent to each other in the engine, it is not uncommon for a CCT to mis-report a problem with one cylinder that actually exists in the other.
For 99-03 7.3L, another way to use AutoEnginuity to see if there are problems with a particular cylinder is to monitor the "Cylinder x Change Rotational Vel" or "Percentage of Crank Deceleration" PID (also commonly called PERDEL). This PID exists for all 8 cylinders and is a representation of crankshaft velocity change (decrease) at the time the cylinder is firing. Ideally, these should all read 0%. Any cylinder consistently reading more than 3-5% change in rotational velocity is suspect and should be further examined. Note: Engine should be fully warmed up before checking PERDEL data.

The Injector "Buzz" Test can be used to look for a faulty fuel injector. It is best to run this test on a totally cold engine, one that has sat overnight and has not been started.

Initiate the "Buzz" test and then listen carefully to the injectors as the test is completed. First, all 8 injectors will "Buzz" at the same time. Then, the IDM will "Buzz" the injectors in numerical order (1, 2, 3, 4, 5, 6, 7, 8). Remember that cylinders 1-3-5-7 are on the passenger side and 2-4-6-8 are on the drivers side, with cylinders 1 & 2 being at the front of the engine. You should hear a strong "Buzz" bouncing from side to side for all 8 injectors. If one of the injectors doesn't "Buzz", you've found a problem cylinder. It is important to note that when an injector fails to "Buzz" properly, you will still hear the other 7 injectors make a faint buzz...this is a designed function to protect the IDM.
Note: Because the IDM will "buzz" the other 7 injectors faintly during individual cylinder tests, it is possible for the "Buzz" test to report no problems detected. If the "Buzz" test reports no failures, but you don't hear a particular cylinder "Buzz"...more than likely there is a problem with that injector.
It should also be noted that an injector failing a "Buzz" test can have many causes. The injector can be in a failed state (loose armature plate screw, bad solenoid, etc.), the UCV (under valve cover) gasket or harness could be damaged or disconnected, the main engine harness could be damaged or the IDM could be damaged. Further inspection will be necessary to determine the actual problem...but at least you now have a place to start.

There are a few sensors that can be easily checked with a scantool. Starting with a "Dead Cold" engine (let it sit overnight, don't start), connect to the truck with the ScanTool. Check the following:

On the 7.3L, the primary purpose of this test is to check the functionalilty of the High Pressure Oil System and the Exhaust Back Pressure Solenoid. On the 6.0L this test may return Misfire, VGT or Glowplug codes.

Vehicle Power :

10.5v

Vehicle Power :

10.5v

RPM Signal :

100rpm

RPM Signal :

100rpm

Inj. Cntrl Press. (ICP) :

0.85v (about 500psi)

Inj. Cntrl Press. (ICP) :

0.85v (about 500psi)

Fuel Pulse Width :

1 to 6 milliseconds

Fuel Pulse Width :

0.5 to 2 milliseconds

Note: the above starting requirements for both 7.3L and 6.0L Powerstroke Diesels assume the following:

This code can be set by a low battery. Connect a battery charger, clear codes and re-run KOEO tests. If this code doesn't return, check charging system and batteries and repair as necessary. If the code returns, IDM is suspect.

IDM Codes are stored in memory in the IDM itself. The P1316 DTC is an indication that there are stored IDM Codes that need to be retrieved and/or cleared. Executing a "Clear Codes" will clear both PCM and IDM codes...DO NOT CLEAR CODES until you have retrieved and reviewed the codes stored in the IDM!

If you get a P1316 DTC, the following steps will allow you to view the stored codes in the IDM using AutoEnginuity:

1. Execute a KOEO (Key On Engine Off) Test.
2. Execute an Injector "Buzz" Test.
3. The displayed results from these tests will include any stored IDM Codes.

Please keep in mind that IDM Codes are stored in memory. If you have a code indicating a fault, but there is no drivability problem, the fault may not currently exist. After taking note of the codes, execute a "Clear Codes". At this time you should be able to re-run the above tests with no IDM codes generated. If one or more IDM codes are still present after the "Clear Codes" command has been successfully executed and the above tests performed again, the fault still exists and further examination is necessary.

We all know that this code is commonly caused by "Hot Chips" that are demanding more Injection Control Pressure (ICP) than the High Pressure Oil Pump can deliver. For what it's worth, these are the exact parameters that trigger this code:

This code can also be caused by legitimate High Pressure Oil System issues. Below is a list of some of the causes:

• Failed or Sticking IPR (Injection Pressure Regulator)
• Failed or Weak HPOP (High Pressure Oil Pump)
• Any Leak in High Pressure Oil System (o-ring, stuck injector, etc.)
• Low Fuel Pressure (Rare)

HTH

Aaron