Bedroom 2017

Business on chip tuning and diagnostics. Chip tuning with your own hands or how to make a beast out of a car

FAQ for Beginners:

1.
Question: What is the meaning of tuning?
Answer: Imagine that the engine is an air pump. Each factory engine has its own volume and design features. For example, let's take 2 engines, this is 8kl. engine 2111 and 16kl. engine 2112. If we remove the logs from each of these engines and analyze them, we will see that 16kl. engine 2112 consumes more air than 8kl. 2111 may not be in the entire rev range, but at least at high revs, the engine 2112 consumes more air. Accordingly, a car with engine 2112 will drive faster and accelerate faster. Because the engine 2112 has a higher air consumption (4 valves per cylinder), instead of 2 for the engine 2111. Thus, when we install hardware tuning, camshafts, a receiver, a throttle, a direct-flow exhaust, bore the cylinder head channels, increase the engine size or install a turbine, we thereby achieve 2 factors, this is more air consumption by the engine and better throughput. The more air the engine consumes, the higher its power and torque. For example, factory 16kl. the 2112 engine consumes about 320 kg of air / hour, turbocharged already about 900 kg of air / hour.
Bottom line: more air>more power, less air>less power.

2.
Question: Why do I need to calibrate the firmware after tuning?
Answer: Each factory injection car has a firmware written into the electronic control unit that has been calibrated in accordance with the engine configuration. That is, the firmware was calibrated in accordance with the engine size, camshaft parameters, camshaft phase, receiver design, throttle assembly design, exhaust system, injector performance, etc. The engine is controlled by firmware, ignition timing, mixture composition, cold. move and so on. And when we put, say, tuning camshafts and a receiver, we thereby radically change the intake system and the gas distribution system of the engine. Thus, after tuning, we received new dynamic characteristics of the engine, this requires a new calibration of the firmware, for our new engine configuration. Because the factory firmware was set to the factory configuration, and on a new tuning configuration, it will not work correctly. There will be jerks and dips in motion, the car will not develop maximum power and maximum speed, cold. move will not be stable. In addition, running the engine on an unconfigured firmware can cause prolonged detonation, this is valve burnout, piston splitting, damage to connecting rods and cylinder walls, in general, at best, engine repair at worst, its replacement.
Bottom line: before you tune a car, you need to find a tuner or have at least an initial level of knowledge yourself. And of course, have equipment for calibrating the firmware. Ideally, any installation of tuning hardware on the engine, for example, a direct-flow exhaust, REQUIRES a new firmware calibration.

3.
Question: What equipment do I need to calibrate the firmware?
Answer: When we stuffed the engine with a bunch of non-standard iron, camshafts, receiver, exhaust, etc., we only completed 50% of the work. Nichrome all this will not go anywhere without calibrating the firmware. The remaining 50% is the setting of all this stuffing) So, for this we need a system that will allow us to set up the whole thing. By the word system, I mean the engineering engine control unit and the wiring to it to the engine sensors. The engineering control unit differs from the usual one in that the engineer can calibrate the firmware in real time, this mode is called online. Those. you are driving, and at this time the tuner is sitting next to you with a laptop, connecting via an adapter to your ecu and calibrating the firmware by receiving real-time data, such as mixture composition, ignition timing, intake air temperature, etc. and accordingly also changes these parameters in real time. There are a lot of systems for calibrating the firmware online, this is January, corvette, megasquirt, inventory, etc. They have one essence, to configure the firmware online. Further, one engineer is not enough, you also need a broadband oxygen sensor to see the composition of the mixture in the exhaust manifold. The usual factory oxygen sensor will not be enough, it only sees the composition of the mixture equal to 14.7, which means that in order to burn one part of gasoline, 14.7 parts of air are needed, and the SDC sees a mixture from 10 to 20, just the same 99% of engines work in this mixture range. All this equipment needs firmware and programs that will allow us to set up the whole thing, without programs, any equipment is a bunch of useless metal and plastic. As a rule, when buying equipment, programs and firmware are always included in the kit, or they are sold separately. This is the minimum setup. There are still a lot of devices to facilitate firmware settings, in particular, an EGT sensor that is screwed into the exhaust manifold and allows you to see the temperature of the exhaust gases, this is necessary for setting the ignition.
Bottom line: for online calibration, you need an engineering unit with wiring, a shdk, a set of cables for connecting / flashing the unit, software and firmware. Well, the knowledge of all this business)

4.
Question: Where to start tuning, what to do first?
Answer: Before tuning your car, you need to switch to a system that allows you to configure the firmware online. The word system refers to the electronic control unit. For example, if you have a Bosch 7.9.7 control unit from the factory, then before tuning your car you need to replace this unit with January 7.2, if you have a Bosch 7.9.7 or 7.9.7+ unit, then just buy January 7.2 and set his because the wiring between these 3 units is interchangeable. If you have a block, say M74 with an electronic gas pedal, then here you need to perform the same steps, install the ecu January 7.2 or 5.1 but with the replacement of the wiring, because the wiring from the M74 does not fit any of January. Since any of January does not support e-gas, then, accordingly, it will be necessary to switch to a mechanical throttle, and indeed e-gas is a complete headache, it is more crap than good. When you switch to any of the January ecu, you can already set the tuning of the piece of iron. The first thing to do is to install a 4-1 or 4-2-1 spider exhaust system or an insert instead of a catalytic converter, thus you will let the engine breathe better, this will play a huge role in further tuning. And then when you already have a more serious engine configuration, you can easily contact almost any tuner to set up the firmware for you. At the same time, you can have a normal January ecu (factory, not engineering), when the customizer sets up the firmware for you on his engineering ecu, this firmware will work fine on your factory ecu. Properly tuned firmware when tuning is the key to success. By downloading ready-made firmware on the Internet for tuning the engine configuration, you make a mistake and engage in masturbation, the car can drive, but not the way it should. There will be twitching, jerks and dips while driving, increased consumption. The firmware is configured individually for each engine, this is another key to success. Free free cheese only happens in a mousetrap. And good and tasty cheese is bought for money.
Bottom line: first we switch to the ecu January 5.1 / 7.2, then we put the spider exhaust, and then the camshafts / receiver / throttle and lastly four turbines, for each cylinder)


Thank you for the article

Some self-taught motorists successfully diagnose the power units not only of their car, but also of close friends and relatives. Those who want to increase their knowledge base and their abilities often think about how to do this, however, they don’t even know where to start, they don’t know what they need for this and what minimum savings will be needed to purchase special equipment.

It is much easier to learn the basics of chip tuning for someone who has at least minimal knowledge in the field of internal combustion engines, knows how to work with electrical equipment, read wiring diagrams, is an active computer user, knows how to work with electronic databases and various diagnostic devices. A person conducting diagnostics and chip tuning should know the features of the engine device well, understand modern injection systems.

Chip tuning is a simple procedure, but it still requires some experience for a quality result.

In the article below, we will consider the basic concepts that will help every motorist who wants to deal with the basics of chip tuning.

Specialist training

In addition to equipment and special software, anyone who wants to learn chip tuning is interested in the issue of training. True, even though some companies recruit groups of car owners to train chip tuning, in fact, few of them receive useful knowledge that will help them provide quality services to other car enthusiasts in the future. Most often, a person who does chip tuning, training takes place directly in practice, by trial and error he learns to “understand” the power unit, change its properties and.

Special equipment

If a car enthusiast does not know where to start chip tuning, he should at least roughly know about the amount that will be useful to him later. As practice shows, most vehicle owners will be happy to give their car to a qualified specialist who, using modern technologies, will be able to diagnose the power unit with high quality, even if you have to pay a lot of money for it. Professional repair and chip tuning are in demand much more than the subjective opinion of a particular “specialist”, who relies solely on his skills and conducts the engine check procedure only through his intuition and knowledge.

The basics of chip tuning cannot be considered separately from the configuration of the diagnostic section. It should be noted that the equipment intended for high-quality diagnostics and chip tuning of the power unit is divided into three main types. Any modern site for engine chip tuning cannot do without such devices, which is why it is advisable to have at least one representative of each type, which will optimize the process and clarify the results of the check. So, the types of diagnostic equipment for chip tuning:

  • scanners;
  • motor testers;
  • gas analyzers.

Scanners

Any modern scanner is able to check the electronic control unit of the motor, informing the diagnostic specialist about the current state of the power unit. Using the scanner in the work, it will be possible to:

  • see the signals coming from the sensors of the system, as well as track their changes over time;
  • learn about the functioning of various executive elements of the system through visual control;
  • check the malfunctions of the unit by reading the codes stored in the system;
  • find out the identification data of the computer.

Those who are interested in chip tuning for beginners should understand that the readings of any scanner are nothing more than a display of data stored in the ECU. In this connection, the specialist conducting diagnostics and chip tuning perceives the displayed values ​​​​not as the real values ​​\u200b\u200bof certain parameters. The scanner is only capable of displaying the data without first determining it in the way measuring instruments do. In addition to displaying parameters, the scanners are aware of the codes of existing faults. True, one should not treat all the codes indicated by the scanner as an incentive to urgently replace or repair one or another part of the motor. Any indication of a scanning device should, first of all, prompt a specialist to further reflection and search for real threats.

On sale there are portable and software scanners for chip tuning that cannot function separately from a PC. When purchasing software, you will need a laptop equipped with a COM port or a PCMCI-COM adapter. Along with this, you will have to purchase a K-Line adapter with many wires and connectors.

To carry out chip tuning, training in various diagnostic software must be completed by each master. Some choose to work with budget applications, such as SMS-Diagnostic (allows you to check new ECM VAZ / GAZ). If a car enthusiast is going to diagnose various foreign-made cars, then he will most likely need to buy either several highly specialized scanners, or one universal unit that has fewer capabilities.

Motortesters

The basic concepts of chip tuning can only be revealed with a full study of all types of devices necessary for work. For example, motor testers are measuring devices that read data directly from the power unit, while determining those malfunctions that no scanner can detect. Motor testers determine voltage forms, sensor currents, display oscillograms of high voltage and pressure in the cylinders. In addition, these multifunctional devices contribute to the measurement of fuel pressure, starter current and UOZ (which must be taken into account when performing chip tuning).

For example, a motor tester allows you to indirectly evaluate the ignition and combustion of the fuel-air mixture, for which the device provides for the presence of secondary voltage oscillograms. Thanks to the graph obtained after the measurements, you can understand:

  • are the timing phases set correctly;
  • what is the condition of the cylinder-piston group;
  • is there air leakage in the intake tract;
  • what are the indicators of the backpressure of the exhaust system;
  • ignition timing condition.

The motortester easily (within a few minutes) determines the presence of an open or interturn short circuit of the injectors, conducts a qualitative measurement of the starter current (due to this, the diagnostic specialist evaluates the condition of the battery and starter). In addition, the device checks the functionality of various sensors, which makes chip tuning a simpler and easier procedure.

Those who are interested in chip tuning for beginners should be prepared for the fact that buying a motor tester will require huge expenses. There are many different devices on the Russian market, and Quantex Laboratory devices have a good price-quality ratio.

Gas analyzers

As for this device, four-component devices showed themselves best in work. Two-component units previously actively used for chip tuning, together with carburetors, are no longer found at more or less “cool” service centers. Therefore, it is necessary to buy only high-quality gas analyzers that allow not to “adjust CO”, but only to become a source for diagnosed information.

The basics of chip tuning imply the presence of all three types of devices, which, using completely different methods for determining data, are able to give the motorist different information. Naturally, there are parameters that can be equally accurately determined by all three units, however, in most cases, all data for each device is unique. It should be understood that competent troubleshooting should be based solely on the analysis of the received data and measurements.

Auxiliary devices

In addition to the basic equipment, a beginner in the chip tuning procedure for a car can purchase various auxiliary devices that allow you to optimize your work, including:

  • fuel pressure gauge;
  • a device that allows you to clean the nozzles;
  • stands that contribute to the quality check of spark plugs or ignition modules;
  • ampervoltmeter;
  • quality tools;
  • various devices and devices used by experienced craftsmen, made exclusively “for a specialist”.

Additional expenses

If a motorist knows what chip tuning is, the basic concepts of which he has already mastered in practice (most likely, diagnosing the power unit of his car), he will have to buy devices such as:

  • control unit programmer with a flash drive (a trial version of the application can be downloaded from the thematic web resource, and after a while, having accumulated knowledge and customers, purchase the full commercial version);
  • ROM programmer;
  • an ultraviolet lamp that helps erase the PROM;
  • special tools for soldering.

It is worth noting that all of the above devices will not be needed for diagnosing and chip tuning new cars, however, in their absence, it will be very difficult to check the condition of the power unit of foreign cars of the 90s.

At the same time, even chip tuning for beginners cannot do without a complete set of all kinds of firmware, selected absolutely for all types of ECM. The type of equipment purchased depends on the abilities and capabilities of the master, which can be both free and commercial. It is worth noting that some experts use exclusively their own developments.

In addition to a list of cool software applications, any craftsman should have decent quality locksmith tools. Many motorists who apply for flashing the "brains" of the motor are brought to the service center by a banal engine malfunction. A chip tuning master should be prepared not only for diagnostics, but also for forced engine repair.

The principle of diagnostics for beginners

A person diagnosing a car must not only with all programs and devices, he must necessarily collect information and process it, and then make a final decision.

If a client comes to a chip tuning specialist, the first step is to conduct a survey to find out about the essence of the problem, ask about when and how the malfunction manifests itself.

It is also necessary to visually inspect the engine compartment. The technician must make sure that there is no visible damage associated with electrical wiring, hoses and high-voltage wires.

Working with tools and software applications should be the third step; first, using a scanner, you will need to determine the type of computer and system. After establishing the type of factory firmware, it is necessary to recall its advantages and possible disadvantages, composition and features.

At the fourth stage, you need to check the candles, the specialist must determine by sight the amount of soot present on them and the color of the resulting coating. Attention should be paid to breakdowns on the insulator.

After carrying out such a complex procedure, the diagnosing auto specialist receives a lot of data that he will have to compare with each other in order to make a detailed analysis and conclusion.

Conclusion

It is difficult for a novice master to understand all the intricacies of chip tuning, it will take some time to learn how to perform such a procedure correctly and provide high-quality chipping services to other car owners. If there are doubts about the functioning of a particular part, it is advisable to replace the faulty part of the unit in order to re-check the data provided by the devices.

Do-it-yourself chip tuning is a phenomenon already quite common in our realities. Russian men - they are like this: just let me save on a trip to the service station, if you can solve the problem with a friend in the garage. Although, of course, do-it-yourself chip tuning of an engine is not the easiest procedure, and if something goes wrong, there is a risk of significantly pulling your nerves and your wallet.

DIY chip tuning for beginners - the basics

Where did the concept of engine chip tuning come from? From those times when the trees were still big, the girls are prettier, and the first electronic control units (ECUs) for the engine have already appeared in cars. It was then that some especially smart car owners came to the understanding that if there are microcircuits with a processor and a controller that set certain parameters for the operation of the engine, then it is possible to replace them ?!

The first do-it-yourself chip tuning - it really was do-it-yourself chip tuning and, in addition, a soldering iron with rosin and solders. In words, the manual is very simple: I removed one microcircuit from the board and soldered another - with the parameters "sewn" there in advance. And voila! - The car drives differently.

Often better, sometimes worse than before. Then I had to repeat the process. Now everything has changed: do-it-yourself chip tuning has become much easier - a laptop with special software, a diagnostic connector, a programmer - and go! In fact, the current do-it-yourself chip tuning is the same flashing as with modern smartphones. Responsibility, perhaps, more.

How to make a chip tuning of the engine with your own hands - and what it will give

It is no secret that many owners - especially those who already have some experience in driving their car, would like to slightly improve some of its characteristics. Most often, the requirements are as follows: either improve the dynamics of the car, or reduce fuel consumption. Do-it-yourself chip tuning is the easiest way to do this, and perhaps the most affordable for the average driver.

Do-it-yourself chip tuning - intervention in the control electronics of the engine in order to change any characteristics - can be of varying degrees of depth: either a complete flashing or replacement of the control electronics, or a milder option: intervention in the database of the car's on-board computer.

There are special tuning kits: for example, the German RaceChip or the Belgian Remus Powerizer promises a power increase of up to 30%, coupled with a 10% fuel economy, while maintaining a normal driving style.

In fact, such chip-tuning boxes, visually representing an ordinary plastic box with a "printer" connector, can be installed on any type of engine - both gasoline (atmospheric or turbocharged, not so important) and diesel. Its feature is a shallow intervention in the operation of the engine control unit, and not a classic flashing.

Do-it-yourself engine chip tuning - pros and cons

The main disadvantage: with a complete flashing of the control unit, there is a risk that something will go wrong somewhere - as when reinstalling Windows, for example. But if on a regular computer it is easy to roll back the system or re-roll it, then with a car everything is a little more complicated.

In the most sad cases, you can even say goodbye to the old electronic control unit. And the chip-tuning-box technology implies, rather, the addition of the information base of the on-board computer that controls the engine, with various data necessary for the operation of the motor in various modes, initially "hardwired" in this block.

Another plus of such chip tuning boxes is that they are not detected by diagnosticians at service stations of official dealers from whom the car was purchased. And, of course, this does not entail withdrawal from warranty service - which is also important, especially for owners of two-three-year-old cars with low mileage. By the way, one more important point: after installing the chip, you need to drive 150-200 kilometers in order for it to be calibrated and coordinated with the ECU.

Usually, after installing a chip tuning box, the car becomes more responsive to the gas pedal, accelerates somewhat more dynamically (here it is also important to take into account the initial engine parameters - for example, no VAZ chip tuning with your own hands will give, for example, the "top ten" the dynamics of Mitsubishi Lancer or Subaru Impreza) and brings more positive emotions to the car owner.

DIY chip tuning - how it works

The engine has a computer that “tells” when the spark in the candles will ignite, how much gasoline should be poured into the cylinder by the injector, when the turbine should start blowing and with what effort - all this is controlled by one small box, which can sometimes be in very unexpected places. Do-it-yourself chip tuning allows you to change the program that is stored there, and in which all the factory values ​​\u200b\u200bof certain parameters of the car engine are entered.

It's simple: a diagnostic connector, connecting to a computer, "creaming" the old firmware and "knurling" the new one. The essence of the current chip tuning: to come to the service station to the guys with a laptop, in a car with 120 hp. and for a conditional 5,000 rubles, remove already 150 hp from your engine. - and it's not magic.

The engine has various fuel maps that are regulated by several parameters - they, with a certain skill, are downloaded and changed: many engines today have an extensive resource for increasing power - they are even “extinguished” for the sake of the environment.

The ignition is not set optimally - if you change the angles, make the spark ignite earlier and give more fuel from the nozzle - you can easily “add” 10-15% of power from an atmospheric engine. If the engine is turbocharged, the turbine valve operation algorithm is changed.

As a result, it starts to blow earlier and stronger, plus everything is the same with ignition and nozzles - this can give up to 30% power increase. And most importantly, without loss of resource characteristics! The most fertile ground for chip tuning is turbodiesel engines: the work will give an increase in power, plus fuel consumption will remain the same.

Most often and most effectively, chip tuning looks on those motors that are delivered to Russia and Ukraine with a much lower degree of forcing - the tuners simply fill in the "European" or "American" firmware - it works 100% efficiently and safely. It is also worth "chip" to transfer the maximum torque to lower engine speeds.

They are the most working - and remove "micro-dips" during overclocking. This is a plus! After all, the main thing is not only an increase in power, but also an increased elasticity of the engine. Although if the motor is initially not very good, it cannot be radically corrected by any "chip".

DIY chip tuning and its dangers

It is more difficult if the characteristics of the motor begin to change to please their whims - then the engine starts to work in several unusual modes for itself. Which often affects its motor resource. Another problem: those who do chip tuning in Uncle Vasya's garage can sometimes be dishonest. For example, instead of flashing, such comrades can simply change the response to the gas pedal - by installing the so-called "jetter".

The fact is that the electronic engine unit “feels” when and how you press the gas pedal - you press a third, it will pour fuel by a third. Pressed more thoroughly - the nozzles will open to the full. With the “jetter”, every time you press the pedal, the car tries to tear from its place, like Usain Bolt. That's all the change. At the same time, fuel consumption, of course, will certainly not decrease.

In general, if you decide to do chip tuning with your own hands - find all the information about your engine, its power characteristics. The Internet is big, everything is there. How to check the efficiency of work? Only measurements on the stand. In the stock version and "chip". Look at the charts and compare.

Remember that as a result of unsuccessful chip tuning, irreversible changes in the operation of the motor may occur, which can lead to very expensive repairs. By the way, if you “chip” a gasoline turbocharged engine, you will have to switch from the 92nd or 95th gasoline to the 98th. And, of course, a problem with the gearbox may arise: will it tear it due to an increase in power and increased torque - in any case, it begins to slowly wear out the gearbox.

And the funniest thing: if you bought a used car that was already "chipable", and the previous owner did not say anything about it, then you can upload exactly the same custom firmware as it was. It's funny, but true - you can pay money (usually - from 150 to 400 USD, depending on the degree of complexity and depth of work, but chip tuning boxes can cost even more) - literally for nothing.


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© A.Pakhomov (aka IS_18)

This sacramental question arises before anyone who decides to devote himself to auto repair, automotive diagnostics and chip tuning. The question is rather complicated. Let's try to tell what is needed for this.

Diagnostician

The main requirements for a candidate for autodiagnostics are the desire, ability and ability to self-learn, sufficient (ideally deep) knowledge of the theory of internal combustion engines, the ability to understand electrical equipment, to read electrical circuits freely, the ability to use a computer, electronic databases and other reference literature, diagnostic devices, equipment , appliances. Knowledge of electronics and "ability to solder" are welcome.

You must clearly understand the specifics of this “industry”: in a car where everything is interconnected, you cannot limit yourself to one thing, sometimes many malfunctions are not directly related to the injection system. The diagnostician must know the engine perfectly from the inside, be a good auto electrician, know the injection systems, both modern and earlier versions. In this profession, as in many others, there is not much knowledge. Last but not least is the ability to accumulate and apply the experience gained.

Suppose you have all this (fantastic!), now you need to make the necessary set of equipment. Of course, it’s quite difficult to get everything at once, but gradually you yourself will come to the conclusion that without a good tool there is no life 🙂

Education

Where can you learn the profession of autodianost? Unfortunately, almost nowhere. Numerous courses are usually organized for profit, not for real learning. The result is almost the same as learning to drive a car in a driving school, the goal is to get a license, and then natural selection. Our site can offer you "correspondence" training in the basics of auto-diagnostics - unique, unparalleled video courses for beginners "Training in car diagnostics." .

Equipment

What equipment is needed in the diagnostic area? Let's try to answer this question.

I’ll make a reservation right away that I don’t consider diagnostic methods by ear and by eye acceptable in modern conditions. Far from belittling the role of a person in the diagnostic process, on the contrary, considering a specialist to be a key link, without which, in principle, it is impossible to achieve any noticeable result, I still continue to consider the high-quality equipment of the site to be absolutely necessary.

There are three reasons for this. First, it's the 21st century. Age of electronics, computers and other smart systems. And the diagnostics of an internal combustion engine by old-fashioned methods based on the sense organs and intuition of a person look simply curious today.
Secondly, the intelligibility of car service consumers has recently become much higher. There are more and more people willing to pay money for high-quality professional repairs. And this is a fair requirement of the time and the economic situation. Thirdly. The success of the diagnostic section cannot and should not depend on the subjective perception of the situation by the diagnostician. Man is both the strongest and the weakest link in any process. He may be tired or hungover, he may be sick or simply on vacation. Another one should take the place of the absent one and continue the same work. And if the first one feels the composition of the mixture by smell, then what should the second do if there is no gas analyzer ?! Once again I will make a reservation: I consider a specialist with his knowledge and intuition to be the most important link, but I also attach due importance to the role of diagnostic equipment in the production process.

So, we complete the diagnostic section. First of all, you should know that of all types of diagnostic devices, three main groups can be distinguished. These groups are the basis of the basics, this is what a competent troubleshooting turns into a dumb process based on the substitution method. And if this method still works on domestic cars, then when working with foreign cars it is impossible by definition. At the diagnostic site, it is absolutely necessary to have at least one representative of these three groups. Let's call them:

one . Scanners
2. Motor testers.
3 . Gas analyzers.

Let's consider each in more detail.

Scanners

The control system of a modern engine that meets strict toxicity standards contains an electronic control unit (ECU) as its main element. So the scanner is designed specifically to work with the ECU, to "scan" it. Let's remember how the block functions. It receives information about the current state of the engine from the installed on the last sensors, processes it in accordance with the embedded program and issues control signals to the so-called actuators (IM). In addition, the ECU is endowed with the ability to detect malfunctions in the control system. And since the scanner works with the block, it allows us to:

one . Observe the signals from the sensors of the system, monitor their change over time.
2. Check the operation of actuators by actuating them and visual or other control.
3 . Read fault codes stored by the system.
four . View the identification data of the ECU, system, etc.

It should be clearly understood that the scanner readings are what the ECU “sees”.
These are by no means the true values ​​​​of voltages or other parameters. If for any reason (for example, a bad “mass”) the sensor is lying, then on the scanner screen we will see this very lie. By the way, about the masses is useful. In other words, the scanner is not a measuring instrument. It only displays data from the computer, you need to understand this and treat the information received accordingly. In the same way, read fault codes should be treated with caution. These codes are not a guide to replacement, but only food for further thought and search. Example: oxygen sensor error, rich mixture. Change? Not on your nelly. It is necessary to look for the cause of a rich (poor) mixture. And the error “Knock sensor break” on Bosch systems has already become a legend. As for the varieties of scanners, there are by and large two of them: portable and software working in conjunction with a personal computer. Both types have their advantages and disadvantages. You choose. Detailed information about a particular device can be found on the website of the developer company. For the software scanner to work, you will need:

  • A computer. Better not very powerful, but a laptop (PIII-600 and higher). A prerequisite is the presence on the laptop of a COM port or adapter PCMCI-COM (At this stage, this is the main connector for interfacing with diagnostic equipment). In light of the development of software products from SMS-Software, soon the presence on the computer will be desirable, but not necessary.
  • Adapter K Line (K‑L Line) with a set of wires and connectors.
  • Diagnostic software. Here the choice is yours, I can recommend an inexpensive program SMS-Diagnostic– testing of all modern ECM VAZ / GAS. This is the first of the domestic developments that works directly via USB, is actively developing and constantly acquiring new features.

It should be added that the protocols for the exchange between the scanner and the ECU are different for different automakers, therefore, if you are engaged in foreign cars, you will be forced to buy several scanners or one universal one, but you will have to pay for versatility with less device capabilities.

Motortesters

This is a completely different type of diagnostic equipment. A motor tester is just a measuring device. The information it provides is taken directly from the engine and allows you to find faults that are inaccessible to the scanner. These are voltage and current forms. sensors and executive mechanisms, these are the oscillograms high voltage, and oscillograms of pressure in the cylinders, fuel pressure, and the ability to check the balance of cylinders, measure the starter current, UOZ and much more. Let's consider this in more detail.

Another very informative graph provided by the motor tester is the pressure in the cylinder when the engine is running. To do this, the candle tip of the cylinder of interest to us is connected to the arrester, the candle is turned out, and a pressure sensor is installed in its place. The graph obtained as a result of measurements allows us to conclude:

one . About the correct installation of the timing phases (not only the belt. For example, broken crankshaft and camshaft keys, crankshaft pulley).
2. On the state of the cylinder-piston group and valves.
3 . About the presence of air leakage into the intake tract.
four . About the high backpressure of the exhaust system (collapsed catalyst, internal destruction of the muffler).
5 . About the real ignition timing.

Agree, the list is impressive. Just the correct installation of the phases is worth something. Manually, this operation is long and difficult, but with the help of a motor tester, everything is solved effortlessly in within five minutes.

With the same help, you can determine if there is an open circuit or an interturn short circuit of the nozzles. You can measure the starter current and draw a conclusion about the condition of the battery and starter. The shape of the generator voltage waveforms allows us to conclude that it is “healthy”. How to do it - .

Motortester allows you to check the performance of the sensors. Example. Mass air flow sensor (DMRV). We take an oscillogram of the signal from the sensor when it is turned on. According to the form of the transient process, you can immediately, without starting the engine, draw a conclusion about its performance.

Well, is it impressive? If you are convinced of the need to purchase such a device, it is up to you to choose a specific model. Unfortunately, of the three types mentioned above, the motor tester is the most expensive pleasure. The choice of firms and models is quite large. In terms of price / quality ratio, I would advise you to pay attention to the products Quantex Laboratory. There you will also find training videos and a forum on using this device.

Gas analyzers

Here I will say the only thing - at the modern diagnostic site, the gas analyzer should be only four-component. Two-component devices, like carburetors, are the property of history. And yet - the gas analyzer does not serve to "adjust CO", but as a source of diagnostic information. How to use this information is quite intelligibly described.

Summary

All three types of the described devices have a completely different principle of operation, give us different information and in no way replace each other. Yes, somewhere the data obtained with their help overlaps, but somewhere they are unique for everyone. In principle, you can do without any of these devices, but there are "specialists" who generally manage with one screwdriver. It's not about that. The point is that a competent search for a defect is based on the analysis of information. On the dimensions with which, as you know, science begins.

The rest of the equipment is mostly ancillary, although it is more than desirable. It:

  • Fuel gauge. Read about him.
  • Installation for cleaning nozzles. Ultrasonic with a pouring stand (a very useful thing) or liquid.
  • Stands for checking spark plugs, ignition modules.
  • A high-quality ampervoltmeter (multimeter), preferably not made in China.
  • Nice set of tools. Preferably branded.
  • All kinds of probes, tricky devices made by the master "for himself" and on one's own .

Will we do chip tuning?

Then another expense item:

  • ECU programmer with flash memory (January 5.xx, January 7.2, Mikas 7.x, Bosch MP7, Bosch M7.9.7). For starters, you can and simple, free. They can be downloaded from the relevant section of the site. To purchase commercial version almost all come after a while, upon reaching a certain level and / or having accumulated a certain number of "bummers" and lost customers.
  • ROM programmer(January 4, GM, Mikas 5, Bosch M154) and, of course, a set of PROMs and panels (you shouldn’t save on panels - take collets). We recommend using Winbond 27 C257 (32 Kb) and 27 C512/27 E512 (64 Kb) EEPROMs.
  • UV lamp to erase PROM with UV erasure if you decide not to use the advice above 🙂
  • Soldering equipment - soldering iron, suction, etc. (ideally a soldering station).
    The last three points can be treated as secondary - these types of ECUs are no longer common. Since 2003, they have generally ceased to be installed on cars. But this equipment can come in handy when tuning most foreign cars of the early / mid 90s ready of the last century.
  • A set of firmware for all types of ECM - depending on the level:
    a) free b) commercial c) own developments.
  • For the advanced - program for changing calibrations to fine-tune the program for a specific client, and just for creativity.
  • Engineering block– for professionals, for on-the-go calibration.
  • SDC controller- for the owners of the engineering unit, to control the composition of the mixture. At worst, a simple one will go alphameter, but it strongly distorts the readings on mixture compositions that are very different from the stoichiometric one.

Do not forget that you should have all the necessary locksmith tools of the highest quality possible. The vast majority of customers come "to rewrite the program, otherwise something does not work," and the car simply needs to be repaired.

And the last thing that the diagnostic site cannot do without is information. Her master should receive by all available means: the Internet, books, publications in automotive magazines.

How is the diagnosis done?

The work of a diagnostician consists of three stages: collection of diagnostic information, its processing, and decision making. For collection, all of the above equipment is used. The process itself can be described as follows.

one . Questioning the client about the nature of the problem. When, how, under what circumstances does the defect appear. Often "interrogation with prejudice" greatly facilitates further search.

2. Visual inspection of the engine compartment. We carefully look for visible damage to electrical wiring, hoses, high-voltage wires. Are there any traces of outside interference, most often from HBO installers and car alarms. Typical cases - the harness going to the synchronization sensor, after the engine bulkhead, turns out to be lying on the exhaust manifold, or the wires from the speed sensor are torn off when replacing the clutch. In general, traces of interference should be given serious attention. It is useful to make sure that all crankcase ventilation hoses, adsorber, etc. are in their regular places, the ECM fuses are not blown, and there is gasoline in the tank. It is highly recommended to check the condition of the air filter. Often it is torn, and this leads to the failure of the DMRV.

Only after all this, you can start working with the devices.

3 . First thing " recognize the enemy in the face”, i.e. using a scanner, we will figure out what type of computer and what system (Russia-83, Euro‑2, Euro‑3, etc.) we are dealing with. Let us recall the features of her work, its composition, as well as possible “birth defects”. For example, firmware like I27 , block January 7 with anti-jerking, etc. Also at this stage, it is necessary to measure the compression in the cylinders in order to immediately determine whether deeper intervention in the engine is required or not. With low compression or its large spread over the cylinders, a visit to the minder is necessary.

four . Visually control the candles. The amount of soot, its color, gap, the condition of the electrodes, the presence / absence of a breakdown on the insulator. Unfortunately, in this operation the only assistant is experience and intuition.

5 . We check the readings of sensors and actuators in statics using a scanner. You can move the IAC, turn on the fan and fuel pump, balance the injectors.

6. We carry out diagnostics of the power supply system by fuel pressure. How - .
If there are no complaints about the pump, pressure regulator, sensors, IM, candles and wires in static, start the engine.

7. On a running engine, we check the same parameters with a scanner. Experience is also needed here, this process cannot be described in a nutshell. You can talk about diagnosing systems with a Bosch MP7 .0 unit. We carefully listen to the engine for extraneous noise, knocks and hum.

eight . We fix the readings of the gas analyzer.

9 . If necessary, high voltage waveforms can be taken with a motor tester.

ten . If there is a suspicion of incorrect installation of the timing phases, we perform a motor tester to check the pressure in the cylinder.

eleven . And now the most interesting. We carefully look at the results, analyze them and draw conclusions.

Sometimes, in doubtful cases, it makes sense to replace a faulty element and take readings again or make a test drive. To do this, there must be a replacement fund at the diagnostician's workplace. But in any case, you need to strive for such a degree of skill when the detection of a defect occurs only with the help of instruments and with almost one hundred percent probability. This ability will be very useful to you when diagnosing foreign cars, on which the population of our country is very actively transplanted.

Additionally:

1 .