![]() Read and clear OEM level diagnostic trouble codes (DTC). Perform dealership level routines, self-tests and calibrations for diagnosis, service and repairs. View, graph, record and playback live data.Įnable and disable actuators, relays and components. ![]() Read and clears OEM level diagnostic trouble codes (DTC) includes OEM details. Professional-level functionality for reading and clearing fault codes monitoring, graphing, recording and playback of live data performs bi-directional controls, routines, relearns and calibrations for vehicle on-board systems. Read permanent diagnostic trouble codes (PDTC) for Powertrain. We carry the most trusted and respected timing light brands, including Equus, Flaming River, Actron, Davis Unified Ignition, MSD, and others. Read vehicle information (VIN, CAL ID, CVN, IPT). Read pending diagnostic trouble codes (DTC) for Powertrain.Ĭontrol of on-board system, test or component. ![]() View on-board monitoring test results for specific monitored systems. View oxygen sensor monitoring test results. ![]() Read current diagnostic trouble codes (DTC) for Powertrain.Įrase diagnostic trouble codes (DTC) for Powertrain. The mechanical advance timing light uses a positive and negative connection to the vehicle’s battery for power. Identifies three (3) levels of vehicle fault severity. View vehicle conditions recorded by the on-board computer at the time the emission-related fault. View trip cycle procedures that instructs how to drive the vehicle in such a manner to meet the required “Enabling Criteria” to run and complete its diagnostic testing. Patented skip circuitry test up to 9,990 RPM. 1-handed operation with slim, rotating barrel. View monitor readiness status for gasoline and diesel engines. Split-screen digital LCD readout displays Tachometer and Advance functions simultaneously. Another tip with a hi performance ignition system is when purchasing replacement Caps/Rotors is to go with a set from a known “Good Brand’ which uses Brass Cap Terminals, not cheap Aluminium terminals.Professional-level functionality for reading and clearing OBD2 powertrain emission-related fault codes viewing freeze frame and I/M data monitoring, graphing, recording and playback of live data, vehicle information and performs emission readiness testing. Once you have finished checking you can simply fill the hole in the Cap with silicon RTV taking care not to let any excess Silicon inside the cap.In my experience this Air Gap problem is relatively new (within the last 10-15 years) and wasn’t a common problem with most O.E.M Caps and Rotors, but appears more common with a lot of replacement parts nowīeing sourced offshore -( its really let the buyer beware… if you aware there could be problem you can simply check it by the above method. Another thing which affects this Air Gap is not only the Radial Clearance but also Ive seen quite a difference on the vertical alignment between the different brands….which also has a big influence on the Air Gap. Anything up to 3mm Air Gap is acceptable as long as the Phasing is correct. The Air Gap is easier to check by removing all the Plugs and turning engine over by hand until the Rotor Tip comes into view at which point you should be able to see ( with a good torch) both the Tip and the Cap Terminal and using a twist drill be able to measure the Air Gap between the 2. Its quite an easy operation to perform these x2 checks on both the Rotor and the Cap by simply drilling a hole in the Cap as close as possible to any one of the Hi Tension Terminals which would allow you to clearly see the Phasing and Air Gap. This much of an Air Gap can seriously effect the Spark Performance especially if your running high compression and a big cam on the street with lots of low rpm use. and a Cap with a Large Terminal P.C.D then its very likely you could end up with up to 6mm of Air Gap between your Rotor Tip and the Cap Terminals. Of these 2 components… if you unlucky enough to have a Rotor with a ‘Short Tip’ length measured between the centre of the Rotor and the end of the Tip…. There appears to be a huge variation in dimensions closely followed by Rotor/Cap Phasing… and to a lesser extent, but still important if your chasing the best possible ignition performance is to check the Air Gap between the Rotor Tip and the Cap Terminals. Forgot to mention the first thing to check is T.D.C #1 exactly matches 0 degs on Harmonic Balancer….
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