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How to Test for faults in wire Due to a ground or short. I have a nice multimeter And i dont know how to go about testing. Thanks!

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  • Cars & Trucks Master
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Use the ohms function and test for electrical resistance in the wire. Pull off at both ends. Caution: when testing with ohmmeter, make sure you are never testing a wire that may have power in it- it can ruin the ohmmeter. So pull both ends off, hook your leads to each end, turn meter function to ohms- the icon looks like a horseshoe, forgot it's actual name-and check resistance-should be of low ohms value .An infinity symbol, or an OL, when testing means circuit or wire is open-not connected but broken, infinite resistance to current passage. Practice with any piece of wire or several, and see what ohms value you get, the lower the resistance, the easier for current to pass through a wire or electrical connector. A single wire of a few feet long should be a few single ohms, like 20 or less. Ohms can be measured in ohms, kilo ohms, or mega ohms. Spark plug wires have acceptable kilo ohms allowance of resistance and still be good.

Posted on Jan 19, 2013

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  • Cars & Trucks Master
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Clean your battery terminals!!! To test a wire for a ground fault, you put either lead tip to a clean point on the block of the engine and the other to one end of the wire to be tested. The Meter setting should be on Ohms. The reading should be close to infinity if ok, and close to zero if shorted. The wire should be pulled from BOTH ends to check for opens and your meter should be connected with one lead at each end of the wire.

Posted on Jan 19, 2013

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SOURCE: 2001 Daewoo Lanos Fault 63.58X 'B'

DTC 63 Will Set When
No voltage is supplied by the ECM through the EST “B” line while reference pulses are received by the ECM from the crankshaft position sensor
check white wire terminal B on ignition coil to ECM terminal C14 for open circuit or short to ground while disconnected if thats ok check for voltage signal at B while cranking no signal ECU faulty. voltage signal also on A terminal while cranking and check earth terminal C to body no higher than 5 Ohms
power is terminal D 12V
if getting power, earths good, and both signal voltages are going into coil pack, coil pack is faulty.

Posted on Jun 21, 2009

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SOURCE: I am getting 2 EGT fault codes on my 2001 Audi S4

check for continuity with a meter

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SOURCE: how do I test to see if my ignition test good?

start at the coil with dvom or test light to see if there is power to the coil when you turn the key on and the power should be there during cranking the best way is the dvom when you check battery voltage with digital volt meter at the battery record that amount then check the red wire at the coil should be 0.50 volts within battery recorded voltage if its allot less check voltage at ign switch should read real close to battery voltage this is called battery voltage drop testing if you google voltage drop testing it will exsplain further. i hope this helps Thunderboltz.

Posted on Jan 13, 2010

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SOURCE: hi i got a 95 acrua legend 4 door my power windows

Ground goes through the master switch on the drivers side. Bad master switch can cause the other windows not to work. Don't forget to check the "window lock" switch in the master switch, which shuts off the other 3 windows.

Posted on Jan 16, 2010

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How can I test if a sensor or sensor pigtail is good or bad?


you should first start by finding out what components are on the circuit which keeps blowing the 10amp fuse.
before inserting a fresh fuse check all components and see if wiring has a dead short to ground.
disconnect all the components that the 10amp fuse feeds. insert new fuse into fuse box and turn igntion on.
now reconnect each connector to each component and see if you blow the fuse. when the fuse blows again when you reconnect a component you now know its that component or wiring causing the problem.
you can now test the component (sensor or actuator or solenoid) to see if its a component failure or a wiring problem.

Jun 02, 2014 | 1997 Pontiac Bonneville

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General diagnostics


When you get fault codes they are the worst, but here are a few tips on doing your own diagnostics at home. The equipment that you will need is pretty basic and do not generally cost much and you can make a few yourself. I like to have at least 3 jumper wires, a test light, and a digital multimeter.<br /><br />Multimeter:<img src="zim1308.jpg" /><br />This is a basic model and can go for anywhere from $15-$30 USD<br />Test Light:<img src="zim1308_0.jpg" /><br />This is the best way for checking continuity on just about any motor or sensor.<br />Jumper Wires:<img src="zim1308_1.jpg" /><br />These are just about essential for transferring power over a suspicious relay or fuse. <br /><br />A lot of the times users ask us on our website about the best way to check if a relay is bad or if a component is faulty. With a jumper wire and a test light at your side they can ultimately find your trouble.<br /><br />How to use a Test Light;<br />Test lights are useful, but they can be harmful too, that's why knowing what and how to do with then is important. test lights generally just jump a power source and illuminate a bulb. this is useful, however you can also short a circuit with one or send too much voltage to a resistor (sensor) also. that is why using a test light to check continuity of a 12v circuit is basically all you can do with it, but that is more then enough in most cases. <br />When using a test light connect the clamp to a good known ground and touch the probe to the component that is suspected of being shorted to ground. if the light comes on then you know that the component is grounded. Therefore you have continuity. No light no power. you can also test for typical short by clamping the test light to the battery positive and testing grounds. <br /><br />How to use a multimeter;<br />The multimeter has been around for about 40 or so years and since electronic fuel injection had become the modern technicians "go to" tool for all kinds of check engine and short circuit issues.The models vary from manufacturer to manufacturer, but al do the same thing and that is tell you whether or not there is the right resistance and good voltages coming into and out of sensors, motors, and batteries. <br /><br />How to use Jumper Wires;<br />Jumper wires are easy to make and even simpler to utilize. they basically are used to test whether or not relays, fuse links, and circuits for bad lines receiving power or whether or not there is power going to the component in question. <br /><br /><br /><br /><br />

on Jun 09, 2011 | BMW 325 Cars & Trucks

1 Answer

Wiring diagram for electric windows


just use a multimeter or a test light, a test light can tell you what wires are hot and a multimeter can tell you what had continuity to ground.

Apr 21, 2013 | 2005 Kia Sedona

1 Answer

I have a 2002 ford f150 supercrew lariat, my power door lock on all 4 doors dont work and neither switch works, theres is no clicking sound or anything, but the lights on the switch light up, also the...


You can't figure out thing's without knowing how there work , what controls them . In this case a control module .
Principles of Operation

Power Door Locks
The central security module controls the power door lock and keyless entry system. The lock and unlock operation is carried out by supplying ground to the central security module from the door lock control switch. The normal path of the actuators is to ground through the central security module. The door lock control switch will lock and unlock all doors by grounding the appropriate circuit to the central security module. The central security module then supplies power to the appropriate common actuator circuit to lock or unlock all doors.
Plus we don't guess , we test the electrical circuits with a DVOM - digital multimeter or a test light . We use a wiring diagram so we know which part of the circuits to test .

Keyless Entry
The remote transmitter sends a frequency that is received by the central security module internal antenna. Depending on the frequency received, the central security module will lock all doors or unlock the driver door. If the unlock frequency is received again within five seconds of the first unlock, the central security module will unlock all doors.
If the frequency received is for the panic button, the central security module will cycle ground to the park lamp and horn. The park lamps and horn will continue to cycle until the panic button is pressed again or the ignition switch is turned to the RUN position or 2.75 minutes elapse.
Plus we hook up a scan tool that can read codes from the control module , not a code reader for engine codes , won't work ! Need a professional scan tool .Do you know what DTC'S are ? Diagnostic trouble codes !
Central Security Module Diagnostic Trouble Code (DTC) Index DTC Description Source Action to Take B1309 Power Door Lock Circuit Short to Ground Central Security Module Go To Pinpoint Test C . B1341 Power Door Unlock Circuit Short to Ground Central Security Module Go To Pinpoint Test C . B1485 Brake Pedal Input Circuit Short to Battery Central Security Module Go To Pinpoint Test E . B1526 Keyless Entry Circuit Short to Ground Central Security Module Go To Pinpoint Test F . B1629 PRNDL Reverse Input Short to Battery Central Security Module Go To Pinpoint Test E . B2276 Less Than Two Transmitters Programmed Central Security Module Go To Pinpoint Test I . B2425 Remote Keyless Entry Out of Synchronization Central Security Module Go To Pinpoint Test I . - All Other DTCs Central Security Module REFER to Section 419-10 .
  • All door locks are inoperative
  • Battery junction box (BJB) fuse(s):
    • 8 (15A).
    • 115 (20A) (Super Crew).
  • Circuitry.
  • Central security module.
  • Go To Pinpoint Test C .

Seams you lack the knowledge and test equipment to tackle this type of repair . Your best bet mite be to have a qualified repair shop check it out.
So, without testing i couldn't even begin to suggest what mite be wrong . I would only be guessing , as would anyone on here would.

Jul 30, 2017 | Cars & Trucks

1 Answer

Fuel pump


I just went through this issue on my 88. There was 2 Shorts on the Pump Assembly. [IMG]http://i833.photobucket.com/albums/zz256/Marshal-04/Untitled-3.jpg[/IMG]I never found out what the little box is. I believe it is a safety shutoff. so you don't dry run the pump. Anyways there was a Ground short right on the top of that. Another short on the Ground wire ubove that were the wire connect to them little pins. Just remove the assembly and do a Resistence test on both power and Ground. From pump connector to the other end of the Wires. Resistence should hold .03 -.02 ohms. wiggle the wires as you do this test, if there is any change from either .03 or .02 then you definatly have a short. I hope you or anyone else who stumbles on this issue know how to use a Multimeter. If not your in way over your head with a Corvette as they are Electrical/Wiring NIGHTMARS gl...

May 18, 2012 | 1988 Chevrolet Corvette

1 Answer

SKIPPING PROBLEM . SPARK PLUGS & WIRES HAS BEEN DONE. THERE'S NO 12 VOLTS AT THE COIL CONNECTOR PLUG WITH THE KEY ON. LYMAN


Sound like a ground problem; the fastest way to identify the Power and Ground Circuits is using a wiring diagram. If you don't have one you'll have to find out by trial and error as you probe each circuit.

The power circuit is tested with the Key On and Engine Off. Place one end of your multimeter or Test Light on the Battery Negative Terminal and with the other end, probe the Power Circuit. Turn the Key to the Run position. If the Power Circuit is OK, the Multimeter will show 12 Volts or the Test Light will light up. Here are the possible results:
* You got 12 Volts on the Power Circuit
Good, this is a good sign. The next step is to check the Ground Circuit of the Coil on Plug connector that you're testing.

* No Power in only one Ignition Coil
Without 12 Volts, the Coil-on-Plug Ignition Coil will not work, thus you have just eliminated that specific Ignition Coil as the source of the fault. Replacing the Ignition Coil with a new one will only be a waste of time and money since, without Power the new one will not Spark.
Since the Power Circuit is shared by all of the coils on the majority of Coil-on-Plug Ignition Systems. The most likely cause will be an open short in that Ignition Coil's Power Circuit.
You'll have to consult your Repair Manual's wiring diagrams to make sure how everything is wired up.
After repairing the short, re-do the Spark Test to verify the Ignition Coil is now working.

* No Power at any Ignition Coils
The fuse or relay that supplies this voltage is blown or BAD.
You'll have to consult your Repair Manual's wiring diagrams to see where this fuse and/or relay is located and replace as necessary.
After replacing the blown fuse or the defective relay. Retest the Ignition Coil.

Them, the Ground Circuit is tested with the Key On or Off. It doesn't matter because this is a Chassis Ground. Place one end of your multimeter or Test Light on the Battery Positive Terminal and with the other end, probe the Ground Circuit. If the Ground Circuit is OK, the Multimeter will show 12 Volts or the Test Light will light up.

* You got Ground
Good, now the next step is to verify that the Coil-on-Plug Ignition Coil is receiving the Triggering Signal. This info belongs to the next section of this article.

* No Ground in only one Ignition Coil
Without this Ground, the Coil-on-Plug Ignition Coil will not work, thus you have just eliminated that specific Ignition Coil as the source of the fault. Replacing the Ignition Coil with a new one will only be a waste of time and money since, without Ground the new one will not Spark.
Since the Ground Circuit is shared by all of the coils on the majority of Coil-on-Plug Ignition Systems. The most likely cause will be an open short in that Ignition Coil's Ground Circuit.
You'll have to consult your Repair Manual's wiring diagrams to make sure how everything is wired up.
After repairing the short, re-do the Spark Test to verify the Ignition Coil is now working.

* No Ground at any Ignition Coils
This usually happens thru' human error in most cases and is a very rare thing. Usually the engine was replaced and this ground was not re-attached.
You can Ground this circuit with a jumper wire. Jumpering to Ground just one Coil-on-Plug Ignition Coil should provide Ground to all of them (consult your Repair Manual's Wiring Diagrams to be sure).
With this jumper wire to Ground attached, crank the vehicle.
If in fact the Ground Circuit does have an open short, this (the jumper wire to Ground) should make the vehicle start, or at least get the Ignition Coil to Spark.
Repair the open short and retest for Spark or retry starting the vehicle.


Hope this helps. Keep us updated.

Aug 19, 2011 | 2003 Chrysler Town & Country

1 Answer

Lights won't come on, on the dash


Possible that the fuse is faulty or the park lamp switch is faulty. If park lampsa re working and only the dash light dont come on, then it can also be a faulty in the cluster wiring, an open line, a possible grounding problems with a open ground connection or fault in the dashboard unit. Usea multimeter to test voltage to arrive at the fault.

Sep 28, 2010 | 1995 Volkswagen Jetta

3 Answers

04 jeep grn cherokee windows dont work power lock and mirror still none of the 4 work individual or offthe main door help


The ground wire in the door harness has been severed, get in the harness and patch about 1 inch of wire where it has been severed.

May 05, 2010 | 2004 Jeep Grand Cherokee

1 Answer

I AM INSTALLING A DOOR LOCKING UNLOCKING REMOTE AND I DONT KNOW WHICH WIRES ARE LOCK OR UNLOCK OR GROUND AND POSTIVE 12


Do you not have a multimeter or 12volt test light? Test light is about $5-$10 at autoparts stores & hardware stores.

Jun 19, 2009 | 2008 Ford Crown Victoria

2 Answers

Need to know "no bus" indicator light on instrument panel....


"No Bus" means the data cable going to the (PCM) computer is unplugged, or the PCM has failed and not able to read the information it is being given.
Sometimes just jiggling the PCM causes the ODO "NO BUS" to come on.
Sometimes a bad crank or cam sensor can cause this as well.

Here is the OFFICIAL checklist for the "NO BUS" condition....

Vehicle: 1998 - 1999 Dodge Durango 3.9L
2000 - 2001 Dodge Durango 4.7L
1998 - 2000 Dodge Durango 5.2L
1998 - 2001 Dodge Durango 5.9L



Symptom: Engine will not start. Gauges are inoperative. No BUS message displayed on odometer.



System: Body/Chassis Electrical, Emissions/PCM/Fuel, Engine Electrical



Codes: N/A



Problem 1 of 6: The 5v power supply from the Powertrain Control Module (PCM) is shorted due to a shorted Crankshaft Position (CKP) Sensor.



Test & Fix: If the 5v power supply circuit is shorted to ground, the CCD bus is unable to transmit messages and the Powertrain Control Module (PCM) appears to be "dead". The PCM is not damaged when the 5v power supply gets shorted to ground, but does need to be reset by turning the key off for 10 second after the short is removed. Using a DVOM or labscope, measure the voltage on the 5v reference wire at the Throttle Position Sensor (TPS) or Manifold Absolute Pressure (MAP) sensor. If 5v is not present, unplug the Crankshaft Position (CKP) Sensor. Turn the key off for 10 seconds. Turn the key on and measure the voltage on the 5v power supply circuit. If the voltage is now 5v, replace the CKP sensor.



Problem 2 of 6: The 5v power supply from the Powertrain Control Module (PCM) is shorted due to a shorted Camshaft Position (CMP) Sensor.



Test & Fix: If the 5v power supply circuit is shorted to ground, the CCD bus is unable to transmit messages and the Powertrain Control Module (PCM) appears to be "dead". The PCM is not damaged when the 5v power supply gets shorted to ground, but does need to be reset by turning the key off for 10 second after the short is removed. Using a DVOM or labscope, measure the voltage on the 5v reference wire at the Throttle Position Sensor (TPS) or Manifold Absolute Pressure (MAP) Sensor. If 5v is not present, unplug the Camshaft Position (CMP) Sensor. Turn the key off for 10 seconds. Turn the key on and measure the voltage on the 5v power supply circuit. If the voltage is now 5v, replace the CMP sensor.



Problem 3 of 6: The 5v power supply from the Powertrain Control Module (PCM) is shorted due to a shorted Manifold Absolute Pressure (MAP) Sensor.



Test & Fix: If the 5v power supply circuit is shorted to ground, the CCD bus is unable to transmit messages and the Powertrain Control Module (PCM) appears to be "dead". The PCM is not damaged when the 5v power supply gets shorted to ground, but does need to be reset by turning the key off for 10 second after the short is removed. Using a DVOM or labscope, measure the voltage on the 5v reference wire (5v power supply) at the Throttle Position Sensor (TPS) or Manifold Absolute Pressure (MAP) Sensor. If 5v is not present, unplug the MAP sensor. Turn the key off for 10 seconds. Turn the key on and measure the voltage on the 5v power supply circuit. If the voltage is now 5v, replace the MAP sensor.



Problem 4 of 6: The 5v power supply from the Powertrain Control Module (PCM) is shorted due to a shorted Throttle Position Sensor (TPS).



Test & Fix: If the 5v power supply circuit is shorted to ground, the CCD bus is unable to transmit messages and the Powertrain Control Module (PCM) appears to be "dead". The PCM is not damaged when the 5v power supply gets shorted to ground, but does need to be reset by turning the key off for 10 second after the short is removed. Using a DVOM or labscope, measure the voltage on the 5v reference wire (5 volt power supply) at the Throttle Position Sensor (TPS) or Manifold Absolute Pressure (MAP) Sensor. If 5v is not present, unplug the TPS. Turn the key off for 10 seconds. Turn the key on and measure the voltage on the 5v power supply circuit. If the voltage is now 5v, replace the TPS.



Problem 5 of 6: The 5v power supply from the Powertrain Control Module (PCM) is shorted due to a shorted wire.



Test & Fix: If the 5v power supply circuit is shorted to ground, the CCD bus is unable to transmit messages and the Powertrain Control Module (PCM) appears to be "dead". The PCM is not damaged when the 5v power supply gets shorted to ground, but does need to be reset by turning the key off for 10 second after the short is removed. Using a DVOM or labscope, measure the voltage on the 5v reference wire at the throttle position sensor (TPS) or manifold absolute pressure (MAP) sensor. If 5v is not present, unplug all sensors that are connected to the 5v power supply and disconnect the PCM. Check if either 5v power supply circuit is shorted to ground using a DVOM. If the circuit is found to be shorted to ground, repair the wire and the cause of the short.



Problem 6 of 6: The 5v power supply from the Powertrain Control Module (PCM) is shorted due to a shorted Governor Pressure Sensor.



Test & Fix: If the 5v power supply circuit is shorted to ground, the CCD bus is unable to transmit messages and the Powertrain Control Module (PCM) appears to be "dead". The PCM is not damaged when the 5v power supply gets shorted to ground, but does need to be reset by turning the key off for 10 second after the short is removed. Using a DVOM or labscope, measure the voltage on the 5v reference wire at the Throttle Position Sensor (TPS) or Manifold Absolute Pressure (MAP) Sensor. If 5v is not present, unplug the large round connector on the driver's side of the transmission. Turn the key off for 10 seconds. Turn the key on and measure the voltage on the 5v power supply circuit. If the voltage is now 5v, remove the transmission pan and check for shorted wiring inside the transmission. If the wiring is OK, replace the Governor Pressure Sensor.


Many times the PCM simply overheats - and changing it will stop the problem.


Thanks for using FixYa - a FixYa rating is appreciated for answering your FREE question.

May 13, 2009 | 1999 Dodge Durango

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