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What setting on a Blue point DMSC683 digital multimeter is used for checking duty cycle?

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2004 expedition want run on its own alternator is charging battery is good but all warning lights are on and dies when i take charge off


How did you test battery and charging system?
Your charging system is computer controlled. Check for applicable trouble codes. To check codes yourself, at the least you need an obd2 code reader that will check manufacturer specific codes as well as po codes.
Take wire connector loose from generator . The two wires on the left should show battery voltage, do they? What is the voltage spec? This is with key off and no charger hooked up.
The two wires on the right are to and from the computer, To check those, at least, you need a digital multimeter that has a duty cycle or frequency setting, with engine running, should activity on both wires. You have a battery temp sensor that could cause problems.

generator-lw0kculsz2prthsomh03esbr-1-0.jpg

Jun 11, 2017 | 2004 Ford Expedition

1 Answer

Charge overnight and the charge runs out without ever being used??


If the battery is good
You have a parisitic draw somewhere:

Switch your Digital Multimeter to DC AMPs. Amps is usually indicated by an "A" on the Multimeter Switch. AC is usually shown as a "~" symbol and DC shown as a "-" symbol. You usually have to move the Multimeter positive lead to a separate socket on the Multimeter. Sometimes there are 2 sockets, a high range and a low range. Always test on the highest setting first. For example: high setting on your multimeter may be 10 Amp. Test on the 10 Amp setting first, then if the current drawn is less than your Multimeter Low setting, move to that setting and keep testing. In my example my Multimeter low setting is 0.3 Amps. Also indicated as 300mA (mA x 1000 = A).

WARNING! Once the multimeter is on Amps do not connect it directly across the battery and do not hit the starter button while testing for current Amps. This will cause the internal fuse in the multimeter to blow! A multimeter set on current is a very low resistance, almost a short circuit and will draw as much current as your battery will supply till something melts. Always plug the Multimeter leads back to volts when you have finished testing to avoid blowing the fuse next time you use your multimeter.

Voltage ReadingTo test for battery drain: Switch everything off on the car. Disconnect just one battery lead. For example disconnect the Positive Battery Lead. Set your Multimeter to Amps as described above. Connect the Positive Multimeter Lead to the Battery Positive terminal. Make sure the Positive Lead you removed from the battery does not touch anything grounded, like the car frame etc…. Connect the Negative Lead from the Multimeter to the Positive Lead you removed from the Battery. You should now see current drain measured in Amps. Move to the lower Amp setting on your multimeter if the current is lower than the setting on the Multimeter Low setting. Start to unplug the wires or fuses around your car and see if the current reading goes to zero. This will point you in the direction of the current thief. You can convert to Power measured in Watts by multiplying it by the Battery Voltage. Power = Volts x Amps 4.2Watts or (12Volts x 0.35Amps).

Mar 24, 2017 | Cars & Trucks

1 Answer

2005 buick lacrosse 3.8 changed spark plugs coils N wires still shakes and sputters rough idle


The basics for vehicle with rough idle, check for a leak of some kind, fuel--egr--vacuum leak. How long since an over-all tune-up? You can check the idle air system? Any applicable trouble codes? To check codes yourself, at the least, you need an obd2 code reader.
If spark issue, sometimes you can use a digital multimeter to do some testing, low tech, non--invasive. With digital multimeter on low voltage setting, engine idling, touch spark plug wires, one at a time, do not penetrate insulation, don't take spark plug wire loose, it's an inductive reading. The point is if you get a reading bouncing off zero, that is where you start testing. I know you changed the coil/s, but sometimes, you need to check ignition module. I'm not saying that module is faulty, I don't know.

Feb 25, 2017 | Buick Cars & Trucks

1 Answer

How do I check the coil on my 8n to verify it is OK?


A digital multimeter is required for testing the resistance levels of the ignition coil. The terminals of the coil are going to be marked "negative" and "positive," and these are the two points where the resistance of primary winding can be measured. Step 1: Prepare the multimeter
To check a 12 volt coil, set the multimeter to at least a 200 Ohms setting. Attach both leads of the meter to the coil-terminals with black to the negative terminal and red to the positive one.
Step 2: Test the resistance
The normal, acceptable range for a standard 12-volt car is 1.5 to 1.7 Ohms. See if the reading is within this range.
Step 3: Test the secondary coil resistance
Set the meter to 20K Ohm setting, and attach the leads to the ignition coil's center terminal. The reading for secondary-coil resistance should be 11, because if it is lower, that's the reason why sparks are not appearing

Oct 19, 2016 | Cars & Trucks

1 Answer

How to fix


P0741 Torque Converter Clutch Circuit Performance or Stuck Off OBD-II Trouble Code Technical Description Article by Dan Weller ASE Certified Master Technician Torque Converter Clutch Circuit Performance or Stuck Off This diagnostic trouble code (DTC) is a generic OBD-II powertrain code. It is considered generic because it applies to all makes and models of vehicles (1996-newer), although specific repair steps may vary depending on the model. What does that mean? Modern vehicles equipped with automatic transmissions / transaxles use a torque converter between the engine and transmission to increase the engine torque output and drive the rear wheels. The engine and transmission are actually connected by a fluid coupling mechanism inside of the torque converter which is what multiplies the torque until the speeds equalize and create a "stall" speed where the difference in actual engine RPM and transmission input RPM is around 90% efficient. Torque converter clutch (TCC) solenoids commanded by the Powertrain control module/Engine control module (PCM/ECM) or the Transmission control module (TCM) to direct hydraulic fluid and engage the torque converter clutch to create a solid coupling and increase efficiency. The transmission control module has detected a fault with the circuit that operates the torque converter clutch solenoid. Note: This code is similar to codes P0740, P0742, P0743 and P0744. There may be other diagnostic trouble codes associated with the transmission control module that can only be accessed by using an advanced scan tool. If any additional transmission related DTC's appear in addition to the P0741, an electrical failure is likely. Symptoms Symptoms of a P0741 trouble code may include: Performance or Stuck Off Indicator Lamp (MIL) illuminated (a.k.a. Check Engine Light) Minimal decrease in fuel economy, this will not affect engine performance Potential Causes Causes of this DTC may include: Wiring harness to transmission shorted to ground Torque converter clutch (TCC) solenoid internal short Transmission control module (TCM) Diagnostic Steps for P0741 DTC Wiring harness - Check transmission wiring harness for damage or loose connections. Use a factory wiring diagram to locate the appropriate power source and all connection points between circuits. The transmission may be powered by a fuse or relay, and triggered by the TCM. Disconnect the transmission harness at the transmission connector, power source and TCM. Check for a short to ground inside the transmission internal wiring harness by locating the appropriate + and - pins for the torque converter clutch solenoid. Using a digital volt ohm meter (DVOM) set to ohms scale, check for a short to ground in the circuit with the positive lead on either pin and the negative lead to a known good ground. If resistance is low, suspect a short to ground the internal harness or the TCC solenoid - removing the transmission oil pan may be necessary to further diagnose the TCC solenoid. Test the wiring between the TCM and the wiring harness connector at the transmission case using the DVOM set to ohms. Check for a possible short to ground by moving the negative lead on the DVOM to a known good ground, resistance should be very high or over limit (OL). Torque converter clutch (TCC) solenoid - Check the resistance in the TCC solenoid and internal transmission wiring at the transmission case after removing the transmission harness plug (if applicable, some makes/models use a TCM bolted directly to the transmission case). Some makes/models use a transmission wire harness with the TCC solenoid and internal harness as a single unit. Using the DVOM set to ohms, check for a short to ground with the positive lead on either circit to the TCC and the negative lead on a known good ground. Resistance should be very high or over limit (OL), if it is low, suspect a short to ground. Check for voltage on the power side circuit of the TCC solenoid or at the wire harness connector at the TCM with the DVOM set to volts scale, positive lead at the wire being tested and the negative to a known good ground with the vehicles key on/engine off, battery voltage should be present. If no voltage is present, determine the loss of power back through the circuit using the manufacturers wiring diagrams for reference. Transmission control module (TCM) - Since the torque converter clutch is only activated during certain driving conditions, it will be necessary to monitor the TCM with an advanced scan tool to determine if the TCM is commanding the TCC solenoid and what the actual feedback reading is at the TCM. The TCC solenoid is normally controlled by a duty cycle to engage a more comfortable torque converter cluch engagement. To test if the TCM is actually sending the signal, a graphing multimeter set to duty cycle or a digital storage oscilloscope will be required as well. The positive lead is probed into the wiring harness plugged into the TCM and the negative lead to a known good ground. The duty cycle shold be the same as being commanded by the TCM in the advanced scan tool reading. If the cycle stays at 0% or 100% or is intermittent, re-check connections and if all wiring / solenoid is OK, the TCM may be at fault.

Read more at: http://www.obd-codes.com/p0741
Copyright © OBD-Codes.com

May 16, 2015 | Cars & Trucks

1 Answer

What to buy for code p0444 for hyundai tiburon gt 2.7


Felix: Code p0444 indicates a LARGE leak, which often indicates a loose gas cap. It could also be the wrong kind of gas cap. Since they are cheap, this is where I would start.
According to http://www.obd-codes.com/p0444 : On vehicles equipped with Evaporative emission control systems also known as EVAP, the engine draws in excessive fuel vapors from the gas tank that would otherwise be vented into the atmosphere.
The fuel vapor is routed through a vacuum line to the engine's intake and the purge valve/solenoid meters the desired amount of fuel vapors, controlled by the vehicles powertrain control module (PCM) or engine control module (ECM). The PCM/ECM monitors the voltage to the purge control valve and has detected no voltage change with the purge valve commanded on.
Note: This code is similar to codes P0443 and P0445.
Symptoms Symptoms of a P0444 trouble code may include:
  • Check engine light on (Malfunction indicator lamp illuminated)
  • Slightly diminished fuel economy, this will not affect engine performance
Potential Causes Causes of this DTC may include:
  • Wiring harness loose or disconnected
  • Engine wiring harness open circuit
  • Purge control solenoid open circuit
  • PCM/ECM malfunction
Diagnostic Steps for P0444 DTC Engine wiring harness - Check all connectors to ensure they are plugged in properly, look for loose or damaged wires. Typically the purge control valve is energized by the the battery and triggered on and off with a duty cycle through the PCM/ECM. Using the manufacturers wiring diagrams, identify which type of circuit being used and check for battery voltage presence with the key on/engine off at the power side of the control solenoid connector using a digital volt ohm meter (DVOM) set to the volts scale. If no battery voltage is present, trace the wiring back and determine the cause for voltage loss.
Test for continuity of the control side of the wire harness after disconnecting the plug from the control valve solenoid and the PCM wiring harness. Identify the correct wire at the PCM and control valve harness and check for continuity using the ohms scale on the DVOM, if excessive resistance is found, repair the circuit. If there is no continuity on the circuit, check all connections for damaged wiring, loose pins or disconnected harnesses and repair the circuit.
Purge control solenoid - Check for continuity at the purge control solenoid connector pins after removing the harness plug using the DVOM set to the ohms scale. Verify resistance is within manufacturers specifications. If no continuity is present, suspect the solenoid is internally open and replace the part with a known good unit.
PCM/ECM malfunction - Since the EVAP is only turned on during certain driving conditions, it will be necessary to monitor the EVAP control operation using an advanced scan tool capable and performing a road test under the driving conditions required to activate the EVAP system. Some advanced scan tools have an internal test to activate the EVAP system manually. Verify the PCM/ECM is commanding the EVAP system on. If the system is functioning correctly, it will be necessary to back probe the PCM/ECM wiring harness connector using a graphing multimeter or oscilloscope with a duty cycle feature with the positive lead on the purge control valve pin and the negative lead connected to a known good ground. The duty cycle should match what is commanded on by the PCM/ECM during EVAP operation. If there is no duty cycle present, the PCM/ECM may be at fault.This diagnostic trouble code (DTC) is a generic OBD-II powertrain code. It is considered generic because it applies to all makes and models of vehicles (1996-newer), although specific repair steps may vary depending on the model.a evaporative malfunction . purge valve and gas cap.
If you have to replace the purge valve, here is a picture of its location: tdisline_101.jpg

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May 16, 2015 | Hyundai Tiburon Cars & Trucks

1 Answer

Is there any chance way to check the camshaft position sensor on a 2001 Hyundai sonata?


The connector for cam sensor shows three wires, that should be ref voltage-pink wire, black with white tracer- ground, signal-black wire. The signal wire carries signal to pcm. To check signal, is you have a digital multimeter that has a tach--duty cycle or dwell setting, they should react to a pulse on the signal wire. The ref voltage is 12 volts, probably goes hot with key on. The black wire with white-ground use an led testlight to check ground, should be computer safe.

There are several circuit that use the same 12 volt reference.

Dec 14, 2014 | Cars & Trucks

1 Answer

I want to no test something for 3 volts testing a solar cell


Using a good quality digital multimeter (voltmeter) set to DC VOLTS should be an adequate measuring device for that purpose.

Here are some links to a few reliable multimeters currently available for sale on EBay for a range of prices depending on your budget:


http://www.ebay.com/itm/New-VC97-3999-Auto-range-multimeter-vs-FLUKE-15B-tester-/280682146497?pt=LH_DefaultDomain_0&hash=item4159f5aac1




http://www.ebay.com/itm/FLUKE-17B-F17B-Digital-Multimeter-Meter-NEW-/320802914117?pt=LH_DefaultDomain_0&hash=item4ab157ff45


Just use your mouse to click on the links, which are the underlined and blue highlighted sections of text just above.


This will open a new web browser page automatically for you and allow you to view the information and items at the website indicated.



I truly hope that was helpful to you.


Good luck and take care.


Joe.

Dec 16, 2011 | Cars & Trucks

2 Answers

2002 s10 blazer code p1638 generator f terminal fault what is this code indicate is wrong if the starting and charging system is good?


my truck had this. if you ever notice your lights flickering very slightly somtimes at night? (dash lights or dome light) it means your alternetor may be goin out.

Apr 07, 2011 | 2002 Chevrolet Blazer

1 Answer

How do I fix code P1237 on ford taurus sel


P1237 - Fuel Pump Secondary Circuit Malfunction

Electronic Returnless Fuel Systems (ERFS) utilize a Fuel Pump Driver Module (FPDM) to control fuel pressure. The PCM uses a Fuel Rail Pressure Sensor (FRP) for feedback. The PCM outputs a duty cycle to the FPDM to maintain the desired fuel rail pressure. During normal operation, the PCM will output a FP duty cycle from 5% to 51%. The FPDM will run the fuel pump at twice this duty cycle, e.g. if the PCM outputs a 42% duty cycle, the FPDM will run the fuel pump at 84%. If the PCM outputs a 75% duty cycle, the FPDM will turn off the fuel pump.

If the FPDM does not out any diagnostic signal, (0 or 100% duty cycle), the PCM sets a P1233 DTC. This DTC is set if the FPDM loses power. This can also occur if the Inertia Fuel Switch is tripped.

If the FPDM outputs a 25% duty cycle, it means that the fuel pump control duty cycle is out of range. This may occurs if the FPDM does not receive a valid control duty cycle signal from the PCM. The FPDM will default to 100% duty cycle on the fuel pump control output. The PCM sets a P1235 DTC.

If the FPDM outputs a 75% duty cycle, it means that the FPDM has detected an open or short on the fuel pump control circuit. The PCM sets a P1237 DTC.


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Feb 28, 2011 | 2000 Ford Taurus

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