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Now that we have the IDS all set up, let's put it to use. In rolls a 2001 Focus 2.0L SPI with a complaint that it is misfiring. I grab my handy laptop and cables, and head for the car in the parking lot.
Normally I test-drive to confirm the customer's problem first. However, hooking up the IDS on a Focus involves laying the VCM cable over the steering column and plugging into the DLC under the fuse panel located on the right side of the steering column - not, in my opinion, the thing to do while driving. So I turn the key on to the "run" position, connect my IDS, start my laptop, and wait for Windows to connect to our shop's wireless network.
Prior to starting my trip, I check to see whether there are any updates for the IDS software and run the short database update. Next, I get all of the information from the vehicle for my repair order and the IDS. I answer a few questions, and the vehicle is configured.
At this point, I start the car and take it for a spin to pick up a part while I am watching this thing. About two miles from the shop, the MILcomes on. The vehicle still runs pretty good. I use the IDS to look at live data from the PCM and see fuel trims are pretty much in line as I cruise along. I do not feel a misfire, but I use the cylinder balance test while I am driving to look for any standout cylinders - and don't see anything.
I run another test to see what DTCs are present now, and find a P0171. Not withstanding the cool cylinder balance test, here is where the IDS saves you time. I click on the P0171 and the right side of the window displays TSBs and SSMs (Special Service Messages) relating to the code. It turns out that many of the Focus models have had problems with sticking PCV valves.
I pick up the part and notice, at idle, that the fuel trims are all crazy high. Per the TSB, I set the PCVto offand the fuel trims barely change. I am thinking intake manifold leak, and one of my techs comes out to help me leak detect it.
All of the sudden, while he is under the hood, I hear a hiss that I didn't hear before and the brake pedal goes hard. I tell him I hear a vacuum leak. He reaches down to check my PCV plug and the whole PCV hose comes off in his hands. Problem solved: A rubber elbow for the PCV has broken right at the intake manifold. We plugged it, and fuel trims came right in.
While I was there I checked for software updates for the PCM, and found several transmission updates. I wrote up the elbow, software update and some previously deferred maintenance for my service advisor. The customer approved the work and we did it.
Total diagnostic time: 10 minutes, including getting the IDS updated. Total repair time on the problem, including flash updating: another 10 minutes. At the end, the reward was a zippy Focus with a thrilled young owner who was sure diagnosis was going to be really expensive because another shop had charged her $200 and failed to find the problem. She scheduled to do the maintenance when she gets her next paycheck.
The IDS has numerous useful tools in it. While I would like to give you details on every single one, I have to keep the size of my work a little smaller after IDS Part IDS Part 2 snuck over twice my allotted size limit. So here are the tests I think are the most valuable for you to consider:
Power balance shows you a historical overlaid cylinder trace in firing order. This is great for finding that failed COP coil or any other load-based misfire.
Software update is a great tool to find updates and install them quickly. The related TSB and SSMs will allow you to review and determine whether the update is viable. Just a quick note on 6.0L power stroke engines; don't update them unless a TSB requires it or you may give your customer back a vehicle with less power. Diesel guys hate that.
While we are on diesels, the injector buzz test is invaluable when trying to locate injectors that have issues. If you have young diagnostic techs in your environment, there are process-driven diagnostic routines that will help them to learn to use the tool, and to develop logical processes to get to root diagnostic problems quickly. These are also great "table of contents" for tests that can be used by experienced techs, and will collect results for you so that you can print them out for your advisor and customer.
The time you take to play with this tool will more than pay off in your ability to use it when it gets tough. Take a Ford product home or on a drive, and try out the functions of the IDS. You will see why the guys who have it are such fans.
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