VXDAS NT510 Manuel utilisateur
NT510
OBD2 & EOBD Scan Tool
User's Manual
1. Safety Precautions and Warnings 1
2. General Introduction 1
2.1 On-Board Diagnostics(OBD)II 1
2.2 Diagnostic Trouble Codes (DTCs) 2
2.3 Location of the Data Link Connector (DLC) 4
2.4 OBD II Readiness Monitors 4
2.5 OBD II Monitor Readiness Status 6
2.6 OBD II Definitions 7
2.7 OBD II Diagnostic Test Modes 8
3. Product Instructions 9
3.1 Tool Description 9
3.2 Specifications 10
3.3 Accessories Included 11
3.4 Keyboard 11
3.5 Power 11
3.6 System Setup 12
3.7 Vehicle Coverage 13
3.8 Product Troubleshooting 14
4. OBDII Diagnosis 15
4.1 Read DTC 16
4.2 DTC Query 17
4.3 Live Data 18
4.4 Freeze Frame 21
4.5 I/M Readiness 22
4.6 Smog Check 24
4.7 MIL Status 24
4.8 O2 Sensor 25
CONTENTS
4.9 Mode 6 26
4.10 Mode 8 27
4.11 Viewing Vehicle Information 28
4.12 Fuel Analysis 28
4.13 Core Analysis 29
4.14 Engine Analysis 29
4.15 Battery Test 30
4.16 DTC Query 30
5. Review and Print Data 31
5.1 Reviewing Data 31
5.2 Printing Data 32
6.Update and Warranty 33
6.1 Software Update 33
6.2 Limited One Year Warranty 33
6.3 Service Procedures 34
1. Safety Precautions and Warnings
To prevent personal injury or damage to vehicles and/or
the scan tool, read this instruction manual first and
observe the following safety precautions at a minimum
whenever working on a vehicle:
2.General Introduction
2.1 On-Board Diagnostics(OBD)II
The first generation of On-Board Diagnostics(called
OBD I)was developed by the California Air Resources
Board (ARB) and implemented in 1988 to monitor
Always perform automotive testing in a safe environment.
Wear safety eye protection that meets ANSI standards.
Keep clothing, hair, hands, tools, test equipment, etc. away
from all moving or hot engine parts.
Operate the vehicle in a well ventilated work area: Exhaust
gases are poisonous.
Put blocks in front of the drive wheels and never leave the
vehicle unattended while running tests.
Use extreme caution when working around the ignition coil,
distributor cap, ignition wires and spark plugs. These com-
ponents create hazardous voltages when the engine is
running.
Put the transmission in PARK (for automatic transmission)or
NEUTRAL (for manual transmission) and make sure the
parking brake is engaged.
Keep a fire extinguisher suitable for gasoline/chemical/
electrical fires nearby.
Don't connect or disconnect any test equipment while the
ignition is on or the engine is running.
Keep the scan tool dry, clean, free from oil/ water or grease.
Use a mild detergent on a clean cloth to clean the outside of
the scan tool when necessary.
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2.2 Diagnostic Trouble Codes (DTCs)
OBD II Diagnostic Trouble Codes are codes that are
stored by the on-board computer diagnostic system in
response to a problem found in the vehicle. These
codes identify a particular problem area and are intend-
ed to provide you with a guide as to where a fault might
be occurring within a vehicle.
There are three types of DTCs:
some of the emission control components on vehicles.
As technology evolved and the desire to improve the
On-Board Diagnostic system increased, a new genera-
tion of On-Board Diagnostic system was developed.
This second generation of On-Board Diagnostic regula-
tions is called "OBDII".
The OBD II system is designed to monitor emission
control systems and key engine components by per-
forming either continuous or periodic tests of specific
components and vehicle conditions. When a problem is
detected, the OBD II system turns on a warning lamp
(MIL) on the vehicle instrument panel to alert the driver
typically by the phrase of "Check Engine" or "Service
Engine Soon". The system will also store important
information about the detected malfunction so that a
technician can accurately find and fix the problem. Here
below follow three pieces of such valuable information:
1) Whether the Malfunction Indicator Light (MIL)is
commanded ‘on’ or ‘off’;
2) Which, if any, Diagnostic Trouble Codes (DTCs) are
stored
3) Readiness Monitor status.
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OBD II Diagnostic Trouble Codes consists of a five-digit
alphanumeric code. The first character, a letter, identi-
fies which control system sets the code. The other four
characters, all numbers, provide additional information
on where the DTC originated and the operating condi-
tions that caused it to set. Here below is an example to
illustrate the structure of the digits:
DTC Example
P 0 2 0 2
P--Systems: B=Body C= Chassis P=Powertrain U=-
Network
0--Code Type Generic(SAE): P0, P2, P34-P39; B0, B3;
C0, C3; U0, U3 Manufacturer Specific: P1, P30-P33;
B1, B2; C1, C2; U1, U2
2--Sub-systems: 1=Fuel and Air Metering 2=Fuel and
Air Metering 3=Ignition System or Engine Misfire
4=Auxiliary Emission Controls 5=Vehicle Speed Control
and Idle Controls 6=Computer Output Circuits
7=Transmission Controls 8=Transmission Controls
02--Identifying specific malfunction section of the
systems
1. Pending - When a fault condition is identified during a Drive
Cycle, but does not meet enough criteria to activate the MIL.
If the fault condition occurs during two consecutive Drive Cycles, it
will turn into a Stored DTC and the MIL will activate.
2. Stored-A DTC is stored when a fault condition has occurred
that meets enough criteria to activate the MIL.
3. Permanent-A stored DTC that can only be cleared by the
OBDII system,after repairs are made,and a set number of Driving
Cycles have been completed.
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2.3 Location of the Data Link Connector (DLC)
The DLC (Data Link Connector or Diagnostic Link Con-
nector) is the standardized 16-cavity connector where
diagnostic scan tools Interface with the vehicle's
on-board computer. The DLC is usually located 12
inches from the center of the instrument panel (dash),
under or around the driver's side for most vehicles. If
Data Link Connector is not located under dashboard. a
label should be there telling location. For some Asian
and European vehicles, the DLC is located behind the
ashtray and the ashtray must be removed to access the
connector. If the DLC cannot be found, refer to the
vehicle's service manual for the location.
2.4 OBD II Readiness Monitors
An important part of a vehicle's OBD II system is the
Readiness Monitors, which are indicators used to find
out if all of the emissions components have been evalu-
ated by the OBD II system. They are running periodic
tests on specific systems and components to ensure
that they are performing within allowable limits.
Currently, there are eleven OBD II Readiness Moni-
tors(or I/M Monitors) defined by the U.S. Environmental
Protection Agency(EPA). Not all monitors are supported
by all vehicles and the exact number of monitors in any
vehicle depends on the motor vehicle manufacturer's
emissions control strategy.
Continuous Monitors--Some of the vehicle components
or systems are continuously tested by the vehicles OBD
II system, while others are tested only under specific
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vehicle operating conditions. The continuously moni-
tored components listed below are always ready:
1) Misfire
2) Fuel System
3) Comprehensive Components(CCM)
Once the vehicle is running, the OBD II system is con-
tinuously checking the above components, monitoring
key engine sensors, watching for engine misfire, and
monitoring fuel demands.
Non-Continuous Monitors--Unlike the continuous
monitors, many emissions and engine system compo-
nents require the vehicle to be operated under specific
conditions before the monitor is ready. These monitors
are termed non-continuous monitors. For different
ignition type engines, the available monitors are differ-
ent too.
The following monitors are to be used for spark ignition
engines only:
1) EGR System 2) O2 Sensor 3) Catalyst
4) Evaporative System 5) O2 Sensor Heater 6) Secondary air
7) Heated Catalyst
The following monitors are to be used for compression
ignition engines only:
1) EGR System
2) NMHC Catalyst
3) NOx aftertreatment
4) Boost pressure system
5) Exhaust gas sensor
6) PM filter
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2.5 OBD II Monitor Readiness Status
OBD II systems must indicate whether or not the vehi-
cle's PCM’s monitor system has completed testing on
each component. Components that have been tested
will be reported as"Ready",or "Complete", meaning they
have been tested by the OBD II system. The purpose of
recording readiness status is to allow inspectors to
determine if the vehicle's OBD II system has tested all
the components and/or systems.
The power-train control module (PCM)sets a monitor to
"Ready"or "Complete"after an appropriate drive cycle
has been performed. The drive cycle that enables a
monitor and sets readiness codes to"Ready" varies for
each individual monitor. Once a monitor is set as
"Ready" or "Complete", it will remain in this state. A
number of factors, including erasing of diagnostic trou-
ble codes (DTCs) with a scan tool or a disconnected
battery, can result in Readiness Monitors being set
to"Not Ready. Since the three continuous monitors are
constantly evaluating, they will be reported as"Ready
"all of the time. If testing of a particular supported
non-continuous monitor has not been completed, the
monitor status will be reported as "Not Complete"or
"Not Ready".
In order for the OBD monitor system to become ready,
the vehicle should be driven under a variety of normal
operating conditions. These operating conditions may
include a mix of highway driving and stop and go, city
type driving, and at least one overnight-off period. For
specific information on getting your vehicles OBD mon-
itor system ready, please consult your vehicle owner's
manual.
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2.6 OBD II Definitions
EOBD: European On-Board Diagnostics. Essentially the
same as OBD II, with the same Data Link Connector and
Communication Protocols.
Communication Protocol: Allows different systems and
sensors in a vehicle to communicate.
There are currently five Protocols:
CAN Bus
J1850 VPW
ISO9141-2
J1850 PWM
ISO 14230 KWP
CAN: Controller Area Network. Message-based Com-
munication Protocol serial bus.
Power-train Control Module (PCM): OBD II terminology
for the on-board computer that controls engine and
drive train.
DLC: Data Link Connector. The 16-cavity connector on
the vehicle that allows communication between the
computer system and the scan tool.
DTC: Diagnostic Trouble Code. A code stored in the
computer systems memory, which helps to
identify the fault condition that is causing the MIL to
activate.
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