Jet skis for rent work with increased load on the battery, charging relay and starter. Very many starts during short-term operation of the engine + flooding, often disable the starter and the charging relay …
It is easy to diagnose such elements using a multimeter, but we have a computer and complex diagnostics … First, let’s make sure that there is a charge. We start the engine … The start was very slow (the starter, at first, barely cranked the engine and then accelerated and the engine came to life …) At idle, we control the value of the Battery Voltage scale, the arrow smoothly rose to a value of 14V, and there it stopped “like a “. To work with an accelerator (change in speed), the values \u200b\u200bare practically unchanged … Conclusion – the charge circuit is in good order and operates in normal mode. Let’s move on to troubleshooting…
First, let’s look at the possible reasons;
1. Low battery capacity.
2. Violation of power wiring.
3. Faulty starter relay.
4. Faulty starter.
The first three points are quite simple to perform, and we will assume that no violations have been identified … Now, before giving the patient into the hands of a surgeon for removal of appendicitis, it is necessary to confirm the diagnosis … How to check the starter’s performance?
We insert the check, connect the program, turn to the Monitoring tab and carefully monitor the Battery Voltage scale … Let’s start – we observe a difficult start and the deviation of the arrow to the extreme minimum value of 8V. Conclusion – a starter malfunction, dismantling is necessary for further work with it … Under ideal conditions, the voltage drop value should not be lower than 10V, after conservation and winter storage, at the first start it should not be lower than 9V, and again 10V when it is restarted. (The information is not official, based on my observations.So far, it has not failed).
Page “Cluster” (information center).
Devices:
– Vehicle Speed (speedometer scale) in our case is not involved.
– Fuel Level (fuel level)
– VTS (scale of squares in the center from -10 to +10) is not used.
– Lake Water
Signal lights:
– VTS up. (jet nozzle control key up) is disabled.
– VTS Down (jet nozzle control key down) is disabled.
– Real Time (alarm operation in real time)
– Low Fuel (critical low fuel alarm)
Information for diagnosis:
Due to the lack of additional functions, they are closed to us.
Only fuel level control is available, let’s take a look at the tank and make sure that visually the tank is half full, the readings on the scale are similar to real ones – we accept the sensor as serviceable. In general, sensor failure is a fairly common problem, possibly due to the poor quality of fuel in Ukraine. This function is controlled by the ECM, by changing the positive potential. In the event of a sensor failure, it can be easily emulated with resistance before replacement, saving yourself from annoying errors and warning zoom. The sensor readings do not affect the operation of the engine … But I do not recommend doing this permanently – only until the replacement !!! You can be left without fuel far from the coast.
The next tab “Activation” (activation) allows you to visually control the work of some executive and control elements (executive-red, control-blue).
In the Engine section, we are presented with a visual layout of the engine, which presents the elements available for control and management …
Red – ignition coils and fuel injectors.
Blue – temperature sensors, intake manifold pressure (MAPS), throttle position (TPS).
“Blue” are not interesting to us. on the previous tab, control over them is more effective. But for general development, it is worth knowing that when you hover over the sensor image, a value is displayed above the connection panel.
Let’s take a closer look at the Reds…
1. We will check the connection and reaction to the ECM commands of the ignition coils as follows;
– Disconnect the coil connector, remove it from the “well”, connect the connector back and insert a pre-prepared candle into the coil, which we close to the engine housing …
-Now we move the cursor over the image (label) corresponding to the coil and click, the program will ask for confirmation, we agree and observe the presence or absence of a spark.
-If there is a spark – its color and strength can be used to judge the performance of the coil (if you have experience), we will consider the standard procedure for checking the performance later … With the remaining two coils, we carry out tests in the same way …
– I want to draw your attention to SAFETY…
In no case do not test with the coil installed on the engine, be sure to remove it according to my recommendations … Firstly, in normal mode you will not see anything, secondly, ignition in the combustion chamber and arbitrary start of the engine are possible … Never do not grasp the plastic case of the coil at the time of the test, if the screen is faulty, high voltage electric shock may occur (no worse than a stun gun). Hold the coil by the rubber seat seal.
2.Checking communication and response to ECM commands by fuel injectors;
– There is no need to carry out any unnecessary gestures with the injectors, just click on the image (label) of the injector being tested and carefully listen to the “morse code” … When the electrical circuits and injectors are in perfect condition, the “morse code” reports the same “code”. If the duration and shape of the “code” of one of the injectors is significantly different, it is necessary to pay close attention to it, and test it on the stand …
Section Fuel Pump (fuel pump) – designed to programmatically disable and enable the fuel pump. This function is used in very specific tests and procedures that we will not cover…
The “Activate” section contains several control buttons and allows you to run tests in real time.
– Fuel Press Relief relieves pressure in the fuel rail by opening the injectors, used when working on the fuel system (although it is possible to cover the fuel connector on the rail with a rag, and by disconnecting, it is safe to relieve pressure).
– Fuel Pump (fuel pump control) is used to pump fuel into the rail, when testing the pressure in the fuel system, as well as to check the response to ECM commands and visually monitor the operation of the pump.
– Buzzer (buzzer) is used to test the buzzer and the ability of the ECM to trigger warning sound alerts.
– VTS (jet nozzle control) is used to test the VTS system through internal self-diagnostics.
– Start Self Test is used to activate the self-test procedure through the internal self-diagnostics system, followed by the output of an error code or confirmation of the full health of all systems. This function is very inefficient, sometimes it goes into a deep stop, sometimes it just doesn’t start, in general I use it extremely rarely… I prefer subject testing…
Information for diagnosis:
In our tests, all the elements worked fine, with the exception of the ignition coils – the spark on the candle was weaker than usual and had a pinkish tint, you need to pay attention to them (we will consider further) …
Go to the Faults tab (faults) by default displays a list of active and passive errors.
To begin with, I want to acquaint you a little with the general concepts of error coding and data exchange protocols. Roughly speaking, we will try to understand the “language” in which we communicate with the patient.
As a rule, to analyze the operation of a specific subsystem of the engine control system, it is enough to simultaneously control 2-3 parameters. However, sometimes you need to view more at the same time. The number of simultaneously monitored parameters, as well as the format of their output (text and/or graphic) depend both on the capabilities of a particular scanner program and on the speed of information exchange with the car’s engine control unit (the speed depends on the supported protocol). Unfortunately, the most common ISO-9141 protocol is also the slowest of all – when working with it, it is impossible to view more than 2-4 parameters at an acceptable sampling rate.
Within the framework of OBD-II, five data exchange protocols are used – ISO 9141, ISO 14230 (also referred to as KWP2000), PWM, VPW and CAN (each of the protocols also has several varieties – for example, the varieties differ in the speed of information exchange).
(materials of the article from the website of the company “ooo Aunidept” were used)
Why did I draw your attention to the OBD-2 standard? But because our program communicates with the ECM of the jet ski in the OBD “language”, namely, according to the CAN protocol, which uses two data exchange lines – CAN HI and CAN LOW. Based on all this, I can reveal to you a simple truth – the main error codes used on BRP vehicles under the letter “P” and relating to the main engine parameters almost completely coincide with the codes of automotive vehicles that support the OBD-2 standard.
Let’s compare the decoding of the BRP code and automotive OBD:
– our P0116_ECM_Engine temperature sensor functional problem
– auto P0116_Incorrect indicator, engine coolant temperature sensor not adjusted …
– our P0231_ECM_Fuel pump open circuit or short to ground (Fuel pump – open circuit or short to ground)
– auto P0231_Low indicator of the secondary circuit of the fuel pump.
– our P0351_ECM_Ignition coil 1 open circuit or shorted to ground or to battery
– auto P0351_ Malfunction in the primary / secondary circuit of the ignition coil A.
Isn’t it true that the identity is undeniable … And not surprisingly, in accordance with EURO environmental standards, generally accepted communication protocols and fault coding are used in BRP technology …
Now you can return to the program and its Faults tab…
The Summary section contains a list of active and saved (passive) errors.
The interface is made in the form of a table that allows you to get additional information about the error…
Let’s take a closer look:
– Code (error code)
– State (state-activity, passivity)
– Module (code belongs to the module)
– Count (number of code activities)
– Cycle Time (active code duration timer)
– Total Time (duration timer with stored code sec.)
– Description (short decryption of the code)
A small drop-down menu in the lower left corner of the section allows you to change the type of errors available for viewing:
– Active and Occurred Faults (active and passive errors)
– Active Faults (active errors)
– All Faults (all possible errors on this jet ski)
Error manipulation buttons:
– Clear Occurred Faults (removal of passive errors) means that the active ones are eliminated and become passive.
– Clear Fault (deleting the selected error)
– More Details (in more detail) reveals a detailed description of the error and a method for determining the cause of the occurrence …
Consider – More Details (in more detail)…
After activating the More Details button, three more sections were added to the Fault section:
– Conditions (conditions) readings of the main parameters at the time of the error – information for a detailed analysis of the cause.
– Possible Causes (possible causes)
– Service Actions (recommendations for identifying the cause)
Let’s go back to our “patient” and decipher the errors, analyze…
Information for diagnosis:
– P0116_ECM_Engine temperature sensor functional problem.
The state is passive, generated by ECM, 10 activities, the time since the last activity is 5 hours, i.e. before coming to us at 312 hours.
Possible Causes (possible reasons):
Damaged sensor, damaged circuit wires, damaged connector or damaged ECM pins.
Service Actions (recommendations for identifying the cause)
Check for debris or blockage in cooling system. Check the sensor for approximately 2280 to 2736 ohms at 19 to 21 °C (66 to 70°F). Check for approximately 2280 to 2736 ohms at 19 to 21 °C (66 to 70°F) between ECM connector pins A-A1 and A-J2. Refer to the Service Manual for more details. (Check cooling system. Check sensor for approximately 2280 to 2736 ohms at 19 to 21°C (66 to 70°F). Check circuit for approximately 2280 to 2736 ohms at 19 to 21°C (66 to 70°F) between ECM connectors A-A1 and A-J2 See Service Manual for details).
I won’t expand the rest in such detail, I think everyone understands the amount of information provided by the program …
– P0231_ECM_Fuel pump open circuit or short to ground
– P0351_ECM_Ignition coil 1 open circuit or shorted to ground or to battery
– P0352 and P0353 – same as P0351.
P0116 occurred with a tenfold periodicity i.e. The watercraft has been operated despite warnings from the self-diagnostic system. If we look at the details, we see that the error is active at medium speeds (4180) – the sensor may fail, there may be a violation in the cooling system (malfunction of the pump, etc.) … It is necessary to check the sensor in the entire temperature range and the entire cooling system in in general…
Given the importance of the cooling system and taking into account the frequency of the error, such an abuser cannot be called other than a “passive homosexual” …
P0231 occurred once, the time of the last activity was 7 hours, i.e. at 310 hours before arriving to us and no longer arose. It is necessary to pay attention to the electric circuit of the fuel pump and test the fuel system in one go … P0351, P0352, P0353 – I’m sure 100% created by the user himself when trying to calculate an unstable cylinder.
The next History tab contains five sub-tabs:
– Last Minute (last minute) displays graphs – the ratio of various parameters, by default RPM & Throttle (engine speed to throttle position).
In the lower left part of the tab there is a drop-down menu that allows you to change the parameters of graphical relationships (RPM&Engine Temperature, RPM&Intake Pressure, Last Minute History Table). All tabs with graphical relationships are very useful for analyzing engine operation, but require knowledge of reference values, or repeated observation with an understanding of the dependences of readings. For example, the default tab – RPM & Throttle (engine speed to throttle position) displayed a deep RPM drop with a slight throttle opening, which means malfunctions in the Idle air control valve (which I noticed earlier) … The button in The lower right corner of the tab allows you to reset saved graphs.
Minimum/Maximum displays the minimum and maximum values of the main parameters recorded in the history.
A very important tab that allows you to detect overheating or starts at a negative temperature (many jet ski owners believe that engine conservation for the winter is an unnecessary procedure – it is enough to periodically start the engine). I want to dispel such opinions, the most painful procedure for any engine is starting and working until the optimum temperature is reached (engine warming up), it is during this period that the greatest wear of the mechanical elements of the engine occurs. And imagine what it is like for an engine designed to operate in a positive temperature range during start-up at -10 or even at 0, besides, warming up normally, without water supply, is simply not realistic. So it turns out that instead of saving the engine from defrosting, the unfortunate user deliberately shortens the life of his ward, and very significantly …
Information for diagnosis:
To be honest, this tab made me wary:
Maximum values…
– Intake (pressure in the intake manifold) maximum value of 110 kPa, it would be normal if the jet ski was lowered fifteen meters into the shaft.
– Intake (temperature in the intake manifold) 52, in principle, is normal, the green zone is up to 60.
– Exhaust (exhaust system temperature) 72 normal, green zone up to 100.
– Engiene (engine temperature) 104 is the critical temperature for the engine, the green zone is 100…
– Battery (voltage in power supply circuits) 16.24 – emergency voltage, green zone 14.5…
I will not describe the minimum values, try to draw the conclusion yourself …
Conclusion on the information received:
According to the maximum values, it is possible that the engine was operated with a violation of the cooling system (remember the presence of temperature errors), there were undoubtedly violations in the charging system at a voltage of 16.24 V.
Based on the minimum values, what conclusions can be drawn? Most likely, the engine was not conserved for the winter, but was stored in a more or less warm garage and did not start at negative temperatures (although it can be worse) …
Go to the subtab Run Time (run time) displays the percentage of the use of keys.
In the very first diagnostic report, I drew attention to the lack of a Learning key, this tab confirms my fears about the break-in mode. There is no Learning key in the history of using Learning keys, I doubt that the break-in procedure was performed according to the manufacturer’s recommendations…
The next sub-tab is RPM Profile.
Here, in a graphical display, information is presented on the operation of the engine in terms of speed range, and as a percentage of the total operating time. Such information allows to draw a conclusion about the degree of aggressiveness of operation and the driving style of the user.
Information for diagnosis:
In our case, the aggressiveness is moderate, the maximum percentage of operating time is from 4000 to 6000, a fairly high percentage at low speeds and idling, which confirms the operation in the box office. In principle, such a schedule can be considered normal, sparing operation.
The next subtab is Part Replacement.
Contains a table with columns – Type (type), Serial Number (serial number), Vehicle Hours (at what hour). It is filled in by the master when replacing modules with entering information about the module that was replaced and at what hour of the total operating time the replacement was made. When the infocenter or ECM is replaced, the operating time timer is reset to 0, the tab helps to determine the real time of the device in cases where the replacement was made officially at the service. Some unscrupulous craftsmen operate with replacement modules for the profitable sale of equipment with a long operating time. I will not describe in detail all the possible variations in order not to give food to all sorts of “maromoi”. I will say one thing, you cannot deceive an experienced specialist with a timer.
Chapter 4
Diagnosis Conclusion.
To summarize, consider all the information received from the program:
1. The jet ski was sold through a “gray” dealer network, was operated at the rental, serviced by non-certified specialists.
2. The break-in regime and service schedules have been violated.
3. Cluster malfunction, idling instability, deep dip in revs, difficult start (starter turns hard), irregularities in the operation of ignition coils (weak spark with a pink tint) were detected.
4. Saved errors indicated malfunctions in the cooling system, a malfunction in the fuel pump, and malfunctions in the charging system.
In general, a jet ski has a whole bunch of sores and requires the intervention of an electrician.
Undoubtedly, it is necessary to transfer the jet ski to the mechanics for troubleshooting, 100% they will reveal quite a few problems.
PS Troubleshooting by mechanics revealed:
1. Significant wear of the piston group and gas distribution system (pistons, valves, chain).
2. Critical wear of liners.
3. Malfunction of the cooling impeller (turning on the sleeve).
4. Deformation of the screw and wear of the jet insert.
You understand that the repair cost the owner a tidy sum, and this is at the 317th hour of operation …
We had a 2007 GTI 130 jet ski in service with an operating time of 1200 hours without a cap. repair. For the entire period of operation, the chain, spark plugs and one of the ignition coils were replaced, the jet ski worked at the box office …
The conclusions are self-evident…
Do I need to follow the maintenance schedule?