Week 9 "Using the MODIS and the Laptop for diagnostics and control"

During the this last week of instruction we were given the assignments on several different engines. They all had to do with using a laptop and the specific program for the engine to find fault codes and the reason for them. Along with using Snap-On's MODIS to function some things in our 2003 Dodge.


The assignment I chose to work on first was why the 6.7 L Ford (in the center picture below) wouldn't start. After hooking up the laptop and choosing the appropriate software, I was able to find that there was only 85. something for a pressure reading in the fuel rail. This was not right, the pressure should have been much higher. My first thought that if there is no pressure in the fuel rail that would cause a no start on the engine, so I immediately went to the fuel rail and after a moment was able to find that the fuel rail pressure sensor was unhooked.

The next task I went about on was that of getting the MODIS and using it to operate the windshield wipers and the horn on the black Dodge. This task was fairly easy and completely helped me understand how I could use the MODIS in this type of application to find out if there was a problem with the windshield wiper switch and not the motor or maybe a headlight switch or anything that has a similar circuit running through the computer.

 I also spent some time this last week in the computer lab finishing up a computer assignment. The computer assignment was on CAT Engines Basics.

I ended up barely passing both tests. But I did pass one with a 88% and another with a 87%. I needed 85% to pass. This was a little you could say boring to some degree but had a ton of knowledge and it took me 2 times on each test to pass, so it was in no way easy.

Another assignment I was given was to go into the dyno room hook up the laptop to the Cummins ISX 485 we have in there and with the key on find the current fault code.

After getting the laptop hooked up right and getting into the proper program I was able to locate several fault codes, but the only one that was active and shouldn't have been was the VGT Actuator Driver Circuit. It had an abnormal update rate, so I went to where the Variable Geometry Turbo (VGT) was located on the Cummins and found that the sensor for the VGT was unhooked.

I think thing the I can reflect on the most over this last week is how technology has and still is allowing us more of an ability to diagnose problems with engines with out having to tear into them like cavemen and I got to say I like it.

Week 9
Hours 21
Total Hours 230 ish