All of the sensors and input switches can be diagnosed by the use of a scan tool. The following is a short description of how the sensors and switches can be diagnosed by the use of the scan tool. The scan tool can also be used to compare the values for a normal running engine with the engine that is being diagnosed.

The scan tool displays if cruise control is being used. When cruise control is activated, the cruise control module sends a ground signal to the PCM indicating that cruise module is in control of throttle controls. The PCM uses this input to vary transmission controls as needed.

A scan tool displays the engine temperature in degrees Celsius. After the engine is started, the temperature should rise steadily to about 90°C (194°F) then stabilize when the thermostat opens. If the engine has not been run for several hours (overnight), the ECT and IAT temperatures should be close to each other. A hard fault in the ECT sensor circuit should set either a DTC P0117 or P0118. The DTC tables also contain a table to check for sensor resistance values relative to temperature.

A scan tool displays the temperature of the air entering the engine, which should be close to ambient air temperature when engine is cold, and rise as underhood temperature increases. If the engine has not been run for several hours, or overnight, the ECT and IAT temperatures should be close to each other. A fault in the IAT sensor circuit should set either a DTC P0112 or DTC P0113. The DTC tables also contain a table to check for sensor resistance values relative to temperature.

A scan tool has several parameters that indicate the state of the exhaust gases: O2S 1 voltage, Short Term FT, and Long Term FT. A problem in the O2S 1 circuit should set a DTC P0134, open circuit, or DTC P0131, lean exhaust indication, or DTC P0132, rich exhaust indication. A malfunctioning or lazy sensor will set a DTC P0133, slow response, or a DTC P1133, insufficient switching.

The rear heated oxygen sensor (HO2S 2) is used to monitor the oxygen storage capability of the catalytic converter. Similar to the O2S 1, the HO2S 2 reacts with the oxygen content in the exhaust stream to produce a voltage signal, only after the catalytic converter. This voltage ranges from approximately 0.1 volt, high oxygen--lean mixture, to 0.9 volt, low oxygen--rich mixture. Unlike the O2S 1, with a good catalytic converter, the HO2S 2 is normal when the activity appears lazy or inactive. The PCM compares readings from both the front O2S 1 and the HO2S 2 to determine the catalyst efficiency and will illuminate the MIL if this efficiency falls below a calibrated level.

A scan tool displays throttle position in volts. The scan tool should display 0.20 volt to 0.90 volt with the throttle closed (as at idle) and ignition ON. Voltage should increase at a steady rate as the throttle opens. Voltage should be near 5.0 volts at wide open throttle.

A scan tool also has the ability to display the throttle angle and should display 0% when the throttle is closed, and increase smoothly to 100% at WOT. The Powertrain Control Module (PCM) has the ability to auto-zero the TP sensor voltage if it is below about 0.90 volt (900 mV). This means that any voltage less than 0.90 volt will be determined by the PCM to be 0% throttle. A fault in the TP sensor or circuit should set a DTC P0122 or P0123. A stuck sensor will set a DTC P0121.

A scan tool displays manifold pressure in kPa and MAP sensor signal voltage. Low pressure (high vacuum) displays a low voltage while a high pressure (low vacuum) displays a high voltage. A failure in the MAP sensor circuit should set a DTC P0107 or P0108 and using the applicable table will lead to the cause of the problem. A DTC P0108 may be set if misfire or a rough or unstable idle exists. A DTC P0106 will set for a MAP sensor that intermittently sends a zero voltage signal to the PCM. Manifold Absolute Pressure Sensor Output Diagnosis can also be used to check the MAP sensor.

A scan tool km/h MPH display should closely match the speedometer reading with drive wheels turning. A malfunction in the Vehicle Speed Sensor (VSS) circuit will set a DTC P0502. Refer to DTC P0502 Vehicle Speed Sensor (VSS) Circuit Low Input (2.2L) in Automatic Transmission-4L60-E if a problem exists with the VSS.

A scan tool displays A/C refrigerant pressure in psi. The sensor's range and corresponding display should be in the range of 0 to 450 psi. A sensor or circuit problem should set DTC P0530. A poor ground at the sensor will result in a fixed high pressure value on the scan tool display. Refer to Air Conditioning (A/C) Compressor Clutch Control Diagnosis further diagnosis.

This signal is called a 7X reference signal. It is because a pulse occurs every 7 times per crankshaft revolution.

The PCM uses this signal from the electronic Ignition Control Module (ICM) to calculate engine RPM. A scan tool has two displays based on this input. One indicates crank RPM or simply that the PCM is receiving the 7X reference pulses while cranking. The other indicates engine RPM while the engine is running. If the PCM receives an intermittent signal from the CKP, then the CKP Resync Counter will increment. More information about this signal may be found in Electronic Ignition (EI) System Diagnosis

The camshaft position sensor (CMP) is used to indicate camshaft position so that the powertrain control module (PCM) can fuel the engine sequentically and determine which cylinder is misfiring when misfire is present. If the PCM receives an intermittent signal from the CMP, then the CMP resync counter will increment. In order to set a DTC, the PCM must see a minimum number of resyncs within a maximum time.

The scan tool displays oil level as Low or OK.

The PCM checks engine oil level during engine start-up. If the oil level switch indicates low oil level at this time, the PCM will send information through serial data to the Instrument Panel Cluster (IPC) to turn ON the Low Oil Level symbol lamp. Engine oil level is checked only once per ignition cycle and also after the ignition is turned OFF to allow the oil enough time to drain back into the oil pan before making a decision whether the oil is low or not.