Learning Guide EMISSION SPECIALIST 5 GAS ANALYSIS COURSE NUMBER: E001-01
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1 Learning Guide EMISSION SPECIALIST 5 GAS ANALYSIS COURSE NUMBER: E001-01
2 Notice Due to the wide range of vehicles makes and models, the information given during the class will be general in nature and should not be taken as specific to any vehicle/unit. Please consult manufacturer specifications for the correct number/specifications and repair procedures for the vehicle you are testing. This document is meant to be used as a guideline only. For further information, please contact toll-free: or info@carstraining.net No part of this book may be reproduced, stored in any retrieval system or transmitted in any form or by any means (including but not limited to electronic, mechanical, photocopying and recording) without prior written permission of CARS Training Network Inc. This applies to all text, illustrations, tables and charts. Copyright 2014 CARS Training Network Inc Page ii
3 Introduction OBJECTIVES Upon successful completion of this program the participants will be able to: Identify the chemistry of combustion Explain the different gases that are emitted out the tailpipe Describe the difference between the different gases Identify how to allocate each gas as a diagnostic indicator Identify a indication of failed components or areas Locate and identify some of the major affected components Page 1
4 Gas Analysis 5 GAS ANALYSIS To fully understand your 5 gases you must have a grasp of the chemistry of combustion, the air that enters the engine consists of approximately 21% oxygen, 78% nitrogen and 1% other gases. Fuel entering is a hydrocarbon. The ideal air/fuel ratio is 14.7:1, which is 14.7 pounds of air to one pound of fuel, when this air/fuel mixture is met; we have the best compromise of emission control, driveability and mileage. This is referred to as stoichiometric, which represents the ideal air/fuel mixture. Another term that is used to indicate the ideal or perfect air/fuel ratio is the term Lambda. This term basically is a representation of stoichiometric equivalency. The numerical number for this is 1, anything less is an indication of a rich condition, and a reading of over 1 is an indication of a lean condition. Typical 5 Gas readings Page 2
5 When combustion takes place the following chemical reaction should take place. But unfortunately this only happens in a perfect situation; in real life we see the following chemical reaction takes place. This in reality happens due to combustion chamber design and the quench areas, temperatures and variations of engine load. Because of these hurdles the manufacturers put on different emission control devices that we will discuss in great detail. Page 3
6 The five emission gasses can be classified into two categories and they are as follows: 1. Controllable HC, CO & NO X 2. Uncontrollable CO 2 & O 2 There are two basic terms that will be essential to have a good grasp and an understanding of the tailpipe gases that will be referred to periodically. 1. Rich mixture: whenever there is a lack of oxygen to support combustion for all of the fuel to be burned, anything less than 14.7:1 2. Lean mixture: whenever there is an abundance of oxygen that can prevent complete combustion from occurring, anything greater than 14.7:1 The 5 different gases that we will dealing with are: 1. Carbon Monoxide CO 2. Oxygen O 2 3. Hydrocarbons HC 4. Carbon Dioxide CO 2 5. Oxides of Nitrogen NO X Notes: Page 4
7 CARBON MONOXIDE (CO) Emission Specialist: 5 Gas Analysis Carbon monoxide is a by-product of incomplete combustion ideally we expect to see low readings unless there is a condition that is causing a rich condition, it is formed when there is not enough oxygen to burn the air/fuel mixture properly. What you will find is that when you have a vehicle that has an air/fuel ratio that is close to the ideal 14.7:1, both CO and O 2 will be low and almost equal. High levels of CO indicate that the engine is lacking good fuel control; we look at the percentage (%). There are many things that can contribute to high CO numbers and they can vary from leaking injectors, faulty fuel pressure regulators, and high fuel pressure right down to something as basic and simple as a dirty air cleaner. Good readings again will vary from year to year and the vehicle that you are testing, consult your service information. Typical numbers that you will see will be between 0 and 1.5 % today's cars when they are running well you can expect to see 0.0 %. NOTE: CO is an excellent rich indicator. Telling us efficiently fuel and air are being mixed and burned. Page 5
8 CO IS MEASURED IN PERCENT - % OF VOLUME Using the following chart, draw a line that represents how CO would react to the different air/fuel ratios: Rich Lean % Air/fuel ratio 14.7:1 Listed below are some of the possible causes of high CO readings: 1. plugged air filter 6. faulty computer control 2. injectors 7. fuel pressure 3. PCV restricted 8. carburetor or adjustments 4. contaminated oil 9. AIR system failure 5. charcoal canister 10. catalyst failure Page 6
9 OXYGEN (O 2 ) Oxygen is the amount left over after combustion has taken place, oxygen is produced when normal combustion occurs, when a misfire occurs, from an air pump exhaust leaks and a faulty converter is not functioning as it should. O 2 is one of the first gasses looked at as it can be used to verify a lean condition. When we have an ideal air/fuel ratio or as close to possible we talked about oxygen and carbon monoxide being low and almost equal. A typical reading will be approximately %, once it drops below.5 % it is virtually useless as an indicator to use to aid your diagnostics. OXYGEN IS MEASURED IN PERCENTAGE % OF VOLUME Listed below are some of the possible causes for O 2 readings to be elevated: 1. hole in the exhaust system 2. low fuel pressure 3. misfire 4. false air leaks 5. AIR system (normal) 6. computer fuel control 7. faulty converter 8. over advanced timing 9. lean injectors 10. EGR stuck open 11. vacuum leaks Notes: Page 7
10 Using the chart below, draw a line, which represents how O 2 is affected by changes in air/fuel ratio: % Rich Lean :1 Notes: Page 8
11 CARBON DIOXIDE (CO 2 ) Carbon dioxide is a by product of combustion, it is the result of fuel being burned in the cylinder with the correct amount of oxygen present the left over carbon will combine with the oxygen to create CO 2. This gas is very helpful it allows us to get an overall efficiency because the air/fuel ratio has to be right on or very close to produce good numbers. On a properly tuned or running engine you would expect to see high numbers typically around 12% to 16%. The better the combustion efficiency the higher the %. This is why CO 2 is a good indicator of efficiency because everything would have to be good in order to have ideal numbers. Carbon Dioxide should be used in conjunction with the two previous gases that we have discussed as the three of them form a triangle with O 2 an CO being the base and very close to being equal with CO 2 being high at the point of the triangle at a stoichiometric air/fuel ratio. NOTE: CO 2 is a good indicator of engine overall efficiency. CO 2 IS MEASURED IN PERCENTAGE OF VOLUME (%) Listed below are some of the possible things that may cause low Carbon Dioxide readings: 1. AIR not disabled during testing 2. rich mixture 3. lean mixture 4. lean misfire 5. misfire Page 9
12 Using the chart below, draw a line that represents how CO 2 reacts to changes in air/fuel ratio: % Rich Lean :1 NOTES Page 10
13 HYDROCARBON (HC) Hydrocarbons are emissions that represent unburned gasoline or sometimes referred to as raw fuel that comes out the tailpipe we measure these in parts per million (PPM), using a gas analyzer. There are many things that can contribute to high levels of HC and they could be ignition problems, plugs, wires, lean misfires, low compression due to a valve or head gasket right down to major engine wear like guides, seals and/or rings. We have low hydrocarbons when we have a stoichiometric air/fuel ratio; the hydrocarbons that do pass through are oxidized in the catalytic converter and are changed into water vapour and carbon dioxide. Good readings will pertain to the specific vehicle you are working on, today's vehicles will often have a specification of less than 100 PPM and we have often seen vehicles as low as 5-19 PPM. NOTE consult your service information. NOTE: HC is an excellent indicator of misfiring or even a mechanical related problem. HC- MEASURED IN, PARTS PER MILLION (PPM). Listed below are some of the possible causes of high failed HC readings: 1. incorrect air/fuel ratio (fuel delivery) 2. low compression 3. cylinder quenching 4. ignition misfire (total, partial, and intermittent) 5. timing 6. oil in the combustion chamber 7. vacuum leaks 8. valve timing Page 11
14 Using the following air/fuel chart, draw a line that represents how HC reacts to the different air/fuel ratios: RICH LEAN :1 Notes: Page 12
15 OXIDES OF NITOGEN (NO X ) During combustion extremely high temperatures can occur, when these two elements are combined, NO X gases are formed. This temperature is approximately 1371 C/2500 F. Oxides of nitrogen begin to form at lower temperatures but the numbers increase at higher temperatures. The temperature increases when the air/fuel mixture becomes leaner than ideal. Other elements that have a direct effect to combustion chamber temperatures are the timing being advanced, carbon build up and faulty EGR valves. Many things have been added to help control NO X such as EGR valves to decrease temperatures by introducing inert gas into the cylinder lowering combustion temperatures as much as 260 C/500 F. Other methods include valve timing, timing control (computer controlled) and even cooling systems will help keep numbers low. Oxides of nitrogen are measured using a NO X analyzer and it is very important to keep in mind that this gas does not produce high numbers at an idle and that the high numbers are produced at cruising conditions. Portable analyzers or a dynamometer are required to have the vehicle driven in a loaded state. A popular way of measuring this gas is in parts per million (PPM) but can also be read in grams per mile (g/mi.). Consult your specifications for the cut point to year, area etc. NOTE: Good indicator of Temperature NO X IS MEASURED IN PARTS PER MILLION (PPM) Page 13
16 Listed below are some of the possible causes of the NO X readings to be elevated out of their normal specification: 1. high combustion chamber temperatures 2. air/fuel mixture lean 3. cooling system malfunction (causing temperatures to elevate) 4. increased compression ratio 5. incorrect fuel rating 6. incorrect AIR operation Listed below are some of the things that the different manufacturers have incorporated into helping to reduce oxides of nitrogen: 1. lower combustion temperatures 2. lower compression ratios 3. retarded ignition timing 4. richer mixture 5. EGR flow 6. catalytic converters Notes: Page 14
17 Using the following chart, draw a line, which represents how NO X gas is affected by air/fuel ratios: Rich Lean :1 Notes: Page 15
18 Using the following chart, draw in the 5 gases, as they will intersect with one another. RICH LEAN P 2600 P 2400 M Air/Fuel Ratio 14.7: % NOTES Page 16
19 SUMMARY Once you have a good grasp of these five gases and there readings, you will be able to diagnose vehicle problems, as you can now see the whole picture of what is going on in the engine and what comes out of the engine. The five gasses explain the purpose of having computerized engine management control. Gas Analysis Worksheet Complete the following work sheet on a test vehicle: NOTE: This can be done on your own time back in the shop if time permits we may demonstrate these procedures. Two Speed Idle Test (Note make sure to pre-condition vehicle) IDLE LESS THAN 1200 RPM HC PPM CO % NO X PPM CO 2 % O 2 % 2500 RPM HC PPM CO % NO X PPM CO 2 % O 2 % Page 17
20 ASM Test 25/25 HC PPM CO % NO X PPM CO 2 % O 2 % Vehicle Standards (Cut points) HC PPM CO % NO X PPM CO 2 % O 2 % NOTES Page 18
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