Jason Parsons – Kihei, Hawaii, USA

Job: Owner of AM Services (Mobile Automotive Diagnostic & Repair service)

Here is Jason working on a 1994 Ford Explorer with the complaint of a no start during key cycling after the engine is warmed up. This was due to a latching problem with the ECM power relay not sending the proper voltage to the ECM due to high resistance in the relay contacts.

Kelly Shaw – Fairbanks, Alaska, USA

Job: Working Technician and Smog specialist for the County garage

Here is Kelly checking the vital statistics on a 2000 Jeep Cherokee who’s owner jump started the vehicle backwards damaging the BCM and blowing an ECM fuse causing a no start condition.

Joe Sampson – Bedford, MA USA

Job: Service Technician and Trainer

Here is Joe scanning a 1997 BMW 740iL with a complaint of a CEL lamp on. This vehicle had a bad catalyst converter that failed a monitoring test. The rear O2 sensors were following the switching patterns of the front O2 sensors indicating a lack of converter activity.

Ed Smith – Bayside, NY, USA

Job: Working technician in fleet operations for the city of N.Y.

Here is Ed checking for excessive EMI output at the alternator on a 1988 Lincoln Mark VII, which was causing AC noise within the ECM harness resulting in an erratic VSS/Speed-O operation with the vehicle not moving.

Mandy Concepione – Jersey City, NJ USA

Job: Auto Technician for West Side Tire

Here is Mandy using the Sun DDC system to check the dynamic signals responsible for controlling the Electronic Spark Timing on a 1988 Olds Delta Eighty-Eight with a 3.8L Vin “C” that was experiencing an erratic EST signal. The problem turned out to be a bad ECM #1228253 with internal board problems.

Tom Annis – Jacksonville, FL USA

Job: Vehicle Maintenance Manager for FL Air National Guard Part-Time Auto Technician for Goodyear

Here is Tom using a current probe with a Snap-On Vantage to check system current draw within the EFI relay circuit on a 91′ Toyota Land Cruiser with a 3F-E engine. This vehicle was having repeated EFI relay failure due to a burnt connector/harness end.

Jim D’Anna – Long Island, NY USA

Job: Standard Ignition Tech Support hotline specialist

Here is Jim working on a 1993 Mercury Sable 3.8L with a no fuel pump complaint. This was caused by a bad Integrated Relay Control Module which had a fuel pump relay coil with high circuit resistance. This relay coil could not properly energize itself to pull the fuel pump contacts closed.

Chris Seymore – Plymouth Meeting, PA USA

Job: Pep Boys Tech Support hotline specialist

Here is Chris working on a 1991 Plymouth Lazer with a hard start hot/code 21 caused by a bad coolant sensor going open circuit at times flooding the engine with fuel.

Norm Ouney – Windsor Locks, CT USA

Job: Standard Ignition Tech Support hotline specialist.

Here is Norm working on a 1985 Honda Prelude 2.0 EFI with a hard start hot/Code 6 caused by a bad coolant sensor that was open circuit.

Duane Donaldson – APO, AP Japan

Job: Mobile Technician on wheels

Here is Duane working on a 1993 Chrysler Concorde with a 3.5L setting codes for right and left bank O2′s at high volts caused by bad ref grounds biasing the O2 volts high (200mV-1200mV).