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> Cool Tools > eSCAN ELITE

 
Comparison
Accelerometer Power and Braking Test
Relative Compression Test
 
 
Comparison to eSCAN Pro

eSCAN ELITE

AES#:
ATS-ESN3000
UPC:
2019.05.10
 
$1,595.00
Qty:
 
California Residents: Proposition 65 Warning
 
 
 
Eligible for FREE Ground Shipping(Eligible for FREE Ground Shipping)
Description
Videos
Comparison to the eSCAN Pro

The eSCAN ELITE® does a lot that a typical scan tool cannot:

Relative Cranking Compression Test
Test misfires and know within seconds if it’s a mechanically induced misfire.

Accelerometer Power Test 0-60 MPH
eSCAN ELITE will accurately measure acceleration in g-force, total acceleration force in newton’s, acceleration distance in feet, and acceleration time in seconds.

Accelerometer Braking Test 30-0 MPH
eSCAN ELITE will accurately measure braking deceleration in g-force, total braking force in newton’s, braking distance in feet, and braking time in seconds. The eSCAN ELITE® will also measure brake pull side to side in g-force.

More...
 Automated MAF Testing for operational verification at all Load and RPMs
 Fuel Trim Analytics – Plot Fuel Trim in Load/RPM Matrix. Know exactly where Fuel Trim deviates from spec
 Catalytic Converter Fast Accurate Diagnosis
 Volumetric Efficiency Calculation diagnose engine mechanical and pumping problems
 Power Test calculates horsepower at the flywheel
 Fuel Efficiency Test calculates how well the fuel is being used
 Temperature Test finds cooling system problems
 Never miss anything – Unlimited data recording with zoom and Playback
 Mode 6 – Decoded in plain English
 Comprehensive ATS technical support via phone, email, remote.
 

Relative Compression Test
Know within seconds if it’s a mechanically induced misfire.

Power Acceleration Test 0-60 MPH and Braking Test 30-0 MPH
Acceleration measurements in in g-force, total acceleration force in newton’s, acceleration distance in feet, and acceleration time in seconds. 
Braking measurements in deceleration in g-force, total braking force in newton’s, braking distance in feet, and braking time in seconds. The eSCAN ELITE also measures brake pull side to side in g-force.

eSCAN ELITE analyzes FUEL TRIM.
Green squares = good fuel trim.
Red or Orange squares = bad fuel trim.
Alert lights on the left side of each screen are constantly updated and give you information on Bank 1 and Bank 2 as well as the status of the control system.

eSCAN ELITE analyzes VOLUMETRIC EFFICIENCY.
Yellow and Red graph mirror each other = good.
Yellow and Red graph separate = not good.

eSCAN ELITE analyzes CATALYTIC EFFICIENCY.
Test Cat Efficiency from idle to full throttle.

eSCAN ELITE even translates MODE6 into english.
Values highlighted to indicate close to or out of spec.

eSCAN ELITE Features
* Very Fast Auto Connect for DTC check
* Easy PID Setup plus Calculated PIDs
* Digital and Slide Bar Readouts
* Powerful Graphing
* Cursor Measurements of Charted or Recorded Data
* Recording of Data and Screen Shots
* Reads and Plots Monitors
* Reads and Decodes DTCs and Pending Codes on one screen
* Resets DTCs
* Reads Freeze Frame Data
* Reads and Decodes Mode6 Data
* Reads O2 Sensor Data
* Large 1024x768 Pixel (XGA) Viewing Area with Large Colored Traces
* Unlimited record time!
* Save data to Text File for Future Retrieval
* Save data to JPEG Image for E-mailing or Documentation
* Bluetooth or wired via USB

PC recommendations for the eSCAN ELITE software
• WXGA (1280x768 pixel resolution screen)
• 1 GHz Processor Speed (faster is better)
• Windows XP through Windows 10 operating systems including Windows 10 tablets. (Windows RT tablets are not supported.)
• 256 MB RAM (more is better)
• 500 MB Available Hard Disk Space
• USB 2.0 port

Kit Includes
• eSCAN ELITE with accelerometer 
• Bluetooth 4.0 adapter, up to 100-ft wireless connection to eSCAN.
• 6-ft USB Cable
• USB Card
• Free Software Updates
• DVD: Fuel Trim Problems
• Paperboard storage box
• 1-year warranty

 

Overview of the ATS eSCAN ELITE Driveability Scan Tool

 

Diagnosing a Chevy Silverado with low power using the eSCAN

 

Interactive manual

The eSCAN manual is available as a Flash based animated program.

Click here to download and run the entire EScan manual. (file is over 6MB).

 
.

Alert Lights

The Rich Indication Alert Light:
Yellow = O2 voltage is greater than 0.45v. (Air/fuel ratio is less than 14.7:1)

The Lean Indication Alert Light:
Blue = oxygen sensor voltage is less than 0.45v. (Air/fuel ratio is greater than 14.7:1)

The Center Indication Alert Light:
Green = O2 voltage is both greater than 0.55v and less than 0.35v and is cycling at the proper frequency evenly between rich and lean air/fuel mixtures. This is an indication that the fuel control system is maintaining a 14.7 to 1 air/fuel ratio.
Center not light not turned on while rich and lean lights active = fuel control system does not have good delivery.

The Fuel Control Problem Indication Alert Light:
Red = fuel delivery system has failed to control the proper air/fuel ratio.
Red and Flashing = fuel delivery system has failed for longer than 15 seconds

The Fuel Trim Indication Alert Light:
Green = long term fuel trim is less than +/- 10%.
Yellow = long term fuel trim is between +/-10% and +/-13%
Orange = long term fuel trim is between +/-13% and +/-20%,
Red = long term fuel trim is greater than +/- 20%.

The Bank To Bank Fuel Trim Indication Alert Light:
Green = long term fuel trim from bank one and bank two is +/-5%
Yellow = long term fuel trim from bank one and bank two is between +/-5% and +/-8%
Orange = long term fuel trim is between +/-8% and +/-10%.
Red = if it is greater than +/-10%.

Time To Engine Temperature Alert Light:
Yellow = during engine warm up the temperature is slow to increase.
Red = during warm up the operating temperature of the engine is not achieved in a predetermined time, indicating the time to engine temperature has failed.
Red and Flashing = engine overheating. When the coolant has reached the point the thermostat opens the display will change and alert you that the thermostat has been opened.
Orange = thermostat failed to open or there is a flow problem.
Existing cooling system problems may be indicated by further watching the temperature.

Engine Vacuum Alert Light:
This will only be active if the engine is equipped with a MAP sensor. With the key on and the engine off, the light will indicate the barometric pressure.
Red w/"Baro Misreading" = barometric pressure sensor misread
Green w/"Baro Good" = barometric pressure is correct
Red w/"Cranking Vacuum Bad" = cranking vacuum is less than 1"HG
Green w/"Cranking Vacuum Good" = cranking vacuum is greater than 1" HG when the engine is turned over for 3 seconds.

Once the engine is running, a calculation is done that compares the engine vacuum to the barometric pressure.
Green w/"Engine Vacuum Good" = engine vacuum is good
Yellow w/"Engine Vacuum Low" = engine vacuum is slightly low
Red w/"Engine Vacuum Low" = engine vacuum is low

Battery Voltage Alert Light:
Red w/"Battery Voltage Low" = battery open circuit voltage is low.
Green w/"Battery Voltage Good" = battery open circuit voltage is good.
Red w/"Battery Voltage High" = the battery open circuit voltage is high.

During cranking, the cranking voltage is checked:
Red w/"Cranking Voltage Low" = cranking voltage is low.
Green w/"Cranking Voltage Good" = cranking voltage is good.

Once the engine is running, the battery voltage alert light monitors the charging system.
Red w/"Charging System Voltage Low" = charging system has low voltage
Green w/"Charging System Voltage Good" = If the charging system has good voltage.
Red w/"Charging System Voltage High" = charging system has high voltage

Malfunction Indicator Light (MIL) Alert Light:
Green = no diagnostic trouble codes are present and the number '0' displayed.
Red = diagnostic trouble codes are present and the number of DTC's will be displayed. For example, if there are 3 DTC's present the light is turned red and the number '3' displayed.

 
 

Calculated PIDs

The sharpSHOOTER uses calculated PIDs. By taking the basic PIDs and applying an algorithm more diagnostic data can be conveyed to the technician. The calculated PIDs are as follows:

Total Fuel Trim Bank 1: In this PID the Bank 1 Sensor 1 fuel trims are added together. By adding the long term fuel trim (slow moving) to the short term fuel trim (fast moving) a total trim can be calculated. This PID will offer a greater understanding of the total fuel correction factor being applied to the fuel control system.

Total Fuel Trim Bank 2: In this PID the Bank 2 Sensor 1 fuel trims are added together. By adding the long term fuel trim (slow moving) to the short term fuel trim (fast moving) a total trim can be calculated. This PID will offer a greater understanding of the total fuel correction factor being applied to the fuel control system.

Cross Rate O2 Bank 1 Sensor 1: In this PID the Bank 1 Sensor 1 is monitored each time the O2 voltage crosses the 0.45v threshold. Each time a cross occurs a count is logged against time. If the cross rate number is greater than 1 the switching rate of the O2 sensor's fuel control is good. If the cross rate number is less than 1 the switching rate of the O2 sensor's fuel control is poor. This PID can be used to check how active the fuel control is.

Cross Rate O2 Bank 2 Sensor 1: In this PID the Bank 2 Sensor 1 is monitored each time the O2 voltage crosses the 0.45v threshold. Each time a cross occurs a count is logged against time. If the cross rate number is greater than 1 the switching rate of the O2 sensor's fuel control is good. If the cross rate number is less than 1 the switching rate of the O2 sensor's fuel control is poor. This PID can be used to check how active the fuel control is.

Cross Rate O2 Bank 1 Sensor 2: In this PID the Bank 1 Sensor 2 is monitored each time the O2 voltage crosses the 0.45v threshold. Each time a cross occurs a count is logged against time. If the cross rate number is close to 1 it is an indication that the catalytic converter is not functional. A cross rate number that is close to zero indicates that the catalyst is operating normally.

Cross Rate O2 Bank 2 Sensor 2: In this PID the Bank 2 Sensor 2 is monitored each time the O2 voltage crosses the 0.45v threshold. Each time a cross occurs a count is logged against time. If the cross rate number is close to 1 it is an indication that the catalytic converter is not functional. A cross rate number that is close to zero indicates that the catalyst is operating normally.

Engine Vacuum: In this PID the barometric pressure is subtracted from the manifold absolute pressure reading. The engine vacuum is a measure of the mechanical condition of the engine. It can also be used to detect a restricted exhaust or restricted intake. The EGR can also be monitored with vacuum. When the EGR is opened the vacuum will also drop indicating the EGR's flow.

Engine Running Time: In this PID the RPM is compared against a clock. Once the PID indicates an RPM is present a clock starts which will accurately asses the time the engine has been running. If the RPM PID is turned off the timer will stop. The time is only counted from the point the RPM PID is activated.

Fuel Control Monitor Bank 1: In this PID the Bank 1 Sensor 1 is monitored. The time the O2 voltage is above or below 0.45v is calculated. If the time above and below 0.45v is equal the fuel control monitor will indicate 50%. If the number is lower than 50% it is an indication that the O2 sensor is on the lean side of fuel control. If the number if higher than 50% this is an indication that the O2 sensor is on the rich side of fuel control.

Fuel Control Monitor Bank 2: In this PID the Bank 2 Sensor 1 is monitored. The time the O2 voltage is above or below 0.45v is calculated. If the time above and below 0.45v is equal the fuel control monitor will indicate 50%. If the number is lower than 50% it is an indication that the O2 sensor is on the lean side of fuel control. If the number if higher than 50% this is an indication that the O2 sensor is on the rich side of fuel control.

Catalyst Efficiency Bank 1: In this PID the catalyst efficiency is calculated by comparing the front O2 sensor to the rear O2 sensor. In order to enable the PID you must go to the SharpShooter tab and open it. Now open the catalyst efficiency tab and push the Prepare For Test button. Once this test has been completed, push the "Run Test" button. It will take 20sec. for the PID to display data. Please read the question mark on the catalyst efficiency screen.

Catalyst Efficiency Bank 2: In this PID the catalyst efficiency is calculated by comparing the front O2 sensor to the rear O2 sensor. In order to enable the PID you must go to the SharpShooter tab and open it. Now open the catalyst efficiency tab and push the "Prepare For Test" button. Once this test has been completed, push the "Run Test" button. It will take 20sec. for the PID to display data. Please read the question mark on the catalyst efficiency screen.

Battery Voltage At DLC: In this PID the battery voltage is read from the DLC connector.

Closed Loop 1: In this PID the loop status from the monitors is continuously displayed. The value will be 1.000 if is in closed loop and 0.000 if it is out of closed loop.

Closed Loop 2: In this PID the loop status from the monitors is continuously displayed. The value will be 1.000 if is in closed loop and 0.000 if it is out of closed loop.
 
 
 

Catalyst Efficiency Test

The Catalyst Efficiency Test is a way the technician can confirm the operation of the catalytic converter. The sharpSHOOTER verifies all six conditions required to produce the most accurate test results. (However, the test can be run at anytime.)

Once conditions are met the test begins. After 20 seconds the catalyst efficiency percent will be displayed on the screen. Once the display has a digital reading the display boarder will turn color to indicate the condition of the catalytic converter.

Colors and their conditions:
Green = converter is good
Yellow = converter is marginal
Orange = converter is going bad
Red = converter is compromised 
 
 

MultiTool functions

The sharpSHOOTER can run at the time and will display information in conjuction with ATS' other diagnostic equipment: EScope, EIgnition Analyzer, and Emission, and of course the sharpSHOOTER.

The MultiTool view in the sharpSHOOTER contains eight histographs that can be customized to display any information from the other tools.

For example, if you click the MultiTool tab within the sharpSHOOTER and the Emission Analyzer program is running, you will be able to view emission information along with your scan tool information.
 
 

What is Volumetric Efficiency (VE)?

 

Click here to watch a Flash-based explanation of Volumetric Efficiency.

 

The volumetric efficiency (VE) chart in the EScan is a way to measure how much air the engine is actually pumping. An engine is an air pump that pumps air from the intake to the exhaust. If the liter capacity of the engine is known, and if the the RPM are known and the barometric pressure is set correctly then the VE, or how much air the engine is capable of pumping, can be calculated.

The volumetric efficiency tables in the EScan are used to determine the mass volume of air entering the engine.

YELLOW
The yellow trace on the chart is the grams/sec. that the mass air flow sensor is reporting to the PCM.

RED
The red trace on the chart is the calculated VE based on the engine size. The table to the right is used to show the difference between actual and calculated.

GREEN
If the table is green the engine is pumping to its expectation.

ORANGE and RED
If the chart is orange and red the amount of air entering the engine is either higher or lower than the expected calculation.

Since an engine is a mechanical device, if a problem exists the engine will be unable to pump the same amount of air, thus, the VE readings will be lower than calculated. In this condition, the fuel trim tables will be green. This is due to the mass air flow sensor reading the air flowing into the engine correctly. This will also apply to a restricted exhaust or a mechanical problem with the engine. In these conditions, the mass air sensor will correctly read the volume of air passing through it which will turn the fuel trim tables to green.

If the mass air flow sensor is reading out of calibration, the VE reading on the table will be incorrect and the fuel trim table will have large changes in order to compensate for the mass air flow sensors readings. If the VE reading is correct and the table is green, this indicates; the engine is in good condition, camshafts are in time, the intake is unrestricted, the exhaust is unrestricted, and the mass air sensor is reading correctly.

If the fuel trim table is colored yellow, orange and red, and the VE is reading correctly; the problem could be: the sensors, fuel pressure, or injectors. By checking the PIDs it can be determined whether or not the sensors are operating within their parameters. The fuel pressure and the injectors can then be checked. If the VE is reading low and the fuel trim charts are colored yellow, orange and red; this is an indication that the mass air flow sensor is reading incorrectly or the intake is restricted. If the mass air flow sensor's wheatstone bridge is out of calibration; all of the fuel trim cells will be equal.

Example, all cells from low load to high load will be very close to +18. With this indication the MAF sensor would need to be replaced. If the fuel trim cells start at a negative number and move to a positive number it is an indication that the MAF sensor is dirty and needs to be cleaned. The way in which the fuel trim cells are filled will indicate what type of problem exists with the power plant. The VE table and fuel trim chart can easily be filled by a test drive around the block. During the test drive the throttle plate will need to be greater that 50% in order for the VE reading to be taken accurately.

 
 

 

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