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Thank you for your reply! Quick measurement updates:
1. The O2 sensor is NOT a Denso (I understand that Denso was the OEM for the upstream O2), so indeed – perhaps I should have gotten a Denso O2 sensor.
2. I didn’t find the TSB for my specific Honda car, but I don’t have access to all resources either. I can only lookup recall info.
I took some measurements with the car running – the voltage reference wire was measured at a solid 2.08V, and the signal wire was measuring between 1.65 and 1.9V (rapidly changing). These measurements were taken with a voltmeter. I understand that an oscilloscope waveform would be preferable for measuring the O2 activity, but at least the 1.65 – 1.9V signal shows me that the O2 sensor is “alive”.
Hi valde,
Here are some more details I should have included before:
It’s in reference to my 2004 Chevy Malibu 2.2L ecotec engine (I’m not sure exactly what kind of fuel injection it has).
–> After doing some more research, I realized that there is “wasted spark” ignition, and then there is “compression sensing” ignition, which is a subset of wasted spark ignition.
–> Compression sensing ignition does not use a cam position sensor.
–> There are other kinds of waste spark systems that DO use a cam position sensor (this was my mistake – I assumed that ALL waste spark systems do not have a cam sensor, which is incorrect).
Hi valde,
Here are some more details I should have included before:
It’s in reference to my 2004 Chevy Malibu 2.2L ecotec engine (I’m not sure exactly what kind of fuel injection it has).
–> After doing some more research, I realized that there is “wasted spark” ignition, and then there is “compression sensing” ignition, which is a subset of wasted spark ignition.
–> Compression sensing ignition does not use a cam position sensor.
–> There are other kinds of waste spark systems that DO use a cam position sensor (this was my mistake – I assumed that ALL waste spark systems do not have a cam sensor, which is incorrect).
This is just my $0.02 (I am not employed as an automotive tech), but here goes.
This idea was mentioned before – I am merely repackaging it here to bridge the gap between classroom instruction and OJT experience:
What if, the ASE tests had a large “lab practical” portion associated with them? This way, people that know how to take and pass a test, could NOT pass the ASE cert test based on book knowledge alone. They would have to show an instructor/proctor how they would fix a real-life problem (verify original problem – diagnose failure – replace component – verify fix).
This would also help technicians with lots of experience but no formal education – as long as they can show the proctor how to fix a real-world problem, they could score high marks for the lab practical. Now, understood that the written part would still be a test component, but it would not weigh as heavily. [Maybe ASE certification test grade could be 50% written, 50% lab practical?]
This is just my $0.02 (I am not employed as an automotive tech), but here goes.
This idea was mentioned before – I am merely repackaging it here to bridge the gap between classroom instruction and OJT experience:
What if, the ASE tests had a large “lab practical” portion associated with them? This way, people that know how to take and pass a test, could NOT pass the ASE cert test based on book knowledge alone. They would have to show an instructor/proctor how they would fix a real-life problem (verify original problem – diagnose failure – replace component – verify fix).
This would also help technicians with lots of experience but no formal education – as long as they can show the proctor how to fix a real-world problem, they could score high marks for the lab practical. Now, understood that the written part would still be a test component, but it would not weigh as heavily. [Maybe ASE certification test grade could be 50% written, 50% lab practical?]