Advanced Valve Timing & Engine Mechanical Diagnostics – UT055

SKU: UT055
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California Repair Technician Update Training
16-hour curriculum


UT055 uses the same 248-page ATG manual as UT047, but adds four hours of lecture and lab exercises to round out the 16 hours biannual update training requirement. The training package comes complete with a full PowerPoint presentation, notes, schedule, final exam, and answer key.

Course Description

VVT diagnostics can be difficult because you don’t always get a VVT code. A position sensor, intake vacuum, Fuel Trim, O2 Sensor, MAF, or even a misfire code could actually be a VVT fault. However, all of those codes can also be caused by a mechanical timing problem or any number of faults that have nothing to do with timing. And even when you get a VVT code, they don’t often differentiate between timing that changes when it isn’t commanded, and timing that won’t change when it is commanded. Add in variables like oil pressure, condition, and weight along with operating and ambient conditions, and you have a very complex diagnostic path.

That’s why we’ve focused so much on first looking at high level indicators to determine if there is a timing fault, at what time, and under what conditions. Those answers help you make a much shorter list of possible causes. Then you can build your own ‘smart’ flowchart using the many options discussed in this manual & seminar. We use Scan Tools and Lab Scopes to get a lot of information very quickly, but we’ve also included some very simple tests using tools like jumper wires, vacuum gauges, oil pressure gauges, and even Mode $06! The best tool & test combination is always the one that rules out the most possible causes in the least amount of time.

Almost all VVT systems are oil-based, so they are most efficiently tested as a complete system. However, most flowcharts have you test components out of their normal operating conditions. This course provides a wide range of quick tests to see what’s really going on as the system operates (or tries to). Sometimes PIDs aren’t available, but there are controls. When controls don’t work, there are jumper wires. You can also use oil, vacuum & compression gauges, Lab Scope CMP/CKP comparisons, and other simple tests you’ll never see in a flowchart. But more important than all of these tests is to know that you should never perform all of them! We’ll show what tests cross which possible causes off of the list for the fastest fix.

System Coverage:

The courseware specifically covers the major Asian VVT systems and VW & Audi, but the technology is nearly universal. This is especially important for the wide range of European manufacturers, where it’s not just the principles that are transferrable. In fact, many Asian & European applications literally share components. Volkswagen’s early VVT system has found its way into many European engines. Almost every manufacturer uses a 3 to 5 vane actuator using a predictable 5-port solenoid/spool valve assembly. This all means that any information and testing techniques you learn can be used on the Asian, Domestic & European systems not specifically covered.



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