Noncontact Temperature Measurement
■
Infrared Thermometer for Automotive Diagnostics
■
Infrarot-Thermometer für die Fahrzeugdiagnose
■
Termômetro Infravermelho para Diagnósticos Automotivos
■
Termómetro Infrarrojo para Diagnóstico Automotriz
■
Thermomètre infrarouge pour le diagnostique automobile
■ Termometro all’infrarosso per diagnosi nel
settore Automotive
Manual
English
Introduction ............................................................1
Applications............................................................7
Deutsch
Einleitung .............................................................19
Anwendungen ......................................................25
Français
Introduction ..........................................................39
Applications..........................................................45
Español
Introducción .........................................................59
Aplicaciones .........................................................65
Português
Introdução ............................................................79
Aplicações............................................................85
Italiano
Introduzione .........................................................99
Applicazioni ........................................................105
English
Deutsch
FrançaisEspañol
PortuguêsItaliano
INTRODUCTION
Product Identification Label
Warning:
Do not point lasers directly at eye or indirectly off
reflective surfaces.
English
Features
Your thermometer includes:
n Dual laser sighting
n LED Flashlight
n Wide temperature range
n MAX temperature display
n Back-lit graphic display
n Tripod mount
n Removable magnetic Base
n Durable, ergonomic construction
Options/Accessories
n Nylon Holster
n N.I.S.T./DKD Certification
Cautions:
All models should be protected from the following:
u EMF (Electro-Magnetic Fields) from engine
components closer than 125 mm (5 inches).
u Static electricity
u Thermal shock (caused by large or abrupt ambi-
ent temperature changes—allow 30 minutes
for unit to stabilize before use)
u Do not leave the unit on or near objects of high
temperature
Display
A) Low battery indicator (comes on when battery
is low)
B) °C/°F symbol
C) Maximum temperature value (continuously
updated while the unit is on)
D) Temperature display
E) Scan/Hold indicator
F) Laser/Backlight/LED on indicator
G) Emissivity indicator
1
In the scan mode, the backlit LCD displays both the
current temperature (D) and maximum temperature
(C) in Celsius or Fahrenheit (B). The unit will hold
the last reading for 7 seconds after the trigger
is released; the word HOLD appears (E). The
presence of the battery icon (A) indicates a low
battery. The presence of a light bulb (F) will indicate
backlight and LED flashlight are on. When trigger
is pulled triangular icon will be present indicating
laser is on.
Introduction
We are confident you will find many uses for your
handheld non-contact thermometer. Compact,
rugged, and easy to use—just aim, pull the trigger,
and read the temperature in less than a second.
You can safely measure surface temperatures of
hot, hazardous, or hard-to-reach objects without
contact.
How to Operate the Unit
Measurement: Quick Start
To measure an object, point the unit at an object,
and pull the trigger. Try to merge the 2 laser
dots on your target into one dot. When using the
lasers, use them only for aiming. When sighting an
object, merge the 2 lasers into one for optimum
temperature reading. For more detailed operating
instructions, see “How to Accurately Measure
Temperature.”
How it Works
Infrared thermometers measure the surface
temperature of an object. The unit’s optics sense
emitted, reflected, and transmitted energy, which
are collected and focused onto a detector. The
unit’s electronics translate the information into a
temperature reading displayed on the unit. The
lasers are used for aiming purposes only.
2
Switching °C and °F; Changing
the Battery; Laser/Backlight/
LED On/Off
Before opening the unit’s handle to access the
battery and controls, use a Phillips head screwdriver to remove the base magnet. To open the
unit’s handle, push the button near the trigger on
the underside of the unit, and pull the handle down
and forward.
To select °C or °F, slide the top switch (A) up for
Celsius and down for Fahrenheit. To activate the
lasers, backlight and LED flashlight, slide the lower
switch (B) down. Dual lasers and LED flashlight will
turn on when the trigger is pulled. The lasers and
LED flashlight will turn off when the trigger is released. The backlight will remain on for 7 seconds
after the trigger is released.
To change the 9V battery, attach the battery to the
battery snaps with the positive side toward the
rear of the battery compartment.
How to Accurately Measure
Temperature
Laser Sighting
Laser sighting consists of 2 lasers. These lasers
are aimed at different angles. The point at which
the two laser points intersect (thermometer
focused) is 8 inches (200 mm). This is also the
optimum measuring distance.
inches: 0.5 inch). As the distance (D) from the
object decreases or increases, the spot size (S)
of the area measured by the unit becomes larger.
The spot sizes indicate 90%-encircled energy.
Emissivity
Emissivity is a term used to describe the energyemitting characteristics of materials. Most organic
materials and painted or oxidized surfaces have an
emissivity of 0.95 (pre-set in the unit). Inaccurate
readings can result from measuring shiny or
polished metal surfaces. To compensate, cover
the surface to be measured with masking tape or
flat black paint. Allow time for the tape or paint
to reach the same temperature as the material underneath it. Measure the temperature of the tape
or painted surface.
Locating a Hot or Cold Spot
To find a hot or cold spot, aim the thermometer
outside the area of interest. Then scan across the
area with an up and down motion until you locate
the hot or cold spot.
English
To sight object being measured, press trigger to
turn on laser sight. Only one laser point should be
seen when at optimum measuring distance (1). If
two laser points are visible (2), adjust distance of
unit from object being measured. If it is not possible to adjust the distance, see Distance & Spot
Size information.
Distance & Spot Size
The relationship between distance and spot size
is 16:1 at the focus point (200mm: 13mm or 8
3
LED Illumination
An LED is located on the front of the unit. When
the trigger is pulled, notice a bright LED illuminates
the area including and around the area being measured for convenience unless switched off.
Magnetic Base
A removable magnetic base is attached to the
bottom of unit, below the handle. The magnetic
base allows the unit to be attached to any ferrous
metal surface. The magnet’s surface has been
engineered not to scratch finishes by recessing
the actual magnets. However, metal shavings
and debris can be inadvertently picked up by the
magnetic, and if not removed and cleaned, can
damage the finish of a surface. The magnetic base
is attached to the unit using a Phillips head screw
and can easily be removed using a screwdriver.
Reminders
n Not recommended for use when measuring
shiny or polished metal surfaces (stainless
steel, aluminum, etc.). See “Emissivity” for
measuring these surfaces.
n The unit cannot measure through transpar-
ent surfaces such as glass or plastic. It will
measure the surface temperature of these
materials instead.
n Steam, dust, smoke, or other particles can
prevent accurate measurement by obstructing
the unit’s optics.
n The thermometer can be pointed using the
sighting guides on top of the unit whenever it is
difficult to see the laser sighting system.
Maintenance
Lens Cleaning: Blow off loose particles using clean
compressed air. Gently brush remaining debris
away with a soft brush. Carefully wipe the surface
with a moist cotton swab. The swab may be
moistened with water.
Note: Do not use solvents to clean
the plastic lens.
Cleaning the housing: Use soap and water on a
damp sponge or soft cloth.
Note: Do not submerge the unit in
water.
CE Certification
This instrument conforms to the following
standards:
n EN61326-1 EMC
n EN61010-1
n EN60825-1 Safety
Tests were conducted using a frequency range
of 80–1000 MHz with the instrument in three
orientations.
Note: Between 165 MHz and
880 MHz at 3V/m, the
instrument may not meet
its stated accuracy.
4
Troubleshooting
Code Problem Action
– – – (on display) Target temperature is over or Select target within specifications
under range
Battery icon Low battery Check and/or replace battery
Blank display Possible dead battery Check and/or replace battery
Laser doesn’t work (1) Low or dead battery (1) Replace battery
(2) Laser turned off (2) Turn laser on
(3) Ambient temperature above (3) Use in area with lower ambient
40°C (104°F) temperature
ERR Possible damage by EMF Contact your distributor
English
5
6
APPLICATIONS
TABLE OF CONTENTS
A/C-HEATER SYSTEM ......................................7
BEARINGS, BUSHINGS, CV JOINTS &
UNIVERSAL JOINTS .........................................8
BRAKES .........................................................9
COOLING SYSTEM ........................................11
ENGINE PERFORMANCE ................................13
HEATED SEATS .............................................15
REAR WINDOW DEFROSTER ..........................16
TIRE PRESSURES & WHEEL ALIGNMENT ........16
A/C-Heater System
A/C System – Cooling
NOTE: Before and after performing repairs on the A/C refrigerant
system, discharge/charge refrigerant using approved refrigerant
recovery/recycling equipment.
When A/C is on and set at maximum cooling, air
temperature from instrument panel ducts should
be a minimum of 15°C (25°F) cooler than ambient
temperature. To verify A/C outlet temperature, start
vehicle and set A/C to coldest setting using dash
vents. Set A/C controls to MAX-A/C or re-circulate
position. Test-drive vehicle if possible. If test is
to be performed in service bay, place a large fan
in front of the vehicle to ensure A/C condenser
has sufficient airflow for an accurate temperature
reading. If vehicle is stationary, raise idle and allow
A/C system to stabilize before measuring outlet
temperature. Ensure windows are rolled up and
doors are closed.
CAUTION: To avoid thermal-shock
of IR thermometer, DO NOT hold
unit directly in the flow of the A/C
outlet when measuring A/C duct
surface temperature or measuring
other components near A/C ducts.
Hold unit off to one side when
measuring to avoid direct contact
with cold airflow.
Using the IR thermometer, measure A/C outlet
temperature. If outlet temperature is at 15°C
(25°F) cooler than ambient temperature, A/C
system is cooling sufficiently. If outlet temperature
is less than 15°C (25°F) cooler than ambient
temperature, check for the following:
n Restricted liquid line to evaporator (check for
ice on liquid line to
evaporator).
n Restricted expansion valve or orifice tube
(check for ice on expansion valve or orifice
tube).
Measure temperature of condenser to check
for cold spots. If cold spots are found, this will
indicate a restriction in the condenser. Parallel
flow condensers will normally have an even
temperature drop from one side to the other
while serpentine condensers will show a drop in
temperature from top to bottom.
If A/C compressor is cycling on and off with less
“on” time than normal, check for low refrigerant
charge. If A/C compressor is not operating at all,
diagnose and repair A/C system using appropriate
service information.
Automatic A/C System
On many vehicles with automatic A/C systems,
sensors are used to determine ambient (outside)
and cabin (in-car) temperatures to control functions of the A/C-Heater system. Often, along with
these sensors, the A/C system may have
the ability to display current ambient and in-car
temperature provided by these sensors, on the
A/C controls. Most ambient temperature sensors
are mounted outside the passenger compartment,
near the front of the vehicle. Most in-car temperature sensors are mounted on the instrument panel.
See manufacturer’s information to identify exact
location of sensors, if equipped. To verify correct
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7
Automatic A/C System (Cont.)
operation of sensors, use the IR thermometer to
measure ambient temperature near the ambient
temperature sensor and in-car temperature near
the in-car temperature sensor. Compare readings
to A/C control. If the measured and displayed
temperatures are not approximately the same, a
problem with the sensor or A/C system may exist.
Heater System
WARNING: Engine coolant can
reach temperatures exceeding
125°C (260°F). Allow engine to
cool before performing repairs on
heater system or serious injury
may occur.
Heater systems on most vehicles are connected
directly to the engine cooling system using the
engine water pump and coolant system pressure
to provide coolant to the heater core. On other vehicles a separate water pump is used to circulate
water for the heater system. A heater control valve,
controlled by the A/C system, is used in some applications to stop flow of coolant into heater core
to prolong heater core life and to aid in cooling the
passenger compartment when A/C is in use. When
trouble shooting heater cores, ensure A/C system
is off and heater control valve is open as to not
stop flow of coolant to heater core. Inspect coolant
level and top off as necessary to ensure air will not
be trapped in heater core during testing.
Ensure vehicle is at operating temperature,
approximately 85-105°C (190-220°F). Verify
operating temperature has been reached by
measuring temperature at upper radiator hose
near the thermostat housing. If vehicle does not
reach operating temperature, trouble shoot the
cooling system first.
Using the IR thermometer, measure inlet and outlet
hose temperature near firewall. The temperature
reading of the inlet hose should be approximately
10°C (20°F) hotter than the outlet hose. If the outlet hose is not hot or the temperature differential
between the inlet and the outlet hose is greater
than 10°C (20°F), coolant is not flowing through
the heater core. Check for the following:
n Plugged/Restricted heater core.
n Heater control valve not opening.
Bearings, Bushings, CV Joints
& Universal Joints
Bearings, bushings, CV joints and universal joints
all have friction surfaces that require proper clearance and lubrication to operate properly. Some of
these components are sealed and do not require
service while some are equipped with fittings to
allow regular maintenance. Following manufacturers recommended maintenance intervals is key to
ensuring proper operation of all friction surfaces.
Bearings & Bushings –
Including Trailers
Most bearing and bushing problems can be related
with a growl noise or metal-on-metal contact.
Once a noise is heard, damage has occurred.
A bearing or bushing that has deteriorated this
far can possibly damage the component it has
been designed to protect. To prevent this type of
damage, whenever possible, perform a through
visual inspection to check for damaged or leaking
seals. On wheel bearings, check for uneven wear
of brake pads or excessive axial movement of
wheels.
Bearings and bushings can be checked before
damage occurs. To check for deteriorating wheel
bearings, test-drive vehicle a short distance.
Stop vehicle, place in Park (auto trans) or neutral
(manual trans) and set parking brake.
Using the IR thermometer, measure temperatures
at all wheel bearings and/or hubs. The bearing or
hub with a higher temperature as compared to
other bearings/hubs will indicate potential bearing
failure. Verify that a brake drag is not causing the
difference in temperature. Inspect components
and repair as necessary.
8
Bearings, Bushings, CV Joints
& Universal Joints (Cont.)
NOTE: It is advised to check all
wheel bearings/hubs at the same
time to ensure all are in good
working order.
On other items such as alternator bearings, differential pinion bearings or distributor bushings
that do not have a like component to compare
temperature readings measure temperature of
component away from bearing/bushing area. Then
measure bearing/bushing area. When operating properly, temperature should not change
significantly between the component and the bearing/bushing area. If temperature increases at the
bearing/bushing area, inspect the bearing/bushing
and repair as necessary. On components such as
alternators, check for brown residue expelling from
bearings indicating bearing deterioration.
CV Joints & Universal Joints
CV joints and universal joints operate typically the
same as bearings. Lubrication and clearance are
key to proper operation. On a CV joint, a noise
or symptom is usually not heard until damage is
done. On a universal joint, often a squeak or a
vibration will indicate a marginal component. To
prevent this type of damage, whenever possible,
perform a thorough visual inspection to check for
damaged/torn boots or leaking seals.
To trouble shoot CV joints and universal joints,
test-drive vehicle a short distance. Stop vehicle,
place in Park (auto trans) or neutral (manual trans)
and set parking brake.
Using the IR thermometer, measure temperatures
at all CV joints or universal joints. The CV joint
or universal joint with excessive temperature as
compared to other CV/universal joints will indicate
potential bearing failure. Remove, inspect and
repair as necessary.
Brakes
Familiarity with the different types of braking
systems can aid in choosing the correct path of
diagnosis. High temperature at one brake does not
mean that is the brake with the problem. If another
brake is not operating properly, then the brake that
is hotter may be having to work harder to stop the
vehicle. See appropriate service for information to
verify type of braking system for vehicle.
NOTE: Before trouble shooting
brakes, ensure all tires are properly inflated to manufacturer’s
specification. Ensure tire size on
vehicle is the same across the
front or rear and that bias-ply and
radial tires are not mixed.
CAUTION: Both front or rear
brakes should be serviced at the
same time to ensure brakes are at
optimum operating condition.
Front/Rear Split Brake
Systems
On vehicles equipped with front/rear split brake
systems, each circuit of the master cylinder operates either the front or rear brakes.
See Fig 1.
Fig. 1: Front/Rear Split Brake System
The front brakes will normally have higher temperatures than rear brakes when working properly.
Normal temperature differential between front and
rear brakes is 30°C (50°F). This procedure checks
operation of front and rear brakes on these
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9
Brakes (Cont.)
systems and applies to vehicles with disc/disc,
drum/drum or disc/drum brake configuration.
To obtain an accurate temperature reading, test
drive vehicle in a low-traffic area, preferably on a
straight, level section of roadway. Operate vehicle
to 50 KM/H (30 MPH) and bring to a complete stop
5 times. Stop vehicle, place in Park (auto trans)
or neutral (manual trans) and set parking brake.
Using the IR thermometer, measure temperature of
front and rear brakes. See Figs. 2 & 3.
n Front brake adjustment too loose
(drum brakes - front).
n Rear brake adjustment too tight
(drum brakes - rear).
n Emergency brake adjustment too tight.
n Combination valve malfunction.
n Master cylinder malfunction.
n Leaking calipers or wheel cylinders.
n Brake line or hose restriction.
Some vehicles also have a load-sensing valve near
the rear brakes. Check this valve for proper operation where applicable.
Fig. 2: Measuring Disc Brake
Temperatures
If temperature differential between front and
rear brakes is greater than 30°C (50°F), rear
brakes may not be working effectively. Check the
following:
n Front brake adjustment too tight
(drum brakes - front).
n Rear brake adjustment too loose
(drum brakes - rear).
n Emergency brake adjustment.
n Combination valve malfunction.
n Master cylinder malfunction (check for loss of
brake fluid without a visible fluid leak).
n Leaking calipers or wheel cylinders.
n Master cylinder overfilled.
n Brake line or hose restriction.
If temperature differential is less than 30°C
(50°F), or rear brake temperature is hotter than
front brakes, front brakes may not be working
effectively. Check the following:
10
Fig. 3: Measuring Drum Brake
Temperatures
Diagonal Split Brake Systems
Diagonal split brake systems differ from front/rear
split systems in that each circuit of the master cylinder operates one front brake and the diagonally
opposite rear brake. See Fig. 4.
As in front/rear split brake systems; diagonal
split brake systems front brakes will normally
have higher temperatures than rear brakes when
working properly. Normal temperature differential
between front and rear brakes is 30°C (50°F).
Diagonal split brake system symptoms are often
related with a brake pull. This is when the vehicle
pulls to left or right when the brakes are applied.
This procedure trouble shoots operation of the
diagonal split brake system and applies to vehicles
with disc/disc or disc/drum brake configuration.
To obtain an accurate temperature reading, test
drive vehicle in a low-traffic area, preferably on a
straight, level section of roadway. Operate
Brakes (Cont.)
vehicle to 50 KM/H (30 MPH) and bring to a
complete stop 5 times. Stop vehicle, place in
Park (auto trans) or neutral (manual trans) and
set parking brake. Using the IR thermometer,
measure temperature of each front and each rear
brake. See Figs. 2 & 3. If the temperature reading
of one brake on the front of the vehicle is 3°C
(5°F) greater than the other front brake and the
diagonally opposite brake on the rear is also 3°C
(5°F) greater than the other rear brake, check for
the following:
n Master cylinder malfunction (check for loss of
brake fluid without a visible fluid leak).
n Master cylinder overfilled.
n Leaking calipers or wheel cylinders.
n Brake line restriction.
n Combination valve malfunction.
Fig. 4: Diagonal Split Brake System
brake configuration and also to front/rear and
diagonal split brake systems.
To obtain an accurate temperature reading, testdrive vehicle in a low-traffic area, preferably on a
straight, level section of roadway. Operate vehicle
to 50 KM/H (30 MPH) and bring to a complete
stop 5 times. Make sure brake symptom is
duplicated. Stop vehicle, place in Park (auto trans)
or neutral (manual trans) and set parking brake.
Using the IR thermometer, measure temperature
of all brake rotors/drums. See Figs. 2 & 3. If temperature differential of one brake is greater than
3°C (5°F) compared to the other brake on the
same axle, check for the following at all brakes:
n Binding caliper hardware (disc brakes).
n Frozen caliper (disc brakes).
n Leaking calipers or wheel cylinders.
n Broken, loose or missing brake hardware.
n Brake adjustment (drum brakes).
n Worn or damaged backing plates
(drum brakes).
n Wheel bearing adjustment.
n Leaking bearing or axle seals
(contaminated pads/shoes).
n Brake hose restriction.
On drum brakes, check that automatic brake adjusters operate properly. If temperature differential
between brakes is small or non-existent, worn
suspension components or alignment of vehicle
may be causing pull.
English
Some vehicles also have a load-sensing valve near
the rear brakes. Check this valve for proper operation where applicable. If temperature differential is
greater than 3°C (5°F) only between the two front
brakes or the two rear brakes, check for conditions
associated with brake drag at one or more brakes.
Brake Drag/Pull (Left/Right)
Vehicle may pull to one side when brakes are
applied. One wheel may lock up under braking.
Uneven brake pad/shoe wear or glazed surface
may accompany condition. Heat damage to rotor/drum may also exist. This procedure applies to
vehicles with disc/disc, drum/drum or disc/drum
Cooling System
WARNING: Engine coolant can
reach temperatures exceeding
125°C (260°F). Allow engine to
cool before performing repairs on
cooling system or serious injury
may occur.
Each vehicle has its own optimum operating
temperature and a threshold beyond that to allow
vehicle operation without causing damage to
engine components. A cooling system may be
operating fine and have no visible signs of trouble,
11
Cooling System (Cont.)
yet for some reason the vehicle may be running
hot, have a fluctuating temperature or possibly
overheating. The task is to be able to trouble shoot
and repair the cooling system before the vehicle
overheats and to prevent damage to engine.
Note: Before trouble shooting
cooling system, ensure coolant
leaks DO NOT exist and cooling
fans operate properly.
Radiator Trouble Shooting
Radiators are hard to trouble shoot visually. The
radiator will either leak or not leak. You may be
able to pull the radiator cap off and look inside
at the ends of the passages. The cap may look
new and the seal good. Unless there is excessive
damage or corrosion, the radiator may not be
considered suspect.
Internally there are many passages that can be
blocked or restricted, causing cool spots that
decrease the radiators flow and effectiveness at
lowering the temperature of the coolant to the
engine.
CAUTION: On vehicles with
mechanical fans, use care not to
place tools or hands into moving blades to prevent injury. On
vehicles with electric fans, be
cautious when working near
because the fan may turn on at
any time.
To trouble shoot for radiator blockage, start engine
and run until normal operating temperature of 85105°C (190-220°F) is reached and temperature
stabilizes. For vehicles equipped with electric
cooling fans, ensure fans cycle on and off three
times prior to checking temperatures.
Using the IR thermometer, measure radiator
surface temperature. On vehicles equipped with
a cross flow radiator, measure temperature from
inlet side (hose from thermostat) to outlet side
(hose from water pump inlet). Temperature should
12
decrease evenly from inlet side to outlet side. On
vehicles equipped with a down flow radiator, measure temperature from top to bottom. Temperature
should decrease evenly from top to bottom. Also
measure temperature at various points across
radiator fins. If there is a drop in temperature at
one section, this indicates a blockage or restricted
flow. Also check for bent fins restricting airflow.
Thermostat Opening
Temperature
As an engine reaches normal operating temperature, approximately 85-105°C (190-220°F) on
most vehicles, the thermostat should open and allow coolant to flow through the radiator. Using the
IR thermometer, measure the temperature of the
upper radiator hose near the thermostat housing
as engine reaches operating temperature. When
the thermostat opens at the specified temperature,
the temperature of the upper radiator hose should
quickly increase. If temperature at upper radiator
hose near the thermostat housing does not
increase, check for the following:
n Stuck closed thermostat causing coolant not to
flow (engine temperature will be high).
n Stuck open thermostat, causing coolant to flow
constantly and not increase in temperature.
n Air in cooling system (possibly from not being
properly bled).
If temperature remains low and does not reach
normal operating temperature, check for the
following:
n Stuck open thermostat, causing coolant to flow
constantly and not increase in temperature.
n Missing thermostat.
n Thermostat with opening temperature too low
for vehicle.
If temperature of upper radiator hose fluctuates up
and down, check for the following:
n Weak thermostat spring.
n Air in cooling system (possibly from not being
properly bled).
A fluctuating temperature gauge may accompany
fluctuating temperature at upper radiator hose.
Engine Performance
Engine Misfire Trouble
Shooting – Gasoline
A gasoline engine may idle rough or have an
intermittent misfire. Lack of fuel, lack of spark or
lack of cylinder pressure (compression) can cause
misfires. In a gasoline engine, any of these three
problems means no combustion in that cylinder.
No heat coming from the exhaust port will indicate
lack of combustion. A lean fuel condition will
cause a higher combustion temperature. Individual
exhaust temperature will be easier to obtain on
vehicles equipped with separate exhaust pipes for
each port. On exhaust manifolds, heat transfer will
occur and make it difficult to identify changes in
temperature between ports. The best results on a
manifold will be observed when the vehicle is first
started and the engine is cold. On newer vehicles,
if a cylinder is not operating effectively, the check
engine light may turn on and a Diagnostic Trouble
Code (DTC) will be set.
To locate a misfiring cylinder using the IR
thermometer, start engine and allow the idle to
stabilize. Measure temperature at each exhaust
port, noting changes in temperature. See Fig. 5. If
any cylinders show a significantly lower temperature than other cylinders, check that cylinder for
the following:
n Malfunctioning ignition supply to affected
cylinder.
n Malfunctioning fuel supply to affected cylinder
(rich condition).
n Excessively low cylinder pressure
(compression).
If any cylinders show a significantly higher
temperature than other cylinders, check for a
fuel restriction to affected cylinder causing a lean
misfire. Most likely cause is a dirty fuel injector or
vacuum leak.
If any cylinders indicate a noticeable, but not significantly lower or higher temperature than other
cylinders, this could be an indication of poor cylinder performance. This check may warn of other
mechanical problems. Check for the following:
n Worn spark plugs or wires.
n Malfunctioning fuel supply to affected cylinder
(rich/lean condition).
n Low cylinder pressure (compression).
n Carbon buildup.
Fig. 5: Measuring Exhaust Port
Temperatures
Engine Misfire Trouble
Shooting – Diesel
A diesel engine may be hard to start, lack power
or idle rough in all climates and at all operating
temperatures. The engine may have a cylinder that
is misfiring.
To locate a misfiring cylinder using the IR
thermometer, start engine and run until engine
reaches normal operating temperature. Run
engine at a fast idle and measure temperature at
each exhaust port, noting changes in temperature.
See Fig. 5. A weak cylinder can be identified as
having a temperature less than surrounding cylinders of 55°C (100°F) or more. If a weak cylinder is
found, check that cylinder for the following:
n Malfunctioning fuel injectors or fuel injector
pump.
n Excessively low cylinder pressure
(compression).
Engine Temperature Sensors
Emission controls on most computer-controlled
vehicles rely on many sensor inputs, allowing
proper control of spark and fuel supply in all
climate and driving conditions. Engine Coolant
Temperature (ECT) sensor and Intake Air Temperature (IAT) sensor (if equipped) inputs can be
verified using the IR thermometer. To
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13
Engine Performance (Cont.)
verify ECT and IAT sensor inputs, a scan tool or
other data device with proper software installed
will need to be connected to the vehicle to enable
viewing of the actual ECT and IAT sensor temperature readings.
Start engine and run until normal operating temperature of 85-105°C (190-220°F) is reached and
temperature stabilizes. For vehicles equipped with
electric cooling fans, ensure fans cycle on and off
three times prior to checking temperatures.
To verify ECT sensor temperature, monitor ECT
sensor temperature reading on scan tool. On most
vehicles the ECT sensor is threaded into the cooling system, near the thermostat. Measure temperature where ECT sensor threads into engine.
Compare temperature readings. If temperature
readings are not approximately the same, check
for the following before diagnosing:
n Damaged ECT sensor, connector or wiring.
n Air in cooling system (possibly from not being
properly bled).
To verify IAT sensor temperature, turn engine off
and ignition on. Monitor IAT sensor temperature
reading on scan tool. On some vehicles the IAT
sensor may be threaded into the intake air ducting
before the throttle body. On other vehicles it may
be threaded directly into the intake manifold after
the throttle body. After engine reaches operating
temperature, it may be difficult to verify IAT sensor
temperature when threaded into the intake manifold. On vehicles where the IAT is threaded into the
intake air ducting, remove ducting to access IAT
sensor without disconnecting IAT sensor. Measure
air temperature around IAT sensor. Compare temperature readings. If temperature readings are not
approximately the same, check for the following
before diagnosing:
n Contaminated or damaged IAT sensor,
connector or wiring.
n Damaged intake air ducting.
Catalytic Converter - Efficiency
An engine may run fine yet fail an emissions test.
The catalytic converter efficiency can be checked.
14
Start engine and test drive vehicle until normal
operating temperature of 85-105°C (190-220°F)
is reached and temperature stabilizes. On some
vehicles the catalytic converter temperatures will
lower and become insufficient for testing purposes
if the vehicle is left idling for a prolonged period of
time. For vehicles equipped with electric cooling
fans, ensure fans cycle on and off three times
prior to testing catalytic converter. During test, hold
throttle to keep engine running at 1000 RPM.
Fig. 6: Measuring Converter Inlet &
Outlet Temperatures
Using the IR thermometer, measure the inlet
and outlet temperatures of the converter. See
Fig. 6. Compare inlet temperature to outlet
temperature. On vehicles equipped with 2-way
catalytic converters, temperature differential will
be 55°C (100°F) or more. On vehicles equipped
with 3-way catalytic converters, temperature
differential will be 20°C (30°F) or more. The outlet
temperature will be hotter when the converter
is operating properly. If temperature differential
between converter inlet and outlet are less than
specified or the application, then the converter
needs to be inspected further. Before replacing
the catalytic converter, determine cause of failure.
Catalytic converters are designed to last the life
of the vehicle. If vehicle has high mileage of over
240,000 kilometers (150,000 miles) it is probably
just expired. If the vehicle has low mileage of less
240,000 kilometers (150,000 miles) then check
for the following:
n Ignition system malfunction (misfire).
n Fuel system malfunction (over-lean or
over- rich condition).
n Emission system operation
(O2, air injection, etc).
Engine Performance (Cont.)
n Engine coolant in combustion chamber
(leaking/blown head gasket).
n Excessive oil getting past rings or valve guides.
Trouble shoot and repair problem and retest before
replacing catalytic converter.
Catalytic Converter – Plugged
CAUTION: If a vehicle is operated
with a plugged catalytic converter
for any length of time, possible
engine damage may result.
If a catalytic converter is exposed to a rough running or improperly maintained engine for extended
periods of time, the end result could be a plugged
converter or exhaust system. Symptoms of a
plugged catalytic converter will be lack of power,
engine temperature increasing as vehicle is driven,
and if the converter has been plugged for a while,
the exhaust manifold gaskets will blow out.
To check for a plugged converter, start engine
and test drive until normal operating temperature of 85-105°C (190-220°F) is reached and
temperature stabilizes. On some vehicles the
catalytic converter temperatures will lower and
become insufficient for testing purposes if the
vehicle is left idling for a prolonged period of time.
For vehicles equipped with electric cooling fans,
ensure fans cycle on and off three times prior to
testing catalytic converter. During test, hold throttle
to keep engine running at 1000 RPM.
Using the IR thermometer, measure the inlet and
outlet temperatures of the converter. Compare inlet
temperature to outlet temperature. When a converter is plugged, the converter outlet temperature
will be cooler than the inlet temperature. In some
cases, the catalyst inside of the converter will
break apart and end up plugging the exhaust in
the muffler. In this case, the inlet and outlet temperatures of the converter will be close as with an
expired converter. If this is the case, the converter
and muffler will need to be removed, inspected
and repaired as necessary.
Before replacing the catalytic converter, determine
cause of failure as to not damage new converter.
Heated Seats
Some vehicles are equipped with heated seats
as an option. Some heated seats have 2-position
LOW/HIGH heating capabilities. Vehicle may also
be equipped with rear heated seats.
On most vehicles, seat temperature will
reach 35°C (98°F) when in LOW position and
approximately 45°C (110°F), when in HIGH
position. Internal temperature sensors will ensure
heated seats will operate at these temperatures as
closely as possible. Seat temperature may vary by
manufacturer. See appropriate service information
for exact operating temperatures for vehicle being
serviced.
Before checking heated seat temperatures, verify
if vehicle is equipped with heated seat cushions,
heated seat backs or both heated seat cushions
and seat backs. If possible, park vehicle out of
sunlight and allow cabin (in-car) temperature to
stabilize.
Using the IR thermometer, measure heated seat
cushion and/or seat back surface with all heated
seats off. Measure other seats to get a general
temperature reading of seat surfaces. Temperature should be close between all seats. If surface
temperature is noticeably hotter, heated seat may
be stuck on. Next, turn ignition on and set heated
seat switch to LOW position and allow 5 minutes
for seat temperature to stabilize. Measure heated
seat cushion and/or seat back surface again.
Verify that LOW temperature reading is close to
35°C (98°F).
Next, set heated seat switch to HIGH position and
allow 5 minutes for seat temperature to stabilize.
Measure heated seat cushion and/or seat back
surface again. Verify that HIGH temperature reading is close 45°C (110°F). If temperature readings
are hotter or cooler, diagnose heated seat system
using appropriate service information.
English
15
Rear Window Defroster
Locating Broken Grid Lines
Rear window defroster uses heat through voltage
to defrost the rear window using metal strips
attached to the inside of the rear window. To visually locate broken grid lines is difficult. To trouble
shoot defroster system grid lines turn ignition on
and activate rear window defroster. Using the IR
thermometer, measure temperature across each
defroster grid line from left to right from inside of
window. Temperature should increase from left
to right on grid line as temperature is measured.
If temperature remains constant across grid
line, check for a loose ground for defroster grid.
Temperature drops will indicate location of broken
grid lines. See Fig. 7. If defroster does not turn on
or temperature does not increase, problem may be
in voltage supply circuit, relay or defroster switch.
See appropriate service information to diagnose
and repair.
Fig. 7: Locating Broken Grid Lines
Tire Pressures & Wheel
Alignment
Tire temperatures can tell you how well the tire is
using the tread surface and the road surface to
maintain control. The objective is to get the tire
to work effectively across the entire face of the
tire. This can be maximized for most vehicles by
adjusting tire pressures and alignment.
Tire Temperatures/Pressures
CAUTION: Some vehicles are
equipped with tire pressure
monitoring systems. If air
pressure is adjusted, system
may set a warning light. Check
manufacturer’s information before
adjusting air pressure beyond
factory specifications.
Optimum tire temperature should be little to no
temperature differential across the tire tread. On
a vehicle such as a taxi or a truck, this procedure
may not be suitable because of the varying loads
impressed upon the tires.
Tire manufacturers recommend tire temperature
differential for passenger car tires across the tread
should be less than 10°C (20°F).Before test drive,
ensure tires are properly inflated to manufacturer’s
specifications. To obtain an accurate temperature
reading, test drive vehicle in a low-traffic area,
preferably on a straight, level section of roadway.
Operate vehicle at a safe speed and bring to a
complete stop. Try to avoid any sharp turns or
movements during test drive. Stop vehicle, place in
Park (auto trans) or neutral (manual trans) and set
parking brake. Using the IR thermometer, measure
temperature at inside, center and outside of tire
tread surface. See Fig. 8.
NOTE: Before trouble shooting tire
pressures or alignment, ensure
all tires are properly inflated to
manufacturer’s specification.
Ensure tire size on vehicle is the
same across the front or rear and
that bias-ply and radial tires are
not mixed.
16
Fig. 8: Measuring Tire Temperatures
Tire Pressures & Wheel
Alignment (Cont.)
If the center temperature is higher than the inside
and outside temperatures, the tire is probably over
inflated. Try reducing pressure in 2-psi (14 kPa)
increments and recheck. If the middle temperature
is lower than the inside and outside temperatures,
the tire is probably under inflated. Try increasing pressure in 2-psi (14 kPa) increments and
recheck.
Wheel Alignment
Temperatures can be used to determine condition
of alignment before tread wear is evident. Before
attempting to trouble shoot wheel alignment using
tire temperature readings, ensure tires are properly
inflated to manufacturer’s specifications. On many
vehicles, front and rear suspension alignment can
be adjusted. See appropriate service information
to verify if vehicle is equipped with front and rear
alignment adjustments.
n Caster – Caster will not cause tire tread wear
or increase tire temperatures. Caster can cause
a pull.
To obtain an accurate temperature reading, test
drive vehicle in a low-traffic area, preferably on a
straight, level section of roadway. Operate vehicle
at a safe speed and bring to a complete stop. Try
to avoid any sharp turns or movements during test
drive. Stop vehicle, place in Park (auto trans) or
neutral (manual trans) and set parking brake.
Using the IR thermometer, measure temperature
at inside, center and outside of tire tread surface
on all tires. See Fig. 8.
English
Fig. 9: Identifying Toe
The following are alignment conditions that can be
diagnosed using tire temperatures.
n Toe-In - This is when the distance between the
front (1) centerline of the tires is shorter than
the distance between the rear (2) centerline of
the tires. See Fig. 9.
n Toe-Out - This is when the distance between
the rear (2) centerline of the tires is shorter
than the distance between the front (1) centerline of the tires. See Fig. 9.
n Negative Camber - This is when the top of the
tire leans in toward the vehicle (1). See Fig. 10.
n Positive Camber - This is when the top of the
tire leans away from the vehicle (2). See Fig. 10.
Fig. 10: Identifying Camber
(Positive Camber Shown)
If tire temperatures are higher on the inside of
both tires, check for the following:
n Excessive toe-out condition.
n Excessive negative camber at both wheels.
n Ride height too low
(causing excessive negative camber).
n Excessive play in steering or suspension
components (tie-rod ends, ball joints,
bushings, etc.).
17
Tire Pressures & Wheel
Alignment (Cont.)
n Bent steering or suspension components.
n Collapsed springs.
n Bent axle or axle housing
(solid front/rear axle vehicles).
If tire temperatures are hotter on the outside of
both tires, check for the following:
n Excessive toe-in condition.
n Excessive positive camber at both wheels.
n Ride height too high
(causing excessive positive camber).
n Bent steering or suspension components.
n Bent axle or axle housing
(solid front/rear axle vehicles).
If tire temperature on one tire is hotter on the
inside only, check for the following:
n Excessive amount of negative camber
at that wheel.
n Excessive play in steering or suspension
components (tie-rod ends, ball joints,
bushings, etc.).
n Bent or damaged steering or suspension
components.
n Collapsed spring.
n Bent axle or axle housing
(solid front/rear axle vehicles).
If tire temperature on one tire is hotter on the
outside only, check for the following:
n Excessive amount of positive camber at
that wheel.
n Excessive play in steering or suspension
components (tie-rod ends, ball joints,
bushings, etc.).
n Bent or damaged steering or suspension
components.
n Bent axle or axle housing
(solid front/rear axle vehicles).
18
EINLEITUNG
Seriennummernlabel
Warnung!:
Schauen Sie nie in den Laserstrahl. Das gilt auch
für dessen Reflexionen an glänzenden oder spiegelnden Oberflächen. Richten Sie den Laser nicht
auf Menschen oder Tiere.
Deutsch
Ausstattung
n Doppel-Laservisiereinrichtung
n LED-Messobjektbeleuchtung
n Großer Temperaturbereich
n MAX-Temperaturanzeige
n Beleuchtetes Display
n Stativanschluss
n Abnehmbare Magnethalterung
n Robuste, ergonomische Form
Optionen/Zubehör
n Nylon-Tragetasche
n Zertifizierung nach N.I.S.T./DKD
Zur Beachtung:
Das Gerät ist zu schützen vor:
u starken elektromagnetischen Feldern (z.B. von
Lichtbogenschweißanlagen und Induktionsheizungen erzeugten)
u statischer Elektrizität
u Thermoschock (bei abrupter Änderung der
Umgebungstemperatur geben Sie dem Gerät 30
Minuten Zeit zur Anpassung)
u Aufbewahrung in der Nähe heißer Objekte
Display
A) Anzeige des Batteriezustands (leuchtet bei
niedrigem Batteriestand auf)
B) °C/°F-Symbol
C) Maximaler Temperaturwert (wird bei
eingeschaltetem Gerät fortlaufend aktualisiert)
D) Temperaturanzeige
E) Einlesen/Halten (Scan/Hold)-Anzeige
F) Laser/Hintergrundbeleuchtung/LED-Ein-Anzeige
19
G) Emissionsgradanzeige
Während der Messung zeigt das Display die
aktuelle (D) und die maximale (C) Temperatur in
Celsius oder Fahrenheit (B) an. Der letzte Wert
wird nach Loslassen der Messtaste 7 Sekunden
lang angezeigt; während dieser Zeit erscheint das
Wort HOLD (E). Das Erscheinen des Batteriesymbols (A) weist auf eine schwache Batterie
hin, das Glühlampensymbol (F) auf die aktivierte
Display- und Messobjektbeleuchtung. Wenn die
Messtaste betätigt wird, wird durch Einblenden
des Dreiecksymbols angezeigt, dass der Laser
aktiviert ist.
Einführung
Wir sind uns sicher, dass Sie zahlreiche Anwendungsmöglichkeiten für Ihr berührungsloses Handthermometer finden werden. Dieses kompakte und
robuste Gerät ist problemlos zu bedienen – Sie
müssen nur zielen und die Messtaste drücken
und können die Temperatur in weniger als einer
Sekunde ablesen. Auf diese Weise können Sie die
Oberflächentemperatur von heißen, gefährlichen
oder schwer zugänglichen Objekten sicher messen, ohne diese berühren zu müssen.
Funktionsprinzip
Infrarot-Thermometer messen die Oberflächentemperatur eines Objekts. Hierbei wird die
Gesamtheit der Infrarotstrahlung des von der
Optik erfassten Messflecks auf den Infrarotsensor gebündlet. Das Gerät berechnet heraus den
Temperatuwert und zeigt ihn auf dem Display an.
Die Laser werden nur zum Zielen verwendet.
Bedienung des Geräts
Messung – Kurzanleitung
Halten Sie das Gerät in Richtung des Messobjektes
und drücken Sie die Messtaste. Verändern Sie den
Abstand zwischen Messobjekt und Gerät so lange,
bis die beiden Laserpunkte zusammenfallen. So
stellen Sie sicher, dass das Gerät den kleinsten
möglichen Messfleck erfasst. Nun können Sie
die Temperatur ablesen. Ausführlich ist das
Verfahren unter „Präzises Messen der Temperatur“
beschrieben.
Umschalten zwischen C° und
F°; Batteriewechsel; Laser/
Hintergrund-beleuchtung/LED
ein/aus
Bevor Sie den Griff des Geräts öffnen, um auf
die Batterie und Bedienelemente zuzugreifen,
schrauben Sie die Magnethalterung ab. Zum
Öffnen des Gerätegriffs drücken Sie auf den Knopf
in der Nähe der Messtaste auf der Unterseite des
Geräts und ziehen den Griff nach unten und nach
vorne.
20
Zur Auswahl von C° oder F° verschieben Sie
den oberen Schalter (A) nach oben (für Celsius)
bzw. nach unten (für Fahrenheit). Zum Aktivieren
der Laser, der Hintergrund-beleuchtung und der
LED-Messobjektbeleuchtung verschieben Sie den
unteren Schalter (B) nach unten.
Doppellaser und LED-Messobjektbeleuchtung
werden beim Drücken der Messtaste eingeschaltet. Mit dem Loslassen der Messtaste
erlöschen sie. Die Displaybeleuchtung bleibt
dagegen für weitere 7 Sekunden aktiv.
Die 9 Volt Batterie wird, wie unten gezeigt,
eingesetzt.
Abstand und Messfleckgröße
Das Verhältnis zwischen Abstand (D) und Messfleckgröße (S) am Fokuspunkt (200 mm: 13 mm)
ist 16:1.
Wie aus der Grafik ersichtlich, erhöht sich mit
größerem Abstand (D) zum Messobjekt die Messfleckgröße (S). Die Messfeldgrößen zeigen 90%
Encircled-Energie an.
Deutsch
Präzises Messen der
Temperatur
Anvisieren mit dem Laser
Die Laseranvisierung besteht aus 2 Lasern, mit
denen in verschiedenen Winkeln auf ein Objekt
gezielt wird. Der Punkt, an dem sich die beiden
Laserpunkte kreuzen, ist 200 mm entfernt. Dies ist
auch die optimale Messentfernung.
Zum Anvisieren des zu messenden Gegenstands
drücken Sie die Messtaste, um die Laser-Visiereinrichtung einzuschalten. Bei optimaler Messentfernung sollte nur ein einziger Laserpunkt zu sehen
sein (1). Wenn zwei Laserpunkte sichtbar sind (2),
müssen Sie die Entfernung des Geräts zu dem zu
messenden Objekt verändern. Wenn der Abstand
nicht korrigiert werden kann, lesen Sie den
Abschnitt „Abstand und Messfleckgröße“.
Emissionsgrad
Der Begriff „Emissionsgrad“ beschreibt die Eigenschaften von Werkstoffen, Energie abzustrahlen.
Der Emissionsgrad der meisten organischen Werkstoffe und bemalter oder oxidierter Oberflächen
beträgt 0,95 (im Gerät voreingestellt). Das Messen
glänzender oder polierter Metalloberflächen kann
zu ungenauen Messergebnissen führen. Zur
Kompensierung decken Sie die zu messende
Oberfläche mit Klebeband ab oder bestreichen
sie mit matter, schwarzer Farbe. Lassen Sie das
Klebeband bzw. die Farbe die gleiche Temperatur
wie das darunter befindliche Material annehmen.
Messen Sie dann die Temperatur des Klebebandes
oder der bemalten Oberfläche.
21
Feststellung von Heiß- oder
Kaltpunkten
Zum Ermitteln eines Heiß- oder Kaltpunkts richten
Sie das Thermometer auf eine Stelle außerhalb
des interessierenden Bereichs. Tasten Sie dann
den ganzen Bereich mit Auf- und Abwärtsbewegungen ab, bis Sie den Heiß- oder Kaltpunkt
finden.
LED-Erhellung
Vorne am Gerät befindet sich eine LED-Leuchte.
Wenn die Messtaste betätigt wird, wird der
gemessene Bereich und der diesen Bereich umgebende Bereich zur besseren Sichtbarkeit von einer
hellen LED-Messobjektbeleuchtung erhellt, außer
wenn diese Funktion deaktiviert ist.
Magnethalterung
Am unteren Ende des Griffes befindet sich eine
Magnethalterung, die ein einfaches Befestigen
des Geräts an eisenhaltigen Oberflächen gestattet.
Die Magneten sind vertieft angebracht, um ein
Zerkratzen lackierter Oberflächen zu verhindern.
Um dies zu gewährleisten, sollten die Magnete
stets sauber gehalten werden, da durch eventuell
aufgenommene Späne oder andere Eisenteile eine
Beschädigung der Oberfläche eintreten kann.
Die Magnethalterung kann abgeschraubt werden.
n Nicht für das Messen glänzender oder polierter
Metalloberflächen (Edelstahl, Aluminium usw.)
empfohlen. Für das Messen dieser Oberflächen
die Hinweise unter „Emissionsgrad“ beachten.
n Dieses Gerät kann keine Temperaturmessungen
durch transparente Oberflächen wie Glas oder
Kunststoff vornehmen. Stattdessen wird die
Oberflächen-temperatur dieser Materialien
gemessen.
n Dampf, Staub, Rauch oder andere Partikel
zwischen Gerät und Messobjekt können eine
präzise Messung unmöglich machen, da sie die
Geräteoptik behindern.
n Das Thermometer kann mit Hilfe der Visier-
führungen oben auf dem Gerät auf das zu
messende Objekt gerichtet werden, wenn das
Laser-Anvisiersystem nur schwer zu sehen ist.
Instandhaltung
Linsenreinigung: Lose Partikel mit sauberer
Druckluft wegblasen. Alle verbleibenden Verunreinigungen mit einem weichen Pinsel oder einem
Wattestäbchen entfernen. Das Wattestäbchen
kann mit Wasser oder einem wasserlöslichen
Reinigungsmittelbefeuchtet werden.
Hinweis: Zum Reinigen der
Plastiklinse keine Lösungsmittel
verwenden.
Reinigen des Gehäuses: Je nach Verunreinigung
mit trocknem oder feuchtem (nicht nassem) Tuch
oder Schwamm abwischen.
Hinweis: Das Gerät nicht in
Wasser eintauchen.
Hinweise
n Beim Messen aus kurzer Distanz (0,5 m) muss
das Thermometer mit den Visierführungen oben
auf dem Gerät auf das Ziel gerichtet werden,
um den Abstand zu kompensieren.
22
CE Zertifizierung
Dieses Instrument erfüllt die folgenden Standards:
n EN61326-1 EMC
n EN61010-1
n EN60825-1 Sicherheit
Die verschiedenen Tests wurden in einem
Frequenzbereich von 80-1000 MHz mit dem
Instrument in drei verschiedenen Lagen
durchgeführt.
Hinweis: Im Bereich zwischen 165
MHz und 880 MHz bei 3 V/m bleibt
die Messgenauigkeit dieses Instruments möglicherweise hinter den
Angaben zurück.
Fehlersuche
Anzeige oder Symptom Problem Maßnahme
– – – (auf dem Display) Objekttemperatur ist oberhalb oder Ein Objekt mit Temperatur innerhalb der
unterhalb des zulässigen Bereichs technischen Daten des Geräts wählen
Batteriesymbol Schwache Batterie Batterie prüfen und/oder ersetzen
Leeres Display Möglicherweise leere Batterie Batterie prüfen und/oder ersetzen
Laser arbeitet nicht (1) Schwache oder leere Batterie (1) Batterie ersetzen
(2) Laser ausgeschaltet (2) Laser einschalten
(3) Umgebungstemperatur über 40° C (3) In Bereich mit niedrigerer
Umgebungstemperatur verwenden
Deutsch
ERR Eventuell Schaden durch An den Händler wenden
elektromagnetisches oder
elektrostatisches Feld.
23
24
ANWENDUNGEN
INHALT
KLIMA/HEIZUNG/LÜFTUNG ............................25
LAGER, BUCHSEN, GELENKE .........................27
BREMSEN.....................................................28
KÜHLSYSTEM ...............................................31
MOTORLEISTUNG .........................................32
SITZHEIZUNG ................................................35
HEIZBARE HECKSCHEIBE ...............................36
REIFENDRUCK UND SPUREINSTELLUNG .........36
Klima/Heizung/Lüftung
Klimaanlage
HINWEIS: Bei allen Arbeiten an
Klimaanlagen und Kühlsystemen
beachten Sie bitte die Auflagen
zum Umweltschutz.
Wenn die Klimaanlage läuft und auf maximale
Kühlung eingestellt ist, sollte die Temperatur der
aus den Austrittsdüsen strömenden Luft mindestens 15° C kälter als die Umgebungstemperatur
sein. Lassen Sie zum Überprüfen der Klimaanlagen-Austrittstemperatur das Fahrzeug an und
stellen Sie die Klimaanlage so kalt wie möglich ein.
Wählen Sie Max-A/C und Umluft. Machen Sie nach
Möglichkeit eine Probefahrt. Wenn der Test auf
einem Prüfstand durchgeführt werden muss, stellen Sie vor dem Fahrzeug einen großen Ventilator
auf, damit dem Kondensator der Klimaanlage ein
ausreichender Luftstrom für eine korrekte Temperaturanzeige zugeführt wird. Wenn das Fahrzeug
nicht bewegt wird, erhöhen Sie die Leerlaufdrehzahl, damit sich die Klimaanlage stabilisieren
kann, bevor Sie die Austrittstemperatur messen.
Fenster und Türen müssen geschlossen sein.
lagen-Luftkanals oder anderer
Komponenten in der Nähe der
Klimaanlagen-Luftkanäle NICHT
direkt in den austretenden Luftstrom der Klimaanlage. Halten
Sie das Gerät bei der Messung
seitlich etwas versetzt, um einen
direkten Kontakt mit der Kaltluftströmung zu vermeiden.
Messen Sie die Klimaanlagen-Austritts-temperatur
mit dem IR-Thermometer. Wenn die Austrittstemperatur um 15° C kälter als die Umgebungstemperatur ist, ist die Kühlleistung der Klimaanlage
ausreichend. Wenn die Austrittstemperatur um
weniger als 15° C kälter als die Umgebungstemperatur ist, suchen Sie nach folgenden Problemen:
n Verengte Flüssigkeitsleitung zum Verdampfer
(Flüssigkeitsleitung zum Verdampfer auf Eisbil-
dung überprüfen).
n Verengtes Expansionsventil oder Ausflussrohr
(Expansionsventil oder Ausflussrohr auf Eisbil-
dung überprüfen).
Messen Sie die Temperatur des Kondensators und
überprüfen Sie diesen auf Kaltpunkte. Festgestellte
Kaltpunkte verweisen auf eine Verengung im
Kondensator. Gleichstromkondensatoren weisen
normalerweise ein gleichmäßiges Temperaturgefälle von einer Seite zur anderen auf, während sich
Serpentinkondensatoren durch ein Temperaturgefälle von oben nach unten auszeichnen.
Wenn sich der Kompressor der Klimaanlage mit
einer kürzeren Betriebszeit als normal ein- und
ausschaltet, ist er auf einen niedrigen
Deutsch
VORSICHT: Um einen Thermoschock des IR-Thermometers
zu vermeiden, halten Sie das
Gerät beim Messen der Oberflächen-temperatur des Klimaan-
25
Klimatisierungs-/Heizsystem
(Forts.)
Kältemittelstand zu überprüfen. Wenn der Kompressor überhaupt nicht funktioniert, diagnostizieren und reparieren Sie die Klimaanlage an Hand
der einschlägigen Wartungsinformationen.
Automatisches
Klimatisierungssystem
Bei vielen Fahrzeugen mit automatischen Klimaanlagen werden die (äußere) Umgebungstemperatur
und die (innere) Kabinentemperatur mit Sensoren
erfasst, damit verschiedene Funktionen des
Klimaanlagen-Heizsystems gesteuert werden können. Neben diesen Sensoren besitzt die Klimaanlage häufig die Fähigkeit, die von diesen Sensoren
gemeldete aktuelle Umgebungs- und Kabinentemperatur auf den Klimaanlagen-Bedienelementen
anzuzeigen. Die meisten Umgebungsluft-Temperatursensoren sind außerhalb des Fahrgastraums
vorne im Fahrzeug angebracht. Die meisten
Kabinentemperatursensoren sind ins Armaturenbrett eingebaut. Die genaue Montageposition der
Sensoren (falls vorhanden) kann den Informationen des Herstellers entnommen werden. Zur
Überprüfung des richtigen Betriebs der Sensoren
messen Sie die Umgebungstemperatur mit dem
IR-Thermometer in der Nähe des Umgebungstemperatursensors und die Kabinentemperatur in der
Nähe des Kabinentemperatursensors. Vergleichen
Sie die Messergebnisse mit der Bedienung der Klimaanlage. Wenn die gemessenen und angezeigten
Temperaturen nicht in etwa übereinstimmen, liegt
möglicherweise ein Problem mit dem Sensor der
Klimaanlage vor.
Heizsystem
WARNUNG: Motorkühlmittel
können Temperaturen von über
125° C erreichen. Lassen Sie den
Motor zur Vermeidung schwerer
Verletzungen abkühlen, bevor
Sie Reparaturen am Heizsystem
vornehmen.
Die Heizsysteme der meisten Fahrzeuge sind
direkt mit dem Motorkühlsystem verbunden und
versorgen den Heizkern über die Motorwasserpumpe und unter Verwendung des Kühlmittelsystemdrucks mit Kühlmittel. Bei anderen
Fahrzeugen wird Wasser für das Heizsystem
mit einer separaten Wasserpumpe zirkuliert. In
manchen Anwendungen wird ein vom Klimasystem
geregeltes Heizsteuerventil zum Unterbrechen
des Kühlmittelstroms zum Heizkern benutzt. Auf
diese Weise wird die Lebensdauer des Heizkerns
verlängert und die Kühlung des Fahrgastraums
bei eingeschalteter Klimaanlage unterstützt. Bei
Fehlersuchmaßnahmen am Heizkern ist darauf zu
achten, dass die Klimaanlage ausgeschaltet und
das Heizsteuerventil geöffnet ist, damit der Fluss
des Kühlmittels zum Heizkern nicht unterbrochen
wird. Inspizieren Sie den Kühlmittelstand und füllen
Sie ggf. Kühlmittel nach, um sicherzustellen, dass
während des Tests keine Luft im Heizkern eingeschlossen wird. Stellen Sie ferner sicher, dass im
Fahrzeug Betriebstemperaturen (ca. 85-105° C)
herrschen. Messen Sie die Temperatur am oberen
Kühlwasserschlauch in der Nähe des Thermostatgehäuses, um zu überprüfen, ob die Betriebstemperatur erreicht ist. Wenn sich das Fahrzeug nicht
auf Betriebstemperatur erwärmt, suchen Sie zuerst
nach Fehlern im Kühlsystem.
Messen Sie die Ein- und Austrittsschlauch-temperatur in der Nähe der Brandschutzwand mit
dem IR-Thermometer. Die Temperaturanzeige
am Einlassschlauch sollte ca. 10° C höher als
die Temperatur am Auslassschlauch sein. Wenn
der Auslassschlauch nicht heiß ist oder der
Temperaturunterschied zwischen dem Ein- und
Auslassschlauch größer als 10° C ist, fließt kein
Kühlmittel durch den Heizkern. Überprüfen Sie das
System auf Folgendes:
n Verstopfter/verengter Heizkern.
n Heizsteuerventil öffnet sich nicht.
Lager, Buchsen, Gelenke
Lager, Buchsen, Gleichlaufgelenke und
Kreuzgelenke haben Reibungsflächen, für die die
richtigen Freiräume eingehalten und die richtig
geschmiert werden müssen, damit sie ordnungs-
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