Concentration of combustion products in the vehicle's exhaust, most of which pollute the air, give important diagnostic clues to the vehicle's engine efficiency. The component gases which contribute the most to air pollution are hydrocarbons (HC), carbon monoxide (CO) and oxides of nitrogen (NOx). Three of the five gases measured at the tailpipe are regulated pollutants - HC, CO and NOx. The remaining gases, oxygen (O2) And carbon dioxide (CO2), while non-regulated, play a significant role as diagnostic aids. Omitec's four gas analyzer measures HC, CO, CO2 and O2 concentrations. The five gas analyzer adds the measurement of NOx as well.
Omitec's exhaust gas analyzer is a highly versatile and accurate test instrument. In addition to testing carbon monoxide (CO), carbon dioxide (CO2), oxygen (O2), hydrocarbons (HC) and oxides of nitrogen (NOx) (for the 5-gas version) for repair requirements or after a tune-up, it can be used to assist in detecting and locating, fuel, exhaust, emission control and engine service problems.
Following are a few general facts and tips to keep in mind when using the gas analyzer:
1) High Carbon Monoxide (CO) readings usually indicate a fuel mixture richer than ideal (rich mixture - air fuel ratio below 14.7). In general CO is an indicator of combustion efficiency. The amount of CO in a vehicles exhaust is directly related to its air-fuel ratio. High CO levels result from inadequate O2 supply needed for complete combustion. This is caused by a too rich mixture - too much fuel or not enough air (AFR readings below the optimal 14.7, Lambda below 1.0). Circumstances that can lead to high CO emissions:
2) Normal CO readings. If the combustion process is succeeding at or near the stoichiometric point (AFR equals 14.7, Lambda equals 1.0), CO levels during an idle test will typically measure less than 2%.
3) Low CO readings. There is, effectively, no reading for CO that can be characterized as too low or "below optimal". CO concentrations will appear "normal" even in a lean burning environment, where AFR is above 14.7 (Lambda is above 1.0).
4) High hydrocarbon (HC) readings usually indicate excessive unburned fuel caused by a lack of ignition or by incomplete combustion. Concentrations are measured in parts per million (PPM). Common causes include a faulty ignition system, vacuum leaks, and fuel mixture problems. Circumstances that can lead to a high HC emissions are:
5) Oxygen (O2) readings. Oxygen, measured as a percentage of the exhaust volume, reflects the amount of gas remaining in the exhaust sample after the combustion process has taken place. Ambient O2 readings should be about 20%, reflecting the natural amount oxygen found in the air. The ideal range for vehicles without a secondary air injection system is less than 1.5%. If there is an air injection system, O2 levels will typically fall n the range of 3% to 4%. Pinching off the air hose of a vehicle equipped with air injection should produce O2 levels similar to those found for vehicles without air injection.
10) Oxides of Nitrogen readings. Oxides of nitrogen (NOx), including nitric oxide (NO) and nitrous oxide (NO2), are formed if the combustion temperatures within the combustion chamber exceed some 2,500 degrees F. This can occur when the engine is under load. When excessive temperature conditions exist, the greatest amount of NOx is typically produced at the stoichiometric point (AFR 14.7 or Lambda of 1.0) as the engine is under a light load. If the combustion process within an engine is burning fuel at or near stoichiometric point, NOx levels on acceleration will typically read significantly higher than those measured at cruise and during deceleration. Typically, the NOx readings at idle will be 0 PPM.
12) Low NOx readings. There is, effectively, no reading for NOx that can be characterized as too low or below optimal. NOx is naturally 0 ppm at idle. NOx concentrations may appear normal even in a rich burning environment where the AFR is well below 14.7 (Lambda below 1.0).
The byproducts of combustion are dependent on the air-fuel ratio.
13) O2 combines with HC to form CO2 and H2O.
14) O2 combines with CO to form CO2.
15) CO is an indicator of air-fuel mixture richness.
16) HC is an indicator of fuel mixture leanness (or richness) and misfires.
17) CO and O2 are equal at the stoichiometric air-fuel ratio.
18) O2 and CO2 are indicators of exhaust system integrity, sample hose and probe integrity, or both.
19) CO2 is an indicator of combustion efficiency that peaks at or near the stoichiometric air-fuel ratios, and decreases with lean or rich air-fuel ratio.
20) Air injection systems dilute the exhaust sample with O2.
21) O2 is essential for proper operation of the catalytic converter. Its concentrations are essentially unchanged by the catalytic converter, providing a "window" through the converter to the engine. O2 levels are higher on vehicles with properly operating air injection systems.
22) If CO goes up, O2 goes down (inversely related)
23) If O2 goes up, CO goes down (inversely related)
24) With the air injection system disabled and the CO above 1%, the catalytic converter is oxygen-starved. Without O2, it does not fire, allowing exhaust concentrations to be more like readings taken ahead of the converter.
If readings are within the manufacturers or local/state/federal allowable limits, it can generally be assumed that the fuel, ignition, and emission control systems are functioning properly. If they exceed the limits, repairs or adjustments are probably called for.
(Legend: L = Low, H = High , M = Moderate)
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