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Engine Coolant Temperature (ECT) Sensor - Function - Failure and testing.

The engine coolant temperature (ECT) sensors part is, to monitor the temperature, of the engine's coolant.

So, most engine coolant temperature (ECT) sensors operate, using electrical resistance to measure, the temperature of the coolant.

The readings from the engine coolant temperature (ECT) sensor, are then sent back to the engine control unit of measurement (ECU).

The engine coolant temperature (ECT) sensor, is one of the nigh important, engine management sensors. Considering, its readings, play a key function in calculations, which affect engine performance. Every bit a consequence, the (ECU) uses this data, to adapt, the fuel injection and ignition timing.

Engines require, more fuel when they are cold. But, less fuel, when they are fully warmed upwardly.

Engine Coolant Temperature (ECT)

The most mutual symptom that indicates a bad (ECT) sensor is; an engine control arrangement that fails to become into closed loop, once the engine is warm.

Other Signs Of Failure Include:

• Poor fuel economy.
• Black smoke from engine.
• Overheating engine.
• Check Engine Lite comes on.

Check Engine Low-cal

Possible Engine Codes

The (OBD II) organization, should catch the fault and plow on the, check engine lite or (MIL) lamp.  Also, you may see ane of the post-obit, diagnostic trouble codes:

• P0115….Engine Coolant Temperature Circuit.
• P0116….Engine Coolant Temperature Circuit Range/Performance.
• P0117….Engine Coolant Temperature Circuit Low Input.
• P0118….Engine Coolant Temperature Excursion High Input.
• P0119….Engine Coolant Temperature Circuit Intermittent.

Input from the engine coolant temperature (ECT) sensor; may exist used, past the (PCM) for any or all of the following command functions:

Kickoff up fuel enrichment, on fuel injected engines

When the (PCM) receives a cold betoken from the (ECT) sensor; it increases injector pulse width (on time); to create a richer fuel mixture. This improves idle quality and prevents hesitation, while the cold engine is warming upwards. But, as the engine approaches normal operating temperature; the (PCM) leans out the fuel mixture, to reduce emissions and fuel consumption.

So, a faulty (ECT) sensor that e'er reads common cold may; cause the fuel command arrangement to run rich, pollute and waste material fuel. As well, a (ECT) sensor that always reads hot may; cause cold driveability bug such equally, stalling, hesitation and crude idle.

Spark accelerate and retard

Spark advance, is often limited for emission purposes; until the engine reaches, normal operating temperature. This besides affects, engine performance and fuel economy.

Exhaust gas recirculation (EGR) valve, during warm-up

Exhaust Gas Recirculation (EGR) Valve

The (PCM) will not permit the (EGR) valve to open up; until the engine has warmed up, to better driveability. But, if the (EGR) is allowed, with a common cold engine; information technology may cause a rough idle, stalling and/or hesitation.

An open thermostat or the wrong thermostat, may be preventing the coolant from reaching its; normal operating temperature.

Evaporative emissions command canister purge

Fuel vapors stored in the charcoal canister, are not purged until the engine is warm; to prevent drivability problems.

Open/airtight loop feedback control of the air/fuel mixture

The (PCM) may ignore the oxygen sensor (O2) rich/lean feedback signal; until the coolant reaches a certain temperature. While the engine is cold, the (PCM) will remain in "open loop" and go on the fuel mixture rich; to improve idle quality and cold driveability. Only, if the (PCM) fails to get into "closed loop" in one case the engine is warm; the fuel mixture will be, too rich causing the engine to, pollute and waste product gas. Finally, this status, may also lead to spark plug fouling.

Idle speed during warm-upward

The (PCM) will ordinarily, increase idle speed when a cold engine is starting time started. Consequently, to prevent stalling and improve idle quality.

Transmission torqueconverter clutch lockup during warm-up

The (PCM) may non lockup up the torque converter; until the engine has warmed up, to ameliorate cold driveability.

Performance of the electrical cooling fan

Dual Engine Cooling Fan

The (PCM) will cycle the cooling fan on and off, to regulate engine cooling; using input from the (ECT) sensor. That's why, its job is extremely important, in preventing engine overheating.

Engine Coolant Temperature (ECT) Sensor Testing Made Easy

Keep in mind that many (ECT) sensor problems; are more oftentimes, due to wiring faults and loose or corroded connectors, than failure of the sensor itself. That'due south why, a visual inspection of the (ECT) sensor, will sometimes reveal a problem.

(ECT) Sensor Connector

This could exist, severe corrosion around the terminal; a crack in the sensor or coolant leaks around the sensor. Then, in virtually cases the only way to know if the (ECT) sensor is skilful or bad is; to measure out its resistance and voltage readings.

The First Thing To Check, Is The (ECT) Sensor Wiring Harness – (Using A Multimeter)

This allows you to cheque, if the harness that receives the signals, is having a problem; in relaying the signal to the computer. This will rule out any faulty wiring:

1. Pull out the harness connected to the sensor, to reveal the connection point, between the harness and the sensor.
2. Plow the ignition key on, without starting the engine.
3. Connect the red clip to concluding two, while grounding the black clip.

Digital Multimeter

Finally, if the Multimeter reads at most 5 volts, then the harness has no trouble.

Ohmmeter-Testing

1. Start with a cold engine. With the ignition off, disconnect the wiring connector, from the (ECT) sensor.
2. Attach an ohmmeter, across the sensor's terminals.
3. Measure the sensor'south resistance and tape the reading.
4. Reconnect the sensor wiring connector.
5. Start and run the engine for 2 minutes, then close the engine off.
6. Disconnect the sensor wiring harness and take an ohmmeter reading, across the sensor'due south terminals.

Finally, compare the two readings. There should be a difference, of at least 200 ohms. If not, the sensor is defective.

Engine Coolant Temperature (ECT) Sensor

Voltage – Testing

1. The reference voltage to the sensor from the (PCM), should be about v-volts.
2. The return voltage signal, should be effectually three to four volts, when the engine is cold.
3. This should gradually drop to 2 volts or less, as the engine reaches, normal operating temperature.

Finally, no alter in the return signal, would betoken a faulty (ECT) sensor.

Determination

Even general wear and tear, can crusade the (ECT) sensor to erode over time. So, the engine coolant temperature (ECT) sensor is designed to be; fully submerged in coolant. But, will not function correctly, if the coolant level is depression. Likewise, engine coolant prevents the water from boiling. And, information technology as well lubricates the engine block and the radiator, preventing rust germination. Finally, always apply the right mix, of water and antifreeze in your engine. When in uncertainty, consult the owner's manual.

Thanks !

Source: https://dannysengineportal.com/engine-coolant-temperature-ect-sensor-function-failure-and-testing/

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