The Diacom ® PC based marine diagnostic system gives you the power and flexibility you need to troubleshoot today’s advanced EFI systems. DIACOM ® Marine unlocks the computing power of your Windows based notebook or netbook PC and provides state-of the-art features to pinpoint EFI system problems quickly and accurately. Diacom is created by symbiosis of two words – “diagnostic system”, which later acquired more global sense. Now we can’t talk only about so-called diagnostic complexes (in other words, the diagnostic systems ), but a full diagnosis of the functional state of the human body with all the associated research.
I have had both the Marine Diacom and the handheld TechMate scanner for years to use with my 2003 Crusader 5.7L MPIs with MEFI-4 ignition. I particularly need it to check and set the critical Cam Retard after changing distributor caps and rotors and this can only be done with observation of the ECM data as I turn the distributor housing ( just as timing is adjusted in many engines, except this does not affect timing at all and a timing light cannot be used.) The Diacom can do a lot more things at once, and better since it has real-time graphing and recording ability too, plus it has built-in digital MEFI diagnostic manual for my engines ( worth about $100 just for that manual). That igntion manual is important since some of the data available will make no sense without the manual, plus the manual has the important diagnostic flow chart and followup optimum procedural steps to save wasted time. However, I usually use the Techmate as it is more compact and portable and less vulnerable than my big notebook w/ the Diacom SW.
It provides essentially all the same digital data as the Diacom, but just requires scrolling to get to each parameter and has no graphing or recording capability. I can more easily hook up the Techmate at sea if necessary. For my use the Rinda scan devices and SW are very handy as they let me see all the parameters and whether they are in spec. I can view fuel flow info right from the ECM underway. If I have an engine issue, it not only helps track down faulty items, it also saves a lot of time and possibly money by showing that a lot of potentially suspect parts are in fact good & working fine. It also can perform a power balance test. This shuts down either one spark plug or injector at a time so one can see if RPM drops or stays the same to help isolate issues with combustion ( or noise) in a particular cylinder.
Another nifty feature is the engine hours history readout. It gives total engine hours at all RPM since new, but also breaks that down into hours and tenths run since new within each 100 RPM increment from idle up to full WOT.
These scanners can of course only read what the engine igntion control modules monitor, so simpler systems will have less data available for viewing I'm planning on sending mine back to Rinda for updating to the most recent SW version to cover newer and more different engines I may get adaptors for in case friends would like to check their engines. I would think any handy person with an injected marine engine would benefit from owning an appropriate scanner ( NOT just a code reader.) I've never used it on an outboard and do not presently have the correct diagnostic connector adapter for that so I can't speak to how useful it would be on the Opti's. I have had both the Marine Diacom and the handheld TechMate scanner for years to use with my 2003 Crusader 5.7L MPIs with MEFI-4 ignition. I particularly need it to check and set the critical Cam Retard after changing distributor caps and rotors and this can only be done with observation of the ECM data as I turn the distributor housing ( just as timing is adjusted in many engines, except this does not affect timing at all and a timing light cannot be used.) The Diacom can do a lot more things at once, and better since it has real-time graphing and recording ability too, plus it has built-in digital MEFI diagnostic manual for my engines ( worth about $100 just for that manual). That igntion manual is important since some of the data available will make no sense without the manual, plus the manual has the important diagnostic flow chart and followup optimum procedural steps to save wasted time. However, I usually use the Techmate as it is more compact and portable and less vulnerable than my big notebook w/ the Diacom SW.
It provides essentially all the same digital data as the Diacom, but just requires scrolling to get to each parameter and has no graphing or recording capability. I can more easily hook up the Techmate at sea if necessary. For my use the Rinda scan devices and SW are very handy as they let me see all the parameters and whether they are in spec.
I can view fuel flow info right from the ECM underway. If I have an engine issue, it not only helps track down faulty items, it also saves a lot of time and possibly money by showing that a lot of potentially suspect parts are in fact good & working fine. It also can perform a power balance test. This shuts down either one spark plug or injector at a time so one can see if RPM drops or stays the same to help isolate issues with combustion ( or noise) in a particular cylinder.
Another nifty feature is the engine hours history readout. It gives total engine hours at all RPM since new, but also breaks that down into hours and tenths run since new within each 100 RPM increment from idle up to full WOT. These scanners can of course only read what the engine igntion control modules monitor, so simpler systems will have less data available for viewing I'm planning on sending mine back to Rinda for updating to the most recent SW version to cover newer and more different engines I may get adaptors for in case friends would like to check their engines. I would think any handy person with an injected marine engine would benefit from owning an appropriate scanner ( NOT just a code reader.) I've never used it on an outboard and do not presently have the correct diagnostic connector adapter for that so I can't speak to how useful it would be on the Opti's.Hi, can you reset and stored faults in the ECU? Thanks in advance Mark.