Connection of the USB Autoscope IV to the CKP sensor signal wire.

Using an external optical crankshaft sensor if the vehicle is not equipped with a CKP sensor.

Connection of synchronization transducer to a distributor type ignition system in order to obtain a synch signal from the timing cylinder.

Connection of synchronization transducer to a COP ignition system in order to obtain a synch signal from the timing cylinder. (Additionally a high voltage extension lead is used).

Connection of a low current transducer in order to obtain a fuel injection synch signal of electronically controlled diesel injector.

Connection of a transducer used to detect pressure pulses in diesel engine fuel rails in order to obtain a fuel injection synch signal of mechanical diesel injector.

Setting the USB Autoscope IV to the CSS testing mode.

Tab “Efficiency” from the CSS script report, from a Renault Logan. Ignition coil for the cylinders 1‑4 is faulty; spark gap of the spark plug on the cylinder 4 is too small.

Tab “Efficiency” from the CSS script report, from a vehicle with bad compression in cylinder 4.

Tab “Efficiency” from the CSS script report, from a vehicle with dirty (clogged) injectors.

Tab “Efficiency” from the CSS script report, from a Kia Shuma. Camshafts are not properly installed – valve overlap is increased.

Tab “Efficiency” from the CSS script report, from an Audi A6. The camshafts on Bank 1 are not properly installed. Volumetric efficiency is decreased.

Tab “Efficiency” from the CSS script report, from a rotary-piston engine on Mazda RX‑8. The lower spark plug of the 2^nd rotor is faulty.

Tab “Toothed disk” from the CSS script report, on a vehicle with damaged reluctor wheel, one tooth is missing.

Tab “Phase” from the CSS script report, on a vehicle with the continuous variable valve timing in good condition.

Tab “Phase” from the CSS script report, on a Nissan Armada. Camshaft sensor is faulty: the width of pulses generated by the sensor does not always match to the width of the reluctor teeth.