Once again Bernie demonstrates technique, the use of pressure transducers and the power of the scope. Amazing! Thank you Bernie for taking the time to film and post!
Any tech or shop owner that doesnt believe in using this equipment is dead in the water for anything more than very simple diagnostic work. Shop owners should be able to see the value in the purchase. Accurate, quick diagnosis and no bad review from a customer who was sold the wrong parts
Problem misfires from other shops are always fun. All new coils, plugs and sometimes even injectors….I’ll install a vacuum gauge and know if it’s mechanical or not in 1-2 minutes. Or maybe bring out the amp clamp and scope if I feel adventurous for a cranking compression test. A simple vacuum gauge will show you restricted exhaust or cam timing issues as well. At least give you a direction to go.
Hey there Mr Thompson.. I always look forward to watching you diagnose these cars and trucks of all makes and models. It's sad to see some of these vehicles going from shop to shop to shop.. when they should be calling you first. I know that's not really possible, but your system should be employed across the industry..
Bernie! Every video I watched from you I learn a lot! Thank you for teaching us to analyze the data from a higher level! I wished you were my shop foramen when I started doing this job!
where's bernie's genius son thats gonna take over the reigns when he feels like kicking his feet up in mexico having beers instead of working? THIS MUST GO ON
Bernie is the master. With Escope misfire detector you can find misfires easily and with the pressure transducers and the rules it makes it so easy. Thanks Bernie for making great equipment. Looking forward for new videos and new lab scope accessories as always.
Thanks for the video Bernie! I’ve been asking if your tool has a known good cam/crank correlation waveform like pico does but I can’t seem to find an answer and it looked like you had one. Anyways I hope you take care of your health!
Saludos Bernie . Gracias por compartir tan importante información y estrategia de diagnóstico . Estoy viendo cada uno de los vídeos , excelente clase . Kike de taller Pit Lane Costa Rica
Hello Bernie, Thanks for the great video's you make. Question, i have the 8 channel scope and can not find the PSI button, is that a new update? Greetings Hans
That's Crazy, last car I worked on was a 73 Chevy 305. I have never seen how cars are diagnosed now days... You just blew my mind. Where would be a good place to start if I wanted to learn more about how to do this?
What's crazy is that those engines are very easy to check cam to cam timing. If you have the special tools, then it is very easy to check crank to cam timing as well.
If the shops would have to pay for all the unnecessary parts they sold to customers they could afford training and proper tools. Obviously, it’s easier to unleash the parts cannon and stick it to the customers.
That's nice. Q: If I have a L4 engine with 2 camshaft sensors on intake and exhaust (VVT engine) and when I see cam crank Waveforms I have a timing issue,,, How Could I know If I have a mechanical timing adjusting or I have a Vvt Solenoid issue?
Nice video, great pressure analysis. I can't tell from the video but Im thinking the peak compression was higher than expected also. I would like to see or know what the running peak compression is after the repair, compared to before. Compression and Vacuum are relative.. Low vac = higher compression
Brandon Steckler has a book he wrote about this very topic. Bernie and Brandon network a lot. The book is available on Aeswave. I can't recommend this enough, because so much material about pressure analysis needs to be familiar as we watch Bernie. He moves in real time.
is disconnecting the fuel injector not necessary / only done when access is easy? How long is it safe to run the engine (for the cat) before having to worry about it?
I might be wrong but isn't this a timing chain engine that if you loosen the crank pulley it will jump time? As in it doesn't have a key way in the crank and is held in place by the balancer bolt.
I’d recommend a trainer named Branden Steckler! He uses the same methods and has even worked with Bernie. He has great in depth analysis and explanation.
i am surprised it caused the low vacuum for only being 34-40 degrees off. would have expected an elevated peak just before the intake opened, or a higher exhaust pressure
Why did fuel trims stay about zero if engine was misfiring, wouldn't that mess o2 readings. Also how maf sensor reading was above normal if exhaust gases take a place of intake air. Where from addditional maf sensor readings come from.
