Un saludo grande desde España, aprecio mucho tu trabajo ,un grand trabajo que te hace diferente de muchos otros que comparten videos y en especial tu actitud de hacer las cosas no los trabajos en si, eres un muy abil tehnico,que sabe y controla con mucha facilidad muchos sistemas electronicos de control del motor y estoy encantado de haber suscrito a tu canal. Con mucho respeto y agradecimientos, un saludo ,gracias
Absolutely great to see this video presented by a very clever guy , i know the tool is also a great piece of kit , but you also need the right man to operate it. Common sense and great logical , methodical approach, and the tool being the icing on the cake! Very impressed thank you for posting.
As a former mechanic and electronics tech in the military I absolutely loved your video!!! KUDOS to you! Question, what was the fix, run a new wire from the main bundle to the coil pack?
Very good instruction. I also appreciate you showing the equipment you use; might sound like a commercial to some but I'd like to know what great techs use to make them more effective, and why.
@M Barry, This video was constructed to not only demonstrate the operational characteristics of the ATS EScopeELITE4, but also solid diagnostic approach that will lead you to a pin point diagnosis every time, regardless of which emblem is on the hood! This is based around a solid understanding of the physics involved, and the system/component functionality.
Hi there, The car was bugged by us, shortly before the video was filmed. The idea was not to demonstrate that the car was properly diagnosed. It was meant to demonstrate the techniques that led us there. They were very easy to perform and yielded a lot of information
Now you're trying to justify your behaviour. I clicked on this to yes see the steps but also to have a resolution. Nothing Inter title suggests it's a bugged care. Unless I missed that. Don't do that again.
Hi, I had similar issue on my E90 2009, N46 4 cylinder engine (dose not exist in the states), it has no trigger signal to the coils, 3 MOSFET Transistors had high resistance 16 K Ohm (Normally it should be around 900 OHM s), I replaced the entire 4 and the problem was solved.
So in summery, it seems that at this point I know that there is a problem in the voltage supply (to the coil) and I would start the troubleshooting by inspecting the wire/splice, and so on. I'm not a tech correct me if I'm wrong.
Well done on the video. Very informative and has given me a great lead im trying to follow up on. However i live in malta and cannot find anyone with the tools you have to properly diagnose. They use the trial and error approach! My question is when i reset the codes through an obd device the car runs normal then starts acting up again a few seconds later. Does that tell me anything that excludes this tested approach? Thanks. Rob
Hello I was wondering if you could answer me or ANYBODY!! (HELP)... I have a 2003 BMW X5 4.4i, I changed the O2 Sensors, 8 Spark Plugs, 8 Injectors, & all 8 Coil Packs, But it's still giving me a reading of P01343 and P01351.. and I downloaded your version of INPA...but i'm having NO type of luck... car is shaky and running bad and my CEL Flashes on and off when I accelerate.... Hmmmm what can this be???
Great video! So many just throw parts at a problem without understanding what the problem is. Now that you know there is voltage drop to the coil I would like to see what the problem ended up being? Broken wire? Bad transistor in dme?
Question, if there is one wire going to all the coils right behind all 6 coild packs, why isn't is happening on all, can't a coil be shorting and pulling the voltage down ?
In combination with the wiring diagram, one can pinpoint the fault between the coil and the splice for the common supply circuit. Although this was a man-made v-drop (ballast resistor, spliced in series with one coil’s volt mage source), it could easily have been a poor crimp from a botched harness repair.
This would be reflected in the amperage trace as an “increase” in current. We spliced-in a ballast resistance to a sign gale could feed wire, to prove a point
Brandon, is the scope automatically saving each previous data capture In case you have to go back through and look at the data again? I messaged you on Facebook once I believe it was. I’m just now starting to use mine today. Yes it’s been a few months but I need to transition from hobbyist To where I’m doing it like you on a regular basis. I’ve also been working on keys, immobilizer, and other things as well the last few months as I’ve decided the keys portion would be easier to get up and running and do the stuff in-between time. I’m going to upload the video to Facebook and tag you in it here in a little bit can you tell me what you think it is and I will let you know later this evening. I think it’s main bearings and stuff gone because he didn’t have no oil in it initially. After it had sat overnight at the restaurant he left it out when he was out the night before he took off to go home a couple miles and made it about a mile and the car started chugging and died. He had a buddy with a tow strap pull him home and had me come look at it a couple days later. He thought it had to do with the key that I had made for him but I knew it didn’t because how often do chips go bad inside keys. I took his concerns and went and checked the keys in his garage as he wanted to be present. After we both saw that nothing was wrong with the keys and that the immobilizer was working on the vehicle he asked me to start it. I asked him to hang on for a second and went over and checked the oil level and there was no oil on the dipstick.🤦🏻♂️🤦🏻♂️🤷🏼🤷🏼🧐🤔🤔🤔🤭🤭 Since he lives a block and a half down I went home while he went and got oil and I got a text message from him saying I think I found the problem so I went back down and he said he was filling it with oil and not getting any reading on the dipstick so he looked on the floor and there was oil on the floor. I saw from a kneeling position that the oil pan on the backside of the engine, firewall side had a crack in it midway up the oil pan which I thought was rather odd but then my instinct told me that something wasn’t right & the oil pan probably got slapped by the main bearing piston cap He called me back again yesterday and wants me to come look at it in a little bit so I am going to possibly do a relative compression test but given the video I think I’ll just drain the oil and look for foreign metal objects or metal particles in the engine. I will post a video to my Facebook in a minute and tag you in it. By the way this was voice type so if I had any mistakes please excuse that. My guess is he will probably help me replace an engine for him this next week as I know he needs it soon because he said his father has a doctor appointment coming up. That and he said to drive his 2 Wheel Dr. pick up which you normally don’t drive during the winter with all the snow we get.
If you read all of the comments you would have found out that he intentionally "bugged" the vehicle to demonstrate how to properly diagnose the fault. I had the same question but read the comments and found out what he did.
@@eyesalookingYes, but I don't have time or patients to read all the random comments in a speculative hope that someone will provide the author's answer for him. Do you cruise fellow students for answers the teacher should be providing?
HEY I have a DME CODE 29EO and 29E1 Lean and also 2EF5 the car idles rough and rpms slight jumped up and down and car almost stalls..do u have any idea what this can be??? No one can fix it so far that has come to my house,,new battery, starter and plugs. the new oem bosch plugs made no differnce.
Your statement of primary ignition voltage can easily exceed 500v is a misnomer. If the coil is not shorted or internally arcing than primary voltage should never exceed charging system battery voltage. I think you meant to say secondary voltage can easily exceed 500 volts. Again any good lab scope and sensors can easily perform what you did here, it is not necessarily the lab scope but he who is capable of reading and interpreting the data on the lab scope. 2 strikes against you.
Hello biggysground, I will be the first to tell you that user or incorrect. I PERSONALLY have captured primary voltage exceeding 500 V. I urge you to perform the following test… Sample from a 2-wire COP control wire And begin to create a gap between coil boot and spark plug. You will experience the same. One thing you’ll learn about me is I speak from my OWN experiences, I do not read books and regurgitate. Furthermore, I never once mentioned that you need to “ this scope”to perform these tests. In fact, this is the most basic test one can perform… Unfortunately most technicians don’t even understand these basic test. I do however, appreciate your feedback and hope to hear from you more often. Thank you so much for your input👍
@@brandonsteckler3417 You are incorrect sir, a gap between the coil boot and wire is secondary and if you see a voltage spike on primary than excess voltage is bleeding back into the primary side. You stand corrected not me! I have been a master tech longer than you have been alive. Cant shit an old turd!
biggysground , Then , You will recall, the primary and secondary reflect one another. I’ll tell ya what...just to be fair, I’ll create a video, JUST FOR YOU, reflecting what I have proven many times. I don’t appreciate the aggressive language as this is a place for others to learn, not for you to flex the ASE patch on your shoulder. I too hold these certs but I don’t stand behind them as “show-off” material. Anyone can pass a test. I ask that you respond to my video and tell me that you the. understand what it is you have merely overlooked. Fair enough? This is important as what you have currently states will mislead other techs. I use this testing almost everyday. I’m not making a statement to “show-off”, I’m actually attempting to educate others
@@brandonsteckler3417 Speaking of a properly working circuit as in your case you should never see more voltage on the primary side than battery voltage, if you see a spike of like you say 500 volts than you have a problem on the secondary side which would over time cause coil and computer failures. You should be more clear in explaining. Back emf's, and from a collapsing field. This is not new science and your statement above is incorrect because it is secondary voltages bleeding into primary circuits. I am not here flexing anything but advising you of your mistake, a verbal explanation blooper. I will not watch anymore of your freshman class scope tests.
What I’m trying to get you to recall is: An ignition coil is a step-up transformer. It takes the inductive-kick (hundreds of volts) on the primary side of the coil, and steps it up (thousands of bolts)because the many-times more coil windings on the secondary-side . My point is, you can’t have secondary without primary. You can’t have a secondary voltage in the thousands of colts without primary voltage in the hundreds. of volts. The primary and secondary are virtuall little-Brother/big-Brother ...can you now recall what I was saying? If I pull the boot of the COP away from the the spark plug, the KV Demand goes insanely high (healthy coil, of course) and that insanely-high voltage is multipled about 100x on the secondary side.
