Just want to clarify something that was brought to our attention. At 12:30 I misspoke, saying the intake valve is opening, I should have said closing. Sorry for the confusion and thanks to everyone who pointed it out to us.
RU-vid used to allow authors to type in annotations to allow us to correct minor verbal mistakes, but they deleted that option (and all old annotations) about 7 years ago. I was sad to see them go, since I had an irritating habit of saying things that weren't quite right. Sometimes you can't go back and repeat a clip, and a voice over is messy and time consuming in retrospect. It's interesting to see that although the problem was a valve not seating properly, the identifiable defect is seen near BDC, under relative vacuum just before the valve opens. Presumably the edge is rough and it seals a little differently every time.
Great video! Just a couple of points to make. You mentioned a couple of times that the intake valve opens a little after the 540 degree marker. The intake valve closes. And since you hooked up the exhaust and intake pressure sensors, it would have been nice to see those waveforms to completely verify that the exhaust valve was not seating. Have a great evening.
You beat me to the comment. He kept saying intake valve OPENS (I cringed). It is IVC (intake valve close). Also, it would have been nice as you said to overlay the exhaust sensor on top of the in-cylinder to further prove the exhaust valve was the issue. Lastly, I always use the scan tool fuel trims to drive my diagnostic direction between ignition, mechanical or fuel delivery. Good video sir and keep up the good work.
i was going to say how is the intake valve opening on a compression stroke you could have a leak on either inlet exhaust valve but the cam wont be opening on the compression stroke
Your guys videos are some of the best training material. The use of the escope/engine analyzer is awesome . Watching Bernie and now you guys . It’s on my radar. Keep it up! Great content
This is the second video where you've called the intake valve closing the intake valve opening at the beginning of the compression stroke. You are really doing a great job and you know what you're doing. I like your videos, but I've cringed twice now and must say something. Please keep the great videos coming.
Thanks Phil! We think we finally got the sound quality taken care of now too which is nice. It was crazy raining during this video and still turned out okay. 😬
I'd like to see how you and your shop does the RC tests off of the battery! When you're deep into learning something wether it's business or fixing cars, sometimes all ya gotta do is see 10 different people do the same thing and even though you've seen it a bunch, there's those times where someone casually drops a HUGE GOLD NUGGET that transforms your understanding. Thank you for the content!
excellent video guys, you guys definitely show us how the cars tell us whats wrong and that we just have to find a way to listen to them especially when you get your hands on a scope, thanks for a great vid!
Really good content, thank you for takinging the time out to do these videos. I have one request however could you if it's not too much trouble next time show the comparison between a good cylinder and the bad one. I was hoping you would in this video.
Another great video! Can't thank you enough for taking the time to make these videos and the way u explain your diagnosis process is just awesome. If u would start bring up some transmission diagnosis, that would be much appreciated. Again thank you!
Hi Professor. Thanks again. ATS tools are legit. Joe's pick up are on point. Question what did you use to stick them to the ignition wire or coils. I use 3m tape but sometimes it doesn't stick. I have the ATS ones also but I didn't like how the did away with the Velcro strap from the first pick up probes.
Joe had some very sticky tape on them but they were only good for one use. I need to find out what he uses and buy a bunch of it. It was extremely sticky
@@theroyaltyautoservice guys mentioned to use 3m but when it gets hot. It slips off during test drives.going to make some like ATS to hold them in place
I've got an 06 that has a flashing engine light that when I OBD scanned it, it read 5 codes. A majority of which were misfires from cylinder 1/2 and a general misfire cylinder code. Also read EVAP system large leak detected, and a "fuel running too rich bank 1 " type code. It's a manual as well and when I start it up, (if it does start it sometimes does not) it wont go into gear. This only started happening today, I bought it a week ago for 3200 @ 126k miles. It also burns oil like crazy, as in I put in a full 4.5 quarts of oil and within a day it was below the min line. No leaks, but it smokes a lot. I knew what I was going into when I bought it for 3200 but it ran just fine for a week THEN started having issues. I did all fluid changes except transmission..
I think there is a tsb from ford for some v6 engines in rangers around this era for valve sealing problems. I diagnosed one of these trucks with a 3 liter 12 valve engine and it had leaking valve seats.
Hey great video as always full of detailed useful information. I was wondering were did you buy your in cylinder pressure/exhaust and vacuum transducer and were they expensive?
Can Sherwood elaborate on how exactly he came to that conclusion? I don't see any leaning towers or really any clear indicator that the exhaust valve wasn't seated properly because where he indicates the seating issue is exactly where the exhaust valve would be opening. I would assume an exhaust valve that doesn't seat properly would cause a leaning compression tower. However on the brief shot of the exhaust pulse sensor I do see slightly larger oscillations while on that cylinders compression stroke but if that was me I would've had to put a leak down tester in that cylinder. Just trying to learn. Thanks!!
Great video. I would like you to show us how to use the Snapon scope we have the d8 triton Snapon and I’m not to familiar with the scope I have tried to use the alligators but I can get it
nice video, I would have liked to seen you do a compression test on #4 to confirm your findings as I did not hear a weak cylinder while cranking the engine.
Love this channel!! I am looking to get a new scope torn between Pico and scope. How is the learning curve on escop? I have been using snap on scopes for yrs.
jackie may i was going to say how is the intake valve opening on a compression stroke you could have a leak on either inlet exhaust valve but the cam wont be opening on the compression stroke dont forget to let the veiwers know to subscribe is free and do not cost i was iffy and took a lot of serching to find the price of subscripion
I would like to see from you more diy friendly way to diagnose 90% of your videos using scope very expensive tool there are methods to do this without scope
Where are you guys located?! I wish I knew a mechanic who would do stuff like this. My truck needs this so bad . Someone to just actually check what’s wrong with it and what needs to be done to fix it . I have a misfire on the 2006 ranger 2.3l and it’s driving me crazy
@@DependableAutoTruck snap on doesn’t need attenuators but I think the u scope is 40 volt max so you’d need to use an attenuator on things like fuel injectors or ignition coils that have an inductive spike or you will damage the scope.
I want to ask a serious question, why is it in my entire career I have never needed a scope to diagnose a vehicle but so many other lean on them like a crutch or is it just to see more of what is going on with the problem. I could see these be very useful for engineers or someone toying around with their vehicle but not a tech on flat rate or even an hourly rate. I just don't understand the need for them in our industry for daily easily diagnosed concern like this and how I have gotten along without them for so long when I specialize in drivability and electrical diagnostics. Let me know thanks!
I appreciate you asking in a nice way. So many in this business just start bashing people because they do something differently. I would sincerely like to have a conversation with you about it. Doing that in this format would be incredibly difficult. Would you be open to a phone call? If so, if you have Facebook, look me up and message me. Then we can set a time to talk. Sherwood Cooke in St Marys GA. I'm the older one. You'll see me and my wife. If you see the one with kids, that's my son, and our cameraman/editor.
If' you're just working on Ford products, you have an advantage. Both IDS and FDRS have some basic scope functions built in. You don't have to go through the process of setting up a scope. You can do things like relative compression and power balance tests on your scanner. You don't even have to pop the hood. A relative compression test using a scanner takes less than 60 seconds. Also, if you are working for a dealership and doing diag work that's covered under warranty, as part of the diagnostic process Ford sometimes requires these procedures these procedures to be run for certain types of issues. If you skip these tests and fail to document the results, Ford will kick the RO right back to the dealer. So, sometimes you just have to do them to get paid.
Please correct me if I am wrong. The intake valve opens at the beginning of the intake stroke not into the compression stroke. At 12:30 you said the intake valve is opening on the compression stroke. This is the second video I have seen this information. I really thought that might be closer to the closing of the intake valve. I have been doing a lot of checks and I am very worried about the information.
thank you for the video i would like to checkout the joes ecop style probe but i cant seam to find them anywhere could you help get me in the right direction thanks again
This is the very first video and almost the last when you kept saying the intake valve opens at this point when you should have said closing! I seen later in the comments you corrected yourself so maybe I’ll watch some more of your videos. Good job otherwise.
You say you see a problem and stop once you know it's an in-cylinder problem based on the RC Test, lets assume you used a sync on that test also, how long does it take to do an RC and then an INCYL to give a more in-depth answer to the customer, will these 2 tests take more than 1 hour to diagnosis, does your shop charge a minimum of 1-hour diag fee, can you not do both tests within 1 hour on SOME vehicles, not on the Infiniti in your other secondary ignition video LOL. You spent all the time hooking up the EXH Pulse and the INT Vac Transducer but did not show a possible problem on the EXH Pulse, maybe nothing is wrong with the intake waveform so actually, those tools are not needed. You are a bit high-strung there partner, please be a little more careful of your terminology. IMHO I feel that channels like this act as teachers here in this field and I believe that any teacher is not allowed to make mistakes, if a mistake is made, do a voice-over or text on the screen to correct the mistake, much appreciated.
