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A 1/4 mile run in my day put me in jail. (ha ha) This is much safer and it was fun to watch. As always Paul, the lessons learned and the teaching points came across loud and clear.
Once you guys get that Dyno dialed in, it's going to be a game-changer for your diagnosis. Excited to see future vids for all sorts of problems diagnosed on the " heart breaker"
Paul I finally got your book off of my wish list and into my hands. Thank you for your time and effort and I hope to exponentially grow in knowledge of engine performance diagnostics🤘
Hi sir Danner nice case study..I love the way you ALWAYS keep on searching(thinking) for the BEST possible *LOGIC* cause of each case! you're a # A 1 TOP INSTRUCTOR!.... TONS of BLESSINGS for you sir!
Not sure about the MAP pressure being used to identify restricted exhaust. Yes, there’s a small amount of overlap but if it was at a higher degree of pressure, surely you would notice it in the form of back firing in the intake. Wouldn’t you also see a decrease of vacuum due to back pressure. Just thinking out loud. I love your case studies and talking through diagnostics as you are troubleshooting. Huge learning tool. Most schools teach automotive systems not troubleshooting. You are one of a kind. Thank you.
backfiring in the intake is never the symptom you have with an exhaust restriction. That is almost always a lean misfire that causes backfiring through the intake. And to your point, I haven't used the MAP for exhaust restriction ID, not yet at least. There are some guys that swear of it being the test. I've yet to find it as reliable as the actual backpressure test. Thanks for your kind words!
I was starting to worry about you. I hope everyone is well. I doubt that the MAP data from the scanner will be of much use in diagnosing back pressure. Scoping the sensor could reveal more, but might require a bank of known good/bad waveforms specific to each engine due to the considerable variation in valve overlap and valve event timing between engines. That dyno is a pretty sweet tool. Thanks for the video.
Man oh man, it's been a while since I did VE calculations! My professor back in college made us do all the calculations by hand so we would really get a feel for the interplay between the different data points. Sadly, it's been so long since I had any need for it, it's all long-gone from my poor little brain cell. LOL I've always quite liked the Mustang dynos. We had one at my college, and at the time, the WCF ability the software had was a real game-changer. Creating normalized results across several classes of students was quite an ego-killer. :D
Paul, before scanners were a thing the vacuum gauge was a diagnostic tool that carried a lot of weight. If you did a snap throttle test you would expect to see a fairly quick high vacuum, rpm high and throttle plate suddenly closed. If you didn’t see this then you would expect plugged exhaust or a major vacuum leak. If the complaint was low power at high rpm or under load then most likely plugged exhaust. If you saw rapid fluctuations in the vac gauge it was a good indication of worn valve guides, doesn’t work for boats though because the engine exhausts below the water line and you will eat an unnecessary valve job. Go ahead and ask me how I know this :-). So to answer your question I would not be surprised if you could see a plugged exhaust in the MAP sensor signal.
Sign up for my Premium channel, I pulled this from there and I have over 420 more and counting. It's only 37 cents per day ($11) a month, $132 for the year. Where can you go for $132 training class, even for 1 day? Basically no where. So for less than the cost if a single day 8 hour class, you can be part of my classes for a year. www.scannerdanner.com/join-scannerdanner-premium.html
I always look forward to your videos. You are the BEST! Thank you for sharing. I laughed my a** off when the teenage boy complained of low power. I grew up in the 60’s; small block, 12to1, Duntov cam, 5.57 gears; I never had enough power either. Haha.
I had this on 2 of our work trucks. They just would loss power after running for 20 minutes of heavy hill climbing or load. The company was ready to go and buy 2 trucks (2011 chevy 2500 hd 6.0 L 4x4) to replace them. I finally got a fuel psi gauge on one and drove it hard till it acted up. Found that when they acted up the fuel pressure reading would be 20 or less and would barely run. But let it sit for an hour or 2 and would be fine. Chevy says no fuel filters on they systems but found there is a fuel filter after the pump in the tank. The guys that use it dry in dusty environment and kept loosing fuel caps and would stuff a rag or nothing to cover the tank. The dirt would build up on the filter pleats so much to block the flow. Turn off and the sediment would fall off till either the long run time or heavy load. Changed both pumps on both truck and saved the purchase of 2 trucks. I have since got the shop to buy a Mityvac MV5545 PRO Fuel System Test Kit. It can show how much flow the fuel pump can do and can monitor the psi at the same time. Alot easier on the trucks.
Class looking car. I get confused with the fact that inHg go to a lower number with more vaccum when reading MAP sensor. Is this correct? Before i thought on a good engine at idle you should have 18-22inHg and higher with more vaccum
hey danner i live in nj 18 year i am from puerto rico i have learned a lot from you i am seeing you for a long year i work at subaru dealer my name is christian rivera i thank you so much for your help where i am today
I see 2 issues with using MAP to sense exhaust backpressure. 1- when the cylinder pressure exceeds atmosphere, no more air(O2) can be drawn in so, the engine will stall. 2-any exhaust flow that could make it into the intake would have to make pressure against the wide open throttle bore. Since a normal engine is not stalling out, it must have some pressure, below 1BAR, in the intake to force air into the cylinders. A sensor that could read the pressure on an expanded scale(millibars) and having knowledge of what the reading of a normal engine is, could be used to infer exhaust backpresssure.
Keep it up! This is what it is about. Watch them all in order and you will be surprised by what you are picking up and how much better you will be able to troubleshoot anything! Thank you so much!
I don't think so because the engine is not breathing properly, but I am not totally sure. It is not something I've ever tested nor felt the need to. Good question!
The dyno and the graphs show the vehicle problem. The dyno sensor problem? Have never seen that before. The old Clayton we had at work used water as the load. You could vary the load with a hand held remote. Watching this a second time will understand it better.
A dyno sensor problem and a simple faulty fuel pump. The dyno issue had me for a minute. Wish I could have filmed this live but I had a class to teach that day.
Thanks for all the the great videos. I have a question. Can you use a voltage drop test to check the state of data link wires between modules. I have a Frieghtliner bus that is loosing comm. between the emc and injection pump module and can’t get it to show up with a wiggle test. Trying to figure out if it’s wires or module. If so what is the acceptable drop. Thank you. Todd.
ScannerDanner I do have a two channel scope. I don’t believe this system is a CAN but I did measure the resistance of the wires between modules on the two datalink wires, very low resistance. The voltage drop on the + wire was .01 and the - was .2 I think all while loaded and giving the problem. Checked all pins as well. Thanks.
On the map sensor with plugged exhaust wouldn’t the map still be pretty much atmospheric because the butterfly valve is open so pressure wouldn’t really build in the intake ?
Hello paul mi name is Francisco and I have been seeing your videos for years and I buy your videos and book l love working on cars most of the time and weekends I am a welder this is my question I have a snap on scanner old I’m looking to update but I don’t know if it’s better to buy a new one see if you can help me with that please thank
Do all stock engines/camshafts have valve overlap? I'm thinking they don't, or anytime you smoke test an intake, it would go straight out the exhaust. So that makes me wonder if an engine didn't have overlap, if the intake manifold would still see the pressure increase.
@@ScannerDanner I find that interesting in how smoke testing intake manifolds work. Wouldn't overlap allow the smoke from the intake into a cylinder, and out the same cylinders exhaust valve? We don't generally turn an engine over to a specific position to do an intake smoke test.
think about it multiply the degree of overlap by the number of cylinders and this is the number that you have a chance out of 720 degrees both would be open. for example a 20 degree overlap on an 8 cyinder would be 160 so there is 560 degree points in that 720 where both would not be open. so the chances are low but you do have a point. this is why we do cylinder loss test when indicated.
@@richardcranium5839 ..genius! I admit I haven't done too many intake smoke tests, but now it makes sense. Eventually odds will meet and I'll find that 160/720 degree (22%) chance that I'll send smoke right out the exhaust. And it seems rotating the crank a few degrees by hand will get you out of that zone. Thanks!
Maybe you can give me some insite on my car gf was driving it and it quit going down road she put in park it restarted she pulled in driveway and it quit tryed to restart and nothing i put new battery and alernator and only get a click wat could it be? Starter ?
Another great video Paul!! I have learned so much from your premium channel on your website! I have learned how to use the verus and the oscilloscope on the verus!! I have the Verus Pro! I bought it on an auction sight for less than 2k with 19.2 update. Join the channel at Scannerdanner.com it's very good deal!! Thanks again Paul!
Because the dyno was holding the engine back from revving up any higher, there was a dyno sensor issue that was faulty which was the monkey wrench in this diagnosis.
Need a 255 lph pump. As more power is made will need upgrade to larger lines and bigger pump. I've built some drag cars and nasty big blocks. My latest customer 1980 Chevy Malibu 406cI /350 turbo drag car AFR 195/Comp cam roller/gear timing/Vic Jr./Holley 850 3500 stall 4.88s 28.5 M/T
that run at 29:36 dont count- he redlighted lol. thats way too easy. i rmember having the dyno and the sun machine with a tailpipe sniffer and teed fuel pressure guage and tying in real time to keep track of it all going by memory after a run as to where to look next. worse yet was trying to match jets in a carb without going too big or you'd start all over.
I still don't understand why the o2s were reading rich most of the time. At the beginning of the video, you said you didn't think it was a bad fuel pump because the o2s were reading rich, which I understand. But it was a bad fuel pump. What gives?
The dyno was overloading the driveline preventing the engine from revving up during the runs. One bad sensor on the roller. I talked about it, you must have missed it.
![ลองสุ่มไอโฟน 990 โกงมั้ย? [ โกงมั้ยครับ ep.101 ] | DOM](http://i.ytimg.com/vi/bfsWe0j492k/mqdefault.jpg)
This is a ScannerDanner Premium video from 2017. As of Feb 2020 there are over 420 training videos with weekly new uploads. The subscription cost is $11 a month giving you access to everything! There is also a 14 day free trial offer available! www.scannerdanner.com/join-scannerdanner-premium.html
A 1/4 mile run in my day put me in jail. (ha ha) This is much safer and it was fun to watch. As always Paul, the lessons learned and the teaching points came across loud and clear.
the trick is to not get caught lol
Once you guys get that Dyno dialed in, it's going to be a game-changer for your diagnosis. Excited to see future vids for all sorts of problems diagnosed on the " heart breaker"
Paul I finally got your book off of my wish list and into my hands. Thank you for your time and effort and I hope to exponentially grow in knowledge of engine performance diagnostics🤘
Thank you Gerald!
Hi sir Danner nice case study..I love the way you ALWAYS keep on searching(thinking) for the BEST possible *LOGIC* cause of each case! you're a # A 1 TOP INSTRUCTOR!.... TONS of BLESSINGS for you sir!
Not sure about the MAP pressure being used to identify restricted exhaust. Yes, there’s a small amount of overlap but if it was at a higher degree of pressure, surely you would notice it in the form of back firing in the intake. Wouldn’t you also see a decrease of vacuum due to back pressure. Just thinking out loud. I love your case studies and talking through diagnostics as you are troubleshooting. Huge learning tool. Most schools teach automotive systems not troubleshooting. You are one of a kind. Thank you.
backfiring in the intake is never the symptom you have with an exhaust restriction. That is almost always a lean misfire that causes backfiring through the intake. And to your point, I haven't used the MAP for exhaust restriction ID, not yet at least. There are some guys that swear of it being the test. I've yet to find it as reliable as the actual backpressure test. Thanks for your kind words!
Sir. you made me use my mind more than it saved my time and effort at work. I owe you. God bless you
I was starting to worry about you. I hope everyone is well.
I doubt that the MAP data from the scanner will be of much use in diagnosing back pressure. Scoping the sensor could reveal more, but might require a bank of known good/bad waveforms specific to each engine due to the considerable variation in valve overlap and valve event timing between engines.
That dyno is a pretty sweet tool. Thanks for the video.
Man oh man, it's been a while since I did VE calculations! My professor back in college made us do all the calculations by hand so we would really get a feel for the interplay between the different data points. Sadly, it's been so long since I had any need for it, it's all long-gone from my poor little brain cell. LOL
I've always quite liked the Mustang dynos. We had one at my college, and at the time, the WCF ability the software had was a real game-changer. Creating normalized results across several classes of students was quite an ego-killer. :D
Paul, before scanners were a thing the vacuum gauge was a diagnostic tool that carried a lot of weight. If you did a snap throttle test you would expect to see a fairly quick high vacuum, rpm high and throttle plate suddenly closed. If you didn’t see this then you would expect plugged exhaust or a major vacuum leak. If the complaint was low power at high rpm or under load then most likely plugged exhaust. If you saw rapid fluctuations in the vac gauge it was a good indication of worn valve guides, doesn’t work for boats though because the engine exhausts below the water line and you will eat an unnecessary valve job. Go ahead and ask me how I know this :-). So to answer your question I would not be surprised if you could see a plugged exhaust in the MAP sensor signal.
On Saturday is the best day when you upload any video, Paul thanks again.
Amazing video and diagnostics mate. Love your work.
Thank you Paul you’re one heck of a teacher!
Something like this video, I would like one every week. Thanks SD.
Sign up for my Premium channel, I pulled this from there and I have over 420 more and counting. It's only 37 cents per day ($11) a month, $132 for the year. Where can you go for $132 training class, even for 1 day? Basically no where. So for less than the cost if a single day 8 hour class, you can be part of my classes for a year.
www.scannerdanner.com/join-scannerdanner-premium.html
I always look forward to your videos. You are the BEST! Thank you for sharing. I laughed my a** off when the teenage boy complained of low power. I grew up in the 60’s; small block, 12to1, Duntov cam, 5.57 gears; I never had enough power either. Haha.
I had this on 2 of our work trucks. They just would loss power after running for 20 minutes of heavy hill climbing or load. The company was ready to go and buy 2 trucks (2011 chevy 2500 hd 6.0 L 4x4) to replace them. I finally got a fuel psi gauge on one and drove it hard till it acted up. Found that when they acted up the fuel pressure reading would be 20 or less and would barely run. But let it sit for an hour or 2 and would be fine. Chevy says no fuel filters on they systems but found there is a fuel filter after the pump in the tank. The guys that use it dry in dusty environment and kept loosing fuel caps and would stuff a rag or nothing to cover the tank. The dirt would build up on the filter pleats so much to block the flow. Turn off and the sediment would fall off till either the long run time or heavy load. Changed both pumps on both truck and saved the purchase of 2 trucks. I have since got the shop to buy a Mityvac MV5545 PRO Fuel System Test Kit. It can show how much flow the fuel pump can do and can monitor the psi at the same time. Alot easier on the trucks.
Very good video. Great ref to VE 02 sensor & MAP/MAF correlation. Cheers Paul.
Love the icon "Fireturd Final Review" on the desktop at 40:00.
Great Video. I learned so much. Thank you
Class looking car. I get confused with the fact that inHg go to a lower number with more vaccum when reading MAP sensor. Is this correct? Before i thought on a good engine at idle you should have 18-22inHg and higher with more vaccum
Awesome lecture👍, much awaited😉
Thanks SD❤
Excellent work! Really enjoyed watching...... Thank you.
Another great video Professor.
hey danner i live in nj 18 year i am from puerto rico i have learned a lot from you i am seeing you for a long year i work at subaru dealer my name is christian rivera i thank you so much for your help where i am today
I see 2 issues with using MAP to sense exhaust backpressure. 1- when the cylinder pressure exceeds atmosphere, no more air(O2) can be drawn in so, the engine will stall. 2-any exhaust flow that could make it into the intake would have to make pressure against the wide open throttle bore. Since a normal engine is not stalling out, it must have some pressure, below 1BAR, in the intake to force air into the cylinders. A sensor that could read the pressure on an expanded scale(millibars) and having knowledge of what the reading of a normal engine is, could be used to infer exhaust backpresssure.
Finished chapter 1 set list.👍
Now onto 2😁
Keep it up! This is what it is about. Watch them all in order and you will be surprised by what you are picking up and how much better you will be able to troubleshoot anything! Thank you so much!
Do you think you would see a temp increase in the manifold from the clogged exhaust also?
Did you ever get to test this theory in practice?
I don't think so because the engine is not breathing properly, but I am not totally sure. It is not something I've ever tested nor felt the need to. Good question!
Keep up the good work
Good job sir.appreciate your efforts.Many thanks
The dyno and the graphs show the vehicle problem. The dyno sensor problem? Have never seen that before. The old Clayton we had at work used water as the load. You could vary the load with a hand held remote.
Watching this a second time will understand it better.
A dyno sensor problem and a simple faulty fuel pump. The dyno issue had me for a minute. Wish I could have filmed this live but I had a class to teach that day.
Thanks for all the the great videos. I have a question. Can you use a voltage drop test to check the state of data link wires between modules. I have a Frieghtliner bus that is loosing comm. between the emc and injection pump module and can’t get it to show up with a wiggle test. Trying to figure out if it’s wires or module. If so what is the acceptable drop. Thank you. Todd.
do you have a lab scope? have you measured the resistance of the CAN yet?
ScannerDanner I do have a two channel scope. I don’t believe this system is a CAN but I did measure the resistance of the wires between modules on the two datalink wires, very low resistance. The voltage drop on the + wire was .01 and the - was .2 I think all while loaded and giving the problem. Checked all pins as well. Thanks.
Thanks for this video SD!
Paul you are the best thank you.
On the map sensor with plugged exhaust wouldn’t the map still be pretty much atmospheric because the butterfly valve is open so pressure wouldn’t really build in the intake ?
Curious myself. There are some restrictions, probably the biggest being an air filter that may pulses of air flow in the wrong direction..
We would have low VE numbers with the intake or exhaust restrictions
It absolutely will build in the intake. Valve overlap is the key in understanding that. Hope that makes sense.
Good job
I want to use that Dyno when I come up there !! We can do some HP Tuners LOL
Awesome outstanding job have a great time thanks
Where are you guys located? I’m having problems with my dsm, I smell gas in my oil.
thanks
didn't we see this one before? or is this a different section/re-upload for some issues?
If you are a premium member, you've seen this one
Hello paul mi name is Francisco and I have been seeing your videos for years and I buy your videos and book l love working on cars most of the time and weekends I am a welder this is my question I have a snap on scanner old I’m looking to update but I don’t know if it’s better to buy a new one see if you can help me with that please thank
I was a bit confused, at first you were saying “look at the o2s this is not a fuel delivery problem”, then it needs a fuel pump.
Think the dyno bogging down was masking the low fuel delivery. He says it was going lean at the beginning of the run
If the MAP sensor is one bar only, is it possible to read more pressure for a plugged exhaust?
It is because I am not at sea level. We are at about 1000 ft in the Pittsburgh area. So my KOEO Baro should be the same as wide open throttle.
Do all stock engines/camshafts have valve overlap? I'm thinking they don't, or anytime you smoke test an intake, it would go straight out the exhaust. So that makes me wonder if an engine didn't have overlap, if the intake manifold would still see the pressure increase.
Every engine has overlap to my knowledge
@@ScannerDanner I find that interesting in how smoke testing intake manifolds work. Wouldn't overlap allow the smoke from the intake into a cylinder, and out the same cylinders exhaust valve? We don't generally turn an engine over to a specific position to do an intake smoke test.
I would imagine eventually you'll have smoke coming out of the exhaust if you smoked it long enough
think about it multiply the degree of overlap by the number of cylinders and this is the number that you have a chance out of 720 degrees both would be open. for example a 20 degree overlap on an 8 cyinder would be 160 so there is 560 degree points in that 720 where both would not be open. so the chances are low but you do have a point. this is why we do cylinder loss test when indicated.
@@richardcranium5839 ..genius! I admit I haven't done too many intake smoke tests, but now it makes sense. Eventually odds will meet and I'll find that 160/720 degree (22%) chance that I'll send smoke right out the exhaust. And it seems rotating the crank a few degrees by hand will get you out of that zone. Thanks!
As a 2001 Firebird owner I am deeply offended that you called a firebird a Camaro 🤣🤣
How do you do the ve test if the vehicle has a cvt transmission.
It has nothing to do with the transmission type, you just need to be at wide open throttle for the measurements.
Maybe you can give me some insite on my car gf was driving it and it quit going down road she put in park it restarted she pulled in driveway and it quit tryed to restart and nothing i put new battery and alernator and only get a click wat could it be? Starter ?
Did you get it running?
I use engine load instead of VE. It is much more easier and accurate.
Another great video Paul!! I have learned so much from your premium channel on your website! I have learned how to use the verus and the oscilloscope on the verus!! I have the Verus Pro! I bought it on an auction sight for less than 2k with 19.2 update. Join the channel at Scannerdanner.com it's very good deal!! Thanks again Paul!
I'm still confused why O2's stayed rich at WOT after the initial lean dip. You'll have t puta potatoein the exhaust for your MAP theory.
Because the dyno was holding the engine back from revving up any higher, there was a dyno sensor issue that was faulty which was the monkey wrench in this diagnosis.
them poor cats are screaming ;)
Was gonna say early shift
On the 4l60e there's a big ratio drop in 2nd from 1st. Usually program a little more rpm be for the 2nd shift
Great catch...volume flow
Need a 255 lph pump.
As more power is made will need upgrade to larger lines and bigger pump.
I've built some drag cars and nasty big blocks.
My latest customer 1980 Chevy Malibu 406cI /350 turbo drag car AFR 195/Comp cam roller/gear timing/Vic Jr./Holley 850
3500 stall 4.88s 28.5 M/T
that run at 29:36 dont count- he redlighted lol. thats way too easy. i rmember having the dyno and the sun machine with a tailpipe sniffer and teed fuel pressure guage and tying in real time to keep track of it all going by memory after a run as to where to look next. worse yet was trying to match jets in a carb without going too big or you'd start all over.
I still don't understand why the o2s were reading rich most of the time. At the beginning of the video, you said you didn't think it was a bad fuel pump because the o2s were reading rich, which I understand. But it was a bad fuel pump. What gives?
The dyno was overloading the driveline preventing the engine from revving up during the runs. One bad sensor on the roller. I talked about it, you must have missed it.
I hope you understand mi English
That’s a 16 second car at best