Patrick laughrey when you do fix your truck please take it back to him and let him (danner) check it again. I have the same truck with the same broken bolt in the same place but I am getting higher ltft on bank one and yes my engine exhaust leak goes away when the engine is warmed up and my ltft on bank one goes down from 25 to 14. now this video explains a lot of what could be go in on with my problem.
Great Job Fellas! The joy of chasing multiple and possibly cumulative problems, but yet still able to identify the issues individually using proven methods and logic! Awesome Video Danner's!
On the fuel pump amperage waveform, i was told yrs ago by a coworker the up/downs of the entire amperage indicates the armature is rocking back/forth in the bushing, so a mechanical issue. Noticed the fuel tank pressure sensors unplugged, thats why you had no change in the beginning when checking your purge valve😂 great info as always, Paul, and great video/editing skills, Caleb.
You are a legend in electronic automotive and electronics is difficult to explain because it is not visual like brakes and rotors keep up the good work
I had a problem on my truck and I've been watching your videos lately and found out the injector was bad keep up the good work man 👍 u saved me big time
Keep it up Paul, I keep watching you guys for different ways to approach different problems and the little I see i feel like these techniques hit the spot, I really wish you were my teacher when I was starting the trade I’m not a fan of replacing parts. I watch all your videos and I rewatch them over and over to see if I missed something, your way of teaching has taught me so much
Hey Paul, thanks for another good vid! I could write a book on the painful journey of finding you channel lol. Im a plumber by trade but have been forced to learn the auto tec world, due to an epidemic of parts changers down here in Perth, Western Australia. I have two beautiful pain in the arse vehicles that make for great case studies that relate to this overlapping multiple problems vid. that will keep me busy learning for a lifetime! Thanks again for the wealth of knowledge in this very technical field of trouble shooting! Think its time for SD to take the show on the road, load the RV and do a lap of Aus. Mate happy to chuck a shrimp on the barby for you anytime!!
ScannerDanner you are correct. GM injector balance test specs are to calculate the average pressure drop. all injectors must be within +/- 1.5psi of the average. anything outside of that should be replaced
This Video contained very valuable information even if you didn't solve the problem. I learn many things from you . Thank you, Mr. ScannerDanner Your student Hussain Alsalman From Saudi Arabia
I hope this is helpful but there’s an equation I use that seems to be relatively accurate to figure out what the maf reading should be. The displacement should equal maf reading at 600 rpms. So when you multiply actual rpms by engine displacement and then divide by 600 that should be your MAF reading and I’ve found you can have about a 15% difference that will still allow the appropriate functionality. So for example rpms are at 1595 on a 6.0 it would look like this 1595X6.0=9576, 9576/600= 15.96. And through my own trial and error anything within a couple g/s off idle is ok and at idle it should be pretty close. Edited for grammar
Brother Danner is the MVP of this vid. You almost had to change your screen name to SCANNER-LESS DANNER. Did bro have an extra set of undies for ya too? I know i would need them. I almost had a coronary a couple days ago when my brand new Autel Maxisys Elite got bumped and nearly fell. Looked alot like the great escape your scanner tried to make (have had the scanner a month). I dont worry about my Snap On scanner, it has a cord (Solus Ultra). EDIT: Something i noticed, even with snow on the ground, shouldnt that LS engine be running at 210 Fahrenheit? Thats the normal number i see on a near daily basis. I am suprised you didnt do your fuel pressure test with the WPS500x. You could do the simple pressure checks, then shorten your time base and look at the actual injector operation under load, Cursor your peaks and the lean condition would have jumped up and slapped you in the face. I use my cheap home made transducer like that sometimes, and it has helped me diagnose an intermittent injector. (Watching your vids since 2013_ish is what got me rolling on the scope thing, its all your fault)
love Caleb's responses of " lets do that! " when you mentioned going inside because its cold and needing to take it for a test drive, obviously with the heater on. Items I've come to realise you need is clipboard with paper and pen, car charger for all your electronics you carry. 😬
I have a 2000 Silverado 2500 with 6.0 had the fuel pump replaced. Then last year. I was having trouble with it. It had no power. And wouldn't go. I do construction. My dad is a retired old school mechanic. But I got a scanner with live feed. And watching your videos. And class room videos. You help me fix it. I traced it back to a fuel problem. But was unsure. Cause the fuel pump was replaced. After weeks of your tests and tricks. I was left with replacing the fuel pump. And I got ready to drop the tank. I found the problem. The filler neck rusted away. And I was getting rain water. And road salt in the fuel. All last winter. I live in Ohio. Near PA. So lots of road salt. I replaced all 4 of the O2 sensors with bocsh. Had a one that failed from day one. So I replaced all 4 with a/c Delco. And it's been great ever since. The first fuel pump. I let the deal install. cost me $900. Did the new pump last year myself. Was about 300. Plus a OBD2 scanner with live feed from Walmart. I'm looking at a 02 Silverado 2500hd with a 6.6 turbo Duramax. Low mileage. Do you do any diesel videos? Or your bother? Thanks for the help. And teaching with your videos!!! Very helpful. Tip tricks. And more. I tell everyone I know. To check out your videos!!!!👍👍👍👍
you didn't notice the gas smell or had it pouring on the ground when re-fueling...... typical GM truck thing, filler neck rusted through and/or the clamps rusted off
@@throttlebottle5906 no it was rusted away on the top part. So no leaking fuel. And the truck has a vent line. Near the rear of the cab(ext cab on mine. So the return line vents there so you smell gas sometimes. But not all the time. I reached up to take the hose clamp. Off the rubber hose to the filler neck. As I felt my hand up to find the screw head. I could feel it was broken off. It was probably it's last day. I just got a new pump. So lucky. With all my test from the videos. I had the new pump. I was saying to myself for months. It can't be the pump. It's new. The dealer used a Delphi pump. I'm good friends. With the owner of the dealership. I bought the truck there. Two years earlier. So I knew he did everything right. I put in a new Delphi pump. Took the filter off the old one. It was full of road salt. And covered in salt. I noticed. It was bad and ran extra rough on rainy days. It was January at the time. I did several fuel pressure tests. Check my intake sensor etc. The videos really help me understand fuel trim. And how to diagnose. The problem. Without replacing. Unnecessary parts!!!!
@@throttlebottle5906 it's was the filler neck at the clamp. That's the only part I didn't have. I ordered one. But to get to work. I too a sheet of aluminum siding coil. And maid a sleeve. Screwed and sealed it to the fill neck. ( What was left of it.) Then put the hose and clamp on. After doing the new pump.
Another great video, trying to catch up so I can be watching the more current ones. Learning so much about cars from watching your videos. I think my next tool is going to be the Picoscope.
This was a bewilderinging video. I slogged thru all 1.13.55 of it. Kudos to Caleb. It made me want to throw the parts cannon on these issues with my own silverado. There was no adequate explanation for the negative long term fuel trims. Really-a bad injector is issuing too little or too much fuel but this did not correlate with the misfiring cylinders or with the so-called abnormal injector balance results. The very slight variations in the injector balance test can be explained by the hysteresis effect on the mechanics of the MAC mechanical transducer and its attendant gauge.The check engine light, which is the vexation of those of us who want to get our vehicles legally inspected is a bunch of bull and that the auto makers set the"money light" with minimal problematic parameters. I do appreciate your teaching.
yeah, I wasn't happy with the injector flow test results either but absolutely showed the lean condition and low power/misfire complaints under load being caused by low fuel pressure. I wanted to work further with the owner and he even was commenting on here but then he went silent on me. I think in large part because my brother found that the frame was bad on this truck, so I don't blame the owner for saying "forget it, I'm done".
I ALWAYS look forward to your videos. You are the best at laying out and describing your diagnostic thought process. This one was interesting; both rich and lean. Thank you for sharing.
Ive seen the fuel pressure regulator leak gasoline through the fuel regulator vacuum port, causing the fuel trims go rich, and misfire because of fuel been sucked into the intake. Usually when the fuel pressure regulator is bad, it will cause a hard start because of the loss of fuel pressure leaking out from the fuel pressure regulator into intake. Didn't see the truck have that issue, "hard starting". Good video scanner danner!
Reason for the differences in the ending pressure on each test (each test meaning after all eight (8) cylinders) is because the diagnostic computer randomly chooses how long the injector test should run. Like the first (1st) test you completed, each injector was tested for approximately 3.0 seconds (with me guessing the length). And as for the third (3rd) injector test, lasted for approximately 3.4 seconds... The ECU tells the injector to pulse at a given rate for a fixed amount of time. The amount of time is different each time you run the injector test.... Anyhow, I love how you explained the test overall, it made sense. Some people can't seem to make simple things understandable... As for the fuel pressure drop on the load test, your absolutely correct, it's not supposed to drop any. My guess is like yours, fuel pump related. It's also possible that the fuel pressure regulator is failing, or leaking injectors as you stated also... Not sure if the guy got this all fixed or not, I haven't gone through all the comments yet... But this is the second (2nd) video I've watched of yours, and I have subscribed to your channel, and will continue to watch more. Your very knowledgeable in the diagnostic's which I am always wanting to take in more knowledge any way I can. Keep up the awesome work and Happy New Year!
I've been playing catch up with your videos but don't usually comment, especially on the older ones just because I feel like it's long passed and no one will see it anyway. But, I have to tell you, I loved this case study! You may have not gotten the repair but it's clear to see what you were saying and I absolutely agree. The pump is junk for starters, should never see fuel pressure drop like that under load, and the injector balance test was also cut and dry. Balance test is just that, a balance test! Injectors should all be within the same range not 2+ lbs plus or minus of each other, that is off balance, a pound plus or minus a touch, ok. I thought you showed a lot of great procedures while clearly explaining the thought process . Also, that exhaust leak has No bearing on the condition present IMO. Sorry for the long message, and I wasn't going to comment! 😂 May God bless, heal, and protect your family always! Peace.
scanner danner , thankns 1,000,000 ! great video . you n caleb will be hearing from me , i've been chasing a p0300 on a express 3500 for months now, (3 parts - cannon repairs, still no fix...) i've got 2 months of actron freeze frame and live data..
He could have a leakage in the fuel pump module,like one of the hoses...I’ve seen that before. Great video,love to follow your step by step thought process! 👍
Hi sir , You have to open all injectors and test them by the injectors tester ( test for leak) to be sure that the problem is with the fuel issue. Best regards. I am very like you and watch maybe all of your videos. I am engineer Ali from Iraq / baghdad Thanks for learning 🌹🌹
I fixed my misfires and all the lights that come with it!! Stability traction control, reduce engine!! I changed air filter regapped plugs and dumped 1 gallon of laquar thinner with ten gallons of gas and a bottle of Lucas fuel injector cleaner in tank ran till empty,, all good so then I fully replaced plugs gapped/tourqued to spec!! Bacically it had a clogged 3 injector causing fualing plugs creating bad fuel ratio!! Dirtying Tb!!
Paul, for the pressure drop test on the injectors, why not hook up the wps500 and pico and get an exact record of the different pressure drops? quick, easy, accurate, and a graphed record.
sorry it was so long, but there were a lot of good testing methods and techniques shown. It is about the journey anyway in my opinion. But I understand you guys wanting a solid conclusion. We had it with the pump, just not with the negative trims
Had similar issue with 03 250 super duty after several dead ends removed gas tank and powered fuel pump with power probe right at the fuel pump out let there was some rubber bushing oring that was leaking in the tank spraying straight down and not holding pressure could not find seal so bought assembly it’s been fine ever since
At 12:20 under the "Fuel tank pressure sensor (V)", it showed constantly 0V. I was surprised that you didn't comment on that, besides that you've mentioned that it never changed. And still you're questioned "Why is the tank pressure sensor isn't even plugged in? How was I getting tank pressure before?". It's incredible that even diagnosticians made so tiny mistakes (me the first). Have a nice week-end by the way!
I just didn't really care all that much which was why I moved away from it. I only wanted that data PID for a quick test of the purge valve. Once I verified a good purge valve, I no longer cared. Make sense? It's just part of the EVAP system and was no longer relevant to the rich condition. (After the purge valve proved good)
God Bless you Paul...you are a great man! I hope you are doing well my friend! Great info on MAF g/s numbers at idle! I have definitely seen them report higher than expected and have concluded that this can very well be normal for a smaller Liter engine...why is that? Excellent video...as always!
I would like to know why as well. Maybe smaller engines= slightly higher idle to maintain a smooth idle?? = higher grams/s. Just a thought. Any other theories out there?
I believe the response curve of the MAF analog/digital converter in the ECU / ECM is not perfectly linear and may induce some false / under /over reading at low RPM. Same as in temperature reading in the lower scale... were GM displays LO until temp reach a certain value....
And also... for MAF... until engine goes in closed loop, the ECM uses preset values from tables based on TPS, RPM and .... CTS... Coolant Temperature Sensor and also from AIT Air Intake Temp Sensor.... if one or both of these 2 are faulty...this can result in faulty calculation by the ECU/ECM..... Think of it....
Finally.... on my old 1989 GM C4 Corvette.... when a problem like this one occurs I always verify at first the parameters of the equation determining the pulse width of the injectors.... that is ...the sensors including the knock sensor! Sure... when using a fuel pressure drop test tool .... engine not running... I can eliminate (or not) the faulty injectors.... but not the knocks and leaks caused by a missing bolt on an exhaust manifold ... with regard to the O2 sensor.... may be this could be a hint.... love your videos! ...Wish I could be closer to attend your course!
Great video, Paul! I can't wait to hear the outcome. Although I am sure that it is going to be fixed. After having a couple toyota corollas kick my butt with lean codes, I started using the WPS to check fuel pressure while doing injector balance tests because its more accurate, and records the values for me on the scope. I like the WPS because it's a lot easier to see .5 psi increments, at least for me.
I totally agree with you on that too PJ..Looking at a dial sometimes can be deceiving. Love the video you did demonstrating how you perform that test. Good stuff bro.! 😃👍
Lol PJ. With Paul saying "was it this value or that value" I was thinking, throw the Pico on it. 2 Reasons. A.... Accuracy of reading and B...Proof for the customer as to why injectors are a suspected problem. Scope not needed all the time but on something with possible multiple issues all the evidence can be presented to the customer.
Exmotorsports yeah, that Yaris video is probably my favorite, and probably most helpful. Lol I see so many people getting beat up by those lean codes, including myself until i figured out a good solid diagnostic test.
@@ScannerDanner We've all had those missed opportunities before. I'm hoping next year will be much better for me on that hindsight issue since it will be 2020. 😂👍 Sometimes it's the matter of convenience. Easier to plug a gauge in than drag everything out for the Pico. Especially in the cold. I saw the snow on the bushes there in the background. Brrr. Lol. Cheers Brother.!
Thank you again awesome video goodnight think it's a lot of fun when I see together with your brother thank you say hello to you brother and your son thanks again
@@ScannerDanner Misses at certain times at idle and then runs better when I put seafoam in the gas, changed plugs wires fuel filter did a clean on the maf new o2's check for vacuum leaks
Paul, I would love to take my 2001 Silverado to have you or Eric O diagnose and fix it preventing me from being screwed over by shops around here that just throw parts at it while hoping one of them would fix it. Unfortunately, being from South Central Texas, it would be impossible. Love your videos. Merry Christmas and a Happy New Year to you and yours.
👍to all of you asking Scanner Danner (Paul) questions about your personal vehicle problems, STOP IT! HIS TIME IS VALUABLE AND NOT FREE! We are thousands of viewers to one man. That's disrespectful and inconsiderate. Sorry for your troubles, but join the premium site. I am so impressed that he actually took time to answer some of the person questions. Cudoes to you Paul and your big heart!
Thanks James! I don't mind most of them. The ones I never repond to are those who've done no testing. For example: "My car doesn't start, what do you think it could be?" No year, make or model given, no direction whatsoever. I just keep scrolling! As a comparison: "My (insert year, make and model) doesn't start, and I've confirmed spark but no injection pulse, can you give me some direction"? Now we're taking! I'm answering 🙂
@@ScannerDanner That's really kind of you my friend. I wouldn't feel right about doing it without giving back somehow. Your knowledge and wisdom is hard earned I'm sure. Don't know how you find time for it all. I'm a machine shop instructor and a wannabe mechanic. Really admire your teaching and tech skills, ethics, and big heart. World could use more Danners IMO🙂Thanks for sharing. Do my best to keep supporting you as I am able. Best Paul!
Great video from the Danner family. Enjoyed the discussions. Always learn from your videos. James makes a good human clipboard. What was the story on the disconnected connector on top of the fuel pump (57m30s)? What did i miss there?
If Snap On engineers watch this episode then is good to improve his scanner... SO, on that injectors test balance is good to have some windows to made notes!? eg. Starting test pressure, drop pressure and differences between pressures (indeed, differences between pressures be calculated automatically) for each one injector.
You caught my attention @ about 8 minutes in when you were talking about MAF g/s equivalence to engine displacement...I was taught the same thing in school, but we were told that it's a rough approximation and to never to read into it as a hard line absolute with any displacement. It can be a good baseline, but use your fuel trims and/or O2's accordingly to help judge the validity of your MAF reading. And since I'm here, I was wondering what your thoughts are on Eric Ziegler as an instructor. I have sat through a few of his classes myself and I'm not happy about it. I do appreciate guys like Jon Thornton and Scott Schotton. I've seen you once or twice at Vision in Kansas, so I know you're familiar with a lot of the same people. If I get to go back again in 2020, have you got any instructors you recommend?
@@ScannerDanner I found he can get himself distracted and get off topic far too often and too long to the point that I can't force myself to listen to him anymore. He's kinda like the anti Jon Thornton to me. Jon gets right to the meat & potatoes and doesn't waste a word on anything.
Thanks for the video! I read through many of the comments and didn't see the slowly building fuel PSI mentioned. Plugged fuel filter? I recommend your videos to a co-worker who has spent a few years in a shop. His feedback was: "That Dan sure knows his stuff!" I had to correct him on your name. Maybe, on your video introductions, "Paul aka ScannerDanner". FWIW/FYI
If it's a Flex Fuel Vehicle (and I'm absolutely certain that it has no E85 in tank) I would just start off doing a Fuel Alcohol Content Reset. It Fixed the P0172 and the negative fuel trims on a 2009 Impala I had today
Great video. Should be interesting to see if is a pump problem. I've had a few new bad ones right out of the box. It might be worth trying to clean the injectors first before replacing them. On these returnless systems, I've run into injectors with a white sediment restricting the screens due to the crappy gas we're stuck with now.My understanding is that it's from the alcohol in it. I'm surprised that you weren't getting a code for the fuel tank pressure sensor being unplugged.When you went back to check the pump, the first thing I noticed was that the sensor was unplugged. I usually take a look at what drive cycles have been completed. It's a pain when somebody clears the codes & you lose what would be some helpful freeze frame data.
You know you can chase your tail around forever if you have bad ground and power + at the source (battery) Even if it’s not Every car needs it and will benefit from it and It’s definitely a good place to start and you will fix very weird things that you could never find I recommend to use anti seize compound to keep the corrosion away from happening in future and razor blade the metal and remove paint under the connector And you are working with a known proper baseline from battery to every component and computer and ecu
I laughed at Danner saying to you after you told him you'd switch the PowerProbes ( 59:18 ): "I don't have anything good here!" Sounds just like me ... because over here, that's the truth! 😁 Seems every GM truck has this problem in one form or another. My own '07 1500 with the 5.3 has borderline rich-code fuel trims, too (I've seen it as bad as -16 on one bank briefly, but seems to waver between -7 & -12). Also hasn't run a couple monitors in over 2 years now. Been driving with the rejected sticker, since I haven't figured out how to get paid working on my own junk yet ... 😂 Eric O. over at SMA said it's more than likely a lazy t-stat in my case, based on what I told him. By now, there's probably more things failing - that was quite a while ago. This was great to watch, since now I have a game plan should I ever decide to start troubleshooting this toilet, lol. I've already replaced the entire rear carrier at 97k - had chunks missing from the tips of the spiders, and the carrier itself was BIG TIME sloppy. They just don't build 'em like they used to. Keeps us employed at least ... but sucks when you have to fix your own crap! Anyway, you, Caleb, James, and the rest of the family have yourselves a very Merry Christmas, and a Happy, Prosperous New Year. May God continue to bless you, my friend.
370k miles on my 2004 GM original injectors never cleaned runs perfectly... I got 170k out of a Delphi pump... excellent Airtex junk pump? Excellent work Thanks
Was a pump from advanced auto cant remember the brand found out after I just talked to the former owner that he replaced the fuel lines maybe he kinked them when he installed them haven't checked yet
@@patricklaughrey8727 airtex not to good last two years. Maybe kinked lines. Excellent tech Danner. I have a few of those trucks excellent reliable rigs 6.0 GM trucks.
@@SuperScopeLLC maybe air bubbles in fuel stream or loose output on pump? I do alot of diesel gas industrial since 1978 . Had one new crane run terrible was a air leak in fitting on ISx common rail. Noisy vibration from electric pump a clue also. Ford had diesel fuel steel tanks corroded galvanized surface inside tanks in 2001 filling pump with sand like debris. Changed many to plastic tanks. Excellent work Thanks!
So it doesn't start too well either? You're right, the pump definitely seems bad. I'm less convinced about the injectors though. Been down that road myself with a ford. Replaced all the injectors and it turned out to be an internal intermittent break/open on a couple brand new oem motorcraft sparkplugs. They were bad right out of the box. Problem always got worse when hot so I assumed the injectors were leaking but I was wrong. Edit: I am not implying this is your problem.
Had a Rich Misfire on a 2021 Silverado yesterday with no noise and only happened intermittently. After removing the valve cover with compression gauge attached for the 4th time that day....it wasn't moving! would you believe the intake lifter came apart lol?
I am always interested to see the pulse with modulation waveforms on the scope to see how long they are open I saw 3.2 milliseconds on your scanner to see if it's a load unloading it down or I can use a fluke meter with a duty cycle to tell me how long waveforms are the best thanks for the comment paul
Being a GM dealer driveability tech u have a weird one. I’d be going after leaking regulator or flooded evap cannister but looks like u did that, vehicles to old to have 08+ fuel composition algorithm feature. 6.6 g/s seems high, I’d be looking at excess skewed maf reading, aftermarket air filter or possible out of spec injectors swapped from a out of spec 6.0 liter vehicle to a 5.3 vehicle. All I suggested is still very rare and will cause lean codes not rich codes 95% of time. 55 psi seems kinda high from my memory. Possibly find a to disable to fuel pump and run a manual cylinder tool fuel system, to 45 psi at idle and see if fuel trims improve.
I am waiting to here back from the owner about the injectors he replaced. The fuel psi spec on this one is 48-54, so it was in spec (not under load of course). I'm with you on the possibility of a skewed MAF and I should have looked in front of the MAF too. Also, I never checked for fuel contaminated oil. Something else to look at after I hear back from the customer about the injectors. Thanks for the reply!
@@ScannerDanner , is it a Flex Fuel Vehicle? What does the alcohol percentage PID read ? Can you do a Fuel Alcohol Content reset with the Verus? If not a DS708 or MaxiSys should be able to reset it.
Great vid as always SD. Just a question. With a dirty injector... if there is no direct electrical problem with the injector is there any possible way of telling a dirty injector throught the scope pattern? Im thinkn throught the pindle hump. And if not what about a heavy dose of injector additive through an on car decarb service then re do the balance tests and compare?
I have seen injector issues show up in a pintle hump, but only once. Most of the time, flow rate differences have no change in the amperage or voltage patterns.
I will definitely let you know what I find out when the weather warms up too cold to work on it outside thanks for looking at my truck for me
Hurry! We can't wait. It's not that cold out!
@David Palmer, there shouldn't be any pressure differences.
Patrick laughrey when you do fix your truck please take it back to him and let him (danner) check it again. I have the same truck with the same broken bolt in the same place but I am getting higher ltft on bank one and yes my engine exhaust leak goes away when the engine is warmed up and my ltft on bank one goes down from 25 to 14. now this video explains a lot of what could be go in on with my problem.
@Patrick laughrey looking forward to your results with the fix.
Maybe the filter wasn't put on to the right direction
Great Job Fellas! The joy of chasing multiple and possibly cumulative problems, but yet still able to identify the issues individually using proven methods and logic! Awesome Video Danner's!
Ppppppp
On the fuel pump amperage waveform, i was told yrs ago by a coworker the up/downs of the entire amperage indicates the armature is rocking back/forth in the bushing, so a mechanical issue. Noticed the fuel tank pressure sensors unplugged, thats why you had no change in the beginning when checking your purge valve😂 great info as always, Paul, and great video/editing skills, Caleb.
Just finished watching the video. thank you Paul , you’ve help me understand how to read fuel trims much better than any other workshop I’ve attended.
Paul, Patrick, Thanks for sharing! Your interaction and the learning opportunities are priceless.
You are a legend in electronic automotive and electronics is difficult to explain because it is not visual like brakes and rotors keep up the good work
Love your videos, Paul. Thanks for educating me on car diagnosis, I've learned a lot.
My 2011 Silverado is doing the EXACT same thing as this one. Thank you for posting this video.
I had a problem on my truck and I've been watching your videos lately and found out the injector was bad keep up the good work man 👍 u saved me big time
Keep it up Paul, I keep watching you guys for different ways to approach different problems and the little I see i feel like these techniques hit the spot, I really wish you were my teacher when I was starting the trade I’m not a fan of replacing parts. I watch all your videos and I rewatch them over and over to see if I missed something, your way of teaching has taught me so much
Hey Paul, thanks for another good vid! I could write a book on the painful journey of finding you channel lol. Im a plumber by trade but have been forced to learn the auto tec world, due to an epidemic of parts changers down here in Perth, Western Australia. I have two beautiful pain in the arse vehicles that make for great case studies that relate to this overlapping multiple problems vid. that will keep me busy learning for a lifetime! Thanks again for the wealth of knowledge in this very technical field of trouble shooting! Think its time for SD to take the show on the road, load the RV and do a lap of Aus. Mate happy to chuck a shrimp on the barby for you anytime!!
Thank you so much Scott!
Hey Scott, if you end up stumped and get nowhere, I would be glad to check your vehicle(s) out. Jake (Welshpool Auto Service).
@@2secondslater Thanks Jake, the fact you've contacted me through this channel I might just take you up on that!
this video gets three thumbs up. one for content, one for camera work, and one for editing.👍👍👍
F
Excelente diagnóstico maestro... muy muy bien realizado...
ScannerDanner you are correct. GM injector balance test specs are to calculate the average pressure drop. all injectors must be within +/- 1.5psi of the average. anything outside of that should be replaced
Good of brother James to lend you a HAND!!! best of the season to all of you.
This Video contained very valuable information even if you didn't solve the problem. I learn many things from you .
Thank you, Mr. ScannerDanner
Your student Hussain Alsalman
From Saudi Arabia
Great investigating. I’m an also selfer doer. Best is the scope you use.
I hope this is helpful but there’s an equation I use that seems to be relatively accurate to figure out what the maf reading should be. The displacement should equal maf reading at 600 rpms. So when you multiply actual rpms by engine displacement and then divide by 600 that should be your MAF reading and I’ve found you can have about a 15% difference that will still allow the appropriate functionality. So for example rpms are at 1595 on a 6.0 it would look like this 1595X6.0=9576, 9576/600= 15.96. And through my own trial and error anything within a couple g/s off idle is ok and at idle it should be pretty close.
Edited for grammar
Brother Danner is the MVP of this vid. You almost had to change your screen name to SCANNER-LESS DANNER. Did bro have an extra set of undies for ya too? I know i would need them. I almost had a coronary a couple days ago when my brand new Autel Maxisys Elite got bumped and nearly fell. Looked alot like the great escape your scanner tried to make (have had the scanner a month). I dont worry about my Snap On scanner, it has a cord (Solus Ultra).
EDIT: Something i noticed, even with snow on the ground, shouldnt that LS engine be running at 210 Fahrenheit? Thats the normal number i see on a near daily basis.
I am suprised you didnt do your fuel pressure test with the WPS500x. You could do the simple pressure checks, then shorten your time base and look at the actual injector operation under load, Cursor your peaks and the lean condition would have jumped up and slapped you in the face. I use my cheap home made transducer like that sometimes, and it has helped me diagnose an intermittent injector. (Watching your vids since 2013_ish is what got me rolling on the scope thing, its all your fault)
love Caleb's responses of " lets do that! " when you mentioned going inside because its cold and needing to take it for a test drive, obviously with the heater on.
Items I've come to realise you need is clipboard with paper and pen, car charger for all your electronics you carry. 😬
I have a 2000 Silverado 2500 with 6.0 had the fuel pump replaced. Then last year. I was having trouble with it. It had no power. And wouldn't go. I do construction. My dad is a retired old school mechanic. But I got a scanner with live feed. And watching your videos. And class room videos. You help me fix it. I traced it back to a fuel problem. But was unsure. Cause the fuel pump was replaced. After weeks of your tests and tricks. I was left with replacing the fuel pump. And I got ready to drop the tank. I found the problem. The filler neck rusted away. And I was getting rain water. And road salt in the fuel. All last winter. I live in Ohio. Near PA. So lots of road salt. I replaced all 4 of the O2 sensors with bocsh. Had a one that failed from day one. So I replaced all 4 with a/c Delco. And it's been great ever since. The first fuel pump. I let the deal install. cost me $900. Did the new pump last year myself. Was about 300. Plus a OBD2 scanner with live feed from Walmart. I'm looking at a 02 Silverado 2500hd with a 6.6 turbo Duramax. Low mileage. Do you do any diesel videos? Or your bother? Thanks for the help. And teaching with your videos!!! Very helpful. Tip tricks. And more. I tell everyone I know. To check out your videos!!!!👍👍👍👍
you didn't notice the gas smell or had it pouring on the ground when re-fueling......
typical GM truck thing, filler neck rusted through and/or the clamps rusted off
@@throttlebottle5906 no it was rusted away on the top part. So no leaking fuel. And the truck has a vent line. Near the rear of the cab(ext cab on mine. So the return line vents there so you smell gas sometimes. But not all the time. I reached up to take the hose clamp. Off the rubber hose to the filler neck. As I felt my hand up to find the screw head. I could feel it was broken off. It was probably it's last day. I just got a new pump. So lucky. With all my test from the videos. I had the new pump. I was saying to myself for months. It can't be the pump. It's new. The dealer used a Delphi pump. I'm good friends. With the owner of the dealership. I bought the truck there. Two years earlier. So I knew he did everything right. I put in a new Delphi pump. Took the filter off the old one. It was full of road salt. And covered in salt. I noticed. It was bad and ran extra rough on rainy days. It was January at the time. I did several fuel pressure tests. Check my intake sensor etc. The videos really help me understand fuel trim. And how to diagnose. The problem. Without replacing. Unnecessary parts!!!!
@@throttlebottle5906 it's was the filler neck at the clamp. That's the only part I didn't have. I ordered one. But to get to work. I too a sheet of aluminum siding coil. And maid a sleeve. Screwed and sealed it to the fill neck. ( What was left of it.) Then put the hose and clamp on. After doing the new pump.
Thanks for another awesome lesson.We need you, watch on the road while you're driving!!
I was good :-)
Frame 33:07 your bro cracked me up 😂😂😜, like he was efing with you…. Your blessed to have him!!! Wish I had mine 😢
Wow! That was an AMAZING video Paul! Thank you.
Another great video, trying to catch up so I can be watching the more current ones. Learning so much about cars from watching your videos. I think my next tool is going to be the Picoscope.
Awesome, great to have you along!
This was a bewilderinging video. I slogged thru all 1.13.55 of it. Kudos to Caleb. It made me want to throw the parts cannon on these issues with my own silverado. There was no adequate explanation for the negative long term fuel trims. Really-a bad injector is issuing too little or too much fuel but this did not correlate with the misfiring cylinders or with the so-called abnormal injector balance results. The very slight variations in the injector balance test can be explained by the hysteresis effect on the mechanics of the MAC mechanical transducer and its attendant gauge.The check engine light, which is the vexation of those of us who want to get our vehicles legally inspected is a bunch of bull and that the auto makers set the"money light" with minimal problematic parameters. I do appreciate your teaching.
yeah, I wasn't happy with the injector flow test results either but absolutely showed the lean condition and low power/misfire complaints under load being caused by low fuel pressure. I wanted to work further with the owner and he even was commenting on here but then he went silent on me. I think in large part because my brother found that the frame was bad on this truck, so I don't blame the owner for saying "forget it, I'm done".
@@ScannerDanner Thanks for the teaching. I am buying your book
Craig
I ALWAYS look forward to your videos. You are the best at laying out and describing your diagnostic thought process. This one was interesting; both rich and lean. Thank you for sharing.
Thanks man
Ive seen the fuel pressure regulator leak gasoline through the fuel regulator vacuum port, causing the fuel trims go rich, and misfire because of fuel been sucked into the intake. Usually when the fuel pressure regulator is bad, it will cause a hard start because of the loss of fuel pressure leaking out from the fuel pressure regulator into intake. Didn't see the truck have that issue, "hard starting". Good video scanner danner!
Reason for the differences in the ending pressure on each test (each test meaning after all eight (8) cylinders) is because the diagnostic computer randomly chooses how long the injector test should run. Like the first (1st) test you completed, each injector was tested for approximately 3.0 seconds (with me guessing the length). And as for the third (3rd) injector test, lasted for approximately 3.4 seconds... The ECU tells the injector to pulse at a given rate for a fixed amount of time. The amount of time is different each time you run the injector test.... Anyhow, I love how you explained the test overall, it made sense. Some people can't seem to make simple things understandable... As for the fuel pressure drop on the load test, your absolutely correct, it's not supposed to drop any. My guess is like yours, fuel pump related. It's also possible that the fuel pressure regulator is failing, or leaking injectors as you stated also... Not sure if the guy got this all fixed or not, I haven't gone through all the comments yet... But this is the second (2nd) video I've watched of yours, and I have subscribed to your channel, and will continue to watch more. Your very knowledgeable in the diagnostic's which I am always wanting to take in more knowledge any way I can. Keep up the awesome work and Happy New Year!
You know what? Props to you man, because only a few can truly recognize what I was dealing with. Really glad your here.
I've been playing catch up with your videos but don't usually comment, especially on the older ones just because I feel like it's long passed and no one will see it anyway. But, I have to tell you, I loved this case study! You may have not gotten the repair but it's clear to see what you were saying and I absolutely agree. The pump is junk for starters, should never see fuel pressure drop like that under load, and the injector balance test was also cut and dry. Balance test is just that, a balance test! Injectors should all be within the same range not 2+ lbs plus or minus of each other, that is off balance, a pound plus or minus a touch, ok. I thought you showed a lot of great procedures while clearly explaining the thought process . Also, that exhaust leak has No bearing on the condition present IMO. Sorry for the long message, and I wasn't going to comment! 😂 May God bless, heal, and protect your family always! Peace.
scanner danner , thankns 1,000,000 ! great video . you n caleb will be hearing from me , i've been chasing a p0300 on a express 3500 for months now, (3 parts - cannon repairs, still no fix...) i've got 2 months of actron freeze frame and live data..
And the case of the low fuel pressure Chevy continues.... thanks for the video Paul.
Thanks for another Awesome Lecture👍
Stay Blessed😎
He could have a leakage in the fuel pump module,like one of the hoses...I’ve seen that before.
Great video,love to follow your step by step thought process! 👍
agree but then I would suspect a very rapid bleed down issue on key off if we had that
No long crank time
Great in depth case study on this fuel delivery problem. Cheers.
Hi sir ,
You have to open all injectors and test them by the injectors tester ( test for leak) to be sure that the problem is with the fuel issue.
Best regards.
I am very like you and watch maybe all of your videos.
I am engineer Ali from Iraq / baghdad
Thanks for learning
🌹🌹
I fixed my misfires and all the lights that come with it!! Stability traction control, reduce engine!! I changed air filter regapped plugs and dumped 1 gallon of laquar thinner with ten gallons of gas and a bottle of Lucas fuel injector cleaner in tank ran till empty,, all good so then I fully replaced plugs gapped/tourqued to spec!! Bacically it had a clogged 3 injector causing fualing plugs creating bad fuel ratio!! Dirtying Tb!!
Thank you Danners Trio. Good job. Have a blessed and safe week. Merry Christmas to you and your families.
Great video guys looking forward to seeing what fixes this truck ...and thanks Patrick for letting us see the process and progress
Thanks, Danner boys for the interesting diagnostics. Complimenti! 👏🏻👏🏻
Paul, for the pressure drop test on the injectors, why not hook up the wps500 and pico and get an exact record of the different pressure drops? quick, easy, accurate, and a graphed record.
wow I Live in Bethel, never knew you were from there and your brother has a shop there!
Now you know where to take your cars :-)
Good job body, king off diagnostics ,
@@ScannerDanner yes I will !
Wow that was a long diagnosis am hoping to see the results thanks Danner and our best camera pal Caleb.
sorry it was so long, but there were a lot of good testing methods and techniques shown. It is about the journey anyway in my opinion. But I understand you guys wanting a solid conclusion. We had it with the pump, just not with the negative trims
Happy New Year and all the best in family and business!
Had similar issue with 03 250 super duty after several dead ends removed gas tank and powered fuel pump with power probe right at the fuel pump out let there was some rubber bushing oring that was leaking in the tank spraying straight down and not holding pressure could not find seal so bought assembly it’s been fine ever since
Great troubleshooting Paul thanks for sharing!
At 12:20 under the "Fuel tank pressure sensor (V)", it showed constantly 0V. I was surprised that you didn't comment on that, besides that you've mentioned that it never changed.
And still you're questioned "Why is the tank pressure sensor isn't even plugged in? How was I getting tank pressure before?".
It's incredible that even diagnosticians made so tiny mistakes (me the first).
Have a nice week-end by the way!
I just didn't really care all that much which was why I moved away from it. I only wanted that data PID for a quick test of the purge valve. Once I verified a good purge valve, I no longer cared. Make sense? It's just part of the EVAP system and was no longer relevant to the rich condition. (After the purge valve proved good)
God Bless you Paul...you are a great man! I hope you are doing well my friend!
Great info on MAF g/s numbers at idle! I have definitely seen them report higher than expected and have concluded that this can very well be normal for a smaller Liter engine...why is that?
Excellent video...as always!
not sure my friend
I would like to know why as well. Maybe smaller engines= slightly higher idle to maintain a smooth idle?? = higher grams/s. Just a thought. Any other theories out there?
I believe the response curve of the MAF analog/digital converter in the ECU / ECM is not perfectly linear and may induce some false / under /over reading at low RPM. Same as in temperature reading in the lower scale... were GM displays LO until temp reach a certain value....
And also... for MAF... until engine goes in closed loop, the ECM uses preset values from tables based on TPS, RPM and .... CTS... Coolant Temperature Sensor and also from AIT Air Intake Temp Sensor.... if one or both of these 2 are faulty...this can result in faulty calculation by the ECU/ECM..... Think of it....
Finally.... on my old 1989 GM C4 Corvette.... when a problem like this one occurs I always verify at first the parameters of the equation determining the pulse width of the injectors.... that is ...the sensors including the knock sensor! Sure... when using a fuel pressure drop test tool .... engine not running... I can eliminate (or not) the faulty injectors.... but not the knocks and leaks caused by a missing bolt on an exhaust manifold ... with regard to the O2 sensor.... may be this could be a hint.... love your videos! ...Wish I could be closer to attend your course!
I wish you and your family a Merry Christmas and a Happy New year.
Great video, Paul! I can't wait to hear the outcome. Although I am sure that it is going to be fixed.
After having a couple toyota corollas kick my butt with lean codes, I started using the WPS to check fuel pressure while doing injector balance tests because its more accurate, and records the values for me on the scope. I like the WPS because it's a lot easier to see .5 psi increments, at least for me.
I totally agree with you on that too PJ..Looking at a dial sometimes can be deceiving.
Love the video you did demonstrating how you perform that test. Good stuff bro.! 😃👍
Lol PJ. With Paul saying "was it this value or that value" I was thinking, throw the Pico on it. 2 Reasons. A.... Accuracy of reading and B...Proof for the customer as to why injectors are a suspected problem. Scope not needed all the time but on something with possible multiple issues all the evidence can be presented to the customer.
@@kirkabrahamson1148 missed an opportunity for sure!
Exmotorsports yeah, that Yaris video is probably my favorite, and probably most helpful. Lol
I see so many people getting beat up by those lean codes, including myself until i figured out a good solid diagnostic test.
@@ScannerDanner We've all had those missed opportunities before. I'm hoping next year will be much better for me on that hindsight issue since it will be 2020. 😂👍
Sometimes it's the matter of convenience. Easier to plug a gauge in than drag everything out for the Pico. Especially in the cold.
I saw the snow on the bushes there in the background. Brrr. Lol.
Cheers Brother.!
I would love to see the fix result. Also liked the video and already a subscriber 👍
Thanks Paul for an excellent video/lesson, as always.
i FIGURED THE EXHAUST LEAK WOULD HAVE CAUSED SOME INTERFERENCE WITH TROUBLESHOOTING, BUT YOU NAILED THE ISSUE DOWN WELL PAUL!! PUMP AND INJECTORS.
Still questioning the injectors. Follow mine and Patrick's conversation
Thank you again awesome video goodnight think it's a lot of fun when I see together with your brother thank you say hello to you brother and your son thanks again
I hope you gave your brother his freaking amp probe back
I lost track of how many new/shit fpumps I've seen,,Love Your work Brother!2 thumbs Siskel
Mine does the same but worse, hope to see a second video. Thanks for all the info!
Does the same what? This truck has multiple issues
@@ScannerDanner Misses at certain times at idle and then runs better when I put seafoam in the gas, changed plugs wires fuel filter did a clean on the maf new o2's check for vacuum leaks
Ha Paul thankyou for your time and hard work, i wood like see on on a vw passat when check engon flashes. Take care and God bless
flashing check engine i had also its usualy clogged catalytic converter from burning oil
Anybody else come to watch SD's videos just to hear him say 'Scanner Danner'? Sorry, husband's a fan of the mechanical stuff, I'm just fangirling! :D
I agree Paul, the fuel pressure is failing and the injectors look tired. The exhaust bolt is probably not the issue.
This guy is a genius. Can’t convince me otherwise.
From Peru 🇵🇪 my friend, thnks
Love the difficult ones.
Thanks for this video SD.
Great troubleshooting skills.
Paul, I would love to take my 2001 Silverado to have you or Eric O diagnose and fix it preventing me from being screwed over by shops around here that just throw parts at it while hoping one of them would fix it. Unfortunately, being from South Central Texas, it would be impossible. Love your videos. Merry Christmas and a Happy New Year to you and yours.
Excellent video,some real interesting data and points made..
Thanks .
Great video. If you get a follow up on this would like to see it.
James L following
👍to all of you asking Scanner Danner (Paul) questions about your personal vehicle problems, STOP IT!
HIS TIME IS VALUABLE AND NOT FREE!
We are thousands of viewers to one man. That's disrespectful and inconsiderate. Sorry for your troubles, but join the premium site. I am so impressed that he actually took time to answer some of the person questions. Cudoes to you Paul and your big heart!
Thanks James! I don't mind most of them. The ones I never repond to are those who've done no testing. For example:
"My car doesn't start, what do you think it could be?" No year, make or model given, no direction whatsoever. I just keep scrolling!
As a comparison:
"My (insert year, make and model) doesn't start, and I've confirmed spark but no injection pulse, can you give me some direction"? Now we're taking! I'm answering 🙂
@@ScannerDanner That's really kind of you my friend. I wouldn't feel right about doing it without giving back somehow. Your knowledge and wisdom is hard earned I'm sure. Don't know how you find time for it all. I'm a machine shop instructor and a wannabe mechanic. Really admire your teaching and tech skills, ethics, and big heart. World could use more Danners IMO🙂Thanks for sharing. Do my best to keep supporting you as I am able. Best Paul!
@@ScannerDanner
And sorry if I overstepped. I can remove my rant if u like.🙂
@@James-fs4rn not at all! Leave it, both your comment and my reply are important for other members to read! So thank you for the opportunity
Danners face when the camera was on his face while smoking that cigar 😂😂😂
grt stuff man a lot of knowledge been watching a lot of your videos very helpful thanks
ALL NEW injectors, coils, plugs, and wires!! Holy smokes $$$$$$$
Great video from the Danner family. Enjoyed the discussions. Always learn from your videos. James makes a good human clipboard. What was the story on the disconnected connector on top of the fuel pump (57m30s)? What did i miss there?
Nothing related, it was just an EVAP tank psi sensor used for leak detection monitoring. Thanks!
If Snap On engineers watch this episode then is good to improve his scanner... SO, on that injectors test balance is good to have some windows to made notes!? eg. Starting test pressure, drop pressure and differences between pressures (indeed, differences between pressures be calculated automatically) for each one injector.
is that gage measuring the pressure on the fuel line or the injectors individually?
Fuel rail that holds all the injectors. So the pressure that is available to the injectors
Great video first time seen you waver a little are there other issues like valve timing slightly plugged exhaust that would send mixture off cheers
Danner what is your opinion on the autel maxiscope. Thanks
hey scanner Danner i enjoy your videos so much i learn a lot on your channle thanks
I hope you get this one back. It will be interesting to see the results.
You caught my attention @ about 8 minutes in when you were talking about MAF g/s equivalence to engine displacement...I was taught the same thing in school, but we were told that it's a rough approximation and to never to read into it as a hard line absolute with any displacement. It can be a good baseline, but use your fuel trims and/or O2's accordingly to help judge the validity of your MAF reading.
And since I'm here, I was wondering what your thoughts are on Eric Ziegler as an instructor. I have sat through a few of his classes myself and I'm not happy about it. I do appreciate guys like Jon Thornton and Scott Schotton. I've seen you once or twice at Vision in Kansas, so I know you're familiar with a lot of the same people. If I get to go back again in 2020, have you got any instructors you recommend?
I've only had one class with Eric Z and it was on VVT diagnostics and I thought it was really good. What have you found with him that you didn't like?
@@ScannerDanner I found he can get himself distracted and get off topic far too often and too long to the point that I can't force myself to listen to him anymore. He's kinda like the anti Jon Thornton to me. Jon gets right to the meat & potatoes and doesn't waste a word on anything.
@@shauno3697 so he just beats around a dead horse?
I definitely did not experience that in the 4 hour class I was in with him.
@@scientist100, he did in the classes I had with him. He does have good stuff to say if he stays on point.
Thanks for the video!
I read through many of the comments and didn't see the slowly building fuel PSI mentioned. Plugged fuel filter?
I recommend your videos to a co-worker who has spent a few years in a shop. His feedback was: "That Dan sure knows his stuff!" I had to correct him on your name. Maybe, on your video introductions, "Paul aka ScannerDanner". FWIW/FYI
Awesome outstanding job have a great time thanks
Thanks team Danner with you the weekend is more funny, thanks for share
If it's a Flex Fuel Vehicle (and I'm absolutely certain that it has no E85 in tank) I would just start off doing a Fuel Alcohol Content Reset.
It Fixed the P0172 and the negative fuel trims on a 2009 Impala I had today
Just subscribed buddy. Great stuff brother!
World class mechanic school ✍️🤟
Great video. Should be interesting to see if is a pump problem. I've had a few new bad ones right out of the box. It might be worth trying to clean the injectors first before replacing them. On these returnless systems, I've run into injectors with a white sediment restricting the screens due to the crappy gas we're stuck with now.My understanding is that it's from the alcohol in it. I'm surprised that you weren't getting a code for the fuel tank pressure sensor being unplugged.When you went back to check the pump, the first thing I noticed was that the sensor was unplugged. I usually take a look at what drive cycles have been completed. It's a pain when somebody clears the codes & you lose what would be some helpful freeze frame data.
Really valuable, I got subscribed recently
57:58 another moment I hate bro i feel you on the chase....the emotions!!😂🤣
Another great learning case
You know you can chase your tail around forever if you have bad ground and power + at the source (battery)
Even if it’s not
Every car needs it and will benefit from it and
It’s definitely a good place to start and you will fix very weird things that you could never find
I recommend to use anti seize compound to keep the corrosion away from happening in future and razor blade the metal and remove paint under the connector
And you are working with a known proper baseline from battery to every component and computer and ecu
nice work Paul is what we would be doing out in the field where time is money for the client '
I laughed at Danner saying to you after you told him you'd switch the PowerProbes ( 59:18 ): "I don't have anything good here!" Sounds just like me ... because over here, that's the truth! 😁
Seems every GM truck has this problem in one form or another. My own '07 1500 with the 5.3 has borderline rich-code fuel trims, too (I've seen it as bad as -16 on one bank briefly, but seems to waver between -7 & -12). Also hasn't run a couple monitors in over 2 years now. Been driving with the rejected sticker, since I haven't figured out how to get paid working on my own junk yet ... 😂 Eric O. over at SMA said it's more than likely a lazy t-stat in my case, based on what I told him. By now, there's probably more things failing - that was quite a while ago.
This was great to watch, since now I have a game plan should I ever decide to start troubleshooting this toilet, lol. I've already replaced the entire rear carrier at 97k - had chunks missing from the tips of the spiders, and the carrier itself was BIG TIME sloppy. They just don't build 'em like they used to. Keeps us employed at least ... but sucks when you have to fix your own crap!
Anyway, you, Caleb, James, and the rest of the family have yourselves a very Merry Christmas, and a Happy, Prosperous New Year. May God continue to bless you, my friend.
Merry Christmas Smitty!
Paul, did you have an absolute pressure sensor when you did this video?
370k miles on my 2004 GM original injectors never cleaned runs perfectly...
I got 170k out of a Delphi pump... excellent
Airtex junk pump?
Excellent work Thanks
Not sure. Hoping the owner comments here
Was a pump from advanced auto cant remember the brand found out after I just talked to the former owner that he replaced the fuel lines maybe he kinked them when he installed them haven't checked yet
@@patricklaughrey8727 airtex not to good last two years.
Maybe kinked lines.
Excellent tech Danner.
I have a few of those trucks excellent reliable rigs 6.0 GM trucks.
@@SuperScopeLLC maybe air bubbles in fuel stream or loose output on pump?
I do alot of diesel gas industrial since 1978 .
Had one new crane run terrible was a air leak in fitting on ISx common rail.
Noisy vibration from electric pump a clue also.
Ford had diesel fuel steel tanks corroded galvanized surface inside tanks in 2001 filling pump with sand like debris. Changed many to plastic tanks.
Excellent work Thanks!
So it doesn't start too well either? You're right, the pump definitely seems bad. I'm less convinced about the injectors though. Been down that road myself with a ford. Replaced all the injectors and it turned out to be an internal intermittent break/open on a couple brand new oem motorcraft sparkplugs. They were bad right out of the box. Problem always got worse when hot so I assumed the injectors were leaking but I was wrong. Edit: I am not implying this is your problem.
Thank you my teacher
Had a Rich Misfire on a 2021 Silverado yesterday with no noise and only happened intermittently. After removing the valve cover with compression gauge attached for the 4th time that day....it wasn't moving! would you believe the intake lifter came apart lol?
I am always interested to see the pulse with modulation waveforms on the scope to see how long they are open I saw 3.2 milliseconds on your scanner to see if it's a load unloading it down or I can use a fluke meter with a duty cycle to tell me how long waveforms are the best thanks for the comment paul
Being a GM dealer driveability tech u have a weird one. I’d be going after leaking regulator or flooded evap cannister but looks like u did that, vehicles to old to have 08+ fuel composition algorithm feature. 6.6 g/s seems high, I’d be looking at excess skewed maf reading, aftermarket air filter or possible out of spec injectors swapped from a out of spec 6.0 liter vehicle to a 5.3 vehicle. All I suggested is still very rare and will cause lean codes not rich codes 95% of time. 55 psi seems kinda high from my memory. Possibly find a to disable to fuel pump and run a manual cylinder tool fuel system, to 45 psi at idle and see if fuel trims improve.
I am waiting to here back from the owner about the injectors he replaced. The fuel psi spec on this one is 48-54, so it was in spec (not under load of course).
I'm with you on the possibility of a skewed MAF and I should have looked in front of the MAF too. Also, I never checked for fuel contaminated oil. Something else to look at after I hear back from the customer about the injectors.
Thanks for the reply!
@@ScannerDanner , is it a Flex Fuel Vehicle? What does the alcohol percentage PID read ? Can you do a Fuel Alcohol Content reset with the Verus? If not a DS708 or MaxiSys should be able to reset it.
Great vid as always SD. Just a question. With a dirty injector... if there is no direct electrical problem with the injector is there any possible way of telling a dirty injector throught the scope pattern? Im thinkn throught the pindle hump. And if not what about a heavy dose of injector additive through an on car decarb service then re do the balance tests and compare?
I have seen injector issues show up in a pintle hump, but only once. Most of the time, flow rate differences have no change in the amperage or voltage patterns.
Full emersion in shop karma from watching your brother act goofy and trip as he walks away. Hahaha