You Sir, Mr Carter, is a very good teacher, thank you. This channel will surely grow and more so if you also include non Nissan cars to broaden the audience. I like the way you teach/explain, more like a patience teacher to a student/viewer. While Bernie Thompson is a great teacher too, his salesmanship for ATS products is quite obvious in his youtube channels. I am still thankful to Mr Bernie for all his upload of unique challenging case studies. I think for picoscope newbie ( 2205a and 4425a) like myself or those who would venture to buy a picoscope, your content is now for me one of the better ones, even better than official pico's youtube channel. As the saying goes, use the scope as often as possible to learn, but when there is no problem to us DIYer own cars, the only way to learn more is to see videos from guys like you👍 Thank you and keep up the excellent work.
Thank you for the great comment! Although I do work on primarily Nissan, I try to show an approach to the repair for all makes. As you mentioned, looking at known good wave forms is always a good practice.
Its always a chance of accidentally fixing a terminal with back probing. Honestly I pierced the wire because of how intermittent the issue was. I didn't want my connection or lack of misleading me. To answer your question, I don't think a proper back probe would have temporarily fixed this particular problem.
Wow that's a great catch. I catch some stuff with a wiggle test but catching it with the scope is much better. I have seen O2 sensors mess with fuel time and create misfires.
So when the FRP sensor went up because of the bad ground the ecm increased the pulse width of the fuel pressure regulator. So what happened to the high pressure fuel pump pressure ? Did it go up? I’m confused how the ecm thought the car was running lean. So my question is when the FRP sensor voltage goes up , does the ecm increase the FRP pulse width or decrease?
I'm not sure what the ecm was doing with the fuel pressure regulator, I was only looking at the #2 fuel injector at the time of the FRP sensor fault. According to the scan data the FRP was jumping between 72psi to 1020 psi while I was wiggling the ecm harness. I don't think those are actual numbers, I find it hard to believe the pressure could change that fast. I personally think the rail maintained 550 to 600 psi during the incident and the ECU's fault programming created a lean condition. Some Nissan gdi engine's default to maximum pressure during some faults. I think the Altima defaults to low pressure.
You Sir, Mr Carter, is a very good teacher, thank you. This channel will surely grow and more so if you also include non Nissan cars to broaden the audience.
I like the way you teach/explain, more like a patience teacher to a student/viewer.
While Bernie Thompson is a great teacher too, his salesmanship for ATS products is quite obvious in his youtube channels.
I am still thankful to Mr Bernie for all his upload of unique challenging case studies.
I think for picoscope newbie ( 2205a and 4425a) like myself or those who would venture to buy a picoscope, your content is now for me one of the better ones, even better than official pico's youtube channel.
As the saying goes, use the scope as often as possible to learn, but when there is no problem to us DIYer own cars, the only way to learn more is to see videos from guys like you👍
Thank you and keep up the excellent work.
Thank you for the great comment! Although I do work on primarily Nissan, I try to show an approach to the repair for all makes.
As you mentioned, looking at known good wave forms is always a good practice.
Thank you for sharing your insights. That is something I would never thought of. A clear takeaway that I should use the scope accordingly.
💯👍
Loved the video. I have seen similar issue on a Honda. Never would have believed that corrosion could cause that wave form. Thanks
Thanks for posting!
Good case study. In your video, you were piercing the wires at the PCM. I wonder if you had back-probed it would have hidden or fixed the problem.
Its always a chance of accidentally fixing a terminal with back probing. Honestly I pierced the wire because of how intermittent the issue was. I didn't want my connection or lack of misleading me. To answer your question, I don't think a proper back probe would have temporarily fixed this particular problem.
Great information, thank you!
Hope it helps 🙏
Wow that's a great catch. I catch some stuff with a wiggle test but catching it with the scope is much better. I have seen O2 sensors mess with fuel time and create misfires.
The scope draws a pretty picture that's for sure.
So when the FRP sensor went up because of the bad ground the ecm increased the pulse width of the fuel pressure regulator. So what happened to the high pressure fuel pump pressure ? Did it go up? I’m confused how the ecm thought the car was running lean. So my question is when the FRP sensor voltage goes up , does the ecm increase the FRP pulse width or decrease?
I'm not sure what the ecm was doing with the fuel pressure regulator, I was only looking at the #2 fuel injector at the time of the FRP sensor fault. According to the scan data the FRP was jumping between 72psi to 1020 psi while I was wiggling the ecm harness. I don't think those are actual numbers, I find it hard to believe the pressure could change that fast. I personally think the rail maintained 550 to 600 psi during the incident and the ECU's fault programming created a lean condition. Some Nissan gdi engine's default to maximum pressure during some faults. I think the Altima defaults to low pressure.
Clear Concise and Articulately Explained.Hi Five👍👍👍
I appreciate the comment 🙏
Great video and explanation of your thought process, thank you.
Thank you, I appreciate your support.
Great video. Thank you.
PS,
Great bonus footage!!
Nice one CARTER thanks
👍🙏
Nice work! This symptom could have easily lead you down the wrong path!
Yea, it was a slippery slope. Thanks for watching.
Awesome find.
Glad you enjoyed 💪