How calm you are that is unbeliveble.You speak in that way that if you dont understand what you see you can figue it out. Great video and most inportant plesant to watch!. Good work man!keep them coming!
Thank you for the added intake vacuum transducer, no need to waste all 4 channels. No compression then the next cylinder too low and the audible test sounded like more than one problem and random cylinder heights, more than 2 problems. Timing for sure. Be very careful about the wider and narrower spark trigger, that could be faster vs slower RPM, but this time you are correct. We need to learn to measure cylinder peak to peak time and not only rely on our poor vision and misinterpretation and could work it out in reverse from a known bad #2 from the right side. May be compression getting trapped and released on occasion, will wait and see. Its nice that you always take the extra time to work things out. At 17:15 the tops of the green waveforms should be 2 humps/spikes, the first is AN exhaust valve the second is AN intake valve, not from the same cylinder and they shouel be seperated by 20* crank rotation if my memory is correct, the timing is floating all over the place, lets see if something came loose inside and escaping compression will also affect the peaks or roundness??? The peak to the left is not going higher so I do not think there is an intake valve leak on the upstroke of the pistons. Peak high point in the intake seems faily stable. The vacuum pull deptch can be controlled by more than one issue such as trapped compression, RPM, leaking exhaust valve, valve timing vs piston location, etc. Even if you do an INCYL it would be nice to do all 4 to see what is happening all the way around? Crank speed slowing down at the blue trace, YES for that cylinder, what about all the other cylinders that are also slowing down at TDC but we are not monitoring them with a trace? You already mentioned the long fluctuations going very high and very low on the blue trace, that area is covered by several crank rotations, not only one, but you are very much onto something coming up. Again measuring peak to peak can determine RPM slowing or speeding up, actually in math/calculus on a scope, the angle of the rising edge and falling edge is all that is needed to make that call which we also use to determine compression leaks past the rings or otherwise on a normal INCLY diag with a leaning tower for one example. The tailpipe should have been the 4th channel earlier in my opinion as per Bernies training and my own belief of when to fill up the scope early in the diag. We can turn off channels to drill in on specifics, not like the old days. DAMN, holding our hand over the oil fill hole would be a dead giveaway on this one but I dont think that explains all the problems yet.....Super heated Head, WOW, whats to come....So much for that engine, will you continue to find more.....I am wrong about timing, looks like some extra water working its way in intermittently in cycles. Dude I love it, you dont like to give up. I knew about blowing the fuel out but I DID NOT KNOW it also helped to build up heat, sweet. Could the long cycles of blue trace be back pressure in the exhaust with water until it got blown out in cycles above a certain level??? I dont drive around with the hood open anymore, a hood rod let loose, ended up on top of a headlight and got smashed and cost me a used headlight, I have seen other get their tools in between and a dent in the hood and a video here recently getting his scanner smashed by the hood latch, was thet RRR Rainman Ray??? Because its a multi cam engine, I can say that good spark timing can be for one good cam timing only??? I will give this video my highest rating in my private library as I do several of your diagnosis, cheers.
Hahaha, I'm looking at that intake trace (with an understanding) thinking how can you decipher anything from a gobble-d-goop trace like that? Then you said, you can't! A flood of relief came over me, haha. A great, straightforward case study for people to follow.
This is one of the best videos you’ve done, Sadel. Lots of great information (especially regarding how cranking speed affects intake vacuum), and backed up with the coolant in the cylinder (or was that unburnt fuel?) and (you called it!) damaged ring land. Fantastic work!
Thanks a great video, if there is a bad synchronization of two teeth, can we find out with the relative compression and the ignition coil, as you showed in the video
If you are referring to timing being off by couple of teeth, then yes there's a chance you can see that with the relative compression and ignition sync.
@@DTEAuto Thank you for your response, I am talking about the case where we do not have a reference, if you find a similar case please share it with us
Nice diagnosis. But after running the engine and driving round the block. That vehicle might never get to run again if left as it might loose compression as a result of the overheat(head gasket issue)
"Put a new battery in it" LOL I always say that as well, if they answer "we can put a charger on it" I tell them to call someone else. One time I had an idiot shop owner who wanted me to test for a parasitic draw with a bad battery and a charger hooked up.
How calm you are that is unbeliveble.You speak in that way that if you dont understand what you see you can figue it out.
Great video and most inportant plesant to watch!.
Good work man!keep them coming!
Music is great! :)
Thank you and glad you enjoyed it, thank you for watching!
Adrenal stress control, keeps the rational mind online. This man knows what he is doing.
Awesome video as always my man. Really appreciate that you always take the time to take us thru the information as it is dissected and interpreted.
I appreciate that! and thank you for watching!
Thank you for the added intake vacuum transducer, no need to waste all 4 channels. No compression then the next cylinder too low and the audible test sounded like more than one problem and random cylinder heights, more than 2 problems. Timing for sure. Be very careful about the wider and narrower spark trigger, that could be faster vs slower RPM, but this time you are correct. We need to learn to measure cylinder peak to peak time and not only rely on our poor vision and misinterpretation and could work it out in reverse from a known bad #2 from the right side. May be compression getting trapped and released on occasion, will wait and see. Its nice that you always take the extra time to work things out. At 17:15 the tops of the green waveforms should be 2 humps/spikes, the first is AN exhaust valve the second is AN intake valve, not from the same cylinder and they shouel be seperated by 20* crank rotation if my memory is correct, the timing is floating all over the place, lets see if something came loose inside and escaping compression will also affect the peaks or roundness??? The peak to the left is not going higher so I do not think there is an intake valve leak on the upstroke of the pistons. Peak high point in the intake seems faily stable. The vacuum pull deptch can be controlled by more than one issue such as trapped compression, RPM, leaking exhaust valve, valve timing vs piston location, etc. Even if you do an INCYL it would be nice to do all 4 to see what is happening all the way around?
Crank speed slowing down at the blue trace, YES for that cylinder, what about all the other cylinders that are also slowing down at TDC but we are not monitoring them with a trace? You already mentioned the long fluctuations going very high and very low on the blue trace, that area is covered by several crank rotations, not only one, but you are very much onto something coming up. Again measuring peak to peak can determine RPM slowing or speeding up, actually in math/calculus on a scope, the angle of the rising edge and falling edge is all that is needed to make that call which we also use to determine compression leaks past the rings or otherwise on a normal INCLY diag with a leaning tower for one example. The tailpipe should have been the 4th channel earlier in my opinion as per Bernies training and my own belief of when to fill up the scope early in the diag. We can turn off channels to drill in on specifics, not like the old days.
DAMN, holding our hand over the oil fill hole would be a dead giveaway on this one but I dont think that explains all the problems yet.....Super heated Head, WOW, whats to come....So much for that engine, will you continue to find more.....I am wrong about timing, looks like some extra water working its way in intermittently in cycles. Dude I love it, you dont like to give up. I knew about blowing the fuel out but I DID NOT KNOW it also helped to build up heat, sweet. Could the long cycles of blue trace be back pressure in the exhaust with water until it got blown out in cycles above a certain level??? I dont drive around with the hood open anymore, a hood rod let loose, ended up on top of a headlight and got smashed and cost me a used headlight, I have seen other get their tools in between and a dent in the hood and a video here recently getting his scanner smashed by the hood latch, was thet RRR Rainman Ray??? Because its a multi cam engine, I can say that good spark timing can be for one good cam timing only??? I will give this video my highest rating in my private library as I do several of your diagnosis, cheers.
Great info, on the intake pulse vs crank slow down. Thats super helpful for one I have been looking at and not making sense on.
Great to hear!
Hahaha, I'm looking at that intake trace (with an understanding) thinking how can you decipher anything from a gobble-d-goop trace like that?
Then you said, you can't!
A flood of relief came over me, haha.
A great, straightforward case study for people to follow.
Thanks for watching!
I like the music, Volvo's PCV system is a must done service item
This is one of the best videos you’ve done, Sadel. Lots of great information (especially regarding how cranking speed affects intake vacuum), and backed up with the coolant in the cylinder (or was that unburnt fuel?) and (you called it!) damaged ring land. Fantastic work!
Glad it was helpful! And I believe it was fuel, but could have been coolant also, the reservoir was low.
Exelente analysis 👌
Thank you!
Thank for this video . Perfect diag 👍🏻👍🏻👍🏻 . I love your videos .
Thanks for watching!
Keep up the good work
Thanks, you too!
Car wizard just had exactly the same issue on the same engine after an overheat. New engine reqiired.
That's crazy, I'll have to check that out
I think the battery is in the trunk
Saludos desde paraguay
Hola tio
Saludos!
Thanks a great video, if there is a bad synchronization of two teeth, can we find out with the relative compression and the ignition coil, as you showed in the video
If you are referring to timing being off by couple of teeth, then yes there's a chance you can see that with the relative compression and ignition sync.
@@DTEAuto Thank you for your response, I am talking about the case where we do not have a reference, if you find a similar case please share it with us
Nice diagnosis. But after running the engine and driving round the block. That vehicle might never get to run again if left as it might loose compression as a result of the overheat(head gasket issue)
it got a little more rough the longer it ran
Did boroscop showed Cylinder damage..? Water in the Cylinder...? Then how come it run great..???????
It doesn't sound that great...
It was running on 3 cylinders and would eventually get really rough.
"Put a new battery in it" LOL I always say that as well, if they answer "we can put a charger on it" I tell them to call someone else.
One time I had an idiot shop owner who wanted me to test for a parasitic draw with a bad battery and a charger hooked up.
Easy money 👍🏾 dinero fácil 😁
Gracias!
@@DTEAuto cuando otro case study con los amigos latinos? 😁