Wow, what a great video Sherwood, you took us with you deep and dirty without knowing what the result would be. What a brilliant learning video. Thankyou for all that you do.
Love the way you show putting fender covers on before you start working on the vehicle. Shows respect for the customer! Imagine if in every video you started by showing the installation of fender covers! Imagine the effect on other shop owners. Imagine the effect on prospective customers. Respect the customer. Respect their vehicle. RESPECT! What the world needs to learn. Why not "you" to start teaching Basic Respect? Lessons in Respect & Professionalism as well as automobile repair! Thank you Sir!
I started my career at a dealership in the early 2000's where if you didn't use not just fender covers, but covers for the seat and floor mat covers, they would reprimand you immediately.
INJ4_F (injector 4 fault) in the PID monitor list would have saved you some time. You can see, in real time, the PCM identify and report/respond to faults. PID may be listed differently depending on scan tool. It's really worth the time to select and monitor PIDs related to the symptoms and active (and stored) codes. Ford FMEM (failure mode effects management) was quite sophisticated for its time, and very reliable. Ford IDS will pre-select PIDs for you, on many models depending on what system you're working on.
I never found that to be reliable with aftermarket scan tools. My first work van was an Econoline with the fuel injected 300 I6. That thing always showed erroneous interpretations of data.
I could watch these diag videos all day. The professor is great at explaining things so even a complete novice like me can understand . Would love it if these diag videos had a catalog I could search. Keep these great videos coming please.
There will be times where tests for certain modules are not shown in the module itself. You may need to back out to the service options or hot functions.
Coil was open but computer is not smart enough to realize that. It just knows there is a problem and the programmers decided attempting to unstick the injector by turning it on and off is the best option. Kinda like when we get that dead spot in the starter solenoid, we first hit it with a hammer.
This long-form tutorial where EVERYTHING you needed to do / contemplate in order to make the right diagnosis is fantastic ; because it takes us into the process real world style ! Additionally , the Sesame Street teaching cue / reference was AWESOME 👏🏼 ! It does the trick !! Thanks mate ! 👊🏼 🔥 💻 📈 👑
Thanks for this one. Love the real live diag video, like the scannerdanner or Eric O format. Start from scratch, and see where it brings you, we all make mistakes, thats reality. But that are the best learning moments imo.😊
I can confirm this is the case with my autel working on late 90s early 2000s porsches you see a lot more live data in generic obd2 vs the manufacturer specific selection
Yep. I always use Mode 6 to verify my repairs, but also to see what the monitors are showing. Sometimes you can spot a cylinder that misfires randomly, but not enough to flag a code for that specific cylinder.
Great video. Started out, how to figure the mystery problem. It was a long process, but all along the way you gave a great explanation of what you were doing and what was found. Ultimately you eliminated all the possibilities and proved your conclusion. I love watching all you highly skilled technicians out there. Great job as always. Thanks for taking the time to bring us along.
I wish more of the motoring public understood how complicated modern vehicles are. You do great work. I’d love to know a place I could go to like yours. I really enjoy your channel. Thanks Royalty!
Our Autel MK908 had the search function in live data, really useful sometimes, especially on Vw or Audi vehicles where there can be thousands of pids. Excellent diag - need more techs like you guys in the industry, keep up the content it’s been awesome!
I just started watching your videos about a week ago but like myself you like to prove beyond a doubt when possible what the problem is before you replace parts.Great knowledge of the scope,that’s what I’m trying to brush up on.Thanks for your willingness to help others,God bless you and your shop…
Friend still has one, Never an issue, The 24 Valve has a gas pedal recall. They had an issue with water coming in heater area, You get a flap and seal the cowl up he said. a lock switch that gets wet. the trans vent rubber needs a slice with a razor so it wont burp fluid. Putting rear springs from a 99 back taxi is a must for saggy springs..
Awesome job Sherwood thank you for going deep and finding the underline issue. I enjoy learning thank you. You are a great teacher. I wish I had you as an instructor in the many different automotive schools I’ve been through.
Very nice diagnosis and the use of a scope to narrow it down. I love that Escope. I wish I could justify the expense of one but as a DIY'er, it's not practical at all.
you can use an injector tester that u plug to the injector and check amps while you energize it, also you can supply power and ground to injector( its just a coil) and if amps go up its bad if the current goes down its good. this is how all coil windings work and its a quick test, learned it years ago
Yours will search for pids just hit the drop down tab at the top then the search icon. Also the power balance test is sometimes under hot functions. Love the vids. Thanks for using ats tools love it when I see them being used.
I love seeing a US GENERAL roll cart storing $20k worth of diagnostic equipment. I’ve had mine for almost 10 years and still going strong with heavy abuse.
Good video who would have thought Ford had that type of strategy way back then 😇 Also Sherwood instead of searching through the factory data pids you can always go to Global OBD2 data and view fewer pids. Just a little tip.
I just had the thought about and injector balance test from the drivers seat, since it's a Ford? I love the old school approach and thank you for sharing your wisdom!
I have a 92 Jeep, and went down the bad ECU rabbit hole, even in the 90's ECU's are surprisingly sophisticated, the ECU is constantly running diagnostic code checking for bad injectors, voltage out of range for engine sensors, looking at battery voltage and adjusting coil dwell and will try to keep the engine running down to a battery voltage of 5v, has limpin mode for a bad MAP sensor and setting the idle speed looks at barometric pressure, RPM, vehicle speed, power steering pressure, AC, map sensor, coolant and air intake temp and TPS. I wouldn't be surprised if the ECU had the ability to turn off a bad injector to save the cat but I kinda doubt it since the ECU can't tell you which injector is bad or detect a misfire, but I bet if the engineers had more I/O pins on CPU they could have implemented it.
Great diagnosis, however as a DIY, I would check injector resistance on #4, & # 5. If open, replace injector because it is bad. Also repair insulation. I would also pull # 4 & # 5 spark plugs to examine them. Do a tune up if needed. You said it was a 2002, but don't remember if you mentioned the mileage.
You're exactly right always my frustrations of knowing what the strategy is from the manufacturer for that year make and model that information is definitely definitely not readily available it's like it's some big secret
Great diag process. Without full info on ECM programming you need to reverse engineer the ECM strategies. I was hoping you would do the dropout timing test and you didn’t disappoint. Good procedure to test for what you’re not sure of and what to consider for possible failures.
Those snap on meter are garbage always jumping around even when leads are disconnected. I’m a tried and true fluke guy and I have my reasons! Everyone trying to sell me meters all the time I’m like no thanks I’ll stick to my fluke 😂
Id have tested at the ecm connector as soon as i seen burnt wires and flakey ground. And voltage drop tested tge ecm grounds to the body. And started w checking battery voltage, alternator voltage, fuel tank at leasr 25% full. And Relative compression at least wot listening test. Then drop tested unplugging coils and injectors to confirm which cylinders are acting up. I think what happened was coil shorted on injector and burnt out driver, then burnt further until coil was open. So it was shorted then opned and took ecm w it in the process possibly. I did think of the ecm shutdown strategy as possibility, so id have put injector in and seen if control stopped cutting out
Now wait a minute. This isn’t old school for this old fart. Thought maybe You was going to have to dig the old brick out and hook up the Sun machine! And I go back way further than that, but I like what You do. Just jerking your chain a little. 😍😍
Great video. As far as the search bar try tapping the down arrow at the top of the screen while in the live data mode. Thats what I have to do on my cheap Autel.
LOL, calling that new-fangled electronic tester old school made me feel really old, when I took automotive school we used the Sun engine analyzer and that was high-tech to us.
The ground side of the connector could be burnt. You could remove the separator on the connector to get a better connection on the plug. The red inner part of the connector can be removed.
I would have used a noid light to check circuit function on the injector driver circuit. I would also have used some propane around the manifold and injector first to check for vacuum leaks, then the noud light.
When we sense an injector not firing, we turn it off for a half minute, then turn it back on hoping that the initial surge current will free up/ unstick the injector. When we sense the injector not firing again, we keep repeating. We probably should use a hammer to unstick it, but instead we use the computer and surge current.
The ECU is always measuring the resistance of the injector coils and if it doesn't match as you were using the test lead and injector tester which I think is not 16 ohm or at least 5% in range, the ecu will go in limp mode.
I guess as Mr Sherwood is saying, the ecu does see some sort of resistance, and it is not like a dead short or open circuit, so it almost tries to auto correct these funny measurements and by doing so every 30 sec there will be a mis fire condition. I think the software engineer figured if he programs a mis fire on that particular faulty cylinder the technician will eventually get to the conclusion that there is a fault by comparing resistance values of different injector coils.
@@johanbotha9889If that is the case then there could still be some bad wiring, and with the plug disconnected the ECU should detect a circuit open. If there is still resistance with the plug out, then it could mean a corroded harness.
@@Stoney3K Correct, but remember Mr Sherwood couldn't understand why the problem persist while he used his test lamp and injector tester. The ecu is programmed to give a code of mis fire when an open circuit or short occurs. Those ecu's are not as precise as the modern cars because of memory chips and advanced technology and it does detect a problem, the only difference is the programmer didn't physically put a code with the wording of open circuit or short circuit. As I say you need a lot of memory to write a certain language and I think the technology limited him so the best way to assist the technician is by simply saying mis fire on the given injector the fault is on.
This car definitely has a NO FIRE/NO FUEL Strategy. Fords has had that for a very long time. Another idea... You could have used your scope to check for control on that open injector: Use your lead in the power side of the injector (or @ the Battery +), then the ground on the control side of the injector. It will show a square wave (most cases) going from 12+volt to 0v and back
Look in generic OBD II and go to mode 6. Misfire monitor should be there. I think test id 53, Its been a while for me and I think often not much luck with mode 6 and its just a real pain.
You also have to remember you were using a test light and a night light they are not the same as using an injector with a resistance of at least 15 ohms that in fact would be part of the strategy based upon the current draw at that point in time and more than likely that would be seen in the computer in the feedback of that circuit
There is a grey arrow that was at the top center of the screen during viewing of live data. Click that and the search bar will pop up. Someone collapsed it accidentally I'm sure.
3:29 search bar is on your unit by going to the top of the screen. You will see a arrow down touching and pull down will reveal the search bar. Your welcome
What surprises me is that the PCM didn't set an open circuit code for that bad injector, since that is one of the most basic tests the computer can do. PCMs were able to test for open and short more or less when OBD was invented.
IN THE EVENT THE INJECTORS STARTED TO SHORT (16Ω down to let's say 5 Ω) that would cause the current through the circuit to increase yet not enough to blow the fuse and of course possibly making the wire get real warm . Is the injector continues to fail and go to short-circuit it goes open circuit at the last moment which puts a toll on the wiring the current draw goes up not necessarily enough to blow the fuse at that point and it may be too much for the driver(transistor) inside the computer and there is some damage also also the feedback from that circuit could be part of a strategy to actually shut the injector off at a certain point in time
I would have repeated the test light from battery positive to the injector control wire at the computer cleared the codes and see what would have happened. if the computer continued controlling the injector then you know the computer is good.
I have seen people use signal wires from injectors or sensors to tie it in with a remote car starter module, and failure occurs over time from a bad connection, corrosion or poor solder and sealing.
As another note: Ford has used FMEM since the introduction of EEC IV processors (computers). What you saw was a result of using FMEM (Failure Mode Effects Management).
some times we over react and bring out the big guns been their done that, i like to use basic test with simple tools first. also people see misfire and go direct to ignition. when i have those misfire i do wide open throttle crank and listen to the cadence of engine cranking thats my first divide and concur. is it mechanical or electrical, quick first test
I think your staff works on FLATRATE? I wish your videos were also on FLATRATE time constraints, with that said, I marked this video as GREEN in my library which is TOP DRAWER training, thanks for all your videos.
I got a MS906 Pro-TS and it has the search feature. It isn't yours obviously... but you did you check to see if there is an available update for it? Maybe an update removed it? Weird that it doesn't have the search feature.
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I wish I had someone like Sherwood to learn from when I was coming up in this business. My education was 100% trial by fire.
I agree !
5 Years in and I still feel like im learning this way
Autel has the Ford power balance test and it works really well. They hide it under hot functions.
Wow, what a great video Sherwood, you took us with you deep and dirty without knowing what the result would be. What a brilliant learning video. Thankyou for all that you do.
Troubleshooting videos are by far the best!! Awesome video, and job 👏
Hard to beat a good mystery. 👍
Love the way you show putting fender covers on before you start working on the vehicle. Shows respect for the customer! Imagine if in every video you started by showing the installation of fender covers! Imagine the effect on other shop owners. Imagine the effect on prospective customers. Respect the customer. Respect their vehicle. RESPECT! What the world needs to learn. Why not "you" to start teaching Basic Respect? Lessons in Respect & Professionalism as well as automobile repair! Thank you Sir!
I started my career at a dealership in the early 2000's where if you didn't use not just fender covers, but covers for the seat and floor mat covers, they would reprimand you immediately.
INJ4_F (injector 4 fault) in the PID monitor list would have saved you some time. You can see, in real time, the PCM identify and report/respond to faults. PID may be listed differently depending on scan tool. It's really worth the time to select and monitor PIDs related to the symptoms and active (and stored) codes. Ford FMEM (failure mode effects management) was quite sophisticated for its time, and very reliable. Ford IDS will pre-select PIDs for you, on many models depending on what system you're working on.
I never found that to be reliable with aftermarket scan tools. My first work van was an Econoline with the fuel injected 300 I6. That thing always showed erroneous interpretations of data.
If you press the arrow at the top/centre of screen on autel while viewing live data it should bring up the search option 👍
I could watch these diag videos all day. The professor is great at explaining things so even a complete novice like me can understand . Would love it if these diag videos had a catalog I could search. Keep these great videos coming please.
It's under cylinder power balance under special functions on that Autel, used it on older Ford F150 trucks as well.
There will be times where tests for certain modules are not shown in the module itself. You may need to back out to the service options or hot functions.
Coil was open but computer is not smart enough to realize that. It just knows there is a problem and the programmers decided attempting to unstick the injector by turning it on and off is the best option. Kinda like when we get that dead spot in the starter solenoid, we first hit it with a hammer.
This long-form tutorial where EVERYTHING you needed to do / contemplate in order to make the right diagnosis is fantastic ; because it takes us into the process real world style ! Additionally , the Sesame Street teaching cue / reference was AWESOME 👏🏼 !
It does the trick !!
Thanks mate !
👊🏼 🔥 💻 📈 👑
Thanks for this one. Love the real live diag video, like the scannerdanner or Eric O format. Start from scratch, and see where it brings you, we all make mistakes, thats reality. But that are the best learning moments imo.😊
Love your teaching skills and willingness to acknowledge your errors. Best way to learn is from other's mistakes.
You probably have to go into regular obd2 mode 6 to see misfire data on the older models.
Ah that could be 🧐🤔
I can confirm this is the case with my autel working on late 90s early 2000s porsches you see a lot more live data in generic obd2 vs the manufacturer specific selection
@@Xander-H excellent advice thanks
Yep. I always use Mode 6 to verify my repairs, but also to see what the monitors are showing. Sometimes you can spot a cylinder that misfires randomly, but not enough to flag a code for that specific cylinder.
Great video. Started out, how to figure the mystery problem. It was a long process, but all along the way you gave a great explanation of what you were doing and what was found. Ultimately you eliminated all the possibilities and proved your conclusion. I love watching all you highly skilled technicians out there. Great job as always. Thanks for taking the time to bring us along.
I wish more of the motoring public understood how complicated modern vehicles are.
You do great work. I’d love to know a place I could go to like yours. I really enjoy your channel. Thanks Royalty!
Our Autel MK908 had the search function in live data, really useful sometimes, especially on Vw or Audi vehicles where there can be thousands of pids. Excellent diag - need more techs like you guys in the industry, keep up the content it’s been awesome!
I just started watching your videos about a week ago but like myself you like to prove beyond a doubt when possible what the problem is before you replace parts.Great knowledge of the scope,that’s what I’m trying to brush up on.Thanks for your willingness to help others,God bless you and your shop…
Friend still has one, Never an issue, The 24 Valve has a gas pedal recall. They had an issue with water coming in heater area, You get a flap and seal the cowl up he said. a lock switch that gets wet. the trans vent rubber needs a slice with a razor so it wont burp fluid. Putting rear springs from a 99 back taxi is a must for saggy springs..
Awesome job Sherwood thank you for going deep and finding the underline issue. I enjoy learning thank you. You are a great teacher. I wish I had you as an instructor in the many different automotive schools I’ve been through.
Super cool learning experience from this video. Most people would have probably put coils and wires in it. Great videos!
You amaze me with your knowledge and the scope you are using, awesome video. Excellent work. Keep making more diagnostic videos!
also with the injector tester u could watch fuel pressure drops , amps with scope and that would also let you no if injectors working
Very nice diagnosis and the use of a scope to narrow it down. I love that Escope. I wish I could justify the expense of one but as a DIY'er, it's not practical at all.
you can use an injector tester that u plug to the injector and check amps while you energize it, also you can supply power and ground to injector( its just a coil) and if amps go up its bad if the current goes down its good. this is how all coil windings work and its a quick test, learned it years ago
Yours will search for pids just hit the drop down tab at the top then the search icon. Also the power balance test is sometimes under hot functions. Love the vids. Thanks for using ats tools love it when I see them being used.
I love seeing a US GENERAL roll cart storing $20k worth of diagnostic equipment. I’ve had mine for almost 10 years and still going strong with heavy abuse.
Good video who would have thought Ford had that type of strategy way back then 😇
Also Sherwood instead of searching through the factory data pids you can always go to Global OBD2 data and view fewer pids.
Just a little tip.
I just had the thought about and injector balance test from the drivers seat, since it's a Ford? I love the old school approach and thank you for sharing your wisdom!
Elevating your industry. Cheers
I have a 92 Jeep, and went down the bad ECU rabbit hole, even in the 90's ECU's are surprisingly sophisticated, the ECU is constantly running diagnostic code checking for bad injectors, voltage out of range for engine sensors, looking at battery voltage and adjusting coil dwell and will try to keep the engine running down to a battery voltage of 5v, has limpin mode for a bad MAP sensor and setting the idle speed looks at barometric pressure, RPM, vehicle speed, power steering pressure, AC, map sensor, coolant and air intake temp and TPS. I wouldn't be surprised if the ECU had the ability to turn off a bad injector to save the cat but I kinda doubt it since the ECU can't tell you which injector is bad or detect a misfire, but I bet if the engineers had more I/O pins on CPU they could have implemented it.
Great diagnosis, however as a DIY, I would check injector resistance on #4, & # 5. If open, replace injector because it is bad. Also repair insulation. I would also pull # 4 & # 5 spark plugs to examine them. Do a tune up if needed. You said it was a 2002, but don't remember if you mentioned the mileage.
After watching you and Eric O, usually other shops would've fired the parts cannon at it before it got to you ha. Very interesting!
You're exactly right always my frustrations of knowing what the strategy is from the manufacturer for that year make and model that information is definitely definitely not readily available it's like it's some big secret
I put my comments in before saw you use a good light. Injector resistance test is valid.
Keep these rolling excellent videos
Great diag process. Without full info on ECM programming you need to reverse engineer the ECM strategies. I was hoping you would do the dropout timing test and you didn’t disappoint. Good procedure to test for what you’re not sure of and what to consider for possible failures.
Not sure for one that old, but there're usually PIDs to indicate whether the PCM is currently disabling each injector. Great video.
Excellent great job!
Those snap on meter are garbage always jumping around even when leads are disconnected. I’m a tried and true fluke guy and I have my reasons! Everyone trying to sell me meters all the time I’m like no thanks I’ll stick to my fluke 😂
This looks like the same taurus wagon that was in a rainman ray video a week or so back😂
Fine work sir, your a master of your craft
sometimes we forget basics and get to complicated with all our fancy stuff been their too
Great finale! Love this stuff. 👍👍🇺🇸
Great video!! The Autel IM608 has the search function on it.
Id have tested at the ecm connector as soon as i seen burnt wires and flakey ground. And voltage drop tested tge ecm grounds to the body.
And started w checking battery voltage, alternator voltage, fuel tank at leasr 25% full. And Relative compression at least wot listening test. Then drop tested unplugging coils and injectors to confirm which cylinders are acting up.
I think what happened was coil shorted on injector and burnt out driver, then burnt further until coil was open. So it was shorted then opned and took ecm w it in the process possibly. I did think of the ecm shutdown strategy as possibility, so id have put injector in and seen if control stopped cutting out
Excellent work
Now wait a minute. This isn’t old school for this old fart. Thought maybe You was going to have to dig the old brick out and hook up the Sun machine! And I go back way further than that, but I like what You do. Just jerking your chain a little. 😍😍
My MaxSys Ultra Has the search bar on the upper right of the PID list.
Great video. As far as the search bar try tapping the down arrow at the top of the screen while in the live data mode. Thats what I have to do on my cheap Autel.
i am surprised you didn't switch injectors to see if you have the same problem with that injector and cylinder.
I know my ultra has a search but I believe yours does as well
Very educational video, thanks👍
Love this stuff, crazy stuff, nice diag! Regards from Massachusetts!
LOL, calling that new-fangled electronic tester old school made me feel really old, when I took automotive school we used the Sun engine analyzer and that was high-tech to us.
The ground side of the connector could be burnt. You could remove the separator on the connector to get a better connection on the plug. The red inner part of the connector can be removed.
I think the search is on Launch scanner. I use the search some times.
2002 with a smart ECU.
I would have used a noid light to check circuit function on the injector driver circuit. I would also have used some propane around the manifold and injector first to check for vacuum leaks, then the noud light.
The Ultra has the search feature you are looking for.
Enjoyed your process.
When we sense an injector not firing, we turn it off for a half minute, then turn it back on hoping that the initial surge current will free up/ unstick the injector. When we sense the injector not firing again, we keep repeating. We probably should use a hammer to unstick it, but instead we use the computer and surge current.
injector Coil was open.
Hard to concentrate with that beautiful Corvett in the background lol. As always, an enjoyable learning experience.
Touch the gray box with the arrow at the very top middle of the screen will have the search function you want. 51:08
The arrow at the top should bring down a menu with settings and other options including the search bar :) Autel MP808TS owner
The ECU is always measuring the resistance of the injector coils and if it doesn't match as you were using the test lead and injector tester which I think is not 16 ohm or at least 5% in range, the ecu will go in limp mode.
Good point. but why the computer doesn't through a code for the injector?
I guess as Mr Sherwood is saying, the ecu does see some sort of resistance, and it is not like a dead short or open circuit, so it almost tries to auto correct these funny measurements and by doing so every 30 sec there will be a mis fire condition. I think the software engineer figured if he programs a mis fire on that particular faulty cylinder the technician will eventually get to the conclusion that there is a fault by comparing resistance values of different injector coils.
@@johanbotha9889If that is the case then there could still be some bad wiring, and with the plug disconnected the ECU should detect a circuit open. If there is still resistance with the plug out, then it could mean a corroded harness.
@@Stoney3K Correct, but remember Mr Sherwood couldn't understand why the problem persist while he used his test lamp and injector tester. The ecu is programmed to give a code of mis fire when an open circuit or short occurs. Those ecu's are not as precise as the modern cars because of memory chips and advanced technology and it does detect a problem, the only difference is the programmer didn't physically put a code with the wording of open circuit or short circuit. As I say you need a lot of memory to write a certain language and I think the technology limited him so the best way to assist the technician is by simply saying mis fire on the given injector the fault is on.
@@johanbotha9889 Thanks for your time. I agree with you the old PCM's not as precise as the new PCM's
This car definitely has a NO FIRE/NO FUEL Strategy. Fords has had that for a very long time.
Another idea... You could have used your scope to check for control on that open injector: Use your lead in the power side of the injector (or @ the Battery +), then the ground on the control side of the injector. It will show a square wave (most cases) going from 12+volt to 0v and back
Nice job!!
I have found on Fords misfire detected will shut down the injector driver for cylinder that has a misfire
Cleared code runs like a champ
Love the videos please please keep it up!!
Thanks for sharing!
Look in generic OBD II and go to mode 6. Misfire monitor should be there. I think test id 53, Its been a while for me and I think often not much luck with mode 6 and its just a real pain.
Thank you for sharing your intellect
also take the old injector supply it ground and power and watch amps with amp meter and you will see what im saying is true hope this helps
very good one👍
You also have to remember you were using a test light and a night light they are not the same as using an injector with a resistance of at least 15 ohms that in fact would be part of the strategy based upon the current draw at that point in time and more than likely that would be seen in the computer in the feedback of that circuit
I have the MS 906 TS and it has the search in the upper right
There is a grey arrow that was at the top center of the screen during viewing of live data. Click that and the search bar will pop up. Someone collapsed it accidentally I'm sure.
drag small grey tab with white arrow down at top of screen to show search box.
Very interesting video. Long way from points and carbs.
Very cool video to learn!
Thanks for posting. BTW have you taught College Automotive Classes?
Top don Phoenix
Has search bar
Old school, I have a 68 GTX.
Assuming an unfamiliar car is too old for a given technology often doesn't end well.
Great vid.
3:29 search bar is on your unit by going to the top of the screen. You will see a arrow down touching and pull down will reveal the search bar.
Your welcome
What surprises me is that the PCM didn't set an open circuit code for that bad injector, since that is one of the most basic tests the computer can do. PCMs were able to test for open and short more or less when OBD was invented.
IN THE EVENT THE INJECTORS STARTED TO SHORT (16Ω down to let's say 5 Ω) that would cause the current through the circuit to increase yet not enough to blow the fuse and of course possibly making the wire get real warm . Is the injector continues to fail and go to short-circuit it goes open circuit at the last moment which puts a toll on the wiring the current draw goes up not necessarily enough to blow the fuse at that point and it may be too much for the driver(transistor) inside the computer and there is some damage also also the feedback from that circuit could be part of a strategy to actually shut the injector off at a certain point in time
I would have repeated the test light from battery positive to the injector control wire at the computer cleared the codes and see what would have happened. if the computer continued controlling the injector then you know the computer is good.
You forgot to snap the throttle when you were looking at the ignition waveforms
I have seen people use signal wires from injectors or sensors to tie it in with a remote car starter module, and failure occurs over time from a bad connection, corrosion or poor solder and sealing.
My launch x431 pro dyno has the search function
As another note: Ford has used FMEM since the introduction of EEC IV processors (computers). What you saw was a result of using FMEM (Failure Mode Effects Management).
some times we over react and bring out the big guns been their done that, i like to use basic test with simple tools first. also people see misfire and go direct to ignition. when i have those misfire i do wide open throttle crank and listen to the cadence of engine cranking thats my first divide and concur. is it mechanical or electrical, quick first test
The wire is melted so it probably did fail short until the PCM blew the short clear
I think your staff works on FLATRATE? I wish your videos were also on FLATRATE time constraints, with that said, I marked this video as GREEN in my library which is TOP DRAWER training, thanks for all your videos.
👍that was an interesting one
South main auto on TH-cam has the alltel with the search option
The Ford Five hundred I think was a Volvo platform vehicle
I got a MS906 Pro-TS and it has the search feature. It isn't yours obviously... but you did you check to see if there is an available update for it? Maybe an update removed it? Weird that it doesn't have the search feature.