The FICM is not a voltage source but a voltage limited, current source. Because the injectors have to open against a high fuel pressure they are very highly inductive and being direct injection have to open very quickly. So the FICM supplies a current of 22A. At 47:04: the lower limit of the green trace (when the injector is being held) is about 4.7V; this divided by the resistance of the injector gives 22A. Still at 47:04, zoom in on the leading edge of the yellow trace, you will see that it is not instantaneous but has a fast ramp. To drive an inductive device instantaneously would require infinite voltage. When the injectors are turned off the high side of the FICM reverts from a current source to a voltage source, thus preventing excessive ringing. I suspect the idle voltage is set at about 18V to prevent ringing; the change from 5V to 18V should exceed the back EMF of the injector (loaded by the FICM). If you have pin extractors for the connector plugs swap the cyl3 and cyl5 inputs then swap the plugs on the injectors themselves. If the fault goes to cyl5 you can be certain it's the FICM. In case you are wondering a voltage source has very low internal impedance (hence low resistance) and a current source has very high impedance. Ideal zero and infinite respectively. Yes I have worked on Isuzu D.I. engine. Very good engines (except for one or two G.M. forced on them). Though I am glad I don't have to anymore. Really enjoy your channel.
You sound very knowledgeable in these engines are hard to work on not very many people understand how to troubleshoot and diagnose for lack of better words electrical issues I would like to ask you a few questions possibly direct message I am trying to troubleshoot a crank no start situation on my lb7 Duramax and I I have reason to believe it might be a ficm gone bad but not sure second I don't know how to troubleshoot in the sense of real-time if the truck will not start please let me know if I could have a conversation with you I would appreciate that
It ended up being a loose crank reluctor ring which I am now in the process of putting back together luckily nothing got chewed up or damage it just simply fell off in the bolts in the knocks and went down into the oil pan
Hey Chris I appreciate you replying to what fixed your problem. So all the bolts came off on the reluctor ring which is right in front of the timing chain? I guess it’s not a complete ring around the crankshaft it’s like a half ring & the bolts came off and fell in the pan right? Sorry for the long question.
Eric I am new to the channel and appreciate your insight. You are a stand up guy and and make a mistake every now and then just like the rest of us. I find it a very rare quality in a person these days who is willing to admit they made a mistake. This is not meant as criticism but a compliment. Thank you for bringing a human aspect to your videos. We all make mistakes and that is ok, but its what we do with them that counts.
I figured what the special tool was as soon as you opened the hood.....a _very_ small mechanic! Great diag.. Moving on to part two. Thanks for the video.
Your videos are the best. As a new Auto Tech learning the ropes watching your videos has been a great help for learning symptom based diagnostics and critical thinking.
I know im asking randomly but does someone know a method to get back into an instagram account?? I somehow forgot my account password. I would appreciate any tips you can give me!
@Shepard Hudson Thanks for your reply. I found the site through google and I'm waiting for the hacking stuff atm. Takes a while so I will reply here later with my results.
Here's a quick tip I use quite often: you can load test your circuit using a sealed beam: disconnect both ends of the circuit to be tested; hook up your power probe to one end and a sealed beam (an H6054 will work just fine) to the other end. Ground the sealed beam to your power probe and send her some juice. If the sealed beam comes on, you're sure your circuit is good! Reason I use this: I already came across bad wiring, not totally open but I would still get a good reading on the multimeter. So this is the way I found to make sure a circuit is ok. This said, I'm a canadian heavy duty diesel tech and I think you're doing great for someone not working on those very often! I love your other vids as well!
to put all this effort to diagnose this problem on a job you really didn't want makes this job even harder . i hope the guy who owns this truck watches this video and sees how hard you worked. i wish i had the intelligence to deal with electronics. amazing work ethic!
I've been a back yard mechanic since I was young I've worked in shops doing timing chains on Hondas Toyota I've done brakes and front end wk also worked on big trucks and had a good time doing it all now at 65 its a lot harder to get things done of course with arthritis and back problems from being bent over vehicles all day I get to enjoy watching a master at work love your video's and how you diagnose things great job 👍
I drove this style truck for years , drove several with Duramax , every one if them had injector issues , kept our mechanics busy , nightmare to work on , was so glad when I started driving a Volvo Tandem with 18 Speed , even checking fluids on these things was tricky at times , doesn't surprise me to see it with only 54,000 miles about 85-87,000 kms here in Canada , We never had a Duramax go any longer than 100,000 kms without having injector issues . That bucket would come in handy for building deer blinds tho 👍👍
It is pretty impressive how you solve problems in your videos. You have the same critical thinking skills that got the Apollo 13 guys home. I wish any of my local mechanics had your curiosity/determination. Thanks for another great video!
I'm sure troubleshooting videos like this are hard to make , especially with the recording, editing and all the other stuff & effort you need to do to make this a finish product, but they are one of my favorite types of videos and I really enjoy watching them! Keep up the great work Eric! :D
Eric, I really respect you for your honesty ! The ability to think out load reminds me soooo much like me ! My partner thinks I am nuts ! I talk to myself when I like you venture into ; How to say , I don’t work on this stuff enough & I need to hear my own voice ( my helper ) venture into stuff I can fix , but need undisturbed time to do so ? Your will to fix every challenge that comes in ! I won’t say no, until I look, with my own voice to get to the bottom. You are right, the control module is “pooched” .. Have a great day !
GM and ford have very good engineers but with very different goals, ford wants to innovate, even if only temporarily, While GM wants to make things easy to repair/work on and assemble, it’s not something that carried well for either company into their Diesel engines ...
Eric, it takes a special dude to post a video in which you're working on a vehicle that's not squarely in your wheelhouse. Funny enough, you're still killing it and teaching us great stuff. This is one of the last remaining SMA videos I haven't seen, and I'm deep into reruns already hahaha You da man
From my diesel experience (Toyota Denso) The injectors are ground and power side switched and operated at high voltage to open quickly under the massive fuel pressure (up to 2000BAR) there are two transistors for each injector and the collapse of the magnetic field you'd expect to see is 'collected' by the module and stored for the next injection event. There is a high voltage generating circuit inside the module where it creates the high voltage and also stores it. The injectors need the high voltage to operate quickly enough (5-8 injections per compression stroke on newer stuff) The amperage is high on them! It's not dissimilar to the old peak and hold gas injection. We see a lot of diesels in cars in Europe so see more problems than you will I expect. (I'm told diesels on cars are not that common in USA?) You seemed to find your way through it though, nice video.
Brilliant is my take on your work Eric. I've just had the advantage of watching part 2 as a follow through to completion. I've completed 50+ years trouble shooting on combustion equipment, boilers, air heaters, starting on American Powrmatic air heaters in 1968 and working for Powrmatic UK on R&D and then on the road for five years as a service engineer. Sites like the maintenance squadron for the RAF Red Arrows, the Concorde hanger at RAF Fairford, 002 and 03 before they received the airworthiness certification. Heating and ventilation maintenance at the top end working for the best of manufactures opens do many doors. Process equipment with bakery ovens, ceramic tile manufacturing, and more making a great life experience. So many sites with long term faults for years and there was no one to locate the fault or faults after 10 or 20 years. For those sites there will be no RUclips videos up until 2012 when I retired. Rethinking that statement, even then I should have recorded my stuff because delivering my problems or solutions could have speeded up the process in two directions for me and others. Putting my money on the line to underwrite a repair, to prove that my diagnosis was for the correct part. I had to be 100% correct or I would never have got paid. Thinking back to working on steam boilers with the inherent many danger's of steam for me and others around the area. Knowledge never taught in any classrooms but by men, always men and so many had learned their craft as servicemen serving in WW2 fighting for King and Country. Plus others who worked for shipyards, railway engine works, aircraft production often working under fire with bombing raids in progress and the imminent danger of being bombed every working day. I was privileged.
As someone entering into the automotive world, this makes my brain hurt. And I've been in college for a year and a half! I'm easily discouraged about my career choice, but cars and how they work has always been my passion. I just have to keep reminding myself that!
This man was seriously over complicating this. So I don't blame your brain for hurting. First thing I would've done right off the fucking rip is fix those shit splices that were done by who knows who then throw some heat shrink on them and leave them looking proper. Check to see if the harness for the cylinder looks good and has solid wire connections. I will tell you now that when someone else has done work on a vehicle in the area of the problem or on the problem prior to you.. 9/10× they were the cause of the problem and you're going to feel pretty stupid wasting time doing all this dumb shit before ruling out the basics on those 9 jobs that will end up being the splices of someone else's work or something of equal comparison.. after you do all that and waste the customers money.... yup you'll feel stupid. Fix the wires, confirm the harness looks good and isn't corroded or loose.. Next test for power from ecm to pcm with, yes a multimeter, and then test from power from pcm to ficm, and then to the injector. Address problems along the way accordingly. On this job you would've gotten all the way to the end of the process before you found it but if you'd fixed the connection then you could simply go in the back of the injector harness and trust that the wire's properly intact. This whole process should've take 30 min. Maybe 40. Lmao Idc about injector 5. Knowing injector 5's a control and working properly.. the only reason to look at injector 5 with anything is if you think your meters broken. Why the fuck look at it on voltage charts? Smh why the fuck waste time and test the new ficm? If the fucking missfire drops.. it's the fucking ficm. This man's truly dumb. Man .. watch part 2 and you can note down how to do nothing like this man. Pretty much in the reverse order and no need for the fancy tools lol.. trying to learn from others that struggle makes you struggle. Truth is most machanics suck.. they're lost and they make almost as many problems as they fix.. if not more.. this would be a 30-40 min or less diagnostic test to anyone with common sense.. you just rule out the dumb and then test from the main power to the troubled paths end. Simple as that. Probably would take longer to get the wire diagram printed than to test and find the problem. Just think objectively and rationally.
I have looked through the WHOLE RUclips and found a wave form that finally proves that's Diesel and gad direct injection have almost the same concept. I wish that you put more videos like this Eric. There's a lot of diesel heads that will love more of this info
GM Fuel Injection Control Module (FICM)(LLY). Before replacing a FICM for an injector related fault code check and make sure there is not a injector or injector related circut fault.The FICM (Fuel Injection Control Module) controls the electrical impulses that control the fuel injectors. The fuel injector ignition voltage circuit is Pulse Width Modulated (PWM) , between 20 volts at idle to approximately 93 volts in order to compensate for increased engine load and RPM. The fuel injector control module energizes each fuel injector by grounding the command circuit between the fuel injector control module and the fuel injector. The fuel injector control module monitors the status of the ignition voltage circuits and the fuel injector command circuits.
small advice about these vehicles, many times I seen rough idle, circuit codes be caused by wiring harness rubbing against the aftercooler pipe or to the hood.
Though I don't have all this equipment to test the way you have, this video has given me a huge amount of insight on what's going on in the system. Very helpful.
High voltage, you dodged a bullet and checked that box. Nice detective work on breaking down the individuals and comparatives. Excited to see what happens with next FICM. 👍🏻👍🏻👍🏻
Eric, I feel for you wading through this problem, can tell you're well outside your comfort zone. Good on you for not just backing it out the door. We see more diesels than petrol vehicles here in the UK - the smoke does fry your brain. Looking forward to the day when they ban diesels here and we can concentrate on high pressure petrol / hybrid and hydrogen powerplants. Keep up the great videos Cheers Doc...
Very interesting EricO, really enjoyed it! This setup reminds me of the two type of injectors we have in the "gasoline world". For long time (even long before GDI) your injector drivers were either of "saturated switch" type or "peak & hold" type. It's simply a matter of deciding where the current limiter is placed. Either you use the injector as a current limiter (saturated switch) or you keep control of the current yourself (peak&hold). Saturated switch type is voltage controlled and the injector has a resistance of 12 ohm or higher. This is the most common. Here we don't have to control the current flow, the injector driver simply applies typically battery voltage when the injector should open and keep it there as long as needed. Peak and hold type is current controlled and the injector has a resistance of less than 12 ohm. Here someone NEEDS to control the current, otherwise we burn up the injector (so never supply +12 for longer period of time to these low-resistance injectors). As you mentioned in the video, it allows a big current flow in the beginning since it requires a lot of current to move the pintle. Once the pintle is opened, very little current is needed. To keep the pintle open, you can either reduce the voltage or turn on/off yor current very very fast. The advantages of peak and hold is of course much faster open/close response and a bit more precise fuel delivery. The disadvantages is of course a much more complex/expensive control system. So you probably encountered some kind of "highly developed" peak&hold injector circuitry :-)
Hi Eric as you have tried your hardest on the Duramax but I like your style you think things out and you go through your procedure and that's fair I hope you let us know you were right keep up the good work it's a joy watching a master at work others should take your need.
Thanks for bringing us along on a diesel diagnosis Eric. I don't know a massive amount about diesels. I've helped drop and reinstall an N47 diesel out of a BMW and replaced the turbo/exhaust manifold on a Golf 2.0 TDI but I'm a bit in the dark about them compared to petrols. One thing i do know is that most of the modern euro trash diesels are using piezoelectric injectors these days. The crystals probably behave differently to a coil. Although GM might still be using the older style as GM stuff always seems a little behind what Euro manufacturers are doing. Most people under 40 without a heart condition wouldn't suffer permanent damage from a 40V shock but you can never be to careful i guess.
I think the duramax uses piezoelectric injectors which means they don't have an internal coil but instead have a stack of quartz crystals which expand when current is applied to them and that's what opens the pintle in the injector. That's why the resistance is so low and it takes such high voltage and current to actuate them. All the newer common rail diesels and direct injected gas engines use this same type of system.
They may not have the piezos for all I know, never worked on a lly duramax but definitely the newer diesels have them. Would be interesting to see the current/ voltage ramp on those style injectors tho!
I was thinking that. I don't know a massive amount about diesels but I'm sure all the newer stuff is piezoelectric. Then again with GM You never know because the technology in their vehicles always seems a little old.
Piezo types on the new engines can fire at much higher rpm than the old type. It was one of the ways the diesels at LeMans could beat the gas powered cars.
Eric, be extremely careful unplugging injectors like that. If you are working on a piezo type injector, both the opening and closing is controlled by the computer. The closing isnt being done by a spring or something. this means that a injector can stay opened when you unplug 'em. this can burn a hole right through the piston.
Great video Eric!!!!...those big diesel trucks are awesome!!!! hahahaa.....I can not wait to see part two!!!!...we all are learning too much from this video...thanks for bring us along with you!!!!.....swaping another FI Module for test will solve all the questions!!!...greetings to all at SMA!!!!... :) :) :) :)
took my 97 Ranger w/3.0 in to a quick oil change "place" book says 4.5 quarts they over filled, I said just oil and filter only they tried to sell me an air filter on the way home engine light came on, found hose to intake not connected (AIR FILTER CHECK) then I found the oil over full this all in one day. If you find a good mechanic keep him/ her. I have owned this 97 since New and the only reason it is still running is the people allowed to maintain it.Good job
As a common rail fuel system, it is extremely dangerous when you try to ground or switch the injector control wiring. Basically you might dump lots of fuel into that cylinder when other injectors are firing, since 4 injectors are sharing same high side bank from FICM.
Can't wait to see if FICM is faulty or something weirder! The 2x injection pulses are called a "Pilot" and "Main" injection and it has to do with efficiency and "diesel rattle" noise reduction. At lower engine speeds
Oh man. Mitchell. What a nightmare hahah. Almost lost my truck to that beast of a software company (I write code for software/websites myself). What a nightmare. She is still alive to this day.
The "Double Tap" injector pulse is called Pilot Injection. Makes the diesel engine quieter at idle. As for FICMs, the Ford 6.0 injectors run on 48 volts.
49:22 “ I guess I haven’t learned anything” oh Countryaire Mr. O. You learned how to run a successful business and support your family! I wish we had mechanics like you everywhere
The two "spikes" are because this engine has what's call pilot injection. It divides the injector pulse to reduce the amount of fuel so it makes the engine runs quieter. The Cummins engines us this now.
Great diagnosis Eric From the minute 36 I immediately concluded that the driver "FICM" is bad and got some moisture inside of it from sitting for so long I guess. But anyhow Eric, indeed great new horizon challenge vid. And I wish that ivin was joined in this vid. Can't wait for part II :) thanks.
Holy Seagull poop! That was amazing. And I'm not so sure we can do it, unless we have the right equipment and your diagnostic coconut! Fabulouis video, just fabulouis. I bow to the Master.....
As soon as I see this guys face, I know I'm going to not only like the video, but I'm gonna learn to fix the very problem I'm having at the time. Like a buddy telling me about something he knows, in case I ever need to know it.
LLY and 2005? cool, I'm listening. "load pro" ha ha I got that. I love hanging around during the "thinking" process. I wish I could help. Thank you for the description at the end, I wrote that down for future reference. PS I saw Steve's teaser video. So cool you guys could meet up.
This would be so easy to fix then just run it through a second time and 'discover it'. I'm glad you don't do that and you give it us warts and all along with your thought process. Great video.
So glad I found this video it help alot I have a dead druamax that was working wonderfully and power to both sides of the injector causing it to bypass thanks great info.
I am a tech at a heavy truck dealer, I have swapped a few Duramax engines in those and have done a bunch of Caterpillar 3126 and C7 work in those chassis. I'm fairly certain Satan was the lead engineer on those trucks.
Why someone feels the need to thumbs down your video everytime is beyond me. All I can say is ...FICM! lol That's my new replacement for naughty words now.
Your test light flickering @ 19:25 tells you the circuit integrity of the power feed to that injector is fine. The flickering is the feedback from the other injectors firing. Since they share the same power feed then you can assert that the feed is fine. Otherwise you would not see the other injector events. And since it's unplugged you know those feedback events are not coming through the control side.
Ah, yes. You brought this up near the end of the video. That's why I usually try to watch the whole video before leaving a comment... heh Btw, when the dealership said they were missing "the tool" they were probably referring to a break out box. That seems to be how a lot of vehicle manufacturers like to try and make their techs diagnose problems. Plug in this box and start connecting/probing wires like an old telephone switchboard operator... They design their flowcharts with idiots in mind. Instead of doing a 30 second voltage drop test the manufacturer will try to tell you to disconnect the harness at the device and at the computer as one of the first tests. Even when the computer is absolutely buried...
Wow Eric great case study and fantastic scope analysis! Definitely more complex than your traditional constant-feed, ground-side switched low-pressure gasoline injector setup. Still, the injector is a coil of wire with two terminals, only the control system is fancier...too fancy for our buddy the test light (or the LoadPro :P) to give any definitive direction. In cases like these, the scope is your best friend indeed. The Verus has 4 channels...why not use all of them? A base line on a known-good component is crucial to pinpointing the bad one. Here the essential data would be the two voltage traces (backprobe "feed" and "control") plus a third channel with the amp clamp. Then you will instantly get a very good picture of how the damn thing is being controlled without having to sift through wiring diagrams, troubleshooters, and vague information. Then transfer the three channels to the suspect bad injector and see what is different. Here like you showed we see lack of current flow due to the FICM not grounding the "control wire"; both voltage traces would be identical...no current flow no voltage drop! Finally repeat the same measurements at the FICM to verify wiring integrity. Dang I wish I would have come down for that one! Looking forward to part 2!
It makes some sense. The injector is under a lot of pressure so it would require a large amount of energy to overcome the injector and do it fast. Once open it can be held with a small amount of power.
*@**30:32* That "current ramp" is called RISE TIME. It is the measurement of the electricity building up pressure (ampere) in the circuit, just like a spark plug / coil circuit. The saturation duration is the DWELL, then the circuit DRAINS (or collapses). Correct?
When you see the High voltage spike of the Injector, the movement of the injectors needle moves when current is applied and when it dead stops to open to flow fuel, it creates and inductive load so the voltage spikes really high. Its the feedback of magnetic resistance. The sudden change of a magnetic field basically causes the voltage spike.
Pretty much all "common rail" injection system now do multiple injections per cylinder event. Helps a lot with reducing the diesel "clatter" and emissions.
One thing I'd add to your conclusion is that the #3 control voltage is probably slightly higher because the circuit in the FICM that isn't working isn't loading it down the 0.2v that the working ones are loaded down by.
Very interesting Eric, thanks for filming it, I would of been confused seeing the signal on the bad injector, not realising that it was back feeding through the system, obvious now !
Maybe he needed a program on his scanner so he could run a cylinder cut out test but idk what hes talking about. You can unplug each injector to test the injectors while its running. He just couldnt figure it out so lets see how you finish this job im excited to see you tackle it!
I had my brother's Duramax here for months - thing died out in Herkimer - 3 hour drive for us. Used my flatbed trailer to haul it home to western-central MA. My brother suspected the FICM - replaced it and no dice. Swaptronics! One day we grabbed a bundle of wires under the fuse box, wiggled, and the thing started right up and has run ever since! How's that for diagnostics, LOLOLOL! Someone out there bought it, so there's a possibility you may see that truck (maybe not - NY is a big state, lucky you LOL!!). Only reason that rotbox sold is it had over 1k ft.lbs. of torque. Had some work done to it. ;)
I've been driving a rig for 15 years, Jake's are for assistance on slowing down not showing off especially in some small quite town. I've been double clutching since day one slip shifting has no gains only possible problems so unless your balls are small why do it??? Plus why gamble, that following distance was playing the lottery that you get to keep your career today. Otherwise I love your channel Mr O
YEAH DIESEL! Im so out of it... AND we have 90% Diesel-engines at our company, but no fancy scope ... only scope on a rope. But school isnt that far awy and they never showed us a trace (or measured it) like that, it was allways 0V -> 80V (or so) with following lower "holding" voltage and then back to 0V. Never had some bias-voltage like you had... arround 20V COOL THING! Thats where you learn stuff, please more like that :D
sometimes simple is best. apply 12 volts to the power side, run and look for problem resolution. if still a problem it's in the control side. And or apply #3 with power into injector and look at load not just ohms. This is a good way to check wires because your loading the wires. :)
Good video .. we have lots of common rail diesel over here in the uk you soon get use to the Idiosyncrasies bit of fuel pressure control but not much different to a petrol (GAS) system..... and love the new tool "LoadProbe" HaHa Regards John
I am an electronics tech from way back. One of the problems I see over and over on these auto repair shows is a lack of an actual real multichannel scope. I would have no problem filling up 8 channels with useful diagnostic data. This would give you a much faster diagnosis. What comes to mind immediately are supply-side voltage, command-side voltage, and injector current for a good injector and for the bad one. Measured as close to the injectors as posdible. There are 6 channels right there. Would save you having to stop and rehook all the time and it would tell you what's going on and when. Real multichannel oscilloscopes are used in lab settings but I don't know why they haven't been made popular or available to the mechanics for a reasonable price.
![I.N "HALLUCINATION" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/n5B5q1Hwt_U/mqdefault.jpg)
The FICM is not a voltage source but a voltage limited, current source. Because the injectors have to open against a high fuel pressure they are very highly inductive and being direct injection have to open very quickly. So the FICM supplies a current of 22A. At 47:04: the lower limit of the green trace (when the injector is being held) is about 4.7V; this divided by the resistance of the injector gives 22A.
Still at 47:04, zoom in on the leading edge of the yellow trace, you will see that it is not instantaneous but has a fast ramp. To drive an inductive device instantaneously would require infinite voltage.
When the injectors are turned off the high side of the FICM reverts from a current source to a voltage source, thus preventing excessive ringing. I suspect the idle voltage is set at about 18V to prevent ringing; the change from 5V to 18V should exceed the back EMF of the injector (loaded by the FICM).
If you have pin extractors for the connector plugs swap the cyl3 and cyl5 inputs then swap the plugs on the injectors themselves. If the fault goes to cyl5 you can be certain it's the FICM.
In case you are wondering a voltage source has very low internal impedance (hence low resistance) and a current source has very high impedance. Ideal zero and infinite respectively.
Yes I have worked on Isuzu D.I. engine. Very good engines (except for one or two G.M. forced on them). Though I am glad I don't have to anymore.
Really enjoy your channel.
Your write up is well presented.
You sound very knowledgeable in these engines are hard to work on not very many people understand how to troubleshoot and diagnose for lack of better words electrical issues I would like to ask you a few questions possibly direct message I am trying to troubleshoot a crank no start situation on my lb7 Duramax and I I have reason to believe it might be a ficm gone bad but not sure second I don't know how to troubleshoot in the sense of real-time if the truck will not start please let me know if I could have a conversation with you I would appreciate that
It ended up being a loose crank reluctor ring which I am now in the process of putting back together luckily nothing got chewed up or damage it just simply fell off in the bolts in the knocks and went down into the oil pan
Hey Chris I appreciate you replying to what fixed your problem. So all the bolts came off on the reluctor ring which is right in front of the timing chain? I guess it’s not a complete ring around the crankshaft it’s like a half ring & the bolts came off and fell in the pan right? Sorry for the long question.
In this video I see a mechanic who is a good teacher and more importantly is a great learner!
Eric I am new to the channel and appreciate your insight. You are a stand up guy and and make a mistake every now and then just like the rest of us. I find it a very rare quality in a person these days who is willing to admit they made a mistake. This is not meant as criticism but a compliment. Thank you for bringing a human aspect to your videos. We all make mistakes and that is ok, but its what we do with them that counts.
I like this guy's determination to find the right problem with injector's issue and to fix it right. That makes a good mechanic.
I figured what the special tool was as soon as you opened the hood.....a _very_ small mechanic! Great diag.. Moving on to part two. Thanks for the video.
Your videos are the best. As a new Auto Tech learning the ropes watching your videos has been a great help for learning symptom based diagnostics and critical thinking.
Eric, this is my favorite SMA videos, were you analyse a problem other shops are not or can't fix. Take care!!
Thanks :)
I know im asking randomly but does someone know a method to get back into an instagram account??
I somehow forgot my account password. I would appreciate any tips you can give me!
@Reece Jaxen instablaster :)
@Shepard Hudson Thanks for your reply. I found the site through google and I'm waiting for the hacking stuff atm.
Takes a while so I will reply here later with my results.
@Shepard Hudson it worked and I actually got access to my account again. I am so happy!
Thanks so much, you saved my account :D
*@**36:18** "Ok, Hanna- start it up, turn the wheel all the way to the LEFT, and listen for a squeal"*
Hahaha!
hahah, RIP Erick :))
Out of your comfort zone? your a miracle worker with everything you touch.
Here's a quick tip I use quite often: you can load test your circuit using a sealed beam: disconnect both ends of the circuit to be tested; hook up your power probe to one end and a sealed beam (an H6054 will work just fine) to the other end. Ground the sealed beam to your power probe and send her some juice. If the sealed beam comes on, you're sure your circuit is good!
Reason I use this: I already came across bad wiring, not totally open but I would still get a good reading on the multimeter. So this is the way I found to make sure a circuit is ok.
This said, I'm a canadian heavy duty diesel tech and I think you're doing great for someone not working on those very often! I love your other vids as well!
autbru ...... he has been using that method with high amperage bulbs for many years, it’s not really a small secret like it was 20 years ago.
to put all this effort to diagnose this problem on a job you really didn't want makes this job even harder . i hope the guy who owns this truck watches this video and sees how hard you worked. i wish i had the intelligence to deal with electronics. amazing work ethic!
I know this is an old video, but the "double tap" on the injector is a form of precombustion. It's why the Duramax is so quiet.
pilot injection
You continue to have a pleasant demeanor even in such a frustrating situation. That's something I need to work on.
Ha ha yeah I remember some of those days. Broke a few tools, didn’t want to take it out on the car
I've been a back yard mechanic since I was young I've worked in shops doing timing chains on Hondas Toyota I've done brakes and front end wk also worked on big trucks and had a good time doing it all now at 65 its a lot harder to get things done of course with arthritis and back problems from being bent over vehicles all day I get to enjoy watching a master at work love your video's and how you diagnose things great job 👍
I drove this style truck for years , drove several with Duramax , every one if them had injector issues , kept our mechanics busy , nightmare to work on , was so glad when I started driving a Volvo Tandem with 18 Speed , even checking fluids on these things was tricky at times , doesn't surprise me to see it with only 54,000 miles about 85-87,000 kms here in Canada , We never had a Duramax go any longer than 100,000 kms without having injector issues .
That bucket would come in handy for building deer blinds tho 👍👍
It is pretty impressive how you solve problems in your videos. You have the same critical thinking skills that got the Apollo 13 guys home. I wish any of my local mechanics had your curiosity/determination. Thanks for another great video!
You are 100 percent correct !
I'm sure troubleshooting videos like this are hard to make , especially with the recording, editing and all the other stuff & effort you need to do to make this a finish product, but they are one of my favorite types of videos and I really enjoy watching them! Keep up the great work Eric! :D
Eric, I really respect you for your honesty ! The ability to think out load reminds me soooo much like me ! My partner thinks I am nuts ! I talk to myself when I like you venture into ; How to say , I don’t work on this stuff enough & I need to hear my own voice ( my helper ) venture into stuff I can fix , but need undisturbed time to do so ? Your will to fix every challenge that comes in ! I won’t say no, until I look, with my own voice to get to the bottom. You are right, the control module is “pooched” .. Have a great day !
GM electronics...I swear they make'em to keep technicians in business! Great video! Thanks.
Thank Goodness!
+South Main Auto Repair BTW,I love your new LoadPro! LMAO!
;) Load pro old school version
As a Dodge owner i can tell you,,,, GM electronics aren't that bad ;)
GM and ford have very good engineers but with very different goals, ford wants to innovate, even if only temporarily, While GM wants to make things easy to repair/work on and assemble, it’s not something that carried well for either company into their Diesel engines ...
I know this video of 2 years old but I recently discovered this channel and I’m now binge watching all the videos from #1, and I want more diesels!
Eric, it takes a special dude to post a video in which you're working on a vehicle that's not squarely in your wheelhouse. Funny enough, you're still killing it and teaching us great stuff. This is one of the last remaining SMA videos I haven't seen, and I'm deep into reruns already hahaha
You da man
From my diesel experience (Toyota Denso) The injectors are ground and power side switched and operated at high voltage to open quickly under the massive fuel pressure (up to 2000BAR) there are two transistors for each injector and the collapse of the magnetic field you'd expect to see is 'collected' by the module and stored for the next injection event. There is a high voltage generating circuit inside the module where it creates the high voltage and also stores it. The injectors need the high voltage to operate quickly enough (5-8 injections per compression stroke on newer stuff) The amperage is high on them! It's not dissimilar to the old peak and hold gas injection. We see a lot of diesels in cars in Europe so see more problems than you will I expect. (I'm told diesels on cars are not that common in USA?) You seemed to find your way through it though, nice video.
1:09:00 your correct with the module controlling current flow.
Brilliant is my take on your work Eric.
I've just had the advantage of watching part 2 as a follow through to completion.
I've completed 50+ years trouble shooting on combustion equipment, boilers, air heaters, starting on American Powrmatic air heaters in 1968 and working for Powrmatic UK on R&D and then on the road for five years as a service engineer.
Sites like the maintenance squadron for the RAF Red Arrows, the Concorde hanger at RAF Fairford, 002 and 03 before they received the airworthiness certification.
Heating and ventilation maintenance at the top end working for the best of manufactures opens do many doors.
Process equipment with bakery ovens, ceramic tile manufacturing, and more making a great life experience.
So many sites with long term faults for years and there was no one to locate the fault or faults after 10 or 20 years.
For those sites there will be no RUclips videos up until 2012 when I retired.
Rethinking that statement, even then I should have recorded my stuff because delivering my problems or solutions could have speeded up the process in two directions for me and others.
Putting my money on the line to underwrite a repair, to prove that my diagnosis was for the correct part.
I had to be 100% correct or I would never have got paid.
Thinking back to working on steam boilers with the inherent many danger's of steam for me and others around the area.
Knowledge never taught in any classrooms but by men, always men and so many had learned their craft as servicemen serving in WW2 fighting for King and Country.
Plus others who worked for shipyards, railway engine works, aircraft production often working under fire with bombing raids in progress and the imminent danger of being bombed every working day.
I was privileged.
Diagnostic skills are incredible. Especially on things you are still learning on.
As someone entering into the automotive world, this makes my brain hurt. And I've been in college for a year and a half! I'm easily discouraged about my career choice, but cars and how they work has always been my passion. I just have to keep reminding myself that!
This man was seriously over complicating this. So I don't blame your brain for hurting. First thing I would've done right off the fucking rip is fix those shit splices that were done by who knows who then throw some heat shrink on them and leave them looking proper. Check to see if the harness for the cylinder looks good and has solid wire connections. I will tell you now that when someone else has done work on a vehicle in the area of the problem or on the problem prior to you.. 9/10× they were the cause of the problem and you're going to feel pretty stupid wasting time doing all this dumb shit before ruling out the basics on those 9 jobs that will end up being the splices of someone else's work or something of equal comparison.. after you do all that and waste the customers money.... yup you'll feel stupid. Fix the wires, confirm the harness looks good and isn't corroded or loose.. Next test for power from ecm to pcm with, yes a multimeter, and then test from power from pcm to ficm, and then to the injector. Address problems along the way accordingly. On this job you would've gotten all the way to the end of the process before you found it but if you'd fixed the connection then you could simply go in the back of the injector harness and trust that the wire's properly intact. This whole process should've take 30 min. Maybe 40. Lmao Idc about injector 5. Knowing injector 5's a control and working properly.. the only reason to look at injector 5 with anything is if you think your meters broken. Why the fuck look at it on voltage charts? Smh why the fuck waste time and test the new ficm? If the fucking missfire drops.. it's the fucking ficm. This man's truly dumb. Man .. watch part 2 and you can note down how to do nothing like this man. Pretty much in the reverse order and no need for the fancy tools lol.. trying to learn from others that struggle makes you struggle. Truth is most machanics suck.. they're lost and they make almost as many problems as they fix.. if not more.. this would be a 30-40 min or less diagnostic test to anyone with common sense.. you just rule out the dumb and then test from the main power to the troubled paths end. Simple as that. Probably would take longer to get the wire diagram printed than to test and find the problem. Just think objectively and rationally.
I have looked through the WHOLE RUclips and found a wave form that finally proves that's Diesel and gad direct injection have almost the same concept. I wish that you put more videos like this Eric. There's a lot of diesel heads that will love more of this info
GM Fuel Injection Control Module (FICM)(LLY). Before replacing a FICM for an injector related fault code check and make sure there is not a injector or injector related circut fault.The FICM (Fuel Injection Control Module) controls the electrical impulses that control the fuel injectors. The fuel injector ignition voltage circuit is Pulse Width Modulated (PWM) , between 20 volts at idle to approximately 93 volts in order to compensate for increased engine load and RPM. The fuel injector control module energizes each fuel injector by grounding the command circuit between the fuel injector control module and the fuel injector. The fuel injector control module monitors the status of the ignition voltage circuits and the fuel injector command circuits.
You sir are a mechanical pit bull.. Neva give up.
small advice about these vehicles, many times I seen rough idle, circuit codes be caused by wiring harness rubbing against the aftercooler pipe or to the hood.
Though I don't have all this equipment to test the way you have, this video has given me a huge amount of insight on what's going on in the system. Very helpful.
High dollar steering wheel cover at 3:20........lol. Exotic black snake skin leather?
High voltage, you dodged a bullet and checked that box. Nice detective work on breaking down the individuals and comparatives. Excited to see what happens with next FICM. 👍🏻👍🏻👍🏻
Eric, I feel for you wading through this problem, can tell you're well outside your comfort zone. Good on you for not just backing it out the door.
We see more diesels than petrol vehicles here in the UK - the smoke does fry your brain.
Looking forward to the day when they ban diesels here and we can concentrate on high pressure petrol / hybrid and hydrogen powerplants.
Keep up the great videos
Cheers
Doc...
I think God was with you on that 1 for teaching the world good mechanic skills. Keep up the good work.
Love your thought process and thorough troubleshooting abilities
Very interesting EricO, really enjoyed it!
This setup reminds me of the two type of injectors we have in the "gasoline world". For long time (even long before GDI) your injector drivers were either of "saturated switch" type or "peak & hold" type.
It's simply a matter of deciding where the current limiter is placed. Either you use the injector as a current limiter (saturated switch) or you keep control of the current yourself (peak&hold).
Saturated switch type is voltage controlled and the injector has a resistance of 12 ohm or higher. This is the most common. Here we don't have to control the current flow, the injector driver simply applies typically battery voltage when the injector should open and keep it there as long as needed.
Peak and hold type is current controlled and the injector has a resistance of less than 12 ohm. Here someone NEEDS to control the current, otherwise we burn up the injector (so never supply +12 for longer period of time to these low-resistance injectors). As you mentioned in the video, it allows a big current flow in the beginning since it requires a lot of current to move the pintle. Once the pintle is opened, very little current is needed. To keep the pintle open, you can either reduce the voltage or turn on/off yor current very very fast.
The advantages of peak and hold is of course much faster open/close response and a bit more precise fuel delivery. The disadvantages is of course a much more complex/expensive control system.
So you probably encountered some kind of "highly developed" peak&hold injector circuitry :-)
For a second there I thought you totally missed infinity and beyond, but you recovered 👍
Hi Eric as you have tried your hardest on the Duramax but I like your style you think things out and you go through your procedure and that's fair I hope you let us know you were right keep up the good work it's a joy watching a master at work others should take your need.
“Looks like it’s got some fresh tape on it. That’s always a good sign, said no one ever.” 😀😀😀
Great video, you're by far the best mechanic on youtube.
I wouldn't go that far.
@@SouthMainAuto But he did.
Since you used to work on semis I always go to the alternator on those for my power and grounds. Especially on the pass side
Thanks for bringing us along on a diesel diagnosis Eric. I don't know a massive amount about diesels. I've helped drop and reinstall an N47 diesel out of a BMW and replaced the turbo/exhaust manifold on a Golf 2.0 TDI but I'm a bit in the dark about them compared to petrols.
One thing i do know is that most of the modern euro trash diesels are using piezoelectric injectors these days. The crystals probably behave differently to a coil. Although GM might still be using the older style as GM stuff always seems a little behind what Euro manufacturers are doing.
Most people under 40 without a heart condition wouldn't suffer permanent damage from a 40V shock but you can never be to careful i guess.
I think the duramax uses piezoelectric injectors which means they don't have an internal coil but instead have a stack of quartz crystals which expand when current is applied to them and that's what opens the pintle in the injector. That's why the resistance is so low and it takes such high voltage and current to actuate them. All the newer common rail diesels and direct injected gas engines use this same type of system.
Don't think the LLY had the Bosch piezo injectors, they came later down the track...could be wrong!
They may not have the piezos for all I know, never worked on a lly duramax but definitely the newer diesels have them. Would be interesting to see the current/ voltage ramp on those style injectors tho!
I was thinking that. I don't know a massive amount about diesels but I'm sure all the newer stuff is piezoelectric. Then again with GM You never know because the technology in their vehicles always seems a little old.
Piezo types on the new engines can fire at much higher rpm than the old type. It was one of the ways the diesels at LeMans could beat the gas powered cars.
Eric, be extremely careful unplugging injectors like that. If you are working on a piezo type injector, both the opening and closing is controlled by the computer. The closing isnt being done by a spring or something. this means that a injector can stay opened when you unplug 'em. this can burn a hole right through the piston.
Thomas Fooij You mean with the engine running? I was wondering about that as well
Great video Eric!!!!...those big diesel trucks are awesome!!!! hahahaa.....I can not wait to see part two!!!!...we all are learning too much from this video...thanks for bring us along with you!!!!.....swaping another FI Module for test will solve all the questions!!!...greetings to all at SMA!!!!... :) :) :) :)
took my 97 Ranger w/3.0 in to a quick oil change "place" book says 4.5 quarts they over filled, I said just oil and filter only they tried to sell me an air filter on the way home engine light came on, found hose to intake not connected (AIR FILTER CHECK) then I found the oil over full this all in one day. If you find a good mechanic keep him/ her. I have owned this 97 since New and the only reason it is still running is the people allowed to maintain it.Good job
As a common rail fuel system, it is extremely dangerous when you try to ground or switch the injector control wiring. Basically you might dump lots of fuel into that cylinder when other injectors are firing, since 4 injectors are sharing same high side bank from FICM.
Can't wait to see if FICM is faulty or something weirder! The 2x injection pulses are called a "Pilot" and "Main" injection and it has to do with efficiency and "diesel rattle" noise reduction. At lower engine speeds
I should have reved it up to see how that changes. Hind sight is always 20/20.
Wow, stumbled across this old post......ok...I'm gonna watch it!!
The special tool the other guy was missing was A BRAIN!
I normally load test my circuits to give me 100% on diagnostics Eric. Don't get me wrong your a great tech. and enjoy your vlogs.
Oh man. Mitchell. What a nightmare hahah. Almost lost my truck to that beast of a software company (I write code for software/websites myself). What a nightmare. She is still alive to this day.
The "Double Tap" injector pulse is called Pilot Injection. Makes the diesel engine quieter at idle. As for FICMs, the Ford 6.0 injectors run on 48 volts.
Jamming out to the crazy intro music. Love the drums. But also here for the main man Eric. Always enjoy your videos. 👍
49:22 “ I guess I haven’t learned anything” oh Countryaire Mr. O. You learned how to run a successful business and support your family! I wish we had mechanics like you everywhere
The two "spikes" are because this engine has what's call pilot injection. It divides the injector pulse to reduce the amount of fuel so it makes the engine runs quieter. The Cummins engines us this now.
Great diagnosis Eric
From the minute 36 I immediately concluded that the driver "FICM" is bad and got some moisture inside of it from sitting for so long I guess.
But anyhow Eric, indeed great new horizon challenge vid.
And I wish that ivin was joined in this vid.
Can't wait for part II :) thanks.
Holy Seagull poop! That was amazing. And I'm not so sure we can do it, unless we have the right equipment and your diagnostic coconut! Fabulouis video, just fabulouis. I bow to the Master.....
As soon as I see this guys face, I know I'm going to not only like the video, but I'm gonna learn to fix the very problem I'm having at the time. Like a buddy telling me about something he knows, in case I ever need to know it.
was hoping that you would raise the bucket and take a video of your shop from above....hahaha Can't wait for Part 2.
The thought crossed my mind...
LLY and 2005? cool, I'm listening. "load pro" ha ha I got that. I love hanging around during the "thinking" process. I wish I could help. Thank you for the description at the end, I wrote that down for future reference. PS I saw Steve's teaser video. So cool you guys could meet up.
other shop (popps hood) "SMA?" " yep. tell em our tool was stolen."
This would be so easy to fix then just run it through a second time and 'discover it'. I'm glad you don't do that and you give it us warts and all along with your thought process. Great video.
So glad I found this video it help alot I have a dead druamax that was working wonderfully and power to both sides of the injector causing it to bypass thanks great info.
I am a tech at a heavy truck dealer, I have swapped a few Duramax engines in those and have done a bunch of Caterpillar 3126 and C7 work in those chassis. I'm fairly certain Satan was the lead engineer on those trucks.
Likely you are correct! Atleast that is what I have found to be wrong with the same exact motor. Great minds think alike !
Why someone feels the need to thumbs down your video everytime is beyond me. All I can say is ...FICM! lol
That's my new replacement for naughty words now.
Nice one Eric, I would have turned that into a winter project. Man I have to go back to square one. LOL
If you use your Power Probe you would be assured of a good ground. Love the Power Probe.
Nice bucket truck work all day in them😊
Your test light flickering @ 19:25 tells you the circuit integrity of the power feed to that injector is fine. The flickering is the feedback from the other injectors firing. Since they share the same power feed then you can assert that the feed is fine. Otherwise you would not see the other injector events. And since it's unplugged you know those feedback events are not coming through the control side.
Ah, yes. You brought this up near the end of the video. That's why I usually try to watch the whole video before leaving a comment... heh
Btw, when the dealership said they were missing "the tool" they were probably referring to a break out box. That seems to be how a lot of vehicle manufacturers like to try and make their techs diagnose problems. Plug in this box and start connecting/probing wires like an old telephone switchboard operator... They design their flowcharts with idiots in mind. Instead of doing a 30 second voltage drop test the manufacturer will try to tell you to disconnect the harness at the device and at the computer as one of the first tests. Even when the computer is absolutely buried...
Wow Eric great case study and fantastic scope analysis! Definitely more complex than your traditional constant-feed, ground-side switched low-pressure gasoline injector setup. Still, the injector is a coil of wire with two terminals, only the control system is fancier...too fancy for our buddy the test light (or the LoadPro :P) to give any definitive direction.
In cases like these, the scope is your best friend indeed. The Verus has 4 channels...why not use all of them?
A base line on a known-good component is crucial to pinpointing the bad one. Here the essential data would be the two voltage traces (backprobe "feed" and "control") plus a third channel with the amp clamp. Then you will instantly get a very good picture of how the damn thing is being controlled without having to sift through wiring diagrams, troubleshooters, and vague information.
Then transfer the three channels to the suspect bad injector and see what is different. Here like you showed we see lack of current flow due to the FICM not grounding the "control wire"; both voltage traces would be identical...no current flow no voltage drop! Finally repeat the same measurements at the FICM to verify wiring integrity. Dang I wish I would have come down for that one!
Looking forward to part 2!
Pine Hollow Auto Diagnostics good
Pine Hollow Auto Diagnostics shut up. NGAS
Pine Hollow Auto Diagnostics 🖕🖕🖕🖕🖕🖕🖕🖕🖕🖕🖕🖕🖕🖕🖕🖕🖕🖕
yay, back to the good ol welcome back to the sma channel!! :) thanks!
It makes some sense. The injector is under a lot of pressure so it would require a large amount of energy to overcome the injector and do it fast. Once open it can be held with a small amount of power.
Speaking of rock ‘n’ roll, the great band Blue Öyster Cult is from New York state. I’ve loved their music since I was a kid
*@**30:32*
That "current ramp" is called RISE TIME.
It is the measurement of the electricity building
up pressure (ampere) in the circuit, just like a
spark plug / coil circuit. The saturation duration
is the DWELL, then the circuit DRAINS (or collapses).
Correct?
I get the idea that "Special Tool" was a tiny set of hands and arms to work around that engine bay.
nope, is not econoline :)
So you mean special tools like having Trump hands? O,.,o
From oz down under,you really know your stuff 👍👍👍👌👌
When you see the High voltage spike of the Injector, the movement of the injectors needle moves when current is applied and when it dead stops to open to flow fuel, it creates and inductive load so the voltage spikes really high. Its the feedback of magnetic resistance. The sudden change of a magnetic field basically causes the voltage spike.
Great diagnosis Dr. O. Looking forward to the next installment
If it turns out to be a fault on the power feed to the injector your answer was there @5:58 "injector3 output circuit"
Good job Eric. Good for you for taking on something new to you. Cant wait to see the fix.
The tool you spoke about the dealership didn't have is called the Active Fuel Injector Tester (AFIT). It can balance test the injectors.
Well we proved ya don't need that haha
sexy truck. Asides that duramax diesels are generally not to painfull to work on.
Pretty much all "common rail" injection system now do multiple injections per cylinder event. Helps a lot with reducing the diesel "clatter" and emissions.
One thing I'd add to your conclusion is that the #3 control voltage is probably slightly higher because the circuit in the FICM that isn't working isn't loading it down the 0.2v that the working ones are loaded down by.
"I think the engine is under here somewheres."
Very interesting Eric, thanks for filming it, I would of been confused seeing the signal on the bad injector, not realising that it was back feeding through the system, obvious now !
Maybe he needed a program on his scanner so he could run a cylinder cut out test but idk what hes talking about. You can unplug each injector to test the injectors while its running. He just couldnt figure it out so lets see how you finish this job im excited to see you tackle it!
thanks ERIC its a learning experience for all of us. I hate working on diesels. So I don't.
I had my brother's Duramax here for months - thing died out in Herkimer - 3 hour drive for us. Used my flatbed trailer to haul it home to western-central MA. My brother suspected the FICM - replaced it and no dice. Swaptronics! One day we grabbed a bundle of wires under the fuse box, wiggled, and the thing started right up and has run ever since! How's that for diagnostics, LOLOLOL!
Someone out there bought it, so there's a possibility you may see that truck (maybe not - NY is a big state, lucky you LOL!!). Only reason that rotbox sold is it had over 1k ft.lbs. of torque. Had some work done to it. ;)
I've been driving a rig for 15 years, Jake's are for assistance on slowing down not showing off especially in some small quite town. I've been double clutching since day one slip shifting has no gains only possible problems so unless your balls are small why do it??? Plus why gamble, that following distance was playing the lottery that you get to keep your career today. Otherwise I love your channel Mr O
EXCELLENT VIDEO! I'm waiting for part 2, but it appears the FICM is bad!
YEAH DIESEL!
Im so out of it... AND we have 90% Diesel-engines at our company, but no fancy scope ... only scope on a rope. But school isnt that far awy and they never showed us a trace (or measured it) like that, it was allways 0V -> 80V (or so) with following lower "holding" voltage and then back to 0V. Never had some bias-voltage like you had... arround 20V
COOL THING! Thats where you learn stuff, please more like that :D
sometimes simple is best. apply 12 volts to the power side, run and look for problem resolution. if still a problem it's in the control side. And or apply #3 with power into injector and look at load not just ohms. This is a good way to check wires because your loading the wires. :)
Good video .. we have lots of common rail diesel over here in the uk you soon get use to the Idiosyncrasies bit of fuel pressure control but not much different to a petrol (GAS) system..... and love the new tool "LoadProbe" HaHa Regards John
I believe the ficm provides up to 65 volts to open injector, the 12 volts is like a bias voltage for circuit monitoring
I am an electronics tech from way back. One of the problems I see over and over on these auto repair shows is a lack of an actual real multichannel scope. I would have no problem filling up 8 channels with useful diagnostic data. This would give you a much faster diagnosis. What comes to mind immediately are supply-side voltage, command-side voltage, and injector current for a good injector and for the bad one. Measured as close to the injectors as posdible. There are 6 channels right there. Would save you having to stop and rehook all the time and it would tell you what's going on and when. Real multichannel oscilloscopes are used in lab settings but I don't know why they haven't been made popular or available to the mechanics for a reasonable price.
on my modis I enter it under workhorse. I have done glow plugs on them for the city of buffalo.
Variety is the spice of life !
Just click on the "fix it" on the scanner. Lol
I tried that... nothing happened..
@@SouthMainAuto Yeah they want a bazillion dollars and you must have the current software update installed. No Thank$
That just bugged the heck out of me..I mean it popped up like 3 times..