Excellent tutorials! I learn a lot from watching your video lessons, you make it easy to follow and and are very clear in your explanations . Thank you Dwayne for taking the time in doing so. I know you have to cut out repairs on some of your videos , do to time constraints. To see have seen the removal and replacement and testing of the coils would have taken a long time, along with the computer but it would have made it that much better..I understand.
I so much enjoy your video's and wish I had the opportunity to had the chance to learn under you. You have a way of teaching and clearly very talented in the automotive area.
Great series. Thanks for making me think first. Can you recommend the least expensive scanner that displays everything you would typically need, so I can start saving up for it or watching for it used.
I love these videos. I try to fix all my cars but I am constantly battling the technology obstacles in new cars. How would I go about finding a shop that has "Technicians" not "Mechanics" like you?
Thanks for the video mate, keep them coming very interactive and educative step by step diagnosis. I think there was no need of swapping the PCM the code P0355 = no ignition confirmation signal at the PCM. Forcing the PCM into Fail safe mode. (lean condition to prevent CAT damage. Functional O2 sensors but no fuel trim control all inbuilt backup Logic for the set code. Causing the PCM to limit Engine power. Solution would have been scoping out the IGF signals at the PCM and replacing only the coil that wasn't producing the IGF signal. If found otherwise then replace the PCM. Ave seen coils that fire but don't generate IGF signals. Aftermarket coils that don't produce similar IGF as OEM
Great work as usual, Duane. But I''m not so sure about this call. The coil amperage waveforms show that the coil or coils in question are shorted. And we know Ford will shut off the injector when it throws a coil code. However, there is no proof here that the PCM is bad. You did have coil amperage waveforms, indicating coil control and adequate amperage existed. So we know the coil drivers are good inside the PCM. Your justification of a bad PCM pointed to the lack of short term fuel trim response to a lean O2 sensor reading, not to a coil control issue. The O2 sensor reads lean because perhaps the injectors haven't all shut off yet, and there is a misfire. But more importantly, don't you think the PCM would go into open loop on that bank, the second the misfire codes popped and the injectors were shut off? Of course! And Ford will keep the other bank in closed loop unless the same problem/code is happening on that bank too. I say you can't determine the PCM is bad without having looked at the open/closed loop status on both banks to make sure the PCM was in closed loop and not correcting. And even then, you should check for adequate PCM powers and grounds to be safe, because PCMs aren't cheap. I'm just not sure on this PCM call. Plus, what harm would have come of replacing the coils first, then trying the existing PCM before replacing it? You might have saved the customer a bundle!
My car is doing the same but once i turn the car on It runs rough and no throttle power and shuts off after a minute . Do you think i have to change the coils or can it be the fuel pump
very interesting. I assumed the fuel trim was not adjusting because it's in a fail safe mode injectors off. where the coils on the right bank under the manifold not shorted windings? that code is new to me I'd assume the module was part of the coil, but with that code seems as if the only fault code be the pcm as it's internal.
I have a question, in part 1 or 2 you mentioned the vacuum was 15 inches of mercury and it should be 17 or 18, I think you said you'd address it later. I don't recall you covering why the vacuum was low because of the bad PCM and I'm curious as to why the vacuum was being affected. Thanks for a terrific video, I learn a lot from these, as a person with three 12+ year old Saabs I really appreciate the diagnostic knowledge.
Jesse Crandle I think the steady misfire would create a drop in vacuum as when that cylinder doesn't fire then the engine velocity will slow down and the engine won't be pulling as much air in as it should be or worded another way vacuum Loss!
If the #5 coil burned out the driver in the pcm, which caused the pcm to turn off the fuel inj. of #5, how are the coils still being commanded on and working?
Cooll Asice its the ignition confirmation signal (IGF) is what PCM doesn't see. Toyota uses a special wire that runs from the ignition module or the PCM to the COP, ford uses what i believe an Amp sensing circuit integral to the COP control (-) circuit
Great video and thanks for taking the time to produce. On the amount of evidence given, I'm not sure you could call a computer. The lack of response to O2 sensors could have been because the system was forced into open loop from the coil fault codes (loop status was not shown). The coils on bank number one certainly looked to be shorted, but they were being controlled. If the drivers in the PCM were burned out, then you would expect to see no current ramp at all? I'm not saying you are wrong, just that I don't believe you showed us enough evidence in these 3 videos to condemn the computer.
How did you know the PCM not adjusting for a lean condition was not intentionally being be done. My thought was that if the PCM is shutting off fuel to a cylinder it would know that that there would be a lean condition and would not try and correct it. Also why did a bad PCM cause the vacuum to be low if the timing was correct?
TofuInc you're right. pcm must be programmed to not adjust af in "limp mode" . if it dumped fuel at the same time as killing injectors to save the catalyst it would be completely contradictory
I think the vacuum was low because the couple of cylinders that weren't contributing fully. what I don't fully understand is if the coil burned out the computer why did the fuel trim stop adjusting ?
John McKamy limp mode. pumps air through the cylinders. pcm must be programmed that once limp mode is activated it's obviously going to be super lean as injectors are killed.
The coil did not burn out the entire computer or it wouldn't run at all. They did not even burn out the "coil driver" part of the circuit. We know this because the coils are still reading the CAM & CRK signal and firing the coils. What got damaged was the part of the PCM that received and registers the signal from the module that the coils did indeed fire. Since the PCM can't confirm that the coils did fire, it assumes they did not, sets the code, turns off the injectors. Hope this helps.
Thanks for the video mate, keep them coming very interactive and educative step by step diagnosis. I think there was no need of swapping the PCM the code P0355 = no ignition confirmation signal at the PCM. Forcing the PCM into Fail safe mode. (lean condition to prevent CAT damage. Functional O2 sensors but no fuel trim control all inbuilt backup Logic for the set code. Causing the PCM to limit Engine power. Solution would have been scoping out the IGF signals at the PCM and replacing only the coil that wasn't producing the IGF signal. If found otherwise then replace the PCM. Ave seen coils that fire but don't generate IGF signals. Aftermarket coils that don't produce similar IGF as OEM
JUST WONDERING IF YOU NEEDED AN LSID NUMBER TO PROGRAM THAT PCM. I BELIEVE SOMETIMES MANUFACTURERS REQUIRE AN LSID NUMBER FOR PROGRAMMING PCM'S DUE TO SECURITY FEATURES WHEN PURCHASING THE SOFTWARE.
It seems like terrible engineering, to design a system that will destroy the PCM when the coils go bad. Coils go bad all the time! Why not design the PCM to withstand the effects of a bad coil?
the fuel trim stopped working because it can not monitor oxygen sensors when the pcm shut off 3 cylinders....3 cylinders where pump oxygen into the exhaust system where the oxygen sensors are located because the pcm shut off 3 cylinders...the pcm went into open loop mode...our instructor here did not even check the pid for open loop....and this not the best way to test a coil system and the instructor got lucky calling the pcm bad.....many cars will set this code if you install a cheap non oem coil.
Excellent video's. Am a Lincoln man ( 64/with 430,65,71,73,77, at least a dozen 86 thru 92 Mark 7' LSC, 93,95,98 Mark 8, 1 2001 LS 3.9 V8) Hate to say this but the LS was a piece of sh#t! In S.C these car are gone! Pull a part, salvage yards ALL get crushed out! Without being able to order parts at the Ford Dealer, the " burp" cap rotted away, so I put a new W.P, thermostat, hoses, thermostat housing but the Hydraulic operated fan would turn on when the car was first started and never speed up, causing the car to over heat kicking it into limp home mode. Could not justify spending close to $1,500.00 on a car worth 3k. Guess I will keep my 86 F150 Lariat XLT with a transplanted 5.0 H.O. and my 98 NASCAR edition with a swapped in 04 SVT 5.4. Keep the video's coming! Very much appreciated!
Thanks for asking Jim. I'm teaching at our local college now, developing classes and programs and seminars. It doesn't leave me as much time as before to make videos but I still make them and try to make them as informative as I can. Keep watching and there will be more.
realfixesrealfast hola me gustaria saber si tu o ustedes dan clases o cursos por internet ya sea por parte tuya o por parte del colegio donde tu das clases. explicas muy bien en tus videos y gracias por seguir subiedo videos me ayudan mucho.😃
what happened if its the shorted injectors thay burnt the driver inside the pcm,which cause the coils not firing ??and also what about the low vaccum ??if the car miss for awhile ,wouldnt that damaged the cat ,and cause lack of acceleration ??and before you call the 1000 dollars computer ,do we need to do a Final check at the computer ground and such .thanks
Lower vacuum with a misfire makes sense. 1/6 of the ability to create vacuum is gone. The injectors are not shorted. The pcm is not controlling the injectors because of misfires to protect the cat. Which if working correctly the cat is not in any danger or failing. (very start logic). Yes a lack of power could be from a bad cat. I agree verifying power and grounds as well as pin tension should be done before condemning a pcm. but the pcm has control of all components and it's communicating. hypothetically all the powers and grounds are good. I'm still confused about how the modules work and how the code sets. and agree there's no enough evidence to replace the pcm yet.
What a sad state of affairs. Coils and computers bad in a late model automobile. I'd be ashamed. This is what they claimed would be better and more reliable. A pox on the regulators and the automobile manufacturers.
I'm a mechanic for 20 years and i learned advanced tools from you thank you, your a great advanced instructor
Thanks for these videos! As a relatively layperson, it really helps think about the process of diagnosing problems engine problems.
Excellent tutorials! I learn a lot from watching your video lessons, you make it easy to follow and and are very clear in your explanations . Thank you Dwayne for taking the time in doing so. I know you have to cut out repairs on some of your videos , do to time constraints. To see have seen the removal and replacement and testing of the coils would have taken a long time, along with the computer but it would have made it that much better..I understand.
I so much enjoy your video's and wish I had the opportunity to had the chance to learn under you. You have a way of teaching and clearly very talented in the automotive area.
Genius yet humble
I am very glad to see you on RUclips
Well done case study series, Duane. Not the type of problem you often see.
Nicely done...well thought out and gives me confidence to bring out my scope and use it....Thanks again for a good lesson.
This is very helpful in properly diagnosing a bad PCM/ECU I had no Idea.
Great set of videos, as usual...thanks
Another great video.
Great series. Thanks for making me think first. Can you recommend the least expensive scanner that displays everything you would typically need, so I can start saving up for it or watching for it used.
I love these videos. I try to fix all my cars but I am constantly battling the technology obstacles in new cars.
How would I go about finding a shop that has "Technicians" not "Mechanics" like you?
Fantastic case study and tutorial. It doesn't get much better than this. Thank you for your time.
I see your vidios all the time and you are the best teacher l learned a hell of a lot from you thank you, thank you
Thanks for the video mate, keep them coming very interactive and educative step by step diagnosis.
I think there was no need of swapping the PCM the code P0355 = no ignition confirmation signal at the PCM. Forcing the PCM into Fail safe mode. (lean condition to prevent CAT damage. Functional O2 sensors but no fuel trim control all inbuilt backup Logic for the set code. Causing the PCM to limit Engine power.
Solution would have been scoping out the IGF signals at the PCM and replacing only the coil that wasn't producing the IGF signal. If found otherwise then replace the PCM.
Ave seen coils that fire but don't generate IGF signals. Aftermarket coils that don't produce similar IGF as OEM
excellent vid, a real good tech analysis; thank u very much
There are a lot of techs with good questions about quickly condemning the pcm, etc.... Duane should do a follow up video.
kool vidio....
Thank you it is very easy to understand and very useful
Great video!
Nice case study & series!
I think we need part 4 Duane, some of us didn't understand how you came to the conclusion that the absence of coil firing signal was due to a bad pcm
Great series of videos! Did you change all the coils, or only #5? Regards!
good vid nice tools. wish i had them.
Great work as usual, Duane. But I''m not so sure about this call. The coil amperage waveforms show that the coil or coils in question are shorted. And we know Ford will shut off the injector when it throws a coil code.
However, there is no proof here that the PCM is bad. You did have coil amperage waveforms, indicating coil control and adequate amperage existed. So we know the coil drivers are good inside the PCM. Your justification of a bad PCM pointed to the lack of short term fuel trim response to a lean O2 sensor reading, not to a coil control issue.
The O2 sensor reads lean because perhaps the injectors haven't all shut off yet, and there is a misfire. But more importantly, don't you think the PCM would go into open loop on that bank, the second the misfire codes popped and the injectors were shut off? Of course! And Ford will keep the other bank in closed loop unless the same problem/code is happening on that bank too.
I say you can't determine the PCM is bad without having looked at the open/closed loop status on both banks to make sure the PCM was in closed loop and not correcting. And even then, you should check for adequate PCM powers and grounds to be safe, because PCMs aren't cheap. I'm just not sure on this PCM call. Plus, what harm would have come of replacing the coils first, then trying the existing PCM before replacing it? You might have saved the customer a bundle!
My car is doing the same but once i turn the car on It runs rough and no throttle power and shuts off after a minute . Do you think i have to change the coils or can it be the fuel pump
love your videos more than I learned in school
Great video!!
Would have liked to see the programing of the new pcm, does the verus pro have the software to reprogram the new computer?
very interesting. I assumed the fuel trim was not adjusting because it's in a fail safe mode injectors off.
where the coils on the right bank under the manifold not shorted windings?
that code is new to me I'd assume the module was part of the coil, but with that code seems as if the only fault code be the pcm as it's internal.
great video, thanks
I have a question, in part 1 or 2 you mentioned the vacuum was 15 inches of mercury and it should be 17 or 18, I think you said you'd address it later. I don't recall you covering why the vacuum was low because of the bad PCM and I'm curious as to why the vacuum was being affected.
Thanks for a terrific video, I learn a lot from these, as a person with three 12+ year old Saabs I really appreciate the diagnostic knowledge.
Jesse Crandle I think the steady misfire would create a drop in vacuum as when that cylinder doesn't fire then the engine velocity will slow down and the engine won't be pulling as much air in as it should be or worded another way vacuum Loss!
If the #5 coil burned out the driver in the pcm, which caused the pcm to turn off the fuel inj. of #5, how are the coils still being commanded on and working?
Cooll Asice that is my question as well if we have dead driver how we can have any current flow on our coil.
Cooll Asice its the ignition confirmation signal (IGF) is what PCM doesn't see. Toyota uses a special wire that runs from the ignition module or the PCM to the COP, ford uses what i believe an Amp sensing circuit integral to the COP control (-) circuit
Great video and thanks for taking the time to produce. On the amount of evidence given, I'm not sure you could call a computer. The lack of response to O2 sensors could have been because the system was forced into open loop from the coil fault codes (loop status was not shown). The coils on bank number one certainly looked to be shorted, but they were being controlled. If the drivers in the PCM were burned out, then you would expect to see no current ramp at all? I'm not saying you are wrong, just that I don't believe you showed us enough evidence in these 3 videos to condemn the computer.
I know ford had a tsb about replacing all the coils and pcm for those codes.
Good video
Great class.
How did you know the PCM not adjusting for a lean condition was not intentionally being be done. My thought was that if the PCM is shutting off fuel to a cylinder it would know that that there would be a lean condition and would not try and correct it. Also why did a bad PCM cause the vacuum to be low if the timing was correct?
TofuInc you're right. pcm must be programmed to not adjust af in "limp mode" . if it dumped fuel at the same time as killing injectors to save the catalyst it would be completely contradictory
why didn't you use the verus to test coils are them coils power side switched ????
Yep computer bad..... came to that conclusion in video 2. Like your videos......
I think the vacuum was low because the couple of cylinders that weren't contributing fully. what I don't fully understand is if the coil burned out the computer why did the fuel trim stop adjusting ?
John McKamy limp mode. pumps air through the cylinders. pcm must be programmed that once limp mode is activated it's obviously going to be super lean as injectors are killed.
The coil did not burn out the entire computer or it wouldn't run at all. They did not even burn out the "coil driver" part of the circuit. We know this because the coils are still reading the CAM & CRK signal and firing the coils. What got damaged was the part of the PCM that received and registers the signal from the module that the coils did indeed fire. Since the PCM can't confirm that the coils did fire, it assumes they did not, sets the code, turns off the injectors. Hope this helps.
thanks
Thanks for the video mate, keep them coming very interactive and educative step by step diagnosis.
I think there was no need of swapping the PCM the code P0355 = no ignition confirmation signal at the PCM. Forcing the PCM into Fail safe mode. (lean condition to prevent CAT damage. Functional O2 sensors but no fuel trim control all inbuilt backup Logic for the set code. Causing the PCM to limit Engine power.
Solution would have been scoping out the IGF signals at the PCM and replacing only the coil that wasn't producing the IGF signal. If found otherwise then replace the PCM.
Ave seen coils that fire but don't generate IGF signals. Aftermarket coils that don't produce similar IGF as OEM
JUST WONDERING IF YOU NEEDED AN LSID NUMBER TO PROGRAM THAT PCM. I BELIEVE SOMETIMES MANUFACTURERS REQUIRE AN LSID NUMBER FOR PROGRAMMING PCM'S DUE TO SECURITY FEATURES WHEN PURCHASING THE SOFTWARE.
It seems like terrible engineering, to design a system that will destroy the PCM when the coils go bad. Coils go bad all the time! Why not design the PCM to withstand the effects of a bad coil?
the fuel trim stopped working because it can not monitor oxygen sensors when the pcm shut off 3 cylinders....3 cylinders where pump oxygen into the exhaust system where the oxygen sensors are located because the pcm shut off 3 cylinders...the pcm went into open loop mode...our instructor here did not even check the pid for open loop....and this not the best way to test a coil system and the instructor got lucky calling the pcm bad.....many cars will set this code if you install a cheap non oem coil.
Excellent video's. Am a Lincoln man ( 64/with 430,65,71,73,77, at least a dozen 86 thru 92 Mark 7' LSC, 93,95,98 Mark 8, 1 2001 LS 3.9 V8) Hate to say this but the LS was a piece of sh#t! In S.C these car are gone! Pull a part, salvage yards ALL get crushed out! Without being able to order parts at the Ford Dealer, the " burp" cap rotted away, so I put a new W.P, thermostat, hoses, thermostat housing but the Hydraulic operated fan would turn on when the car was first started and never speed up, causing the car to over heat kicking it into limp home mode. Could not justify spending close to $1,500.00 on a car worth 3k. Guess I will keep my 86 F150 Lariat XLT with a transplanted 5.0 H.O. and my 98 NASCAR edition with a swapped in 04 SVT 5.4. Keep the video's coming! Very much appreciated!
I really like your videos is there a reason you do so few of them now? Thanks
Thanks for asking Jim. I'm teaching at our local college now, developing classes and programs and seminars. It doesn't leave me as much time as before to make videos but I still make them and try to make them as informative as I can. Keep watching and there will be more.
Thank you for your reply. I will be looking forward to seeing them.
realfixesrealfast hola me gustaria saber si tu o ustedes dan clases o cursos por internet ya sea por parte tuya o por parte del colegio donde tu das clases.
explicas muy bien en tus videos y gracias por seguir subiedo videos me ayudan mucho.😃
thank you
what happened if its the shorted injectors thay burnt the driver inside the pcm,which cause the coils not firing ??and also what about the low vaccum ??if the car miss for awhile ,wouldnt that damaged the cat ,and cause lack of acceleration ??and before you call the 1000 dollars computer ,do we need to do a Final check at the computer ground and such .thanks
hua jack
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hua jack
Lower vacuum with a misfire makes sense. 1/6 of the ability to create vacuum is gone.
The injectors are not shorted. The pcm is not controlling the injectors because of misfires to protect the cat. Which if working correctly the cat is not in any danger or failing. (very start logic). Yes a lack of power could be from a bad cat.
I agree verifying power and grounds as well as pin tension should be done before condemning a pcm. but the pcm has control of all components and it's communicating. hypothetically all the powers and grounds are good.
I'm still confused about how the modules work and how the code sets. and agree there's no enough evidence to replace the pcm yet.
Im interested in a how to vid of checking pcm pins and terminal connection tension
+Mike Harris there's factory tools that check tension drag and its ability to hold small weights.
I googled the waveform generator mentioned and came up empty handed?
How does a bad ign coil burn out the PCM driver?
show us the fix after..would be nice
Genius
how much?/
my shop charge 1500 to change i
What a sad state of affairs. Coils and computers bad in a late model automobile. I'd be ashamed. This is what they claimed would be better and more reliable. A pox on the regulators and the automobile manufacturers.