Thank You for completely explaining step by step diagnosis procedures using the scope in detail to narrow down the fault! No-one else seems to clarify how to use the scope and make sense of it all!
When I watch you analyze cam and crank signals, I feel like your background knowledge of the signals gives you a real upper hand. I truly struggle to see what you’re seeing even as you try to explain it. But when the in cylinder waveform is overlaid, along with ignition, it often becomes far more clear how to read the timing of events. Even if I can’t see where you’re getting the insights on the cam and crank signals alone, I’m super thankful to be aware of coupling them with pressure and ignition analysis! Game changing stuff all around!
My head is spinning. Wow, amazing explanation of how diagnosis with the correct tools works. No wonder they charge so much just to diagnose a problem. Thanks for great explanation!!
Amazing, there's gonna be a lot of technicians that could Say "oh that part must be broken" and i believe that Mr.Bernie Sanders also knows that way before anyone of those technicians but he really explains to details how it's structure a expert diagnóstic, thanks for share your knowledge Mr. Bernie and greetings from México
That's an impressive scope setup, 8 channels and 4 transducer inputs. That said, on this particular situation, it might have been quicker to just pull the solenoid off and visually inspect the spool valve based upon statistics and experience. That's just this particular situation where this particular engine is known to have this particular problem. I'd say he was at least 30% certain when he saw the DTC (from experience and statistics), 95% certain when he saw the first scope test showing wonky cam timing (which could have been seen in a four channel scope, no need to sync to cylinder 1, I think). All the other data gleaned from the transducers was kinda fluff that backed up what he already pretty well knew. The guy is a wizard, no doubt, but I think this was at least partly a commercial to sell their killer scope. No doubt this scope is awesome, and he is a wiz, but he (personally) didn't need it (and all the extensive testing) to clearly know what the problem was. Very educational and detailed though, and I can conceive of situations where this scope and accessories could really come in handy on a much more obscure problem. The manufacturer needs to modify the ECM code to recognize this and apply at least enough solenoid modulation to hold the spool in a safer position than it does. 56° cam advance is asking for serious valve crushing trouble. VW is really dropping the ball on this. Imagine repairing some bent valves and not catching the root cause and then smashing some more on first crank up. Again, awesome scope, more awesome diagnosis, poor engine design. If I understand this solenoid control, from his description, it takes a high duty cycle modulation to bring cam to non advance for starting and low speed/load, then less duty cycle to advance the cam. This would mean bad wiring or burned out cool always leads to maximum advance of the cam. Obviously not this much advance, since this is a broken spool, but max advance nonetheless. I hope Mr Bernie responds as I'd like to know if my theory about failure modes is correct, and I never intended any offense by my "other theory" about this being an advertisement. I'm only saying that Mr Bernie didn't need all that data, but I admit that I probably would since I know nothing about volkswagen engine design. I'm an SBC guy myself, and this problem happening is pretty unlikely in a single bumpstick cam. I'm watching because I love scope diagnostics. :) If I was a professional mechanic, this is the scope I'd want, but I'd be happy with four channels and cheap current clamps and homemade pressure sensors. The 360 and 720° rulers are awesome. Alas, I can't afford such scopes, so I'll be relegated to using a calculator to convert microseconds and milliseconds to degrees. ;)
I like your perspective! I wonder if these are infomercials or true clinics..... a bit of both perhaps. Bernie Thompson is a very brilliant tech guy and diagnostician, no doubt. I calculate an expenditure of several 10's of thousands of dollars for all the equipment made by just this company can make any shop a boon to the diagnostic world. The problem is, what's the ROI? By the time I could calculate the true cost of my time and factor in the equipment cost, I'd have to charge somebody a lot of money to diagnose cars, which are depreciating liabilities! From my own professional experience, the consumer views an expensive repair bill as better delegated to a down payment towards a new or newer car...... but that leads to issues discussed in the book "The Millionaire Next Door", doesn't it? Peace!
You have to remember, we know about these common, pattern failures because somewhere, sometime, someone was the first to figure it out. Someone like Bernie figured it out using equipment like this and then the rest of us look smart because we learned it from them. I think in real life, Bernie wouldn’t have gone thru this much testing but remember, he is showing a diagnostic process that is useful for other problems and with any similar equipment. If he gives a plug for his own design equipment and it helps pay for the time he took to pass out the information, I’m on board. It’s the way America is supposed to work! 🇺🇸
Wow ... That was awesome. Tech has finally over complicated a simply camshaft all in the effort to control emission and maximise the air compressor fuel pump (ICE engine). Vey very good presentation. If only I had an oscilliscope
Excelente explicación y muy didáctica con el ejemplo de la falla del CC, me ayudó a entender claramente la función del la válvula y el selenoide , con su video puede confirmar la falla de mi GLI 2.0 2014. Y también se corrigió inmediatamente, gracias por compartir esta información, de los mejores videos que he visto y sobretodo la explicación muy clara y completa !!!
Hello is that control valve screws in or is it push in looks like a screw in I have a 2010 Audi A4 2.0 turbo. I have a code P0016 I have a feeling that my issue to if that valve a screw in is there a tool for it for removal and install please let me know thank yoy
@Bernie I am curious as to what the E-SCAN module you're using has the wires on it for as I've always thought it was wireless. Is something new under development, new feature for the scan module? Just thought it looked odd and who better to ask than the genius himself.
I am experiencing a weird phenomenon with my audi 2.0T Q5 with my troubleshooting of the P0016 code. Hope the professionals can explain. Got code (Bank 1 Sensor A). checked both sensors they are good (replaced with new ones did not help - confirmation of sensors intact). Noticed oil leakage residues at the VVT Magnet Valve and below is what I did: 1. Removed the VVT control magnet control valve. the pin got little stuck at first but cleaned and then it moves freely. 2. Measure the voltage of the plug coming to it: measures VDC 7.6V, The coil resistance of the valve is 6.7 ohm. 3. Tested the magnet control valve with a 7.5V (and 9VDC as well) battery and the pin pops fine with both voltages. But when plug it back to the car it does not respond although the power from the plug has voltage measured at 8.3V. I've ruled out loose connection as it has no response even the power measured from the magnet pins is 8.3V. 4. the Solenoid itself looks fine and it move in when pushed with finger and springs back out freely. This is hard to explain from what the basic ohm law of high school physics.
Does anybody where to get detailed information and known goods for cam/crank waveforms. This stuff isn't common knowledge and it seems to vary a lot from car to car.
In conclusion we could just remove the cam sensor and look at the solenoid. If it sticks out replace it and be on your merry way ... That's a lot less time and expensive equipment
Good idea ! bur the video was useful and great ! Thanks for Bernie ! I Have a 2011 vw Tiugan that had timing chain tensuner problem and bent all intake valves so i got it done the job but now my Engine wont rev up higher than 1500 rpm ! I wonder anyone can give me some advise !??? I have no good scan tool And maybe in Limp mode I need some help please guys !!! Also i have a 2010 vw CC had some problem with intake i changed the intake manifold position sencer and the whole intake manifold too i couldny get it right so i put the whole manifold from my 2011 tiugan its better no code on dash but sometime its hard to start or seems like brake vacum buster ccausung harder to start here and there aneyway I tought i get CC rightsince 102 000 mile on i Changeed the hidraulic timindchain tensuner after sterted i busted all intake valves i had to do a valve j0b i tought i deed everiting like wrote in book but I just wonder since i deednt prime tensuner was that the pronlem for big time dammage in engine !????? when i redeed valve job i turned engine over to prime with oil so second time turned out ok runs ! Please help me folks with your opinnions and adwises
![How to Fix P0016 Engine Code in 6 Minutes [4 DIY Methods / Only $6.94]](/img/1.gif)
Just tuned in , and already within the first 2 minutes I can tell this is the top ranked informative video, we all appreciate you.
Such massive bundle of knowledge passed in a not too long video , Mr Bernie Thompson is a legend .
Thank You for completely explaining step by step diagnosis procedures using the scope in detail to narrow down the fault! No-one else seems to clarify how to use the scope and make sense of it all!
When I watch you analyze cam and crank signals, I feel like your background knowledge of the signals gives you a real upper hand. I truly struggle to see what you’re seeing even as you try to explain it. But when the in cylinder waveform is overlaid, along with ignition, it often becomes far more clear how to read the timing of events. Even if I can’t see where you’re getting the insights on the cam and crank signals alone, I’m super thankful to be aware of coupling them with pressure and ignition analysis! Game changing stuff all around!
My head is spinning. Wow, amazing explanation of how diagnosis with the correct tools works. No wonder they charge so much just to diagnose a problem. Thanks for great explanation!!
Extremely thorough and methodical diagnostic process. Great lesson. Also, kudos to the camera man for his outstanding work. Thanks!
Amazing, there's gonna be a lot of technicians that could Say "oh that part must be broken" and i believe that Mr.Bernie Sanders also knows that way before anyone of those technicians but he really explains to details how it's structure a expert diagnóstic, thanks for share your knowledge Mr. Bernie and greetings from México
Truly an amazing diagnosis, I hope to be on that level one day. Much respect 🙏
That's an impressive scope setup, 8 channels and 4 transducer inputs. That said, on this particular situation, it might have been quicker to just pull the solenoid off and visually inspect the spool valve based upon statistics and experience. That's just this particular situation where this particular engine is known to have this particular problem. I'd say he was at least 30% certain when he saw the DTC (from experience and statistics), 95% certain when he saw the first scope test showing wonky cam timing (which could have been seen in a four channel scope, no need to sync to cylinder 1, I think). All the other data gleaned from the transducers was kinda fluff that backed up what he already pretty well knew. The guy is a wizard, no doubt, but I think this was at least partly a commercial to sell their killer scope. No doubt this scope is awesome, and he is a wiz, but he (personally) didn't need it (and all the extensive testing) to clearly know what the problem was. Very educational and detailed though, and I can conceive of situations where this scope and accessories could really come in handy on a much more obscure problem. The manufacturer needs to modify the ECM code to recognize this and apply at least enough solenoid modulation to hold the spool in a safer position than it does. 56° cam advance is asking for serious valve crushing trouble. VW is really dropping the ball on this. Imagine repairing some bent valves and not catching the root cause and then smashing some more on first crank up. Again, awesome scope, more awesome diagnosis, poor engine design. If I understand this solenoid control, from his description, it takes a high duty cycle modulation to bring cam to non advance for starting and low speed/load, then less duty cycle to advance the cam. This would mean bad wiring or burned out cool always leads to maximum advance of the cam. Obviously not this much advance, since this is a broken spool, but max advance nonetheless. I hope Mr Bernie responds as I'd like to know if my theory about failure modes is correct, and I never intended any offense by my "other theory" about this being an advertisement. I'm only saying that Mr Bernie didn't need all that data, but I admit that I probably would since I know nothing about volkswagen engine design. I'm an SBC guy myself, and this problem happening is pretty unlikely in a single bumpstick cam. I'm watching because I love scope diagnostics. :) If I was a professional mechanic, this is the scope I'd want, but I'd be happy with four channels and cheap current clamps and homemade pressure sensors. The 360 and 720° rulers are awesome. Alas, I can't afford such scopes, so I'll be relegated to using a calculator to convert microseconds and milliseconds to degrees. ;)
I like your perspective! I wonder if these are infomercials or true clinics..... a bit of both perhaps. Bernie Thompson is a very brilliant tech guy and diagnostician, no doubt. I calculate an expenditure of several 10's of thousands of dollars for all the equipment made by just this company can make any shop a boon to the diagnostic world. The problem is, what's the ROI? By the time I could calculate the true cost of my time and factor in the equipment cost, I'd have to charge somebody a lot of money to diagnose cars, which are depreciating liabilities! From my own professional experience, the consumer views an expensive repair bill as better delegated to a down payment towards a new or newer car...... but that leads to issues discussed in the book "The Millionaire Next Door", doesn't it? Peace!
You have to remember, we know about these common, pattern failures because somewhere, sometime, someone was the first to figure it out. Someone like Bernie figured it out using equipment like this and then the rest of us look smart because we learned it from them. I think in real life, Bernie wouldn’t have gone thru this much testing but remember, he is showing a diagnostic process that is useful for other problems and with any similar equipment. If he gives a plug for his own design equipment and it helps pay for the time he took to pass out the information, I’m on board. It’s the way America is supposed to work! 🇺🇸
My brain was struggling to keep up. That guy is a genius!
Excellent explanation. Detailed step by step. Thank you for sharing this valuable information.
In depth analysis and troubleshooting, with great knowledge and throughout understanding of how engine works. Fantastic lessen.
Will dealers have this capability to use scope to test and diagnosis ?
Veteran mechanic right there, he the guy I'd want to fix my car 😄👍
Knowledge of the system operation, along with "known good" wave forms and the tool to show it will yield fixed results.
Awesome video. This is some amazing diag process
I see his video I click and learn man is amazing trying to get to that level
Another great video! Thank you so much for teaching all to us. Blessings
This is very high level of knowledge and diagnosis
Wow ... That was awesome. Tech has finally over complicated a simply camshaft all in the effort to control emission and maximise the air compressor fuel pump (ICE engine). Vey very good presentation. If only I had an oscilliscope
Excelente explicación y muy didáctica con el ejemplo de la falla del CC, me ayudó a entender claramente la función del la válvula y el selenoide , con su video puede confirmar la falla de mi GLI 2.0 2014. Y también se corrigió inmediatamente, gracias por compartir esta información, de los mejores videos que he visto y sobretodo la explicación muy clara y completa !!!
Amazing video of how to find errors of any type... Isolating each area so that it had to be ocv.
Excellent diagnosis. Thank you for sharing your process!
than I thought that I was a mechanic🤦♂️ not even half of his knowledge great diagnostic job
Very informative video Bernie and excellent troubleshooting procedures. Thanks for sharing Artie 😊
Great video. It shows that you shouldn’t be throwing parts at a problem. Where is the crankshaft position sensor on this engine?
Unreal keep videos coming tks Berine
Bernie, you will be AWESOME IN MY BOOK FOR EVER THANKS FOR ALL THE INFO UR SHARING. CHEEEEERS
Wow your truly a well educated man , video was explained probably best ive ever heard thanks 🎉
I feel the Bern, again. Excellent sir.
Very professional and explained well for DIYers. Thanks
Want to ask a question , how will the waveform analysis differ from if the timing issue is due to slipped timing belt /belt
Thank you! Your explanation is so clear and accurate! Thank you!
Excellent video and diagnose
Thanks for sharing Bernie... Cheers.
Omg!! Amazing .... my mechanic.. wouldn't have a CLUE... let alone analyse this scope reading on pc ... no way.
Excellent work and great knowledge
You’re a genius Bernie. 👍
Absolutely amazing amount of knowledge in the man.
I love this video this give me an idea where my next step to check
Amazing diagnosing
Wow next level of knowledge. We all can do it. Thanks a lot.
I'm apreciate your video it really open my mind !!
Hi sir I'm from CAMBODIA I like your teach
MISTER THOMPSON HAS BEEN DEDICATED FROM DAY ONE!!!!
Thank you so much for this lesson
Thanks Bernie. Great insight
Wow, this is next level diagnosing. probably have a PhD in automotive mechanics. lol.
Thank you for your lessons Mr Thompson!
Professor when you first started in the field who was you teachers
NOT ONLY TEACHERS CAN GIVE YOU THIS HIGH LEVEL OF KNOWLEDGE, YOU MUST TO STUDY BY YOURSELF TOO MUCH.
These videos are dope 👍
excelente diagnostico. bendiciones!!
interesting, I hope that I can be able to do some job like this and in this metodic someday.
Software written in labview! Nice!
Great video
simply the best
Hello is that control valve screws in or is it push in looks like a screw in I have a 2010 Audi A4 2.0 turbo. I have a code P0016 I have a feeling that my issue to if that valve a screw in is there a tool for it for removal and install please let me know thank yoy
Very Informative.
Brilliant, I learned alot from this.
Just amazing 😉
I have the same problem with my ml550 2014.
How can you help?
Happy for the customer it wasn’t the timing chain. Deership would have said chain lol
Amazing,thank you.
Добре пояснили. Дякую.
Awesome
@Bernie I am curious as to what the E-SCAN module you're using has the wires on it for as I've always thought it was wireless.
Is something new under development, new feature for the scan module?
Just thought it looked odd and who better to ask than the genius himself.
I am experiencing a weird phenomenon with my audi 2.0T Q5 with my troubleshooting of the P0016 code. Hope the professionals can explain.
Got code (Bank 1 Sensor A). checked both sensors they are good (replaced with new ones did not help - confirmation of sensors intact).
Noticed oil leakage residues at the VVT Magnet Valve and below is what I did:
1. Removed the VVT control magnet control valve. the pin got little stuck at first but cleaned and then it moves freely.
2. Measure the voltage of the plug coming to it: measures VDC 7.6V, The coil resistance of the valve is 6.7 ohm.
3. Tested the magnet control valve with a 7.5V (and 9VDC as well) battery and the pin pops fine with both voltages. But when plug it back to the car it does not respond although the power from the plug has voltage measured at 8.3V. I've ruled out loose connection as it has no response even the power measured from the magnet pins is 8.3V.
4. the Solenoid itself looks fine and it move in when pushed with finger and springs back out freely. This is hard to explain from what the basic ohm law of high school physics.
Does anybody where to get detailed information and known goods for cam/crank waveforms. This stuff isn't common knowledge and it seems to vary a lot from car to car.
Don't think about the price ats tools are an investment in your future in the repair business one day
In conclusion we could just remove the cam sensor and look at the solenoid. If it sticks out replace it and be on your merry way ... That's a lot less time and expensive equipment
Good idea ! bur the video was useful and great ! Thanks for Bernie ! I Have a 2011 vw Tiugan that had timing chain tensuner problem and bent all intake valves so i got it done the job but now my Engine wont rev up higher than 1500 rpm ! I wonder anyone can give me some advise !??? I have no good scan tool And maybe in Limp mode I need some help please guys !!! Also i have a 2010 vw CC had some problem with intake i changed the intake manifold position sencer and the whole intake manifold too i couldny get it right so i put the whole manifold from my 2011 tiugan its better no code on dash but sometime its hard to start or seems like brake vacum buster ccausung harder to start here and there aneyway I tought i get CC rightsince 102 000 mile on i Changeed the hidraulic timindchain tensuner after sterted i busted all intake valves i had to do a valve j0b i tought i deed everiting like wrote in book but I just wonder since i deednt prime tensuner was that the pronlem for big time dammage in engine !????? when i redeed valve job i turned engine over to prime with oil so second time turned out ok runs ! Please help me folks with your opinnions and adwises
A Volkswagen that needs a hood strut, imagine that...
Not trying to be a dick. But I would want to see it after the repair.
This problem, is very often for this engine's.
Long way to diagnose a chain problem.
And autozone be selling hella shit with their crappy scan tool !!!!
That engine is complete junk !!! The balance shafts go out as well !!!
A lot of time testing and scoping a common issue you can hear when starting it.
Awesome