Anyone truly interested in science based auto diagnostic approach would do well to follow this channel. if you are looking for entertainment, look elsewhere. This guy is dead serious about his profession. That he is willing to share this knowledge is a testament to the man, that we have access to him is a testament to our times. I feel blessed to be witness to both. Thank you Bernie and thank you ATS for bringing us along.
I have learned so much from you Bernie! I just got through three of your pressure waveform classes here on you tube. I was drawn to them because of a 13 ram with a 5.7. I was dealing with a misfire on #5, but only when you raise the rpm, with or without load. Another shop had already struck out on it after throwing parts like dart. It was a bad exhaust valve and/or seat from what your teaching has illumined for me! Amazing to be able to gather that from a waveform… it’s a brave new world for me! Anyway, and now here you are doing a ram with a miss fire to just pound the learning into me!! Thank you! Thank you!
I’ve used this diagnostic several times and it is by far the best means of diagnosing failing rings. The best part is that it gives a great, undeniable visual to anyone with questions (service advisor, customers, etc) so that they cannot doubt your diagnosis.
Quite an interesting diagnosis. Never thought to use a pressure transducer on the oil dipstick tube. You, sir, are an excellent diagnostician. I try to follow in your foot steps. Keep up the good work and intriguing videos. I'm always excited when I see a new video released by you!
Hey there Mr Thompson.. Like I was saying earlier.. I'm not a tech m I just stumbled upon your channel. Fascinating stuff.. very informative. I've been fixing cars since the early 80's but back then we didn't have all these computers and modules as you well know. These new ones are very frustrating..
Brilliant video. Now I have to buy another transducer 🤦. I must say from the get-go I was waiting on you to diagnose it as a bad cam. Learned a lot from this video thank you very much
negative trims means not burned gas .rings leak can cause negative trims .one of the tricks we learn to run engine with low oil and watch trims and start adding little oil while the engine idling if the trims start to get more negative we know what is the problem .also a different way is to keep loading engine by using AC compressor and put in drive and do a stall test(Torque Converter test) .leaky rings can not hold pressure under load .and we still learning everyday new tricks on how to get pin point diagnostics
Very good diagnostics. I was wondering if a smoke test would be good to show the leakage. I saw that in another video. It would be an easy way to show the customer the issue.
Hi Sir.....very good and efficient accurate diagnostic....and its true that with quality tools you can achive and give very accurate diagnostics...good job sir ...keep it up..thanks for the tips...i always keep learning from your clips....greetings from curacao ..the caribbean..👊🏻👍🏻
Being an old school tech that's been doing this for 30 years, I have the same question. Not hating at all, just curious. Would you not come to the same conclusion by doing as a wet and dry compression test?
@@jaywhy2016 Bernie knows his way around a scope and it is Awesome. I have more than 40 years in this trade... Although it is easy to be an armchair tech on a keyboard. Back in the day after basics spark, fuel & timing where checked. Spark gap was manipulated to determine cylinder extent of contribution. Then a wet and dry was done to make the call and confirm for valves or rings.
Just getting the plugs out on some of these engines may involve removal of an intake plenum , or more . If any plugs are frozen , etc . Without removing anything , you know what the problem is .
@@IAMNOSLEEP My first thought after watching this and why I ask is this: Even Bernie stated that when the fuel trims are high, it usually a fuel delivery issue. How do we know that it is not a leaky injector that's causing the cylinder to be washed out?
another great lesson from mr.thompson! like bernie said i don't see quite often 5.7 hemis with the bad rings but mds brakedown with bad lifters and damaged cam lobes is well known issue on this engines .cyl#1.4.6.7.
Thanks Bernie. I followed this from iatn help request. Let's say that you couldn't use the dipstick tube. Heck a lot of Euro vehicles don't have one. Then what? I find it interesting that the 'buddy' cylinders in the firing orders coincide with the false info the pcm was giving. Wonder if the ckp would've shown any anomalies. After all...isn't the ckp the #1 input for misfire monitoring? Nice job.
What happened after the engine was repaired/replaced? What do you have for training materials that show how to interpret the scope readout? What types of training is available?
So the scantool software is wrong because it said engine vacuum was good at the beginning of the video. But if there’s a mechanical engine problem you put a vacuum gauge on the engine it’s going to flicker from a bad valve or seat or spring etc
Yes. First - you can test each cylinder separately with regular "compression tester". Then if you see a low contributing cylinder, test it with "leak down tester" and see where the air leaks at. in this case it leaks past the piston rings into the crankcase. But in case the engine have problem with intermittent "sticky valve" , the best diagnostic solution is scope and pressure transducers because the valve not always sticks open.
11:57 is the vacuum level falling due to air leak of the piston rings in cylinder 1? You would expect leaking on both the exhaust and intake cycle with leaking piston rings
He shows loss of vacuum pull through vacuum transducer, waveform shows pull isn't as strong as the other cylinders. As far as the in-cylinder pressure waveform itself, the overall PSI given for that cylinder is lower than the rest. Relative compression test revealed cyl#1 amongst others were low. If the piston rings on cyl#1 are shot, the entire in-cylinder pressure waveform is going to look relative to itself (if that makes sense).
@@gt500knights "relative to itself" : you mean it has the right form but not the correct absolute values? And if cyl 1 doesn't pull vacuum does that mean that the next cylinder in firing line gets to much oxygen because there is not enough vacuum in the air inlet manifold?
@@therealspixycat I'm no expert on pressure waveform like Bernie here, but yes the waveform itself looks good but with numbers that wouldnt match the other cylinders. I dont believe the air for the next cylinder would really be affected much if at all.
For a gasoline engine an air fuel ratio AFR of 16.5:1 is lean and 13.7:1 is rich. Ideal AFR is 14.7:1 So to much air means the cylinder runs either lean or worst doesn't combust at all.
ring leaks tested by oil dipstick(it gets complicated if you have oil separater like vw & bmw) ,head gasket by radiator or use camera to see how clean is your cylinder compare to other cylinders ,valve leaks by intake port or just use your Map sensor (throttle body must be at min angle) while you doing test .
Headquarters : The Big Dogs Neighborhood www.automotivetestsolutions.com Albuquerque , New Mexico OR "frum" the San War Keen Valley San Jacoquain Valley Fresno , CA. ( BullDog Nation ) www.aeswave.com Vietnam Era Veteran Southern California ( 90802 )
Should you have continued to fully diagnose the other cylinders? It would suck to sell the customer a new engine for however many thousand dollars, to find out the other cylinder misfire needed an ecu or some other expensive repair that the engine replacement didn't resolve.
Its unreasonable to troubleshoot an entire engine when you have a confirmed substantial failure on one cylinder. That alone might be reason enough to junk the car and paying for additional diag is moot then.
@@jacobgroezinger1606 good point. I suppose that makes the presentation to the customer very important. You need at least an engine, perhaps more. We can diagnose the rest now for an additional fee, or change engines and see if the other issues resolve or persist, and take it from there. Put the risk to the customer.
I was basically going to say the same thing. How you present this to the customer can be VERY important. You know for fact you have catastrophic engine failure, but we don't know about anything else. Let the customer decide whether diagnose the rest now to make a complete money decision, or do the engine now and take a chance on the rest...
what we learned is his diagnostics prove more problems than what MOD6 shows ,be careful dodge pcm is very common to fail .i would tell the customer you need engine and pcm to be in the safe side .used dodge pcm are cheap and easy to program now a day's
With those 5.7's I'd say it's the hydraulic lifters,, the bearings in the ends collapse and the vales don't open up enough which lowers the compression.
@@robertvincent5678: Wouldn't roller failure result in tappet noise? And if broken enough that valve total opening reduced, wouldn't that alter valve timing in waveform? Reduced lift would show up as late timing in waveform -- yes?
@@hightttech it would show up with an in cylinder pressure transducer test which shows intake, compression and if the exhaust valve/valves didn't open the wave form would show full pressure, meaning the exhaust valves did not open or open enough. And yes you would have tappet noise. But the dipstick test would only show you crank case pressure no?
@@robertvincent5678: Yes, dipstick shows crankcase pressure. I watched video again. Clearly #1 cyl leaking into crankcase WAY MORE than other cyls. And Bernie never even tested #6, #4 and #7 which also have dirty secrets. The shop must have had the recent trade school graduate troubleshooting this truck.
Without new clean non diluted crankcase oil, a verified properly working PCV system , and comparing an overlay of a known good vehicle to this vehicle on a Humpday, no one but Bernie is going to convince me my Mopar Gofar engine is bad without a doing cylinder leakage test unless I'm seeing blue smoke, a flickering oil light, and hearing ominous chain noises.LOL
i would add thick oil to cylinder and do the test again .rings on Mopar engines hardly go bad ..but you never know .the steps on this video is a learning and amazing steps regardless what is the results is .
Good video, but I think this approach is not the fast one, yes it seems accurate, but its not the fastest. You can conduct a pressure test on each cylender instead. In 15 minutes, and without using any sensor, you can tell which bank you have to fix. I've done tens of such misfire in chrysler engines and mostly, about mechanical issues. Again, its a cool video but its too expensive tools and alot of time to figure out the problem.
Anyone truly interested in science based auto diagnostic approach would do well to follow this channel. if you are looking for entertainment, look elsewhere. This guy is dead serious about his profession. That he is willing to share this knowledge is a testament to the man, that we have access to him is a testament to our times. I feel blessed to be witness to both. Thank you Bernie and thank you ATS for bringing us along.
This is amazing. Putting pressure transducer on dipstick tube to diagnose bad piston rings. Amazing work Bernie
That’s normal in automotive diag world for a veeery long time?
Bernie is the man. I make money with my Escope everyday. So easy to use it , its more than a scope. Its an engine analyzer and more. Thanks Bernie.
I have learned so much from you Bernie! I just got through three of your pressure waveform classes here on you tube. I was drawn to them because of a 13 ram with a 5.7. I was dealing with a misfire on #5, but only when you raise the rpm, with or without load. Another shop had already struck out on it after throwing parts like dart. It was a bad exhaust valve and/or seat from what your teaching has illumined for me! Amazing to be able to gather that from a waveform… it’s a brave new world for me! Anyway, and now here you are doing a ram with a miss fire to just pound the learning into me!! Thank you! Thank you!
That was a master class in diagnostics.
A master diagnostician sharing his knowledge and experience. Thank you.
I’ve used this diagnostic several times and it is by far the best means of diagnosing failing rings. The best part is that it gives a great, undeniable visual to anyone with questions (service advisor, customers, etc) so that they cannot doubt your diagnosis.
Now that was cool! 3 bad cylinders and 3 separate problems...only in a Hemi haha
This is why i always say buy a Toyota Tundra not a Chrysler.
Ivan watches Bernie also? Ha! I miss the ghost's in the machine's like Keith used to find, that's why I watch this guy...
@@Corey497 favorite tech's favorite tech
I feel your disappointment as there's no bimmer logo on it🤪
Quite an interesting diagnosis. Never thought to use a pressure transducer on the oil dipstick tube. You, sir, are an excellent diagnostician. I try to follow in your foot steps. Keep up the good work and intriguing videos. I'm always excited when I see a new video released by you!
Hey there Mr Thompson.. Like I was saying earlier.. I'm not a tech m I just stumbled upon your channel. Fascinating stuff.. very informative. I've been fixing cars since the early 80's but back then we didn't have all these computers and modules as you well know. These new ones are very frustrating..
would be nice to see an old fashioned cylinder leak test and how it shows on the scope
That's what I was thinking too.
Why you're doing more work when the scope showed you without doing anything but pulling a fuse and plugging into an oil dip stick
@@WeakPiggy just one time for the sake of education inquisitive minds must know
Bernie, I have to say that is brilliant. Everything is done without intrusive testing. Brilliant brilliant brilliant 🙏
Brilliant video. Now I have to buy another transducer 🤦. I must say from the get-go I was waiting on you to diagnose it as a bad cam. Learned a lot from this video thank you very much
Wow! This is elite diagnosis. Very impressive..
Could this be caused by cylinder wash ? Leaking injector ? The vehicle had high fuel trims in the beginning
That's a good question. Would be worth a shot of oil in that cylinder to see what happens.
negative trims means not burned gas .rings leak can cause negative trims .one of the tricks we learn to run engine with low oil and watch trims and start adding little oil while the engine idling if the trims start to get more negative we know what is the problem .also a different way is to keep loading engine by using AC compressor and put in drive and do a stall test(Torque Converter test) .leaky rings can not hold pressure under load .and we still learning everyday new tricks on how to get pin point diagnostics
Very good diagnostics. I was wondering if a smoke test would be good to show the leakage. I saw that in another video. It would be an easy way to show the customer the issue.
Bernie,
Great diagnostic methodology and use of pressure transducers.
Ty!
Hi Sir.....very good and efficient accurate diagnostic....and its true that with quality tools you can achive and give very accurate diagnostics...good job sir ...keep it up..thanks for the tips...i always keep learning from your clips....greetings from curacao ..the caribbean..👊🏻👍🏻
I aspire to achieve this level of skill.
Fascinating ...
Thank you for the content. Please keep them coming
Learning from the best. Thank you sir
I’m happy to see I’m not the only one that pulls fuses with my pocket screwdriver 😆 Great video as always, thank you for sharing.
Thanks for sharing Bernie. Years back a compression gauge and a squirt from an oil can was the quickest way to call the rings. Cheers...
Being an old school tech that's been doing this for 30 years, I have the same question. Not hating at all, just curious. Would you not come to the same conclusion by doing as a wet and dry compression test?
@@jaywhy2016 Bernie knows his way around a scope and it is Awesome. I have more than 40 years in this trade... Although it is easy to be an armchair tech on a keyboard. Back in the day after basics spark, fuel & timing where checked. Spark gap was manipulated to determine cylinder extent of contribution. Then a wet and dry was done to make the call and confirm for valves or rings.
Just getting the plugs out on some of these engines may involve removal of an intake plenum , or more . If any plugs are frozen , etc . Without removing anything , you know what the problem is .
@@billsmith2212 I agree... have to deal with it regularly.
@@IAMNOSLEEP My first thought after watching this and why I ask is this: Even Bernie stated that when the fuel trims are high, it usually a fuel delivery issue. How do we know that it is not a leaky injector that's causing the cylinder to be washed out?
another great lesson from mr.thompson!
like bernie said i don't see quite often 5.7 hemis with the bad rings but mds brakedown with bad lifters and damaged cam lobes is well known issue on this engines .cyl#1.4.6.7.
2500 5.7 don’t have MDS and there are harder for the lifters to give out
@@arizonaautodiagnostics9896 they have both versions 5.7 and 6.4
Thanks Bernie. I followed this from iatn help request.
Let's say that you couldn't use the dipstick tube. Heck a lot of Euro vehicles don't have one. Then what?
I find it interesting that the 'buddy' cylinders in the firing orders coincide with the false info the pcm was giving. Wonder if the ckp would've shown any anomalies. After all...isn't the ckp the #1 input for misfire monitoring?
Nice job.
Thanks for your videos. Muchas gracias por compartir sus conocimientos.
Awesome test , and another use for the tail pipe sensor
Well done again great video your the man put us to shame
How do you bridge the coil with resistor? Can you explain the logic behind it please
How many miles on this engine did I miss this information
This is great video Bernie
Like the steps you take to find the issue
a headgasquet waveform I would like to see with presure transducer conected to expansion tank or one of the hoses
great work ! I bet the owner isn't great with doing oil changes on time.
That was really cool would have liked to see photo of cylinder wall
What happened after the engine was repaired/replaced? What do you have for training materials that show how to interpret the scope readout? What types of training is available?
Class is in session.
Awesome diagnosis!
Thank you!
So the scantool software is wrong because it said engine vacuum was good at the beginning of the video. But if there’s a mechanical engine problem you put a vacuum gauge on the engine it’s going to flicker from a bad valve or seat or spring etc
Outstanding work 👍🏼 keep it coming ! God bless you !
Thanks for the knowledge.
Nice video as usual. .... do a typical cylinder pressure test could also have shown that the engine has compression problems??? thanks
Yes. First - you can test each cylinder separately with regular "compression tester". Then if you see a low contributing cylinder, test it with "leak down tester" and see where the air leaks at. in this case it leaks past the piston rings into the crankcase. But in case the engine have problem with intermittent "sticky valve" , the best diagnostic solution is scope and pressure transducers because the valve not always sticks open.
Can you guys tail there is leaning towards
Great video Bernie lot of good information.
did i miss the number of miles on this engine?
Oh Bernie ! great video!
2011 5.7 surprised it wasn't the cam that got destroyed by cheap lifters
11:57 is the vacuum level falling due to air leak of the piston rings in cylinder 1? You would expect leaking on both the exhaust and intake cycle with leaking piston rings
He shows loss of vacuum pull through vacuum transducer, waveform shows pull isn't as strong as the other cylinders. As far as the in-cylinder pressure waveform itself, the overall PSI given for that cylinder is lower than the rest. Relative compression test revealed cyl#1 amongst others were low. If the piston rings on cyl#1 are shot, the entire in-cylinder pressure waveform is going to look relative to itself (if that makes sense).
@@gt500knights "relative to itself" : you mean it has the right form but not the correct absolute values? And if cyl 1 doesn't pull vacuum does that mean that the next cylinder in firing line gets to much oxygen because there is not enough vacuum in the air inlet manifold?
@@therealspixycat I'm no expert on pressure waveform like Bernie here, but yes the waveform itself looks good but with numbers that wouldnt match the other cylinders. I dont believe the air for the next cylinder would really be affected much if at all.
For a gasoline engine an air fuel ratio AFR of 16.5:1 is lean and 13.7:1 is rich. Ideal AFR is 14.7:1
So to much air means the cylinder runs either lean or worst doesn't combust at all.
Couldn't a bad head gasket cause the same issue? Great video Bernie
ring leaks tested by oil dipstick(it gets complicated if you have oil separater like vw & bmw) ,head gasket by radiator or use camera to see how clean is your cylinder compare to other cylinders ,valve leaks by intake port or just use your Map sensor (throttle body must be at min angle) while you doing test .
Fascinating. Thanks!
Master class
Where' can I purchase the scan tool that you're using
His website. Google search "Automotive Test Solutions". It's under products.
@@fuckjewtube69 thanks
AESWave,com
Headquarters : The Big Dogs Neighborhood
www.automotivetestsolutions.com
Albuquerque , New Mexico
OR
"frum" the San War Keen Valley
San Jacoquain Valley
Fresno , CA. ( BullDog Nation )
www.aeswave.com
Vietnam Era Veteran
Southern California ( 90802 )
Should you have continued to fully diagnose the other cylinders? It would suck to sell the customer a new engine for however many thousand dollars, to find out the other cylinder misfire needed an ecu or some other expensive repair that the engine replacement didn't resolve.
Its unreasonable to troubleshoot an entire engine when you have a confirmed substantial failure on one cylinder. That alone might be reason enough to junk the car and paying for additional diag is moot then.
@@jacobgroezinger1606 good point. I suppose that makes the presentation to the customer very important. You need at least an engine, perhaps more. We can diagnose the rest now for an additional fee, or change engines and see if the other issues resolve or persist, and take it from there. Put the risk to the customer.
I was basically going to say the same thing. How you present this to the customer can be VERY important. You know for fact you have catastrophic engine failure, but we don't know about anything else. Let the customer decide whether diagnose the rest now to make a complete money decision, or do the engine now and take a chance on the rest...
what we learned is his diagnostics prove more problems than what MOD6 shows ,be careful dodge pcm is very common to fail .i would tell the customer you need engine and pcm to be in the safe side .used dodge pcm are cheap and easy to program now a day's
👍 thanks for sharing.
Whatch out for them solar storms
Could this be a rocker arm that fell?
With those 5.7's I'd say it's the hydraulic lifters,, the bearings in the ends collapse and the vales don't open up enough which lowers the compression.
@@robertvincent5678 as long it's shows on the dipstick pressure waveform cylinder leaking that what i think
@@robertvincent5678: Wouldn't roller failure result in tappet noise? And if broken enough that valve total opening reduced, wouldn't that alter valve timing in waveform? Reduced lift would show up as late timing in waveform -- yes?
@@hightttech it would show up with an in cylinder pressure transducer test which shows intake, compression and if the exhaust valve/valves didn't open the wave form would show full pressure, meaning the exhaust valves did not open or open enough. And yes you would have tappet noise. But the dipstick test would only show you crank case pressure no?
@@robertvincent5678: Yes, dipstick shows crankcase pressure. I watched video again. Clearly #1 cyl leaking into crankcase WAY MORE than other cyls. And Bernie never even tested #6, #4 and #7 which also have dirty secrets. The shop must have had the recent trade school graduate troubleshooting this truck.
Brilliant!
Awesome
Without new clean non diluted crankcase oil, a verified properly working PCV system , and comparing an overlay of a known good vehicle to this vehicle on a Humpday, no one but Bernie is going to convince me my Mopar Gofar engine is bad without a doing cylinder leakage test unless I'm seeing blue smoke, a flickering oil light, and hearing ominous chain noises.LOL
i would add thick oil to cylinder and do the test again .rings on Mopar engines hardly go bad ..but you never know .the steps on this video is a learning and amazing steps regardless what is the results is .
"ok, this is a good one" :)
what?????
MANN, I DONT KNOW!!!
Awesome diagnostics...👍
Chrysler 3.7, 4.7, or 5.7 engines are💩
Also do not forget the 2.7!
They should've stuck with the 5.2 (318) and 5.9 (360) Magnum engines.
Anything Chrysler end with a 7 are junk..
Vin # must have began with a 3 ...
If I am not mistaken, all HEMI engines are "Hecho in Mexico"...
Good video, but I think this approach is not the fast one, yes it seems accurate, but its not the fastest. You can conduct a pressure test on each cylender instead. In 15 minutes, and without using any sensor, you can tell which bank you have to fix. I've done tens of such misfire in chrysler engines and mostly, about mechanical issues. Again, its a cool video but its too expensive tools and alot of time to figure out the problem.
Jaja I love when he says this is a quick fast accurate diagnosis