2005 Chevy Equinox Low Power, Low Fuel Pressure Troubleshooting
Вставка
- Опубліковано 17 вер 2018
- Low power, will not accelerate, check engine light with O2 sensor codes. In this video I will show you how to recognize a fuel delivery problem and how to properly test an electric fuel pump.
Video breakdown:
1:51 initial start-up testing of the O2 sensors and Fuel trim
3:25 do fuel trim numbers get better or worse at a higher RPM?
4:39 dead rev hesitation and O2 voltage readings
5:35 why a lean misfire will backfire through the intake
7:37 MAF sensor quick tests
8:32 the test drive
10:10 why the O2 sensor heater codes are not relevent to our low power issue
14:32 underhood visual inspections
15:39 fuel pressure test
17:40 Chevy Truck video reference • Quick Diagnosis of a '...
19:35 how I handle plugged fuel filters in the field
22:30 Ford Ranger bad fuel pump ground video mention • Low Fuel Pressure from...
23:34 beginning of fuel pump wiring tests
24:00 uAvtivate tool by AESwave www.aeswave.com/cart.php?m=af...
25:11 amperage measurements of the fuel pump (measured at the relay box)
29:00 detailed current waveform measurements (humps vs commutator bars and RPM)
34:20 fuel pressure spec for this vehicle
35:40 video mention of no power to fuel injectors • No Start, Engine Crank...
37:00 new pump installed, fuel pump pressure measurements
39:15 a slight fuel pressure drop at WOT that I didn't like
41:40 test drive with my students at Rosedale Technical College (O2 at WOT)
42:33 split tank set up with two sending units and one pump
46:25 new fuel pump current and RPM measurements
For more information on this topic, I have written a “field manual” called Engine Performance Diagnostics which is available at www.scannerdanner.com as an eBook or paper book.
Want even more diagnostic training? Whether you are a DIY trying to fix your own car, someone looking to become an auto technician, or a current auto technician that wants to get more into diagnostics, subscribe to ScannerDanner Premium www.scannerdanner.com/join-sc... There is a 14 day free trial.
On ScannerDanner Premium I will bring you right into my classroom at Rosedale Technical College. You will find page for page lectures taken right from my book as well as exclusive classroom type case studies. What is so special about these classroom case studies? I pull live problem vehicles directly into my classroom and we troubleshoot them in real time, using and applying the theory and testing procedures we learn during the classroom lectures. There is no better on-line training of how to troubleshoot automotive electrical and electronics systems anywhere!
Disclaimer:
Due to factors beyond the control of ScannerDanner LLC, it cannot guarantee against unauthorized modifications of this information, or improper use of this information. ScannerDanner LLC assumes no liability for property damage or injury incurred as a result of any of the information contained in this video. ScannerDanner LLC recommends safe practices when working with power tools, automotive lifts, lifting tools, jack stands, electrical equipment, blunt instruments, chemicals, lubricants, or any other tools or equipment seen or implied in this video. Due to factors beyond the control of ScannerDanner LLC, no information contained in this video shall create any express or implied warranty or guarantee of any particular result. Any injury, damage or loss that may result from improper use of these tools, equipment, or the information contained in this video is the sole responsibility of the user and not ScannerDanner LLC. - Авто та транспорт
This guy is the TRUTH! Scanner Danner is the man. I've been a Mopar master/ASE Master for nearly 20 years. Site unseen, I believe in your theory and operation. Way to make the engineers look like rookies. Thank you, thank you, thank you!!!
It's so fun to watch you troubleshoot these. I pause the video and think it through, then resume when my slower thought process has caught up. I loved your lucid explanation for why a lean misfire causes that popping sound coming from the intake.
Haha not even sure if it's accurate but thanks!
I always look forward to your videos. You have the most comprehensive diagnostic videos on the internet. Thank you for sharing, professor.
Thank you Paul and Caleb. I appreciate your videos. Have a blessed and safe week.
Once again, a very thorough video.
I only wished I had watched this 2 days ago,
I just tested out for ASE L1, and there were a couple questions that pertained to the subject of this video.
I really could have answered the questions quicker, knowing what you just proved!
Thank you for all you do for us, for your family, your students and anyone else that is interested in learning how all this stuff works.
L1 Certified I am now.
Keep up the good work!
Damn, just finished the video. I would have learned a hell of a lot faster if I had a teacher like you. Instead I got one that read everything out of the manual and prepped the students for the ASE exam only. No wonder I dropped out of school.
Phenomenal channel, absolutely love what you do.
Great video danner I was once told a good rule of thumb is 1 amp current draw per 6-10 psi fuel pressure and the vacuum operated pressure regulators will raise fuel pressure 2-3 psi due to the loss of manifold vacuum during a wot or a snap the ones in the tank don't have this control thus resulting in a 2-3psi drop and I want to say I learned the current draw from one of your lessons. Your one heck of a teacher I feel your one of the lucky ones that found their true calling not working on cars but teaching thank you
great video!... I guess you already know, but all your explanations and real life anecdotes is what makes this (and all your other videos) videos a gem. I love that you take the time to explain and not assume that all your viewers are at the same point in their training/experience.. Merci beaucoup ! (from QC, Canada)
Very cool that you break out the time line for the tests. You don't have to stop and make notes you've already done that. Well of course that's the teacher in you.
Great cameraman and lesson from the Professor. Excellent video guys.
Another good video guys. Been studying your book today as its a rainer here on Long Island NY. You guys are the best along with Eric O,Keith , Ivan and the disgruntled mechanic. Wish I lived closer to you guys. Keep them coming. ❤️
It's cool you mentioned all the guys that hung together at the ETCG meet-up. Love all these guys.
Thanks Arthur. I do not deserve the mention in company of the great ones. But yes Paul we all love ya too
GREAT "Theory Of Operation" AND Verication Of Operation! I LIKE that explanation of the partially/or fully plugged fuel filter and the damage to the pump that will cause pump failure later!
The before and after readings were The Chocolate Icing On The Chocolate Cake! Thankyou.
THIS GUY IS A TRUE TROUBLESHOOTER AND A GOOD TEACHER. HE UNDERSTAND AND CAN EXPLAIN TO YOU ALL THINGS IN HIS SPECIALITY. GOOD VIDEO.
Paul thanks for showing the U activate tool in your videos. Just purchased one thru your website and AESwave. Can't wait for it to arrive. Between your book your class and the tools it's opened up a whole new world. You and your son Caleb keep up the quality work. ❤️❤️
Awesome video Paul.....
And for your son to have you as a tutorial live in action, you couldn’t dream for anything better.....
"The fuel pump failed 2 weeks after you changed the fuel filter and the customer was pissed" How can you predict how long a fuel pump is gonna last? Just like you can't predict when the customer will get a flat tire because the tires are bald. If you recommend that the customer replace both the filter and the pump some would think you were trying to rip them off or are guessing. Most won't listen to an explanation. They only see $$$$$.
I am very aware of lean backfires but never knew exactly what caused them. Great info, Paul.
Great Video, When watching your videos I always learn something new.
Video reference is a brilliant idea; saves hours searching..
Caleb, you're going to be awesome with this head start.
These are the type of mechanics I idolize. very insightful and thorough. I learn best from these types. Subscribed
Thank you!
Scanner Danner, you are awesome. I love your videos. I have learned so much from you even though I am not a mechanic. You are so thorough!!! 👍
Great stuff as usual, Paul! Like I always say, I ALWAYS learn something new on each one of your vids, even though I've been at this for some time now. I didn't realize that pressure drop was normal on a returnless system with the regulator in the tank! This will keep me from chasing my tail some day, I'm sure. THANK YOU yet again! 👍👍 Sure wish I had vids like this to watch back when OBD-II first came out. Would've made my life SOOOO much easier!!
Interesting that this Equinox has a nearly identical fuel tank to the Ford Mustang - I had to replace a fuel tank, pump, and sender on a 2005. The owners kept dumping all their stale, ethanol-separated fuel into this thing as it sat parked, unused for years. The inside of the fuel tank looked like it was full of salt water for 4 years, lol. Nothing was salvageable. That was the first time I ever saw a split tank, with a tee joining both sides of the tank to the fuel pump, and a separate sending unit by itself on one side. On the Mustang, if I remember right, the 2 senders sent signals to the computer, which averaged the 2 into a gauge reading. Interesting setup.
Great content I always learn something from your videos and I greatly appreciate it
Excellent explanation on the lean condition, popping through the intake. Makes sense to me, kinda enlightened me there too. I visualized it.
Spec for fuel pressure on that car should be at least 60... lol
It's awesome to prove theory made in the driver's seat. 😉
Many fuel filters are now integrated into fuel pumps anymore. I'm not a fan of this "new" setup. I agree on the filter contributing to pump failure due to extra strain on it.
Another great video, Paul! Newer vehicles are starting to come with 3 phase AC brushless fuel pumps. I've been doing tons of research on new BMWs, and oh boy are they getting complicated.
The current generation 7 series has a 3 phase fuel pump. It is controlled by a driver module that talks to the engine control module, so nothing out of the ordinary compared to most modern cars. Measuring the module current allows you to measure the pump current too. The pressure spec of this pump is between 72 to 85 PSI, which falls in line with a lot of other cars with GDI. The reason the industry is switching to brushless fuel pumps is that they are more efficient. Less load on the electrical system means less load on the alternator, which means less load on the engine, which means less fuel burned.
Speaking of the alternator, it now has its own built in module. It talks to the engine control module through a LIN bus. Its only a two wire alternator too. There's the battery cable and the single LIN bus wire. It grounds to the block of course. Sounds simple, right? Well you must use OEM, no exceptions. BMW service info literally says that the alternator will not charge if an incorrect or non-approved alternator installed.
Great info. Thank you! Funny how many people over the years are so scared of CAN systems and all they've done is simplify things.
Good to see some premium stuff Paul 👍
Another great job and explanation, your son is very lucky to have you as a teacher and father
And I am equally blessed to have him! Thank you Pablo!
I like this video mister Danner , relevant year vehicle and very good in depth diagnostic procedures . From 05 upward i would think is very relevant thank you and again please keep the years up it makes for a very exciting video thanks so much have a great day .
Nice video, I see the H3 in the background took me back to its case study you did a while back
Paul also just found out our library system offers free of charge wiring diagrams thru automate. All systems all cars. Compared a few of them to mitchel and they appear to be exactly the same. Should check your local library and see if they are on the network. Our library here in Bellport NY is top of the line. ❤️
Had 1988 Audi with exactly this symptom but I learned from you that 02 sensor are not used with WOT so I put the pedal to the floor and car response great............. that's a clue problem was the connector to the 02 sensor was not connected. Great Video both Danners
Nice find my friend!
It's kind of like we're your step children and get to benefit from you teaching your son! LOL - Love the father/son teaching aspect of these later videos :)
Haha nice. Thank you! It has brought a different dynamic for sure. I really enjoy teaching to him and I think it comes off well in the videos.
Great video as always . Lots for people to learn here
Thanks Keith!
Me included.
they way they keep changing things, it's a non-stop learning career and if your not learning daily, then your just parts swapping and failing :)
HEAR HEAR Keith! Without you guys on UA-cam, I'd have given up on auto repair. That's the truth, too!
Hey Guys, Many new videos out from others , picked yours to watch first, "of course". What does that tell you? Your my favorite, been following you along time. Even had your premium for two years way back when. I could go on and on but I'll just say without your videos I wouldn't be diagnosing vehicles. Thanks again. p.s. blow through fuel filter to check for clog, I know you know that, just for others who don't know.
Thank you Paul!
03 4runner Sport in the background...I miss that truck.
Btw, just found your channel. Wonderful stuff, you're saying stuff here I want to tell my customers but they don't often trust me when they watch youtube videos on DIY diagnosing and think throwing parts at fault codes will always solve the problem.
Love your channel, I'll probably be around for a while.
EDIT: Re: Fuel pumps and filters, same thing happened to me on my Taurus with 250k. Low fuel pressure triggering lean misfire codes. Changed the fuel filter and the pressure returned, only to have low pressure return soon after. Sold the car before I replaced the pump because of a trans issue, but yeah, good advice. Loving your channel even more.
Thanks so much!
Educational and interesting as always, Mr. Danner. I lol'd when you said "Who's your daddy?" with your son standing there. :)
You really need to do a video on the Scion Xb 1st Gen cars 🚗. There is a check engine light combo that is “VSC” and “Trac Off” that is happening to 1st Generation owners that is IMPOSSIBLE to pinpoint.
Like my 2006 Scion Xb. Those lights illuminate when it rains, not necessarily when I’m driving it in the rain. Just when I start the engine after it rains. Sometimes.
I think it has something to do electronically with the Vacuum sensor plug. This is one of the mysteries of the Scion Xb first Generation cars that’s never been solved.
Of course mine is not doing it now but every once in a while I get the check engine light.
Great videos as always.
Good information. I have learned a lot from your videos.
perfect video from a perfect teacher
I liked the amperage check to verify ground and voltage good theory of a lean back fire! the old carb days when......ouch!
I'm enjoying this video fr. This is diag done right ❤❤❤
Informative easy to understand clear camera shots you’re my new I’m stumped need a you tube car guy. Great video!
sweet! my content has always been good going back to 2011 but my camera and editing I don't think I am proud of until late 2015 lol. Thanks!
good video as always great info today i learned wide open throttle rich = good thanks
Paul, great video!!!!!!
On some early 2000's euro boxes with a saddle tank style split tank the pump is on one side of the tank and the in-tank pressure regulator and in-tank filter on the other side of the tank . On these cars the filter is an old style paper element in a two part plastic housing held together by a bayonet style fitting. A common cause of no-starts is the the two parts of filter housing coming apart inside the tank resulting in no fuel pressure and all the fuel getting pumped into the side of the tank away from the pump suction. The fix is simply to reassembly the filter housing and if possible lock it together more securely either using a special OEM supplied locking wedge or McGuyver a home made equivalent
Great refreshers!
very well done SD thanks
Interesting! Loved the real time bam. There it is.
I would agree with the impeller theory since there would be a lesser current draw if the pump is not working as hard.
I've said this before but it's worth repeating. I see a video that's almost an hour long and I think, "I don't have time to watch this". But then I get lost in the process and before I know it I'm late for work.
You're the man mister dinner thank you for all those good videos and info and definitely you are the daddy LOL
You're really cool guy ,this video help me so much,you dont have an idea...thanks!
Regarding the connectors , some of the no branded ebay ones are pretty crappy, I always use duraseal, and I think 3m also do them . I still prefer to solder and heat shrink .when possible. Nice instructive video.....as always
Great videos !
Great video amongst many great videos! Thanks Paul and Kaylib (?)
I need to know what the static fuel pressure is for a 1999 Malibu 3.1L.
best teacher....
wow that's all i can say .I just came across your video and i am very impressed i have never found someone to go into detail to explain as much about a system as you have and that is great.i only wish i could of found you about 3 weeks ago. i am dealing with a 2012 traverse it has p0090 and a p0087 so i started with pressure live data showed at time of code pressure was low so i put a new pump in and like you say clogged filter if it has over 100,000 i put pump and filter and pump has the pressure regulator on it to so i figured i killed 3 birds with 1 stone lol guess what no fix drove oh i also cleaned the throttle body but after 1 week of great running the dreaded trak control and the half power thing started again and the same codes so i am now changing the high pressure pump and the 2 lines and the pressure regulator at the fail from the advice of a tech at Chevy dealer but hopefully this does it and it is not a injector problem or a fuel module. i miss the days of low pressure systems being very simple to diagnose like in your video. but i figured this would be a great example of not doing a few more test so you don't throw parts at a car or truck because you think you have it but don't want to do the tests to be certain.but i now am going thru all your videos because how you explain things makes it so much easier to figure out thank you for your time in making these and wanting to show people they to can fix some of this stuff or at least know what goes into doing this
Comments like this make everything worth it. Thank you
What could cause a fuel pressure to drop 15 psi after start up?2012 Chevy Colorado wt.
Gd morning Scanner Danner i have the same problem with my Nissan Armada 2004,when I'm driving after a while she start like doing the same symptom ,i took her to the Nissan dealer to check on scanner and they determined that the cause was the transmission electronic valve body wich cost 900 dollars,they did the job and i took her from them and drove but she still with the same issue,nothing change.My question is if you think is the same problem like in this video(fuel pump) because they told me that maybe is the coils misfiring wich that i dont agree at all,plus they want me to give them more money to fix the other issue wich i know is a rip off,escuse my grammar,thanks!
im in uniontown,pa and i have a chevy equinox 2007 with no rpm. put a new erg valve and new fuel injectors on and it still have the same problem
I’m only part way in but I wanted to ask a quick question before I forget. Caleb is that your idea to add the arrows when Paul is describing the scanner graphs? If it is you should get a bonus. That makes it so much easier to follow along with what he is saying. It always takes me a second or two to figure out which scale is which and I miss a point he is making, then I have to rewind. Thank you for that little brother, or whoever did it, don’t stop.
We've both been working together on style and format. But this video was 100% edited by him. I'm so blessed he is helping me. And I'm so proud of him.
More specifically, yes, the arrow usage in this video was all him. I just watched this with my class and didn't even realize how many he used. Super helpful to focus your eyes right away on the data PID I am referrring to. I just sent him a text this morning thanking him and mentioning your comment. Thanks again!
Outstanding job awesome have a great
Wad up Paul
At work. Will check video for sure
Wad up lol
A clever son and a talented father 👌
This was good stuff.
Love the red arrows!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
Flame front characteristics is probably going to run into more static than it's worth to a professor of chemistry, and like everything else it's his opinion anyway what happens in your motor. But there are a few die hard YT fools out there doing see thru plastic cylinder heads on lawn mower engines and using odd fuels to document the flame front and there certainly are some ignition events seen that are agonizingly slow to include backfire thru the opening intake valve - seen and confirmed. You are correct sir, it can happen on rare occasion as was the case here as well.
Please seeking suggestions, 1995 Eldorado 4.6 developed small hesitation, now its basically rough idle cold start and if you rev it in park it struggles significantly until 2000 rpm 'breaking free, or clearing up' and revs fine, upon that the ISC motor sticks at that 2000 rpm-ish, and clicks after engine is turned off, here's where I hope your interested,
Fuel pressure running 36 lbs
Replaced pump without voltage test (dough) problem persists Pressure same if not similar.
I connected the red GM pump test lead to 12v and NOTHING
I connected the grey feed wire 12v direct and got about 40 lbs key on.
So I improved the pressure by directly applying volatage instead of the key on.
Am I finding a 12v feed wire problem as that red jumper ties into the feed?
To top it off the trans blew in the middle of trying to diagnose.
That year was notorious for shorted injectors. Also the wiring harness on the back valve cover would deteriorate from the heat and short out the injector wiring as well as other circuits. Unplug and measure the resistance of each injector. If I remember right, they will all be about 16 ohms each with shorted ones being much less.
wow variable speed fuel pump sends back a Hz to test... Thanks
amp testing is nice idea.
I trying to get the site for qg18 wiring diagram on a CS2 Lancer Mitsubishi wire diagram engine room if you can help me
Great mentor
Fantastic video, I like the way the hilights are linked in the description. Just a question: what do you think an exhaust leak trims will look like? Positive? Negative?
Positive if in front of the O2 sensor.
Is the pump accessible from the back seat or you have to drop the tank?
Good video. I learned over the time in the field that aftermarket parts draw more current them oem to the point i get scared of frying a computer driver because those aftermarket parts drawing up to 30% more amps. I bet that guy short with money got the pump from a local autopart store. If it need a fuel pump it will get a fuel filter too nice and simple.
it could be igniting from the following cylinders exhaust stroke, due to not burning at all and passing raw fuel vapor into the exhaust manifold :)
Great lesson! I'm subscribing! Cheers from Europe. One more question Paul, what could that mean that MAF value at idle is higher than suppose to be?
A dirty MAF hot wire can do this. I have a Subaru Dirty MAF video with this condition. Sorry no link at the moment. Thanks!
First there was The lone Ranger and Tonto /NOW its Scanner Danner and Sparkplug [Caleb] LOL Cheers Mate
Btw filter is in the pump on equinox yey do both!!!! There’s no separate filter like a lot of other cars
Mr Paul, for a car that doesn't have a pressure gauge port, how are you gonna check for fuel pressure??
you need to "T" in a psi gauge after the fuel filter with a fuel pressure kit that comes with a bunch of different adapter
Great video, Scanner, but you know what would be the cherry on the top of your ice cream sundae videos??? Doing an autopsy on the failed parts to see exactly what failed. Thanks.
Unfortunately I could not. This was a warranty pump job and the old part had to go back. There was debris in the tank that I believe led to premature failure.
Whens the scannerdanner t-shirts coming! ;) ahah
This was a great video. Could have passed for premium. Material lol. Question. When doing the amerpage test, instead of checking power and ground at the pump, what's the ideal amperage you're looking for and what amperage would make you say screw it and check power and ground at the pump anyway?
Every pump is different but I've had one as low as 2 amps that I was okay with not testing power and ground. I have a video on it. The initial turn on of a pump is higher and can really be used in those situations.
Спасибо за видео.
very nice video sir . i am stuck with 2010 equinox i have p228d and p0089 with engine power reduce ..1st fuel pressure was 50 to 60 and after while it went to 40....man i have changed High pressure pump with both fuel pressure sensors but still getting same code ...i tried to change fuel pressure control module but car was not starting after that then i put the old module and it start right ...i took upstream 02 sensor out and start the car but no noise from engine ...but vehicle not running bad it runs smooth ...
fuel psi control modules need programmed, that is why the new one wouldn't start the car. Define these codes for me please
Question for you. I followed your instruction, I dont have the tools you do but I have a chugging and popping issue, it will drive down the road but not very well. o2's are new, I checked fuel pressure and have a constant 60psi at the rail. Changed the MAF sensor as well. What else could it be
What's fuel pressure during a wide open throttle snap to redline?
@@ScannerDannerit stays at 60psi. I turn the key to on position and it goes to 60, at idle its 60 and a snap to w.o.t. it don't fluctuate at all, still 60psi
@@ScannerDannerwhile working on my other vehicle (09 malibu) I noticed the evap pressure fluctuating around 100pa, I checked the equinox and it's a -8179 and never moves
I figured it out, the catalytic converter was plugged up
25:52 But if the car is not running,how is this test valid?
Weak fuel pump cause a random misfire on multiple cylinders ?
Hey, quicky: I wanted to make sure I was 100% before calling a fuel pump on a suspected intermittent fuel pump issue. Sometimes I would get home by stumbling the last several miles. Anyway - that's been resolved (it was fuel pump) but on inspecting the piston w/ a boroscope I can see parts of the piston rings visible as if a crescent moon shape has been eaten out of the piston. I was wondering if me running the engine on a lean condition could've burned up the piston?
Lean = heat = not good. But what are you going to do is the question? How does it run?
It actually runs pretty good. Long story short: I was going to rebuild the top end because of a bad head gasket and then I noticed the eaten away piston and so I decided to do the unthinkable: pour some magic potion down it's throat (Bar's HG-1). This is a 2003 Ford Expedition and I wasn't going to go through the trouble of rebuilding the top end just to have the pistons fall apart on me so I figured I had nothing to lose LOL So far, so good. It has good compression and everything so I figure I'll just run it till it croaks. I was just not sure if the piston damage was because of me being hesitant to make a call on the fuel pump. I would drive it till it started acting up so that I could diagnose it. This often meant me sitting on the side of the road w/ my test equipment and driving it home like a bucking bull more than once. :-) Kind of like in your video when the truck would move like a spasmatic slug.
I doubt it was from that. More likely that damage was from the bad head gasket. I agree, run it!
thanks for the input brother!
Can you help me I have a 1999 Ford f350 V10 I have the coolant sensor wire going to cluster cut it has 11 volts on it when I unplug cluster it goes away when I put new cluster in same thing this short is frying my pcm to
We've spoken about this before?
@@ScannerDanner yeah I no still dealing with this are mechanics that come to your house recommended
@@twinscrew9.047 it helps me if you reply to our original thread
The split tank systems are getting to be a common thing on AWD and some RWD sedans.
chrysler 300's and dodge magnums.
You need to be teaching Eric O!!
Hey Paul can you remember what brand pump installed? Great vid as usual.
I don't remember, sorry my friend
yep, plugged fuel filter = the pump has been working extra hard, best bet is replace it also, also what kind of junk is in the strainer and tank bottom.
nobody changes them until it's too late and that's one of the reasons they've moved it to in-tank.
23:08 check amperage for filter condition
27:25 you mentioned that the amperage is maybe slightly high
If it is slightly higher amperage, does that indicate the fuel filter is starting to gradually start to clog?
yes, a restricted fuel filter would cause a higher than normal amperage on the pump
That's one shot test drive. As Eric would say that's your problem lady. Paul also isn't it true the fowl running thru the pump is also cooling the pump. No flow no cooling no pump. Could you also check the current to see how hard the pump was working. Guess I should watch the whole video before commenting but I'm going to your sight and buying that tool. AESwave definitely are great people to deal with love them ❤️
Yes they are great people. The kind of company you actually want to support.
Nice!
what sucks about a returnless fuel system is, not being able to use the key method to prime the fuel rail in the same way.
It takes a good volume drop to affect pressure....often overlooked
Exselete diagnostic amigo nice video. Salude noel Matute