Hello John, Grateful to your sharing insights. Wish we had more assets like you in Korea. Hope for additional case studies from your experiences. Especially at the end of the session, I felt like you were very delighted and wanted to give out as much of your experiences as possible - a true sign of your care and love for the industry. Once again thanks John.
Awesome presentation and the Corvette example Rocks!!! How strange a problem but you found it without tearing into the motor. Great training aid and info, thanks so much!!!
Watching this vid makes more confident don’t get me wrong more practice is needed it on my end, ty so much for this vid you answer a lot of question I had in my mind about valve opening and the distance measurements etc ty again John!!
Great analysis of in-cylinder pressure waveforms. I've learned some very valuable information that I can use next time I need to pull out the transducer.
Extremely informative . I can't wait to see you in person in your next class soon when things go back to normal. In the meantime , i am going to watch it over and over while waiting on my certificate.
Just wow I've taken the 1.4 phaser apart and the lock pin was worn out with too much play. This seems like away of picking up a few degrees of timing chain movement
This is kinda big gun . Think it as a an advanced diag tool. You dont need to use this setup just to tell exhaust or cat converter plugged up. Conventional vacuum gauge or pressure gauge would reveal that thing. Well of course you dont need 50 ton hydraulic press to smash a peanut. But there are some situations the hammer and chisel not sufficient.
John states that exhaust cams usually are retarded when activated. During idle condition as in the shown capture at 33.33 the cam phaser is not active. In consequence the exhaust cam timing is maximum advanced with the exhaust valve closing early. When closing that early the exhaust gases have not been evacuated completely and the remaining rest of them is being compressed on what is left of the upward movement of the piston. This causes the spike/pressure increase you see in the capture.
@@juergenscholl2843 Yes' but, that spike is past the 360 degree mark so the piston would have been headed back down by then. I have a theory to explain this. Namely, that since this cylinder didn't fire (we have the plug out), that the crank slows considerably on these 4 cylinder engines and the rulers are significantly off. Would you agree?
I thought it was due to scavenging, the exhaust valve opens to allow exhaust gases to enter the combustion chamber to burn. Since the exhaust is at atmospheric pressure and opens to burn this gas. The pressure rises because the exhaust is opening and at atmospheric pressure higher than the slight vacuum. This engine appears to have this function as a normal operation. I could be wrong but that's my guess as to why the pressure increases from 0 before entering a vacuum when the intake valve opens.
The exhaust valve is not opening soon enough. This causes the pressure to raise. intake valve is closed before exhaust opens. The valve overlap is gone.
Thank you guys for taking the time to present this webinar and making it available! Great video.
i´m not an english speaking but i can apreciate how good you are, thanks for your so good explanation.
The besterestest explanation and guidence ive ever heard. You clearly know lotsa stuff
Hello John, Grateful to your sharing insights. Wish we had more assets like you in Korea. Hope for additional case studies from your experiences. Especially at the end of the session, I felt like you were very delighted and wanted to give out as much of your experiences as possible - a true sign of your care and love for the industry. Once again thanks John.
Awesome presentation and the Corvette example Rocks!!! How strange a problem but you found it without tearing into the motor. Great training aid and info, thanks so much!!!
👍 extremely helpful! Thank you for taking time to share. Please keep them coming.
Thanks for this huge amount of knowledge. Now I understand those in cylinder patterns.
Watching this vid makes more confident don’t get me wrong more practice is needed it on my end, ty so much for this vid you answer a lot of question I had in my mind about valve opening and the distance measurements etc ty again John!!
Great analysis of in-cylinder pressure waveforms. I've learned some very valuable information that I can use next time I need to pull out the transducer.
Brilliant. I am just getting into in cylinder. This is a fantastic help.
John you did and awesome job I learned a lot thank you God bless
Extremely informative . I can't wait to see you in person in your next class soon when things go back to normal. In the meantime , i am going to watch it over and over while waiting on my certificate.
Excellent. Thank you.
Great Information !
Thank you
Thanks guys!
John Thornton Good Evening 👍 👌 👏
Thanks 👍
From Nick Ayivor from London England UK 🇬🇧
Thanks for posting this video
Great Information thank you
Just wow I've taken the 1.4 phaser apart and the lock pin was worn out with too much play. This seems like away of picking up a few degrees of timing chain movement
thank you
great video
Perfect. 👌
They are using all this to tell if cat conv or stopped up exhaust is the problem?
This is kinda big gun . Think it as a an advanced diag tool. You dont need to use this setup just to tell exhaust or cat converter plugged up. Conventional vacuum gauge or pressure gauge would reveal that thing.
Well of course you dont need 50 ton hydraulic press to smash a peanut. But there are some situations the hammer and chisel not sufficient.
Good video
👌 priceless
Can anyone explain the little pressure bump at 33:33 ? John points it out but never explains it.
John states that exhaust cams usually are retarded when activated. During idle condition as in the shown capture at 33.33 the cam phaser is not active. In consequence the exhaust cam timing is maximum advanced with the exhaust valve closing early. When closing that early the exhaust gases have not been evacuated completely and the remaining rest of them is being compressed on what is left of the upward movement of the piston. This causes the spike/pressure increase you see in the capture.
@@juergenscholl2843 Yes' but, that spike is past the 360 degree mark so the piston would have been headed back down by then. I have a theory to explain this. Namely, that since this cylinder didn't fire (we have the plug out), that the crank slows considerably on these 4 cylinder engines and the rulers are significantly off. Would you agree?
I thought it was due to scavenging, the exhaust valve opens to allow exhaust gases to enter the combustion chamber to burn. Since the exhaust is at atmospheric pressure and opens to burn this gas. The pressure rises because the exhaust is opening and at atmospheric pressure higher than the slight vacuum. This engine appears to have this function as a normal operation. I could be wrong but that's my guess as to why the pressure increases from 0 before entering a vacuum when the intake valve opens.
The exhaust valve is not opening soon enough. This causes the pressure to raise. intake valve is closed before exhaust opens. The valve overlap is gone.
U are perfect
This guy looks like a skinny version of Donald trump 😅