Mastering Vehicle Diagnostics #3: Evaluating Engine Mechanical Condition from the Driver’s Seat
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- Опубліковано 7 бер 2023
- #diagnostics #VE #Gameplan #LogicalApproach #Efficiency
Follow Brandon as he leverages the power of scan tool global data to perform a volumetric efficiency test to make a preliminary evaluation of an engine’s overall mechanical health, right from the driver’s seat! This information is available for all vehicles today, utilizing MAF fueling strategies and is an excellent first-step in approaching Driveability faults.
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As a young tech i find your lessons very helpful. This "what is right first" concept is so simple but genious. Thank you for sharing!
You got it, Pedro! That’s the key… It’s supposed to be easy!😎…. Work smarter, not harder.
Incredibly helpful. I really like the concept of "what's right with this car'. This is such an easy place to start.
Troy, it has served me well for years. It's the reason I like to share it because of how much success I've had as a result of implementing the technique/mindset. Thanks for watching!
Fantastic video, thank you for making it easy to understand just how easy it can be to quickly determine engine mechanical condition
Your feedback is greatly appreciated, thank you! If it's not easy, we are going to be reluctant to perform the test.
Superb video, Brandon. This is the perfect test to do during the initial test drive while validating the customer concern.
Agreed 100 percent, Dave! That is exactly why I do it! Thank you so much for watching!
Brandon,
I am enjoying this Motor Age Series very much! Thank you for such great content!
Hi
Many thanks, Spiro
Awesome tips you shared. I am sending you my blessings. Keep the good work
Thank You!
Fricking Awesome! Thank You Mr B, Keep up the Great videos
Hey, thanks for watching and for the positive feedback!
Brandon great and easy way to test thanks
You're very welcome. Thank you for watching and for your feedback.
That was awesome
Thanks much, Mike!
Great video Brandon, thanks
Thank you! I'm glad you found it helpful.
Excellent video! I thoroughly enjoyed it, and your responses to the comments below added to my comprehension. Regarding a vehicle equipped with only a MAP sensor, a narrowband oxygen sensor, and a CVT transmission, is it possible to shift the gear stick to 2nd, press the pedal to avoid entering open loop, and monitor fuel trims?
Additionally, is a reading above 80% considered satisfactory, or should it ideally be above 90%?
Great question but I can't answer it from experience.
Nice easy test, but how would you know if you had a slightly over reporting MAF? (aside from rich fuel trims)
You nailed it…the fuel trims would be negated and if graphed out, would follow the MAF trace (but would be inverted relative to the MAF trace).
Wow, awesome information. I had to pause the video so many times to jot down notes. Question...if during the drive test the vehicle did shift gears, would that invade the results?
The gear change isn’t an issue, Per se…
It’s just that at taller gears/high rpm, vehicle speed tends to be excessive.
Awesome video as usual...your car? that's the most tested civic ever! Lol
ha! Likely
Where did you get to 40 ?
Hi Brandon,
Is it possible for you to use the Hantek 1008C to perform ignition coil test using all 8 channels.
You are providing grate videos!!
With Regards;
Shahbaz
Thanks,
I wish I could answer your question but I have zero experience with that tool. I’m very sorry.
You mentioned forced induction but is there and accurate way to still measure this? Thanks @Brandon and @mortgage
Yes, I just view the Absolute Load PID and reflect on the fuel trim data. You can also use a volumetric efficiency calculator and substitute "boost pressure" in place of "baro"
Best video I've seen for ages on diagnostics. Just wondering if you have this for a diesel, or would you say ccx40= @ 4,000 rpm?
Although not mentioned in the video (in fact, taken for granted) is that atmospheric pressure plays a huge role. And with the throttle opened, the intake manifold pressure will equal that
of Atmospheric pressure.
With that, a turbo charger pressurizes the intake manifold to levels significantly higher than atmospheric pressure.
The result is far greater volumetric efficiency. Diesels should compute the same as a gasoline internal combustion engine. Understand that the VE will certainly exceed 100% (which would not be possible without forced induction
@@brandonsteckler3417 true true, but they tend to have throttle wide open at a lower rpm.
@@ifell3 ...or no throttle at all!
Great video. What is the best way to evaluate engine mechanical condition on a MAP based engine that doesn't have a MAF?
Great question:
-MAP should reach atmospheric pressure with WOT (or be well above atmospheric pressure if utilizing forced-induction).
-Fuel trim shouldn’t deviate from near “zero”.
-Lambda/Equivalence ratio (Air to Fuel ratio) should indicate a rich condition for heavy-acceleration and should match the lambda-command ("CEQR," or "Commanded Equivalence Ratio," depending on the vehicle's nomenclature)
I would be focused on the Fuel trim. If that is correct /doesn't deviate far away from "ZERO," its states the calculated fuel delivery is correct.
Mr Brandon, question if I can’t keep it in gear without up shifting can I just leave it in low to get the rpm up. Thanks Great video your the Best!
in a standard, you can keep it in "2nd" but understand, you can maintain a lower gear range (auto trans) by pushing down further on the accelerator pedal. It takes practice but you will pick it up in no time at all. Also, the upshifting only becomes an issue due to the excessive speed you will be carrying at 5000 rpm.
So on a turbo engine how do these numbers change? Do we just assume as long as it's pumping over the NA engine expected air that it's okay? I've always been confused on that so I just throw VE out when the engine is turbocharged. Any info is appreciated. Thanks!
Watch “commanded Equivalence ratio” vs “actual Equivalence ratio”. They should always match. If not then see if fuel trims are attempting to compensate
Amazing video! Working on my 02 Dodge Ram 1500 4.7L, calculating the engine breathability speaking, do I multiply 4.7 x 40? It has a MAP sensor only. Thank you!
This doesnt work with a speed-density system (MAP) but look at your O2 sensor data and fuel trim. That will be a great start to determine if the vehicle is being fueled properly.
Thank you! I did successfully diagnosed the issue by looking at the fuel trims and O2 sensors live data. O2 sensors were mirroring each other. Catalytic converter honeycomb broken apart. Thank you!
@@tilemarblegranite, you’re welcome!
Do you have a preference for this test or relative compression test first? What drives this decision?
Honestly, there is no wrong answer but typically I am in the driver seat so I will perform this test first.
However, if they’re in cranking, I noticed the cranking cadence exhibit a dead hole, I will perform the relative compression test first
Where did you came up with the 40 on your multiplication number?
Great question...Truthfully, I'm not sure but one of my superiors is an engineer and he came up with the factor.
question my 3.6 jeep pumps out close to 220 g/s @ 5000 RPM . using your chart ,will show me a displacement of 4.5 does
that indicate. a really super power house of a motor. now i have a better air induction system but still a basic stock motor.
The design of the entire system (as an air pump) is very efficient.
Factors like:
-VVT
-VVL
-Turbo charging
-Super charging
-induction system configuration
-exhaust system configuration
All play a huge role
@@brandonsteckler3417 i was thinking maybe a misreporting MAF sensor could have been giving me high no#
but i tryed 3 different sensors and found all reporting over 200G/S . and to add it runs like a DEER!!! THX!
A misreporting MAF SENSOR will always create fuel trim deviations in closed loop. Keep in mind that a skewed MAF PID doesn't mean the sensor is faulty. Here are some more likely possibilities:
-voltage-drop
-unmetered air
-laminar airflow issue internal to the airbox (Broken baffles/debris))
-wrong sensor application
-oil contamination on MAF senser
-Improper installation
-aftermarket ductwork can misroute airflow (laminar airflow issue)
Many engines nowadays can achieve very close to 100% volumetric efficiency. Systems like VVT/VVL and pressurized induction allow this to occur
@@brandonsteckler3417 i guess its a good thing when you can hit 100% . and you know your running well thanks bob
Hi Brandon... why can't this test be done without going out on the road?
After all, using just 2 'PIDs' viz., RPM & MAF should give the same read out with the car stationary, (as you're not including the 'LOAD' PID in the test), while revving the engine to 5K RPM.
Clock-time plays a role. With an engine under load, it allows time for cylinder fill.
@@brandonsteckler3417 Thanks Brandon, (cylinder fill) something I've never heard of. Love your depth of knowledge, thanks for sharing ....EPIC!
@@lloyd-qt1mg ,ALways happy to help. Thank you for watching and for the great question.
Thanks for the video. Clearly explained. I finally get it. For a manual shift what gear is best to do the test?
I believe it's first gear. He is taking off from a stop so the automatic transmission would be in first gear as well.
For standard-shift, I prefer 2nd gear
@@brandonsteckler3417 many thanks Brandon👍
Hi Ken, I prefer second gear. It allows for higher RPMs without excessive vehicle speed.
Thanks Brandon.👍
Where did you get 40 for a value?
Great question...Truthfully, I'm not sure but one of my superiors is an engineer and he came up with the factor.
I had the same wonder. Thanks.
👍
My Mentor Brandon Steckler Motor Age
INTELLECTUAL BRANDON STECKLER MOTOR AGE
I never know that Thanks for sharing it Take care and have a great evening with all your family around you
INTELLECTUAL BRANDON STECKLER MOTOR AGE
From Nick Ayivor from London England UK 🇬🇧 ⏰️ 22:33pm
Wonderful, Nick. Thank you and I'm glad you found the video helpful
its pretty sad that you guys have relationships with these scanner people and you dont suggest a pid or test in the scan tool that does this for you instead having to go through all this in your head or using a ve calculator.
Even more sad you don't understand he's showing people who may have more of a basic scan tool, how to obtain the information when the test isn't built in to the scanner.
@@oldsilkhat7893 Im not knocking the guy for teaching this but the channel is intended more for teaching up and coming techs that should have access to a decent scanner in any professional shop. I've only seen it in an on board scanner test in the escan elite scanner. Its also is not really the easy way to do this. Google apps has a app for free called maf ve calculater that does the number crunching for you, also there is another video from another channel that shows how to do this with that app. as far as cheap scanner my cheap obd2 scanner has a record function to preform this test. what im complaining about is these big training channels have access to these scanner companies and this test hasn't been implemented in any of the scanners sold. personally. im never working on just one car more like 3 to 5 and if I can get these guys to make my job easier with an on-board test to cut my drive time im going to say something.
These PIDs you speak of exist. Just not on each and every scan tool
Truly appreciate the video. I now know a bit more on the air ratio, especially how you demonstrated the graph. 🧰
Perfect! You've got it now, Jorge!