James, Weird one hey! My theory is that you had a injector with a coil that
was partially open ( half the coil not being used ) and with the PCM’s
pulsing signal it was limiting the amount current flow and it was not
creating a strong enough magnetic field to open the injector fast enough or
wide enough. Although the PCM signal was doing most of the heavy
lifting, when you provided a non pulsing ground, thru the test light, that
extra steady 200 or so ma of current flow thru the coil, provided enough
current flow to increase the magnetic field and lift it fast enough and
wide enough. Just a guess, what do you think? Aside from your camera skills
(LOL), your Automotive Diagnostic skills are top notch!
Regarding your use of the Snap On “low amp probe” and current ramping the
KG injector, the dip is known as the “seagull effect” (aka the “pintle
hump”). This shows when the injector is starting to open. Typical
diagnosis detecting a bad injector, as you know, is when there
is initially any vertical climbing prior to the diagonal ramp. The waveform
of the bad injector, with the exaggerated “seagull effect,” seems to be an
additional means of detecting when an injector is starting to go bad.
Did you try ohm testing the bad injector and comparing it to the ohms of
the new injector? Would this determine if the coil is failing or there is
an issue with clogging? Injectors can be ‘flushed and cleaned’ fairly
easily off the engine
Stop Doubting, Just Believe. I don’t understand what you are trying to say.
Stop doubting ourselves, just believe we can do it? I’m seriously just
confused about the message at the end or your video.
Great video James
Its nice to see a different approach to fault finding,
as we all know in the repair business, there are many way of faulting a
faulty component
I guess I’m super late, and I actually starting watching the second video
first lol, oh well I haven’t seen the solution yet but I’ll make my guess
now. It’s a bad injector for sure, I’m gonna say the coil has shorted
internally and adding the test light in a series parallel circuit put the
resistance closer to where it needs to be to open the injector. I suspect
scanner danner will get a waveform in second video, I also suspect there
will be no injector open hump. Fingers crossed.
With the test light on the control wire grounded to battery negative it was
holding open the injector and it was overcoming the mechanical force that
was preventing it delivering fuel.
Nice find James, that got me thinking on how I could use a test lamps
resistance to induce faults in circuits and then see how the waveform looks
with the lamp’s resistance. Not only do you do a nice job James, you get
people to think and have ideas on how to apply things just like your
brother. Good job.
thanks….love the problem solving….can you do damage to the injectors
sending thru too much current when gounding externally the injectors
?…thanks again…bob
You’re using your test light connected between ground and injector control,
so even when the PCM is NOT grounding the injector, your test
light IS (slightly, with far less current flow through the injector.) So I
think that the culprit injector IS flowing fuel, just not enough, causing a
lean misfire. (and history lean codes?) Just my hair-brained thoughts.
Awesome video!
So a good test might be just to ground the control circuit of the injector
and see if the misfire goes away. A good test If ya know what your doin and
ya can get to the injectors. PS like your no nonsense approach you seem to
make it fast and easy. You have a lot of good tips.
Great video! Seen patterns with shorted injectors, but can’t remember
seeing a partially open(theorizing)? one before. Keep up the great
work,thanks for the lesson.
Hello, I need your urgent help, I have a toyota prado, when I use the
flashing lights, does not work, but the instrument panel lights (cluster)
turn on as if I use the navigation lights. sorry my english, greeting from
venezuela.
i wonder if the test light gave it a bit better ground and slight current
flow increase on the faulty injector force it to perform a tiny bit better
again?
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To see misfire data, did you look in the generic side or the OEM side?
I had same ticking noise and it was loose spark plug
Looks like a sticky or floating injector pintle
James, Weird one hey! My theory is that you had a injector with a coil that
was partially open ( half the coil not being used ) and with the PCM’s
pulsing signal it was limiting the amount current flow and it was not
creating a strong enough magnetic field to open the injector fast enough or
wide enough. Although the PCM signal was doing most of the heavy
lifting, when you provided a non pulsing ground, thru the test light, that
extra steady 200 or so ma of current flow thru the coil, provided enough
current flow to increase the magnetic field and lift it fast enough and
wide enough. Just a guess, what do you think? Aside from your camera skills
(LOL), your Automotive Diagnostic skills are top notch!
Don’t see that too often , nice presentation Danner Thanks
about time bro
Interesting with the test light.
Thanks. Need to see those “out of normal” things to keep us sharp….. Best
part of the video is the end message.
Regarding your use of the Snap On “low amp probe” and current ramping the
KG injector, the dip is known as the “seagull effect” (aka the “pintle
hump”). This shows when the injector is starting to open. Typical
diagnosis detecting a bad injector, as you know, is when there
is initially any vertical climbing prior to the diagonal ramp. The waveform
of the bad injector, with the exaggerated “seagull effect,” seems to be an
additional means of detecting when an injector is starting to go bad.
Did you try ohm testing the bad injector and comparing it to the ohms of
the new injector? Would this determine if the coil is failing or there is
an issue with clogging? Injectors can be ‘flushed and cleaned’ fairly
easily off the engine
Stop Doubting, Just Believe. I don’t understand what you are trying to say.
Stop doubting ourselves, just believe we can do it? I’m seriously just
confused about the message at the end or your video.
Great video James
Its nice to see a different approach to fault finding,
as we all know in the repair business, there are many way of faulting a
faulty component
I guess I’m super late, and I actually starting watching the second video
first lol, oh well I haven’t seen the solution yet but I’ll make my guess
now. It’s a bad injector for sure, I’m gonna say the coil has shorted
internally and adding the test light in a series parallel circuit put the
resistance closer to where it needs to be to open the injector. I suspect
scanner danner will get a waveform in second video, I also suspect there
will be no injector open hump. Fingers crossed.
Thanks for the video ‘Danner’ – really interesting.
Zip-tie the test light in real tight and call it fixed!!!
With the test light on the control wire grounded to battery negative it was
holding open the injector and it was overcoming the mechanical force that
was preventing it delivering fuel.
Nice find James, that got me thinking on how I could use a test lamps
resistance to induce faults in circuits and then see how the waveform looks
with the lamp’s resistance. Not only do you do a nice job James, you get
people to think and have ideas on how to apply things just like your
brother. Good job.
thanks….love the problem solving….can you do damage to the injectors
sending thru too much current when gounding externally the injectors
?…thanks again…bob
vvt problem
you guys gotta stop using this tool.. go with maxidas it does way more..
especially on European cars
You’re using your test light connected between ground and injector control,
so even when the PCM is NOT grounding the injector, your test
light IS (slightly, with far less current flow through the injector.) So I
think that the culprit injector IS flowing fuel, just not enough, causing a
lean misfire. (and history lean codes?) Just my hair-brained thoughts.
Awesome video!
Glad to see that your back. Looking forward to your hybrid video.
Partially blocked injector??
So a good test might be just to ground the control circuit of the injector
and see if the misfire goes away. A good test If ya know what your doin and
ya can get to the injectors. PS like your no nonsense approach you seem to
make it fast and easy. You have a lot of good tips.
Great video! Seen patterns with shorted injectors, but can’t remember
seeing a partially open(theorizing)? one before. Keep up the great
work,thanks for the lesson.
Awesome video James, thanks for taking the time to share this.
Hello, I need your urgent help, I have a toyota prado, when I use the
flashing lights, does not work, but the instrument panel lights (cluster)
turn on as if I use the navigation lights. sorry my english, greeting from
venezuela.
Great job James interesting.
My thought is restricted fuel a clogged injector when you ground the
injector it stay open all time and the cylinder gets enough fuel.
So when are you and Paul gonna get a reality show
i wonder if the test light gave it a bit better ground and slight current
flow increase on the faulty injector force it to perform a tiny bit better
again?
Interesting case study. Keep up the good work.
without seeing the solution or end of video yet, im gonna say that you are
missing what you’re adding, ground…lets see how my guess is!
Thanks James
grasias por el video espero que pongas mas y ensena lo que estas reparando
How about lean misfire diag using a sec. ign wave form on that missing cyl
?
Lol dancers! Hahahah
Good vid! James., As your brother do it. I enjoy it a lot
I paused scanner dancers video and came here, like he said! And subscribed!
;)