Jumped timing chain (no compression on 3 cylinders) - GM 3.6
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- čas přidán 24. 04. 2013
- Anyone looking for information on checking engine timing with a scope, look no further! I have the opportunity to show several different methods of testing on this Buick with a chain problem, and how you can be confident in your call. We also get to see another variable with the relative compression test, which can bite you if you’re not careful.
Engine Performance Diagnostics chapter 1
Symptoms
- crank no start
- spark and fuel present
- no excessive exhaust backpressure
Fix
- corrected the jumped timing chain
Tests shown
- how to listen for compression during cranking
- how to use an incandescent test light to check for spark
- performing a relative compression test with an ignition sync
- analyzing relative compression waveforms for timing issues
- using a lab scope to check cam/crank relationship
- using an in-cylinder pressure transducer
- how to perform a cranking vacuum test by covering the throttle body
- analyzing cam/crank waveforms in detail
Tools used
- PicoScope 4425 4 Channel Standard Diagnostic Kit
www.aeswave.com/cart.php?m=aff...
- WPS500X Pressure Transducer Kit
www.aeswave.com/cart.php?m=aff...
- Inductive High Amp Current Probe
www.aeswave.com/cart.php?m=aff...
Playlist
- (Chapter 1) Misfire ID, Compression Tests, Vacuum Leaks, Fuel Trim, Head Gasket, Restricted Exhaust, Low Power, DMM
• (Chapter 1) Misfire ID...
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- How to perform a compression test with a scope (Verus-Vantage)
• How to perform a compr...
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.
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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.
Just saw this video for the first time.... feel compelled to share thus: I learned back in 1972 to use a 10 dollar Cal-Van vacuum gauge for my first engine diagnosis by my mentor, a Rolls Royce Master. That lesson, through the years, has kept me from shedding many frustration tears, except when I've strayed from basics! It even cost me a job when I worked at Cadillac in the 70's because we had a prima donna driveability guy who thought the way to cure a misfire was to rev the hell out of the engine! He had a Sun Interregator at his disposal and he never hooked up the vacuum gauge to any of the cars he was charged with fixing.
Wish polititions were like you ... When you miss somthing or make a mistake you have the balls and honesty to tell us . That gives us faith and trust in you .. I'm from the uk but think you should run for president .keep up the good work .
I have watched this video a couple of times and really learned from it. There are some very important technique points raised and need to e learned from. Jumping to conclusions is easy, anybody can do it but the importance of not doing that and getting the facts straight is everything! The importance of data comparison is vital. Asking yourself" how is what I see different from know good reference data?" Is vital. Knowing where to look and what to look at saves so much time money and effort. Anybody who claims they can diagnose a fault like this by eye without getting the data and analysing it properly is either an engine whisperer or a fool! Get the data, analyse it, confirm it and get it right, first time.
thanks man. you are so right. these techniques take a lot of time to talk about but are so fast to use. and at times more accurate than any old school test you can do.
I can't help but look at this and think all the money mechanics charge for repairs are so worth it! Part wrench and part tech and engineer.I am an electronics technician and aloy of the scope material you present is great.Being a carburetor and point-gap guy I have to replay stuff to see how it is applied to an engine.For the most part,I get it.Have built a few motors in my day and am pretty handy with a wre ch.
Thanks Paul,it’s so easy to get misled or confused in this game what with so many different engine configurations etc,I must admit when you cranked over this engine at the start of the video it didn’t sound at all like it had missing compressions to me either and I’ve been a tech for 30 yrs so it just goes to show that you can take nothing for granted....brilliant diagnosis by the way....Many Thanks 👍🏻
Please this isn’t a sales pitch🤣😂 got me cracking up. Appreciate these videos. I’m a self taught mechanic and use your videos to learn the things I need to to solve problems on my personal and friends and family vehicles. Thanks
I love this video I remember watching it about 4years ago it will keep you a out of the rabbit hole. One thing I would like to add is the crankcase waveform over the dipstick tube barring you don't have a piston ring issue on all six pistons the waveform is solid as far as peaks and valleys in this case the relative comp showed 3 peaks in 2 crank revs the crankcase will always show 6 even with a jumped timing chain or a total loss of compression as if you removed all spark plugs great video SD
Amazed more people don’t seem to watch these videos. Cant fix a problem if you cant figure out the cause of the problem. Unless you fire the parts shotgun and a piece of the shot actually hits the cause so to speak. And ive seen plenty of cases to almost call it a rarity. Cant get enough of these videos. At worst they give a different perspective 👍😁👍
Awesome work Paul,for the guys that don't understand or are scared of using a scope,Dan is a teacher,yer you could of done it a different way,but sometimes you gotta do it this way too,also for us and his class as a demo on rel comp he could of found the problem in no time at all how ever making a vid in front of a class takes much more time,i watch your vids every night while iam relaxing as iam a tech in australia love your work brother
This is just the order that I teach my class. I will come back to it next. Thanks!
you are missing the point. you cannot always use conventional testing methods to ID these kinds of problems. on some engines you cannot get to the rear spark plugs without removing the intake! how are you going to verify no compression or a jumped chain on this design without intake removal! what if you remove the intake and you are wrong in your assumption? what I am trying to do, as I said in the video, is to develop other testing methods, to add "tools to our tool box".
Just got done doing compression tests on a 2003 3.8 dodge caravan and had exactly that problem no compression on 135 and i was like WHF . So now ive got to figure jumped chain . thanks for the video gives me a point to start with
knowledge is the resultant of learning,your in a new field it will take time to master the quirks of the advanced engine designs,with them changing every 2-5 years
I’m going through this issue right now. Codes p009 p0008 p0016 p0017 p0018. Cleared codes and they come back. Issues. Runs rough. Checked compression and bank 2 2-4-6 have 150psi. Bank 1 1-3-5 have 200psi. I’m opening the valve covers to see what’s messed up. Thanks for showing us something new.
The sound was even because of the firing order, 1-2-3-4-5-6. Every other cylinder was good, thats why you didn't hear a problem. Had the firing order been different, you may have been more apt to notice right away. I am loving this guys brain! Holy s&^t he's smart!
Thank you for the video! Good job! Yes, ''V'' motors are sometimes confusing when diagnosing.
Great video! I just experienced this on my own 2013 Impala, with 190k.
Hey Brother Paul good to hear from ya! Another great instructional.. Thanks for your time... Lord Bless you and yours as always...
hey paul good point about cranking vacuum always look forward to your videos