Lincoln Navigator Low Power, P0171, P0174 – Fuel Delivery Testing

hey guys scanner Danner here and scanner Dan her son Caleb who’s joining me again for some troubleshooting he’s going to be my cameraman and today we’re working on a 2007 Lincoln Navigator and from what I’m told from Pete is we have a check engine light on and apparently some lean exhaust codes customers complained just the light I asked him about if there are any other symptoms because when I started it to move it down closer to my vehicle it had an extremely long crank time so I’m a little bit worried about fuel pressure in this situation but he said no customers complained it’s just the lights on so let’s see what codes we have alright so there’s this bin you guys can look at that five points for two thousand seven navigator single overhead cam you know when Pete told me about this I’m like I really don’t want another video on a vacuum leak this that’s what this might be this may end up being a vacuum leak so let’s see if we can roll through this quickly and I’m not worried about doing all the modules we’re just going to the engine management system and we’ll go to our codes menu memory codes heritage system to mean bank wanna bank – what I want to do now is look at my freeze frame data I want to know when these faults set so to get freeze frame data on a Ford you need to go to generic functions and then that’s where you’ll find your freeze frame data what I’m looking for is engine load engine speed and in temperature those kind of things okay so this first one in Caleb you can watch this now that we put the camera back on the dash on this first one tell me this down so you can see it what we’re looking at is system to lean Bank – this is my freeze frame capture and what this is showing me is when this occurred it occurred at 1,700 rpm we have a accelerator pedal of 43 percent see what else here honesty long-term trim on both banks is 29.7 short-term trim is nine and ten so this is a lien on both banks whatever is causing this engine’s warmed up at one hundred and eighty six degrees so I don’t have to worry about that’s important to me because I don’t have to worry about test driving it when you see cold engine temperatures when you see cold engine temperature lien conditions that’s suggesting potentially a vacuum leak on an intake gasket that may seal itself up as the engine warms up so we want to be careful with that I have some videos where I’ve addressed this concern and I’ll link some of those in this description you guys can watch the other lean condition fault codes on the five four engines that I that I have let’s see what else I want to see a load pit calculated leveled is where my absolute load value yeah calculated load of 83% I guys this this is not in a vehicle speed of 64 mile per hour this is not gonna be a vacuum leak which is maybe a good thing for us cuz we’ve done so many vacuum leaks on this five four engine but what this is looking like potentially given the long crank time that I had this is potentially a fuel pressure problem it could be a mass airflow issue too but that’s what that’s what I’m thinking about right now all right so let’s do this there was only one freeze frame data let’s look at live data now and what we want to focus on is our oxygen sensor and fuel trim data I’m going to start the car again I’m not really worried about cold engine temperatures listen to that long crack the long crank that’s what we call a long crank time Caleb all right so let’s customize this look at our oxygen sensors all for upstream and downstream my short-term a long term fuel trim rpm works as well all right to take a look at the fuel trim numbers and what we want to see is does this get better or worse at a higher rpm I’ve been preaching this for years and it’s pretty simple test just raise the RPM let’s watch our numbers but they get worse see all those numbers climb scaled and look at the long-term and there’s a lot of info that that my son doesn’t know about fuel trim and cars

but what this is a is a number of is the computers compensating for either a lean or rich condition and so this 25% that’s positive 25% if I raise the RPM let’s watch the numbers wait one other thing notice the short term is within the range of 0 plus and minus that’s what we want to see what we want to see on the long term is 0 – when you’re given a tolerance of about 10% so we have our problem this is this will definitely set a fault code where we are right now but I want to see if it gets better or worse and one thing before I continue for those of you that maybe need some additional info on fuel term I have a video I did right here on this channel it’s called understanding short term and long term fuel trim and it’s actually a video that I recorded with my classroom at Rosedale Tech I am a teacher at a Technical College I’ve been for almost 18 years now crazy 17 years 17 years this September will be 17 years that I’ve been there and it’s a it’s a lecture that I recorded with my class and I put it on this channel and it will give you a good understanding of fuel trim how to use it and what we’re doing here today so again I’ll link that in the description of this video that you guys can watch that and if you’re interested I have an entire channel that’s dedicated to my college classes as well as case studies that are exclusive to that channel but it’s called scanner dander premium and it is a paid channel it’s $10 a month that you can actually be part of my class at Rosedale Technical College so I want to encourage you guys to check that channel out you can learn more about what I’m doing here as far as the theory the operation a lot more than I can do in a live case study what I’m doing here look at these long term and short term numbers together so we’ll look at total trim that’s when you it’s the sum of the two and let me see if it gets better or worse so watching the numbers arrange the RPM right away they got worse 30% long term not significantly worse but they are worse what this would look like if this is a vacuum leak is these numbers would come down to a normal range it’s surging right now yeah I did this is drive-by-wire so it may not let me rev it much higher than that that’s it wide open throttle right there see what that look like on the other two is when I did that so – that’s these are my two upstream oxygen sensors right here yeah I think that’s an intentional thing there with this drive-by-wire okay what we want to do now is I’m hoping this is an electronic returnless fuel system I might actually be able to see fuel pressure on here let’s see what we can find I’m worried about my fuel pressure I’m worried about my mass airflow sensor I’m not worried about it vacuum leak so what I don’t know because I didn’t even open the hood yet I don’t know if this is an electronic returnless fuel system one where the computer controls the fuel pressure with a variable speed pump or if this is a mechanical type I die it’s not going to be underneath a pile check each one if you’ll tank pressure SLI percent I don’t know if that is this is a flex fuel maybe staying 24 percent is that my alcohol content mm-hmm I’m not sure what that data pit is there’s something put in the back of our mind we can have a an alcohol mist what’s word I’m looking for a miscalculation of alcohol percentage if this is a flex-fuel vehicle is it flexible fuel pump percentage says a hundred percent see this should be given that data pit it’s kind of telling me that this is electronic but I need that data parameter we put a pressure gauge on it problem is don’t have my pressure gauge with me no data pit for fuel nope

so maybe it’s not electronic and we’re gonna have to go get my fuel pressure kit Kayla but that’s okay we’ll take it for a test drive we’re gonna do an o2 wide-open throttle test see how this thing runs I don’t think we’re getting all the info we needed this guy has to be complaining about some type of running problem I think long crank time we felt it and then we got these lean conditions that are under load so fuel delivery test is what we’re about to do and every system at wide open throttle you want to be running rich so we’re going to use these oxygen sensors as a guide to that so just doing a wide-open throttle first gear run here’s all we really need that was a 1 – surprisingly it wasn’t bad at all like we have a pretty good pretty good signal on those Oh dues so I’m looking at like frame 280 let’s do it again is wide open right now should be rich the whole time it was on both bangs there’s a little drop in bank one you see we’re pretty much rich the whole time there that’s making me rethink the fuel trim for fuel pressure concern I have and thing runs good too I want to jump out real quick Caleb I want to know I want to know if this is a flex-fuel engine I’m gonna go look at the gas tank rope you stay here no I don’t think it is I want to look at my mass airflow data now yeah you know wide open throttle right on this map I want to see four volts on this mass airflow our engine load pit we want to be pretty close to 100% to a wide open it’s another area where we can have lien conditions from a mask should probably watch the road huh yeah there’s nothing wrong with this mass airflow either 4.2 volts on the math hundred percent load I’m thinking what I need to do is drive this like a normal person now so you see if we give any any symptoms all right sorry about that guys out of battery I needed to change we finished our test drive vehicle that’s great the wide open throttle o2 tests look pretty good the mass airflow looked good the symptoms are that we have a fuel pressure a fuel delivery issue but I’m not totally sure so we just scan tool again you see my long-term is at 22% and again if I raise my rpm see a climb one concern I had was is this a flex fuel vehicle yeah this FLI % I don’t know what that is FLI % had changed on me too I wonder if that’s anything it’s in my evap data so that might actually be part of my it might be a flow for the evap purge one of X fuel level indicator that might be what it is 30% yeah the old level indicator percentage fuel level and on

that quarter tank just above quarter tank that makes sense what would kind of made me think that is this right here this fuel level indicator thing right here so this is not a this is not a flex fuel vehicle all right well let’s go under the hood and take a look and do a visual inspection see what we find then maybe we’ll get a fuel pressure measurement next the long crank time is suggesting that that we have a fuel pressure issue these data parameters are suggesting that the wide open throttle test we did is conflicting in that we had fuel so I don’t know let’s go to the hood it was like underwater this thing look at all this tail did that exhaust manifold like where was this car look at all the stuff of this why is this coil pack wet when is that and freeze yep that’s antifreeze where did that come from maybe this hose right above it leaking from this school and hose onto this coil pack that’s not going to be our Arlene condition false but just things I’m noticing somebody was messing around here mass airflow connectors the backside of it was off seen weird things with air cleaners before take a quick peek here I can about taking this apart the boat can kind of want to bowl the air soldier there at least we do have a straighter valve we can easily adopt the fuel pressure gauge it’s really what I want to do eyeballing my fuel rail I do not see a fuel pressure sensor so the way you tell in these systems look at this fuel rail right here Caleb you’re looking at this tube so what you do is look down that tube and you’re looking for a pressure sensor there’s nothing attached to that except for the injectors and that tube runs to the backside of the intake back there and then it comes around the other side over here this is the other half of it your fuel well there’s your straighter valve there is no fuel rail pressure sensor there so this is a regular mechanical type returnless fuel system I’m going to shut the car off and then stop my pressure gauge and doctor that will go on right on the rail which is nice I just did a Toyota a few weeks ago that was really angry at because they didn’t give me a service port and it took me a half an hour GEX Naxos the old pressure gauge so this one single step that I’m doing right here took me a half an hour to do because the manufacturer doesn’t give us straighter valves service ports on everything Wow it took forever to build pressure 40 psi let’s do a snap it should definitely not a pagan that long yeah it’s gonna need to pump I’m surprised how read how well this ran and the bio twos were we’re good at wide up watch the pressure when I snap at Caleb this Robin that should never do that ever I’m pretty sure that this this system actually is supposed to be like 55 to 65 I’m just shocked at how well this ran at 40 psi and that my oh twos were still rich at wha dub gonna meet a pump problem okay I watch it I’m gonna set the gays off that should not happen the old pressure should hold on shut down so that’s strike two against the pump on the system this is a a returnless system meaning the regulator is in the tank on this one there’s no other text that you really need to do for a bleed down this year all right let’s get a fuel

pressures back that’s all snap one gives us some guided help so the guided component tests what I want to define hopefully is the fuel press respect on this and there’s two different types of fuel systems that Ford runs on these one would be an electronic returnless and the other is the mechanical return this this is actually material that I teach to my class what chapter in my textbook is that this is chapter 14 fuel delivery design and there’s a lot of theory that’s involved here but when it comes to troubleshooting a low pressure problem you need to know this theory to know what your variables are and why you have low fuel pressure for us this being a mechanical returnless pipe there really isn’t a whole lot of text that we need to do as far as our bleed down problem goes which is when I set the key off and pressure drops the regulators in the tank on this design so it could be a leaking regulator it could be a bad pump and there’s no way to separate the two on this design if this was an electronic returnless system we would have a lot more checks we need to do but in any case just reminding you guys how important it is to know your systems when you’re doing troubleshooting shameless plug for standard and premium alright so what I want is fuel injection and then my fuel system the OL pressure you’ll press respect so the specs right here for me the spec on this system they’re giving me a pretty wide range of 48 to 70 psi let me read with this as mechanical returnless fuel system that FEM our FSS illicit fuel pressure is controlled by a mechanical pressure regulator located on the fuel pump module in the fuel tank there’s some vehicles use the fuel pump control module to control the fuel pump module at low and high speed some Z TBI vehicles are equipped with a fuel pressure sensor that monitors low pressures in in the more detail about the fuel system but 48 to 70 so they’re giving me a wide range here on the board because they’re using two different styles of systems either way I’m at 40 at idle I stop the throttle and it drops to 35 that should never happen our pressure is absolutely low so the last thing we need to do before we put a pump in this is to make sure that we have good power and ground through that pump and that can be as simple as a current measurement which is what I want to do because I really don’t want to crawl underneath the vehicle so let’s do that we’ll get a fuel pump measurement and trying to familiarize myself we’ll remember this this and Ford uses an inertia switch where is the inertia switch so that’s where I want to do my measurement let’s go take a look over here to here I want to say something cool you stay there that’s my inertia switch right there okay so what happens in an impact on a Ford is if you get into an impact it’ll trip that switch to shut the pump off I just made the truck set off yeah so if you if your remember that on Ford’s if you ever in a friend car and they like back into something really hard and then the car doesn’t start Ford uses a nurse the switches you need to find the inertia switch and all you need to do is is hit the button at the top watch reset it yeah that’s it start the vehicle back up yeah so that’s an impact switch that’s where I can do my measurement for my pump unfortunately the wirings underneath so I get to get my needlenose pliers and pull the wires out so I can clip my input amp clamp around that it’s where I want to go it just didn’t make it very easy for me to do I thought that would be an easy location I might want to go at the pump relay I don’t know let’s go up front real quick yeah right here so nice afford to give us numbers for our our system but the problem with that is we don’t I don’t know which one my fuel pump really is thanks forward that’s where we break out the old owners manual there’s my there’s my fuse box let’s go pump relay 18 so number 18 18 is my perspective here should be these little micro relays this one right here should be my pump relay to pull that when the pair of pliers 18 is third one

over and it’s this one and we’ve got to be careful with this man tell you what what I want to do is I want to jump the right pins and then I bring I didn’t bring my last at all I need is my you activate tool shoot I don’t have it with me I don’t know if it has the right layout for this anyway see the dangers here what I want to do is jump the load side pins and then put an amp clamp around but the dangerous here is if I jump the wrong side of this relay I will cook the engine computer I don’t want to do that we’re not doing it this way not for what I have I have to do it in the back I don’t have a choice I’m not doing it from here we got to go in the back see until we use before Caleb our amp clamp in a measure of the current flow of our pump in an attempt to not have to crawl underneath and confirm powers and grounds to this pump we need to do is separate the wires so you get the jaws of your amp clamp around it you can only go around one wire you can’t go around them both I get it okay here are the probe doing my scope multimeter turning other channels off and set this to a little bit longer time base and alright we’re I’m going to crank this all right sweet what we’re looking at is my fuel pump current for this vehicle there’s a lot of different things you can do with this waveform but what I’m more concerned about more than anything more than the armatures and the calculating rpm all this fancy stuff we can do what I’m concerned about is what is my amperage when I first start this vehicle and I believe I probably missed it if i zoom out on this yeah I missed the initial turn on so what I want to do is a couple different ways we can handle this one of the things that I can do is set a manual trigger and what I’ll do is put that trigger in an area where I know that it’s not going to cross unless I initially started so there’s a couple of different ways we can do it right now I have my trigger set about 10 amps of current and it’s not going to draw it until it crosses that point so want to shut the vehicle off wait and then restarted to stay right there did that catch yeah the initial turn-on awesome we do not we do not need to crawl underneath this vehicle if you look at this waveform I’m burying my scale initial current flow of this electric motor is key here this is on a 20 mm let’s set this to a higher amperage setting let me well it so it actually doesn’t matter I’m burying the scale on over 20 amps of current flow on the initial turn onto this pump and so think about that if we have a faulty power or ground are you going to be able to produce 20 amps of current the answer is No so our low pressure situation is either a plugged up filter or a faulty pump our lead down problem is either a leaking fuel injector or an external leak a faulty regulator faulty pump now here’s the thing with that a regulator and our pump are together they’re in the tank no way to separate the two if we had a leaking fuel injector into the combustion chamber we’d have a rich condition not a lean condition I’m not worried about the injector not worried about an external leak we would smell it so we have two things left for our bleed down issue faulty pump quality regulator there is no test on this system that you can separate the two you change the pump unit they come together so it’s getting a pump and regulator together to fix our bleed down problem our low-pressure problem could be a plug filter but in our case I’m Allen’s vehicle we know we

need a pump / regulator for the bleed down issue it’s getting that anyway getting the pump and reg later and it’s gonna get a fuel filter chances are this is not a plugged filter that’s causing our pressure issue it’s all related to the pump the only way that you could be a hundred percent sure with the fuel filter would be to replace the filter and then redo your pressure readings I’m not doing that in my experience if you have a filter that this plugs up that’s causing this issue it has damaged the pump already it’s getting them both together pump and filter is the answer here one more piece I can show you guys let’s run this car again and what we can actually do is we can calculate the RPM of this pump so what I’ll do is I’ll have P replace the pump we’ll do some master number so we’ll do before and after and we’ll compare the two so let me go back to my auto trigger and what we’ll do is drop my time base we see some more detail okay we see an average amperage so we’ll do again before now so this is what’s my average number six point two amps stay there six point two amps and I am at 40 psi right now next thing I want to do is we’ll pause this and we’ll zoom and what I want to do is place my cursors on unique characteristics of this waveform and by unique characteristics what I want to do is let me let me rescale this one let’s go to a 10 amp so we get a little bit more detail here that’s good and then pause this zoom and what we can do we use this lo one here is that low in there and this low in here count the waveforms between it’s a 1 2 3 4 5 6 7 8 back to 1 so this is an 8 bar fuel pump and by 8 bar we’re talking about the commutator segments of the electric motor what I can do is I can put an image here for you guys and what you’re looking at is a copper conductor so we have conductor insulator conductor insulator and you have two brushes that sit on top and as each conductor comes past the amperage Rises and as each insulator between the conductor’s is there the amperage drops and so we can actually calculate one full rotation of this electric motor by putting our cursors where the signal repeats itself one rotation would be repetition then you use a little bit of math and you figure out your pump rpm so where we are here let me do it pretty close to being correct an even number and what we have is one rotation occurring every seven point one millisecond so I’m looking down here this belt a time number seven point one milliseconds for one rotation so what we need to do is remember when we’re calculating for rpm and we’re using milliseconds that there are 60,000 milliseconds in a minute there are 1000 milliseconds in a second and 60,000 milliseconds in a minute so to figure out my pump rpm we’re going to use the 60,000 number so we take 60,000 and we divide it by the one rotation which is seven point one one milliseconds and this fuel pump is running at eight thousand four hundred and thirty-eight rpm okay so remember that number 8400 rpm 40 psi 6.2 amps of current initial one more piece that’s the initial turn-on and then this this particular one what I’ll do for you guys is I will change my scaling before I forget typical pump speed something I teach four to 6,000 rpm that’s typical there are pumps that run faster than that my 2009 Silverado for example runs about 9,000 rpm and it’s completely normal so the RPM range varies greatly I’m not overly concerned about the 8,000 rpm I think we’ll be able to use more reasoning behind that when we see the new pump installed let’s get the initial turn on number and what I want to do for this is change

my amp clamp to a 40 amp setting on my on the clamp itself we’ll go to 40 and then tell my scope that I’m using the 40 amp clamp a little bit more noise in there and then we’ll set this to 40 see we store the same average exam Patridge I’m working by myself I know my amperage hits over 20 so I’ll set my trigger at a level that I know it’s going to hit on the initial turn on then what I’ll do is change my trigger to a manual mode notice it hasn’t drawn the picture now go restart the car and we’ll catch that first kernel did I miss it mine has to do that again pause back mr. Horrocks – yeah yeah get a longer time base because I don’t really care about detail now and will even be detected one more time there we go initial turn onto that pump comeback there it is okay and this will turn on of the fuel pump there maybe we will want to let me redo this one more time we’ll do a little bit long or a little bit less time let’s go 200 milliseconds too often so my initial tone on of this department again we’ll compare this with a new pump initial turn-on of this pump is voltage Delta is 21 amps let’s get that at the top at 21 amps of current flow on initial turn-on so again we use that as a guide to say don’t worry about second powers and grounds or fuel pressure is low our pump is weak and it is not because of a power and ground problem not with a circuit that can carry 20 amps this the wiring is fine we have a pump itself that’s the issue and the the theory behind that is electric motors DC brush type electric motors when they’re not spinning when you first put a power and ground to them amperage will be very high until the motor itself starts to spin the motor actually produces its own resistance it’s called counter electromotive force it produces a counter voltage that opposes the incoming voltage and that’s why we have this high spike and then as the motor starts to spin the amperage comes down so we can use that as our guide to power and ground testing really really awesome to be able to do and I have no reason to crawl on the ground we’re in a gravel parking lot this is getting a fuel pump fuel filter again the pump comes with a regulator and what I’ll do is I’ll come back after Pia puts the fuel pump in this and we’ll do some after numbers we’ll look at our fuel trim data we’ll look it make sure that they counter each other and we’ll redo these tests that I just showed you guys now so again remember under load lean conditions like we had on this vehicle it’s not a vacuum leak okay delivery problem next up new pump and all the readings okay it’s been a couple of weeks and unfortunately I don’t remember where all of our numbers were before for this Lincoln fuel pressure I believe was around 40 ish and I remember the initial turn on of the pump we had approached around 20 amps of current so I’m going to get you the after readings let you see fuel trim the vehicle runs perfect customers happy fuel pump was the fix let’s look at our pressure readings fuel trim and that current rampant and enough to apologize up front for the audio change up this camera does not have as good of audio but anyway there’s a shot of our pressure gauge press press right now starting the vehicle I know for sure we were not at 64 psi so clearly we got a pressure difference I think we’re hovering around 40 and the biggest thing we used for our diagnosis in that the pump was weak even without

having a pressure spec was when we snapped the throttle pressure dropped pretty significantly and I remember not showing that as well as I should have I should have really showed you guys the pressure dropping on a Rev on these returnless systems this is a mechanical returnless you can get pressure drops on a snap at least the initial snap as long as it recovers so let’s do that real quick I really don’t like that but there’s a drastic difference from what we had for sure all right let’s go back to our wave form in the back and then we’ll look at fuel trim or you can see I have my low amp probe still connected to where my inertia switch is in the back that’s where we were last time looks like about an 8 amp average let’s freeze that let’s do our calculation here first looks like about and just over an 8 amp average let’s pick out some unique characteristics you can kind of see them here I think it should be still an 8 bar fuel pump all the domestics use 8 bar pumps see that high one right there that looks like that one right there one two three four five six seven eight nine ten that’s ten I don’t remember this being a 10 bar pump so I really need a little bit more detail here and unlike my Pico I can’t zoom in on on this the we´d like to so what I need to do is if I drop this to a 10 amp I’ll have a little bit better detail as long as I can see the tops of those yeah that’s probably better and then if I peak detect that see if that gives us a more usable waveform to go by can we see unique characteristics in this waveform sometimes it’s hard to do on a new pump sometimes it’s physically impossible to do on a brand-new pump let’s use that hi one [Applause] I hate these cursors Snapple make your cursors better horizontal cursors would be nice and vertical cursors that are more sensitive like I can’t get it right where I want to and then make the cursors when i zoom make the cursors stay with where I put them I hate these cursors because I have a Pico that’s why I hate them this looks like a 10 bar pump I don’t remember this being a 10 bar fuel pump before but that’s what I’m seeing here this could be off again because it’s a new pump but that looks to me like I am at a unique characteristic I don’t know I mean who really cares about the pump rpm as long as your pressure is good and your waveform looks good amperage wise I don’t worry too much about the RPM but I remember giving it to you guys I think you know what I want a little bit more detail here let’s turn these cursors off and let’s AC couple this and what that will allow me to do is just show the variation oh we’re not worried about amperage now but this will allow me to now assume in on the scales and get a little bit more of a vertical zoom and then maybe potentially be able to see what we want to see and now we’ll drop this down to a lower base let that roll for a minute if I can’t see it here I’m not I’m not going to see it so good a good time for when to use AC coupling this would be it just I want some detail I definitely have detail so where do we want to put our cursors

people I think clearly that one use that high one and that one right there absolutely that is one rotation I mean we can see clear repetition here so one two three four five six seven eight nine ten yeah this is a 10 bar pump new pump different than the old one different construction I don’t remember the old one being 10 bar as far as our RPM goes I need another number in here and that is our Delta time which is nine point three three milliseconds let me grab my phone that’s going to be close to 6,000 rpm because 10 milliseconds would put me at 6000 rpm just give me one second all right now forgive me if I’m misquoting this but I remembered our pump rpm being really high like 8500 rpm and then I think I mentioned my truck my truck runs at 9500 rpm and it’s completely normal but if this one was running at 8500 from memory again forgive me if I’m wrong and then now is down around 6,000 rpm that’s a significant change pressures higher rpm is lower and what that suggests it’s something mechanical in that pump let go something with the impeller it wasn’t working as efficiently as it should have been and allows the RPM to climb amperage would be lower and pressure would be lower now I don’t remember what our average amperage was so again it would help if I knew what I did two weeks ago all right so what we do is 60,000 divided by nine point three three yet 6430 rpm is where we are right now all right so pretty decent picture there and let’s do this get rid of the cursors again set this back to not AC coupling back to a 20 amp and what we want to do now is see that initial turn-on and what I will do remember it was over 20 amps last time I’m going to set this trigger at a level that I know it’s not going to hit unless I unless that pump first starts so we’ll move that over a little bit and then what we’ll do is we’ll set this trigger to a manual trigger and the only time it’s going to draw that is one across at that point the only time it’s going to cross that point is when we first turn this bump so I’m going to do that real quick as your initial prime let’s pause that it should have held the picture for me I missed it okay I missed it run that again let’s get a little bit longer time base [Applause] because that will increase our buffer size I wanted some veto I guess the detail doesn’t matter much here I just want an initial view of that so we’ll go 100 milliseconds we’ll see what this looks like one more time yeah it’s buried I buried my scale just a good lesson guys on not hiring ground testing of a pump when you see amperage that high again we talked about this before amperage is that high there’s nothing wrong with your power and ground I need to change this from a 20 to a 40 and we need to redo this test one more time but I’ll let you guys look at this first right that’s pretty pretty sweet-looking waveform again using the initial spike as your guide to whether or not you need to crawl underneath the car and check fires and grounds so I’m switching my clamp to 40 and I need to

switch my scope to a 40 as well and will keep everything the way it is now let this run waiting for that trigger to cross and to turn the key on [Applause] oops about to change my scales I’m still on a 20 amp setting even though I changed my aunt clamp to 40 my scale to 40 I kept it on a 20 that was stupid one more time set that to a 40 aunt try it again alright now we’re in business get a cursor in here now measure that cursor – he can bat cursor to looks at this spot the same isn’t it really was it was 21 amps I just saw it of course I lost it because these cursors suck [Applause] right there’s the peak and we are at 21 amps oh look at cursor 2 is showing 21 amps I’m looking in this lower area right right below my mouse right there cursor to 21 amps pretty close to being the same initial turtle on the pump was about the same so good observation their faulty pump Oh fuel trim numbers let’s look at some trim numbers and we’ll be done remember this was worse under load right as we drove the vehicle as we increased our p.m. these trim numbers got worse and significantly different right guys I have a 9 and 10 on the long term which is not ideal I mean that’s kind of at a limit not where we’re going to set a light but it looks pretty good let’s let’s go up fraud I’ll take you with me because what I need to do is I need to raise the RPM and really show you this a little bit better eight and five I’m okay with where it is I mean ideally you want to be down near zero but you know nine and ten on the long term I’m okay with not going to set a light drastically different from where we were we’re calling this a fix or is this minor lean condition we have going on here I don’t care I did my job low-power check engine light p0 171 and 174 volts and I thinking out a mass airflow code – if I remember right this will not set a light this vehicles fixed the power is back the customer is happy and I’m going to leave these fuels from numbers alone so thanks for joining me guys I hope you like this one don’t forget to use the fuel pump turn on for a guide I’ve mentioned it in a few other videos I’ll put some links to those in this one that you guys can watch them where I’m doing the initial turn on amperage measurement very good tip one of my friends gave me I don’t remember who it was one of the guys from IAT n I’m sure I think it was my buddy from California I can’t mention his name you know you are I think that that’s where I got that from anyway thanks for joining me again don’t forget to check out my website it is standard and Tom and if you want to have even more training for what I’m

doing here visit standard an or premium right here on YouTube will be an icon right next to me you can click on that and learn more about what I’m doing as far as online technician training goes thanks for joining me guys I’ll see you next time