Watch it on the end of the day. I like the way you let your viewers start thinking 👍🏻
@DylanRabier
4 жыл бұрын
I needed to refresh my memory on these 2 point control systems 😄 That was a great explanation Steve 👍 Thanks for sharing!
@UnreachableMike
4 жыл бұрын
I've learned from ScannerDanner about normally open and normally closed solenoids, duty cycle and PWM. Now you are teaching me about Dual point system which i didnt understand before. I feel more complete with every video you make sir. Thank You Steve.
@andrewbancroft6174
3 жыл бұрын
Great pair of videos. Light bulb moment at 20:00!! In part one was struggling to get ones head around how disconnecting a normally open inlet valve would make the rail pressure drop, and not increase. Default strategy. The information was there in part 1. Only obvious when you KNOW. Keep up the good work 👍
@ANDYPEARCY1
4 жыл бұрын
Fantastic explanation mate, really thought provoking, I paused a few times and thought about it, then carried on to see if I was right !!, brilliant
@d.d4184
4 жыл бұрын
Well done Steve another feel good video. Always cheers me up watching these videos and always learn something. Not easy what we do and easy to critise. Keep up the good work.
@Dasdembo
4 жыл бұрын
It's logic that you said! If you disconnect low pressure metering valve, the engine ECU should give full authority to rail pressure valve regulator!
@chrismangan3250
4 жыл бұрын
Great explanation, perfectly understood thank you. Top work as always Steve. 👍👍👍👍
@shauncraggs4447
4 жыл бұрын
excellent training mate perfect descriptions really great to learn and understand cheers
@Automotive_Solutions
4 жыл бұрын
Enjoyed and learned from both parts. Thank you 👍
@danrandle65
4 жыл бұрын
I'm glad you rambled. got a lot of useful information, as i am still learning. especially when it came to theory of operations. Ur definitely awsome.
@scotthayward1017
4 жыл бұрын
Brilliant videos mate . Well explained . 👍🏻 look forward to the next videos . Fuel pressure test next on the low side it is then 😀 Top man Steve , great thought process .
@SimplyDiagnostics
4 жыл бұрын
Thx 👍
@kevintyler7614
Жыл бұрын
Yes sir.. outstanding explanation. I'm running a dual cp3 setup on a 335d that throws an occasional 4590 under heavy load Trying to strategize a test procedure
@oldskoolfantasy
3 жыл бұрын
Brilliant couple of vids, I'm stuck with a 4B90 code and no start on my 320d e46, has been intermittent since i had the car, usually clearing the code sorts it and off i go, But today that no longer works, and the code although clearing, will come straight back when i try to start the car :(. Still not sure to fix this 100% but you've given me some hope and helped me understand how it all works together. Thanks for the vids and the way you explain it all. wish me luck
@terminaldiagnostics5576
4 жыл бұрын
Hi Steve nice video enjoyed it very much good stuff how could anybody get bored of this give me more
@joegraham7240
4 жыл бұрын
Best video yet for me
@nickyogorman1590
Жыл бұрын
great but a little diagram would on a piece of paper would explain it a lot easier !
@gusmacdonald2297
3 жыл бұрын
Just found these. brill training mate cheers for sharing
@andrewbishop7066
4 жыл бұрын
Nice on steve well delivered as always
@keithmatthews1673
4 жыл бұрын
Really interesting thanks. I had one of these that went badly wrong - in fact I would want to know that its swirl flaps had been removed before I would consider working on it! I had to have a new engine :-(
@SimplyDiagnostics
4 жыл бұрын
An all too common failure in poorly maintained engines. Swirl flaps aka piston killers ☹️
@andrewwmacfadyen6958
4 жыл бұрын
The simpler version of the BMW M47 engine used in the Freelander and Rover 75 didn't have the swirl flaps.
@jackbozonelos2638
3 жыл бұрын
Hello. I have watched both videos start to finish. The 4580 has become a small problem with some U.S. x5d and 335d owners who have deleted emissions and tuned. I have seen everything from the 2 common solenoids you talk about in your video to replacing injectors, replacing LPFP or HPFP, to replacing the actual fuel rail. Can you go onto next steps for diagnosing beyond those 2 solenoids?
@mikeeustice4452
3 жыл бұрын
So the rail solenoid data pid is actually displaying the percentage of off time. And not the percentage of on time that would explain why the percentage went up with the control solenoid connected. It increased the off time to try to dump the excess pressure. As it did when you unplugged it and it stalled
@centrotecnicoautomotriz302
4 жыл бұрын
Buen video, explicado clara y precisamente.
@shaunsautorepairs5410
4 жыл бұрын
At 12.00 when you were checking the scope pattern you should have gone back a page... Where you were checking on that last page the engine had already returned to idle. When you revved it was 2/3 along the previous page.
@danrandle65
4 жыл бұрын
Great explanation, helped me understand the theory even tho i understood function.
@soranghafour
4 жыл бұрын
Fantastic educational video Steve , thanks very much for sharing, love every video of your channel , you have been a life changer in my carrier, question please if you haven’t got a scope can you test the inlet solenoid by controlling DRV with applying more current and see if inlet metering valve responds to ? Cheers
@SimplyDiagnostics
4 жыл бұрын
You could but not advised mate, ohm's law is your friend to avoid letting the smoke out. Buy a scope mate, even if it's the little non automotive Pico or a single channel hand held, anything is better than nothing 👍
@mr_twii8061
3 жыл бұрын
Actually learned something, thank you!
@bundylovess
4 жыл бұрын
Hi Steve the only thing I carnt follow is why the duty cycle is so high on the vcv . Nilly 50% is a lot normally see that much on cranking and a lower number at idle. Can you please Point my brain in the right direction. Sorry I missed the live streaming big thumbs up 👍
@SimplyDiagnostics
4 жыл бұрын
It's trying to reduce the volume coming into the HP pump unsuccessfully
@DylanRabier
4 жыл бұрын
Allan the confusing part is that the vcv is normally open. So if you want less pressure/volume you need to close the valve more hence a higher duty cycle and current.
@kennypatrol2zero616
4 жыл бұрын
So that was goood Dual control, if it was single, and you removed the Pressure Control Valve momentarily from the pump, and you could see max fuel pressure on your scanner, you can confirm the pump is good, quick and easy test, so that was confusing a bit when your were talking duel control, but once you explained it, the penny dropped, thanks Steve great videos
@elliottpeters2996
4 жыл бұрын
A point worth remembering in accurately diagnosing this type of fault is that pumps DO NOT generate pressure, they generate FLOW. Pressure is caused by restriction to flow. Therefore, monitoring pressure alone does not give accurate conclusion. The pump can only ever be diagnosed by its ability to overcome a restriction. Unless mechanical failure of the pump occurs, this ability is governed by required flow and desired system operating pressure resulting in required input power (for the pump) ie: flow (in ltrs per minute) x max system presure (bar) / 600 = input hp. In the system you are diagnosing, I think the main purpose of the metering valve is to give a required nett positive suction head to the high pressure pump in order to eliminate cavitation and excessive wear. Given these basic facts about fluid dynamics, one must deduce that, when connected, the excessive duty cycle on the metering valve is caused by the ECU struggling to maintain required NPSH because of REDUCED SYSTEM FLOW from the tank. This is causing the increase in rail pressure. I would be looking hard at low pressure flow before spending your hypothetical £1000. Of course, I could be wrong!
@SimplyDiagnostics
4 жыл бұрын
Exactly, as stated in the video, put rubbish in - get rubbish out 👍
@tintoverano
3 жыл бұрын
hi, this is really great stuff, and the fix was made in the low pressure part then? the LP pump is duty cycled as well, if I'm not mistaken, cheers and keep these videos coming!
@davidmoss9471
4 жыл бұрын
Really disapointed i couldnt watch this live and contribute but at minute marker 25 when you started to really break it down it made sense to me.
@SimplyDiagnostics
4 жыл бұрын
Glad it made sense at the end, I really try to get my viewers thinking, it's not easy to avoid simply telling you what the fault is and my thought process outright. Apologies if it was too drawn out 👍
@davidmoss9471
4 жыл бұрын
@@SimplyDiagnostics no such thing as too drawn out Steve. The more that you think out loud on your videos and ask us queations then the greater the learning opportunity in my eyes.
@johnmwangi6291
3 жыл бұрын
Watching for the 50th time 🍿
@arnaudb3449
Жыл бұрын
Hi Steve, thank you very much for your videos with detailed and hi-tech diagnoses! One question: would you say, for this BMW, that when the IMV is plugged, the rail's DRV works at its max ability? And if so, it wouldn't be able to drop the rail pressure enough to match the target value... Because obviously the ECU sees that the actual pressure is too high, and I guess it would do everything it can to get to the demanded pressure (?)...
@2stroke2smoke34
4 жыл бұрын
Another awesome video 👍👍
@wesleyholmes4360
4 жыл бұрын
Great video Steve , top man 👍👍
@carlbrandon8040
4 жыл бұрын
I got it.....basically the rail solenoid only has half control and shares control with volume solenoid. when it recognizes that volume solenoid is open it goes to back up mode and the rail solenoid has total control. Thank you, i like the diagnostic process. i would have never known it went to back up strategy. how did you derive that ? Thanks again
@gusmacdonald5370
4 жыл бұрын
really helpful info thanks mate
@gmak1n785
2 жыл бұрын
Great video thanks mate
@davies3171
4 жыл бұрын
New subscriber here. I thought the 2 videos were great, well explained. I also joined the sdn website. Is there anyway to msg you direct steve for some advice in moving forward and learning about our trade. Thanks
@SimplyDiagnostics
4 жыл бұрын
Welcome, yes, now you've joined our community just message me @steve sdn
@johnmwangi6291
4 жыл бұрын
My question is with the single scv system and a manual pressure relief valve operation is the same?
@mikechiodetti4482
4 жыл бұрын
So the Fuel Volume Valve solenoid is the problem? I sure would like to know what was the low side fuel pressure reading. I should say, Fuel Pressure AND Fuel Volume, low side. Does this vehicle has a low pressure pump in the tank and a high pressure pump on the rail, plus the filter? WOW! OVERKILL! That's why I'd check the pressure from the "last pump" and make sure the filter is installed correctly. I understand what you meant by the "toggling" of the Fuel Volume and Fuel Control valves. You have the fuel delivery system sending a certain amount of pressure depending on load, then the Fuel Volume valve is allowing fuel in. When the Fuel Control Valve on the rail senses the change, its adjusts for the extra fuel pressure or lower fuel pressure thats getting to the High Pressure Pump, again depending on load. Hopefully Service Information, or iATN, or Alldata, or identifix or someone has the specs or at least a ballpark idea of pressures and at what engine speed/vehicle speed/load. I certainly hope all this hasn't confused you or given you a headache. No wonder I don't see many European vehicles in California! Not meant to be a put down of European vehicles, but the systems seem to be confusing and VERY complex! Thanks for your help in describing HOW this system works, and oh ya. YOUR AWESOME!
@SimplyDiagnostics
4 жыл бұрын
It has a Syphon jet pump, a low pressure pump, diverter to allow for fast fuel warm up and cooling, inlet volume metering, rail pressure control and more. A very complex system that operates on simple principles once the penny drops. This type of system can be extremely daunting for a lot of technicians.
@benpacker6365
2 жыл бұрын
I have a similar fault on a n47 but the rail pressures match spent so much money hopefully might help me sort this myself thankyou
@gulag8735
Жыл бұрын
Did you sort it?. I've low pressure. Changed in tank pump, not issue. Any clues welcomed!
@RiannaPJames
4 жыл бұрын
Key word VOLUME, correct me if i am wrong you have more fuel when the disconnect the solenoid which means you may not have are restriction on the low pressure side
@SimplyDiagnostics
4 жыл бұрын
Exactly, excessive fuel delivery is causing this not reduced delivery 👍
@hamham4547
4 жыл бұрын
Nice explanation Steve, I have a question, how you diagnostic the same problem if it is a normally close imv? By unplugging the imv the car will stall.
@SimplyDiagnostics
4 жыл бұрын
We have to physically take control of the solenoids then with a pwm driver to test 👍
@richardpinson1234
4 жыл бұрын
Great video
@xaviergonzalez5145
3 жыл бұрын
Thank you Sir!!!!
@badtoad66
3 жыл бұрын
Steve, i have the opposite problem where rail pressure drops/doesn,t match desired and car goes into limp mode, BMW E91 M47 engine, i suspect its either the HPFP or the rail pressure regulator. Are there any simple tests i can do to diagnose the problem, i have access only to a Snap On Solus scanner but thats it. Thanks.
@drivewasher
4 жыл бұрын
I thought you determined that the duty cycle was INVERTED Hence less duty cycle the more it was operated so the iv would be trying to increase flow by 10% in Sandy's case?
@SimplyDiagnostics
4 жыл бұрын
No mate, I ask questions and make statements to get people thinking. We proved what was "on time" and duty by using the scope.
@drivewasher
4 жыл бұрын
@@SimplyDiagnostics Shows I do listen now and again
@michaelholtsr.9366
4 жыл бұрын
Check the pump valve
@ivandrago2557
4 жыл бұрын
Is it possible that volume solenoid valve controls fuel return line, beacause diesel system has that often.
@SAKDayananda
3 жыл бұрын
I got a problem opposite to this, I get an error when I accelerate hard do 3 to 4 time. After about 4th hard acceleration I get an error and cut off engine power. I have replaced the Pressure sensor as well. I observed the injectors but nothing noticeably wrong. Can you help me diagnosing please. Mine is 320D 2011
@SimplyDiagnostics
3 жыл бұрын
You would need to see what's happening at the time it faults - we always test under the conditions that the fault happens.
@sallyparker6263
4 жыл бұрын
What is the purpose of the inlet solenoid if the outlet solenoid can successfully control fuel pressure? Does it come into play under load?
@SimplyDiagnostics
4 жыл бұрын
It comes into play under load and for fuel cooling, emissions control etc etc. The description and operation of this system makes for great reading 👍
@alrifainidal
4 жыл бұрын
you are awesome
@johnmwangi6291
4 жыл бұрын
What if we have wrong map reading can it affect the desired pressure and blame the scv for wrong pressure? Just asking🤔🤔
@grahammason4661
3 жыл бұрын
Can't have a wrong map reading unless car ecu has been remapped.
@johnmwangi6291
3 жыл бұрын
@@grahammason4661 I understand the system now.. pressure generation and load inputs are separate... just asking are the pumps integrated with engine timing coz I have the same system with a high pressure code at Idle..and I confirmed it with Dmm it has 2v... the car goes into limp mode... but you can drive it at high rpms..
@sitdox
4 жыл бұрын
Awesome 😎
@JBTaylor86
4 жыл бұрын
How many times have you seen higher then specified low pressure supply. 🤔🤔That IMV is mechanically sticking is my bet
@SimplyDiagnostics
4 жыл бұрын
Current tells you how hard something is working - there's a big clue in the waveform 👍
@whataboutye2011
3 жыл бұрын
So do you fix things ?
@SimplyDiagnostics
3 жыл бұрын
Now and then, I'm on the road most of the time
@campen777
4 жыл бұрын
So it’s like having a leaky injector, the computer can’t see that .
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