Fuel Trims – Oxygen Sensor Basics—How They Work and How to Test and Diagnose Them (O2, HO2S)

foreign hey guys welcome into the Wells Tech garage for this month's class today we're going to be talking about our second episode here of field Trims and we're going to be talking about action sensor Basics how they work how to test them how to diagnose them that kind of thing we're going to be going over the entire oxygen sensor now we're only going to be covering the narrow band oxygen sensor I'm not going to lie I got a lot I want to talk about today and there's just not enough time to get into narrow band and wide band in the same class so you'll have to join us again next week next month in March for our wideband sensor class so today we're talking the narrow band standard oxygen sensor now like I said I got a lot I want to talk about so I'm going to just jump right into it let's start with the T-shirt giveaway question for those of you who aren't familiar we have these t-shirts that we give away every class to anybody who answers our question correctly so here's the question oh and by the way to answer the question just go ahead and chat in underneath the uh underneath the video here with your answer there's a little chat box either give me A B C or D and if you win I'd be happy to send you a shirt so here's our question ASE style question technician a says when installing a new oxygen sensor always fill the connector with Dielectric grease to prevent water intrusion technician B is looking at a scan tools live data graph and he sees his B1 S2 oxygen sensor not switching it's constantly around about 500 millivolts he says it's failed and in need of replacement so who's correct technician a technician B both technicians or neither A B C or D go ahead and comment that in and as we get towards the end of the class I'll look and see who won t-shirts and uh we'll we'll make sure we get those sent out to you guys so like I said last to talk about so I'm going to jump right into it because I want to have plenty of time to spend looking at our vehicles today so the narrow band oxygen sensor again we're not covering wide bands today just narrow bands so rich and lean review last month we talked a ton about field trims and Rich and lean came up frequently now there's this common misconception out in the industry about rich and lean rich is commonly thought of as having too much fuel in the system right too much fuel entering into the exhaust system afterwards and lean is commonly thought of as having too little fuel but we need to we need to change our mindset on these we need to rethink these rich actually means that we're getting not enough oxygen in the exhaust content so we're having a lack of oxygen across our O2 sensor and lean actually means we have an excessive amount of oxygen across our O2 sensor okay so thinking about this will vastly help with understanding oxygen sensors all right so what is it an action sensor is a vital input sensor to the PCM remember how the computer works inputs processing outputs an action sensor a zirconia style oxygen sensors a voltage generating sensor meaning it creates its own voltage the sensor doesn't even need to be plugged into anything to create its own voltage I'll get into how it does that in just a second in engineering terms it can be referred to as the galvanic cell or a galvanic battery and it's short it means that it uses a chemical reaction to create an output of energy in our case voltage oxygen sensors first started coming around in the late 70s Volvo was the first production vehicle to use oxygen sensors and our action sensors have to be functioning in order for a vehicle to enter into closed loop and begin trimming fuel all right so here we have our oxygen sensor at the top and it reads our exhaust gas then it sends its signal out to our PCM our PCM then processes that signal and adjusts injector pulse width based on fuel trims and it can also adjust then spark timing and variable cam timing that information goes out to our fuel injector the pulse width is going to depend on the pcm's instruction that fuel isn't sprayed into our cylinder and a combustion event happens and then our oxygen sensor reads that combustion events exhaust so again we have inputs processing and outputs so this is our closed loop system inputs processing outputs in closed loop again this is a closed loop field strategy system so how does it work most commonly we're going to find a zirconia ceramic style oxygen sensor this is that voltage generating sensor now I had an awesome comment during our last training class asking about this tomato sensor you know fruit or vegetable is it measuring fuel is it measuring oxygen well guys it's just like it sounds an action sensor is only measuring oxygen okay it's not measuring fuel whatsoever so remember that rich condition we have a lack of oxygen across our oxygen sensor that lean condition we have an excess of oxygen across our oxygen sensor remember we're measuring oxygen here so in order to measure that the sensor will take oxygen that's in the exhaust and compare it through a chemical reaction to its reference air chamber so to air coming in from the outside you know ambient air in our atmosphere goes into this reference chamber the oxygen sensor and is compared across the zirconia element and that is where our voltage comes from and that's where our reading comes from so this is all done through a chemical reaction and it's how the sensor is able to create its own voltage again it's a galvanic Cellar galvanic battery now I could get into chemicals and ions and all that stuff and all this chemical reaction transfer but does it really make a difference to us diagnosing cars all we need to remember is that it's comparative style sensor we have a mixture flowing pasture action sensor inside of our exhaust our sensor reads the action content in there and Compares it against the oxygen content that is in our reference air chamber so here's a cutaway of a one wire sensor so just like this one that's sitting here in front of me a one wire sensor you can see we have our exhaust gas it enters in down at the tip here it's got some holes in it that that exhaust gas can enter in and we have our zirconia style element here that's that's white ceramic part here and then in the middle there we have this void here that's our reference air chamber this contains you know roughly 21 or so percent oxygen depending on conditions in our atmosphere we're roughly 21 so this comes this reference error comes from either some uh some holes that are around here on our sensor now this is on older style sensors that have these holes modern day sensors the air is actually going to Wick down the wire to fill the reference air chamber all right and then we also have again this is only a single wire sensor so we have only one output wire to Output our voltage signal back to our PCM so you can see here we have a one wire O2 sensor non-heated so this is important in order to obtain our chemical reaction this sensor has to be at least 600 degrees Fahrenheit now when the sensor is 600 degrees Fahrenheit it's going to read about 450 millivolts at stoichiometric so a perfect world 14.7 to 1 mixture gets burned inside of the inside of the cylinder comes out as exhaust if everything is perfect our sensor is going to Output 450 millivolts if everything's not perfect if our sensor is running I mean if our mixture is running rich okay so we have a lack of oxygen across our sensor we're going to read a high voltage about 0.9 or so is going to indicate a rich mixture and when we're lean we have excessive oxygen across our sensor we're going to be reading about 0.1 volts now this 600 Degrees it's hard to obtain just by using the exhaust gas it takes time to get an engine that hot and for the exhaust to get that hot so we added in sensors excuse me we added in heaters into our sensors these heaters really helped get these sensors up to operating temperature faster and in turn getting our vehicles back into uh into closed loop faster so this is what really led to our sensors going from one or two wires all the way up to uh four wire action sensor speaking of that here is a cutaway of a four wire we still have our exhaust gas coming into the thimble or the tip here we still have our reference air chamber in in the middle of our zirconia ceramic element but now we have this heater element that's right in the middle here this heater element is attached to two wires and typically on a four wire oxygen sensor we're going to see those being the same color this sensor uses two white wires to control heater power and heater ground so that's heater is going to turn on get our sensor nice and hot and start creating that chemical reaction to create our voltage which on this sensor goes back to our computer on this nice gray wire right here and you can also see we have a black wire that is going to be the ground for the sensor or the signal ground now if you look back on our one wire sensor we were grounding our sensor through the nut of of the sensor well how inefficient is that you know rusty exhaust maybe loose Parts you know it really is uh an inefficient ground path so we added in a ground wire that's what that black wire is all right so on the screen now we have four different action sensors with four different wiring configurations older sensors would typically run a single signal wire single signal that's hard to say a single signal wire and a ground wire all right then we bumped up we said that ground is inefficient so we're going to give it a ground wire so we have signal and we have signal ground all right great while our sensors weren't heating up fast enough so we throw a heater element in it now this one can work one of two ways most commonly we're going to see a signal wire a signal ground wire and a heater power wire and our heater will get to ground through our action sensors nut now this isn't always how it's going to work there are some sensors out there that are going to be signal it's going to have signal here it's going to have a heater power and a heater ground wire and then our signal will be grounded back through the nut but again that's not as common as the first way and then we get to the four wire sensor and this is what almost all of our action sensors are nowadays they have signal signal ground heater power and heater ground and again most of the time those heater circuit wires are going to be the same color on our other sensor there they were white they can be gray whatever they're typically going to be the same exact color all right so we have another type of oxygen sensor now this one's not nearly as common as the zirconia style it was used on Old Chrysler and Jeep products but it never really caught on this is zirconia element sensors really is what what took over oxygen sensors um a Titania style sensor does not generate any voltage instead it changes resistance in response to the oxygen content inside of the exhaust what it does is the computer sends a small load to the sensor and based on the voltage drop across the sensor determines whether it's rich or lean now this operates a little bit I guess I would call it opposite of our zirconia sensor when we have high resistance remember with our zirconia we had a high voltage it indicated rich well with a with a Titania sensor if we have high resistance we have a lean condition if we have low resistance we have a rich condition so we're talking resistance and voltage but they do operate opposite between the two sensors so zirconia high voltage rich condition low voltage lean condition Titania sensors High Resistance lean condition low resistance rich condition there is a benefit to Titania style sensors they don't require that reference air chamber they have nothing that they have to compare to so they're great for people who are doing off-roading and that kind of thing because there's no way to get that reference air chamber all all plugged up and not functioning on there okay front and rear oxygen sensors now on a lot of our modern day Vehicles we're seeing multiple oxygen sensors anywhere from one to two to three to four even vehicles with five or six different oxygen sensors on the vehicle typically we should see our front oxygen sensors are our frontmost sensors are going to be our switching sensors these things should be switching back and forth rapidly our rear oxygen sensors will really depend on the manufacturer but typically excuse me typically we're going to see a much slower switching rate on these rear sensors or possibly even a flat line across fast or even identical switching to the front sensor can indicate a bad catalytic converter but again you want to you always want to look at your code set criteria to verify that some rear O2 sensors are only used for cat monitoring and can be referred to as cat monitors while other rear O2 sensors are actually used to help with field trims so it really depends on the vehicle again look at your code set criteria and your oxygen sensor circuit and component descriptions the computer typically will monitor the rear O2 sensor and compare it to the front to determine catalytic converter efficiency so again just like that example there if both sensors are switching at the same time you know the same rate chances are your your catalytic converter isn't doing any sort of chemical reaction inside of it if you have a front switching sensor and a nice steady steady back sensor chance that your cat is working just fine you know there's parameters and test conditions involved again look at your code set criteria and circuit descriptions all right so here is where it gets a little bit dicey just stick with me because we're going to be talking about the away an action sensor reacts and how the PCM reads it now I have some awesome graphs and stuff involved here so just stick with me it gets a little bit wordy at this part so again remember an action sensor is just an input sensor it reports back to the computer what is happening inside of that exhaust all right by Nature an action sensor one wire four wires doesn't matter a zirconia style oxygen sensor does not switch between that 0.1 and 0.9 by Nature if you have let's say let's say you get a propane torch out okay and you heat up this sensor and you hit 600 Degrees and you just hold it on there hook a volt meter up to this thing you're going to start reading voltage and depending on the air fuel ratio of your propane torch will depend on what you'll read across the sensor it doesn't have to be plugged in and it's not going to switch the switching actually happens from the PCM the PCM is what makes the sensor switch and this happens for two reasons reason number one is it helps to keep the cat efficient so the cat's able to get the proper amount of hydrocarbons and oxygen in order to create its own chemical reaction the other reason is because an oxygen sensor is only reliable at that stoichiometric 450 millivolt Mark if it goes rich or lean the computer doesn't understand how rich or how lean so say we hook a voltmeter up to this thing and it's reading 790 millivolts coming out of the sensor what does that mean the computer doesn't know if that's an eight to one mixture or a two to one mixture it just knows that the sensor is running rich same thing with lean if it's running at 222 millivolts the computer doesn't know if it's running 16 or 18 or 22 to 1 it has no idea all it knows is that it's running lean and this is why nowadays we have our wide band and our air fuel ratio sensors but again we're getting into that in the next class so be patient so the way that the computer figures all this out is by adding and subtracting on the short-term field trims its priority is to watch the 450 millivolt Mark now it watches our voltage marks as well but it's typically monitoring those for an over voltage concern or um a stuck high or stuck low Style Style code but its priority again is to watch that 450 Mark so just stick with me the PCM monitors at 450 Mark and watches for the signal to cross that Mark okay so this is what is called PCM cross counts okay think of that 450 millivolts in there think of that as a switch now don't get me wrong there's not some switch inside the PCM that the computer that the signal is opening and closing but just think of it that way it helps me to visualize this so okay the PCM says all right I'm running lean right now I need to rich in this mixture and try and get this switch to open so our signal is lean it's down around 100 millivolts I'm going to rich in Rich and rich in until boom I hit that 450 I'm going to open the switch all right so our computer is now running or excuse me our mixer is now running rich the computer's happy it says okay I just saw us go rich I have no idea how rich Let's subtract on the fuel trims until I get us to run back lean all right so we're gonna we're gonna subtract fuel trims and boom we crossed the 450 Mark we maybe close that imaginary switch and the computer's happy it just saw it Go Lean so it's able to determine how rich or how lean It Is by adjusting the short-term field Trims and here let me show you exactly how that works all right so on our graph right here we have a perfectly running engine okay we have nice oxygen sensor switching we're looking at roughly two seconds here again this is just drawn out this isn't off of a lab scope or anything I just want you guys to to understand this so our scan tool right now is going to read short term positive one so our sensor right here was reading lean okay our computer knows that it's lean it's it's below its 450 millivolt switch again it's not a switch in there but just use that in your imagination so we're running lean so the computer says okay I know I'm lean I want this thing to cross 450 and run rich all right so it adds one to the short-term field trim Bingo crosses 450 the computer says great I just went from lean to Rich I saw our switch I know I'm capable of doing that by adding one to our short term field trim so what am I going to do I'm going to now take one away so we're up here the computer says okay great let's take that one away and boom right across the 450 Mark again we trip that switch the computer says great I just went lean that's awesome I know I'm able to run lean by taking away one on our short term so let's do it again we go up the computer adds one to our short term we cross the 450 Mark again we cross that switch great the computer's happy it saw it Go Rich by adding one to our short term and same thing again we take one away from our short term we add one we take one away now again this is a perfect running engine chances are you'll never see it be positive one negative one but you will see this happen back and forth you'll see your short term field Trims and your oxygen sensors react almost the same and I'm hoping if everything happens right on the GTO I'll be able to show you guys and demonstrate this real time on our GTO in just a couple minutes so what you would see if you were graphing your short-term field trims over your action sensor you would see it you know sensor action sensors running lean all right we're adding one to our short term boom it crosses 450 the computer says great I just saw this happen let's take that short term away let's take one away and make that sensor run lean and Rich and lean and Rich and the reason why this happens like this and it looks like this is because this takes time again we're in our closed loop so our action sensor reports the computer processes adjusts the pulse width of the injector action sensor reports computer processes adjusts the pulse width of the injector reports processes adjust the pulse width so inputs processing outputs again closed loop it takes time to do this can't happen instantly so this is how the computer is able to determine richer lean and where exactly the mixture is how rich or how lean depending on what it has to do with the short term so let's say that there's a problem let's say that we have here let's say we have a perfectly running engine you know things switching back and forth we're going between negative one and positive one everything is Happy everybody's happy the computer says we're running great I don't have to set a check engine light I'm I'm doing just fine all right but then we introduced a small vacuum leak into the sink so what does a computer do it sees our mixture is lean all right it crossed that 450 mark and it went lean what do we have to do we got to add one to our short term right but we added this one to the short term right here but we didn't bring it back across 450 it hasn't switched yet we haven't gone Rich the computer hasn't seen that switch okay so what does it do adds another one so now we're short term positive two but we still haven't seen the computer switch we are excuse me we haven't seen the action sensor switch we're still pegged lean on our action sensor so what do we do we got to add another one short term positive three still our action sensor is still pegged lean you know we're getting too much oxygen across our sensor so what are we going to do we're going to add more positive 4. all right so we're at four positive short term boom our action sensor switched right we crossed the 450 Mark the computer's happy it says I just added positive 4 on our short-term fuel trim and I made the action sensor switch awesome that's great I just saw Uncle Rich now let's make it Go Back Lean so the computer takes one away so now we're at a short term positive three we took one away and boom it switched back to lean right away okay great now this is where the computer begins to learn and it's going to make a difference on what vehicle you're working on and what computer you're working on but this is where you should start to see learning the computer should say all right I was up up to a positive four I took one away I went back lean so I must have to add fuel this is where the long-term fuel trims start to react and again I'm really hoping if everything works out right that I can show you guys this real time so we'll see our action sensors start to raise up and our short terms are going to start to come down and eventually what's going to happen here is we're going to see our long terms ratchet up to that positive 3 mark so they're going to sit right at positive 3 and our O2 sensor is going to go back to being happy switching between positive 1 and negative 1. if you remember from last class I talked about our long-term field trims goal is to satisfy our short-term field trims okay so in this vehicle to satisfy our short terms and bring them back to this happy switching like we're seeing right here we have to see a long term of a positive 3 and our short term switching between the positive 1 and the negative 1. and again I have the GTO all set up I hopefully if everything goes right we'll be able to show you guys real time the fuel trim reaction to the way the oxygen sensors are working all right now I want to just talk a little bit on installation of action sensors you know the do's and the don'ts obviously verify the action sensors the same as the one you just took out make sure the connector is the same that kind of thing when you take the old one out action sensors get rusty corroded they can be a pain in the butt to take out verify that the threads of the sensor excuse me the threads of the action sensor bung of the hole in the pipe make sure that they're okay you can get yourself a thread chaser for a pretty cheap price if you have to if and even if it just makes you feel better go ahead and Chase out that hole make sure the threads are okay so when you thread in your new one you don't run into any problems I mean these sensors sitting here only have a couple threads I'm looking at this one I see four layers of threads here you know this one the same way there's not a lot of threads on these things if you cross thread them you can run into issues and also you can create a false lean concern if you cross-ard this thing it doesn't get down tight you're going to be bringing in air from the outside into the exhaust pipe at the action sensor and it's going to throw off the oxygen content in the exhaust versus the action content in the reference chamber all right so make sure you tighten the sensor down and it's not cross threaded use an action sensor socket or wrench this is important obviously all of our sensors have wires coming out of the top of them right so in order to tighten this thing down they make a special socket you can't just throw a deep well over this and Crush our wire or it's not going to respond properly so they make a socket with a cutout on the side that you would put over this and the wires can hang out to the side you can tighten this thing down with a ratchet now when you're tightening this down it's important to not plug in the connector until the sensor is tight you know if you plug this thing in and it's and it's tethered like it's supposed to be and you start turning the sensor in you know every turn you're going to start twisting this wire and you could eventually wreck it and cause problems with the wiring harness so thread your sensor into the hole first get it nice and tight then plug in the connector all right this one's important apply a small small small small small small dab of anti-seize to the threads anti-seize will kill your sensor if you get it all over the thimble in the tip here it'll kill the sensor it won't react properly small dab on the threads but most sensors now when I pull these two out of the box these are brand new sensors they both have anti-seize already applied to the tip because people were over applying so more is not better don't take and apply more anti-seize to this if it already is applied Just Go With It install it you'll be just fine don't apply more all right lastly keep the sensor clean and the connector clean especially in rural settings with dirt roads or for you off-roader guys you don't want to plug up that reference air chamber it needs to be able to get fresh air from the atmosphere into the sensor all right some don'ts don't drop the sensor don't hit it with a hammer don't hit it with a wrench you know that kind of thing if you're trying to take one sensor out you know don't go pounding on a wrench with a hammer to break it Loose this thing has ceramic inside you wouldn't do that to a spark plug right you could crack that ceramic you could do the same thing to your action sensor you don't want to crack it if you were to crack it you might not even see you know this whole sensor is covered in a metal body you might not even see that it's cracked but it might not work right what can happen is if you crack the ceramic here I'm going to back up here I'm going to go back to our other image here we go if you crack this ceramic right here you know let's say you put a crack in it right there the exhaust gas can then flood into our reference chamber and fill our reference chamber with exhaust gas so now what is the sensor comparing it's comparing exhaust gas against exhaust gas what there's there's not going to be any any reading it's gonna it's gonna give you a skewed reading all because you drop the sensor and it's now cracked okay so be careful with these these can be fragile you know you wouldn't uh you wouldn't drop a PCM and install it in a vehicle right I mean most new PCMS right on the case of the PCM says scrap if dropped so be careful with oxygen sensors they can be damaged by dropping them or hitting them with a hammer or something like that all right again don't glob the thing full of anti-seize I just talked about that it can kill the sensor all right this is this next one here is something that I am guilty of and I'm sure many of you are too do not apply Dielectric grease into the connector all right now this I have a hard time with this because like every connection on a vehicle I want to put a dab of it in there because I want to um you know just make sure that I have a nice watertight connection that doesn't allow any contamination in there but what you could have just done is you could have just blocked that reference air chamber's air path like I said before our reference air actually Wicks through the wiring between the wire and the sheathing around it you know this is an old style single wire sensor it's got no air intake ports on the back of the sensor here the air comes through the wiring of the sensor now these sensors do have weather pack seals so you should never have to worry about it if you put this connector together dry and clean you know with the connector that's on the vehicle you plug these things in together as long as you're clean and dry when you plug them in they should remain that way unless you've damaged the weather pack seal okay maybe if you back probed and you put a hole in the weather pack seal or something that could create damage in there by applying delay electric grease into this connector you could block the path for that reference air to flow into the chamber all right so keep that in mind that can create some sort of weird issues on your action says there's some maybe lack of response or something like that issues on your action sensor if you go ahead and fill that thing up with Dielectric grease all right and lastly this is kind of something that happened back in the day don't go ahead and undercoat the whole underbody of your car go right over your sensors and your exhaust back in the day this would plug up the reference ports on the sensor it could still plug up the reference ports on the wire but it would plug up the reference air ports on the sensor and obviously our sensor is getting hot it's going to burn that stuff off it's going to smell like create smoke or it could create other problems so when you're undercoating your vehicle be careful don't spray the sensors all right sensor failures let's get into what causes an oxygen sensor to fail well silicone poisoning is very common you pull the sensor out and the tip of it will be covered in like a white powdery substance this is because of any sort of sealer that you're using on your crank case it needs to be oxygen sensor safe or sensor safe sealer so timing cover gaskets valve cover gaskets intake gaskets anything that you're using our TV like silicone or whatever on make sure it's labeled as sensor safe because those fumes will then get into the crankcase they'll get into the combustion chamber they'll flow pass the action sensor contaminate it and create a skewed reading on the sensor then we have oil contamination uh two different ways here burning of oil can create a fouled type sensor just like a followed spark plug it can create issues with that giving you a dark color on the sensor maybe a um tip on the sensor something like that but external oil leaks this is something that's often overlooked so let's say you have a vehicle they got a bad valve cover gasserole okay it's it's leaking a little bit of oil over time but every two months you seem to be putting in a new oxygen sensor right the the darn thing just keeps failing it must be the part right well there's a possibility that that oil is seeping its way into the sensor and getting into the reference air chamber okay remember these sensors want to be clean and dry to be able to get that air into them and if you cover the thing in oil chances are it can seep its way in and create issues all right antifreeze burning coolant typically will give you a green tip on your action sensor and this is going to happen you know if you have a head gasket or maybe an intake gasket problem something like that and this is where I want to talk about the complete repair and you know the cya the cover your you guys know if you have a head gasket problem on a car chances are your oxygen sensors are contaminated at the very least pull them out verify that the tips are nice and clean you know they're not covered in green if they are covered in Green at that point you probably want to recommend them to your customer not only to get the vehicle back to running good but it's going to keep them from coming back in I don't know 200 miles with a check engine light for a slow response code on their O2 sensor so keep that in mind the complete repair the cya of the of the mechanic world let's not uh try and create any comebacks uh physical damage I talked about that already fuel contamination dark and just like a um follow the spark plug you know if you're at an injector that's sticking open the engine's running excessively Rich that kind of thing fuel contamination you'll see dark and at the tip Dielectric grease we talked about wiring damage and corrosion just like any wire on a vehicle inspect it for any damage to the to the wire to the uh the sheathing on the wire or corrosion on the wire and then age age damages sensors these sensors don't last forever they're sitting in a caustic environment they're sitting in exhaust gas all day every day eventually they will wear out I wouldn't maybe call them a maintenance item I wouldn't be selling them with that hundred thousand mile spark plug job but it might be something to uh to think about for your customer who's really uh maybe complaining of a lack of fuel economy or something like that check out those oxygen sensors now we can get the Diagnostics we understand how the sensors work we understand what the PCM is doing with them and to them we can talk about Diagnostics but before I get to the vehicles I have a our GTO in here and I also have an O2 Mazda Tribute in here I just want to talk a little bit about diagnosing oxygen sensors so here we have some O2 sensor codes a p030 is an h02s heated oxygen sensor B1 S1 heater control circuit malfunction B1 S2 B1 S1 you know all these numbers are being thrown around in acronyms but here we got you know a couple codes here's some more and some more and finally the end that is 62 total OBD2 mandated specific oxygen sensor related codes now this is not including manufacturer specific codes this is only 62 of the OBD2 compliant action sensor code so between P0 and p1000 there's 62 codes just related to the oxygen sensors on the vehicles now this is important and I'm going to get to it here in just a minute but first what is a B1 and the B2 stand for B is for Bank bank One Bank two on a four-cylinder car and I'm talking inline four you're going to see that sensor referred to as bank one if you have like a boxer motor or something like that you might have two sensors bank one and Bank two a V6 a V8 you're gonna have bank one and Bank two if it's that style of vehicle now if you head out to our website if you're not sure what side is bank one and what side is bank two in your vehicle head out to our website wellsve.com click on the search parts catalog option entering your vehicle's information and select firing order and we've done all the work for you guys so I went and did that I went to the website entered in 06 F-150 5.4 went to firing order selected truck 5.4 liter hit View and you can see here we got a nice little picture of a truck and it says 97 to 01 Ford 5.4 liter it's a coil on plug ignition and we have our one two three four five six seven eight these are our cylinders bank one is always going to contain cylinder one so on this vehicle bank one is going to be on the right side or the passenger side and Bank two is going to be on the driver's side or the left side all right so five six seven and eight Bank two the driver's side we also include the firing order on there and that's wellsve.com search parts catalog enter in your vehicle's information and select firing order now this is also super helpful just as a little side tip for if you're looking at misfire problems right so you get a p0302 okay you got a misfire on cylinder two right well if you're working on a Ford or if you're working on a Chevy you might not know where exactly cylinder 2 is they're going to vary on a Ford Cylinder two actually happens to be most of the time on bank one right after cylinder one we're on a GM product you might find that cylinder 2 as being the first cylinder on Bank two okay so this kind of thing is going to change so it can become super helpful for misfire Diagnostics as well and just locating cylinders so again we've done all that work for you this is available out on our website and no charge to you um and we're constantly keeping it updated you know every every model year when information becomes available we like to keep this thing updated for you guys so just another little freebie that we give you guys okay so I got some little infographs here talking about this S1 or S2 you know s relates to sensor and sensor location so S1 is always going to be somewhere between the exhaust manifold on the engine and the catalytic converter okay it's going to be the pre-sensor or sometimes we referred to as the pre-cat sensor but S1 is always going to be before the cat so you can see Bank One sensor one we have a four cylinder this is Bank One Sensor One and Bank One Sensor 2 is always going to be post cat now we get into some weird engines uh the three one three four three eight GM motors with the crossover pipe they're only running two oxygen sensors on a V6 engine you have Bank One Sensor One Bank One sensor two what's unique about these engines is the fact that they are unable to trim fuel trims for each individual Bank you know it's a v engine it's got bank one it's got Bank two but it only uses two oxygen sensors that Bank One sensor one right here is monitoring both banks at the same time it's only able to trim fuel for the engine as a whole not like something like this so in something like this we have Bank One Sensor One Bank One sensor two bank two sensor one and Bank two sensor two this engine is able to trim fuel fuel trims independently of either side so we have a bank one issue maybe we have an injector issue on bank one it's going to be able to change those field trims uh specifically on Bank One and uh Bank two will be unchanged and then also we have Bank One sensor three this is going to be the rear most sensor on a vehicle sensor 3 will always be rear most and uh Bank One sensor three and then some vehicles that run six sensors you'll see Bank two sensor three there also now an interesting tidbit of information here is there's certain Vehicles out there that are using like an ion sense type ignition system or or something where they're able to monitor each cylinder individually those type of vehicles can monitor and correct fuel trims individually for each cylinder on the engine so I would assume as we get more technical with our engines as they get more um Advanced we're going to start to be able to see Vehicles able to trimming fuel able to trim fuel for each individual cylinder and think of how much more efficient that can make a motor you know in this in this instance if we have a cylinder three say our injectors plugged up on cylinder three what is that going to do it's going to say okay my first sensor is running lean I'm getting too much oxygen past it because I'm misfiring here I don't have any fuel coming out of cylinder three right now I'm running lean so what does Bank One do it goes ahead and richens the mixture what does that do for cylinder one and cylinder five those those cylinders are running incredibly rich now so maybe we're following spark plugs on cylinder one and five all because we're trying to correct a condition that's on cylinder three so imagine a vehicle that's able to trim fuel for each cylinder individually it's just going to make um engines run so much more better excuse me so much more efficiently all right so O2 sensor testing you know we had 62 different codes for O2 sensors the computer is very very good at testing oxygen sensors usually action sensor information is very very well documented inside of live data on a scan tool but but really diagnosing O2 sensors using the code criteria and descriptions is just like diagnosing any other circuit you can use a test light dvom lab scope anything like that and live data is super useful for looking at oxygen sensors you could even check a heater circuit code you could use an amp clamp and see if you have current flowing for your heater circuit and some scan tools and depending on the vehicle will actually include a heater PID labeling the amperage that the heater is taking now those are for all the circuit codes you know High circuit low circuit that kind of things slow response codes are are the tricky ones you know they're just a whole other animal so this is where we come across this fine line in Automotive Diagnostics you know I'm always up here preaching to you guys test don't guess you know we don't want to be Parts Changers so every manufacturer is different right information can be vague or non-existent so why test if we don't have all the info use your common sense use automotive system knowledge let me let me show you guys what I mean here we have an 09 Impala 3.9 setting a p0133 bank 1 sensor 1 slow response in order to just perform the test in order for the computer to just run the test it cannot have 46 of these other codes set okay so before it even performs a test all these other 46 codes cannot be in the computer then we have to make sure system voltage is correct we got to make sure it's in park not in park reverse or neutral we got to make sure it's warmed up we got another page of test conditions the test conditions have to be met for three seconds so it's got a lot of things to do just to run this test then we have the conditions for setting the DTC the ECM detects that the h02s1 rich to lean and lean to Rich transition take time takes longer than a calibrated value what the heck good does that do me what is a calibrated value I'm not going to go ahead and spend the time hooking up a scope to this thing if I don't know what I'm testing for if I don't know what this calibrated value is why am I going to waste my time looking at a slow response code as a technician this is a waste of our precious time but it gets better our O2 Mazda Tribute that's sitting over there setting a p0136 it indicates the output voltage of the rear O2 sensor bank 1 fails to meet the calibrated limits again calibrated limits what good does this do me as a technician I don't know what a calibrated limit is I went one step further I went out to Ford's OBD2 Theory and operation page because this is a Mazda 3 liter it's the same as the Escape 3 liter I pulled this info it says voltage that can exceed the calibrated excuse me voltages that exceed the calibrated rich and lean thresholds indicate a functional sensor if the voltages have not exceeded the thresholds after a long period of vehicle operation the air fuel ratio may be forced rich or lean in an attempt to get the sensor to switch so what is this telling me this is telling me after the sensors hasn't responded for a long time the computer is going to go ahead and force it rich force it lean and try and get it to get out of its threshold okay but again long period of vehicle operation what does that mean 30 seconds 30 minutes three hours I have no clue why am I going to spend the time hooking a scope up to this thing if I don't have the parameters or the specs of what I'm testing so what am I trying to say here we need to trust but we can't be trusting blindly we can't just be shotgunning Parts at cars guys we have to have some faith in our PCM and its testing abilities you know why waste our precious time hooking up a scope to something hooking up all these this test equipment if we don't even have specs to test you know time is money now I'm going to show you guys on these vehicles what exactly I mean when when we hook up these these Scopes and and that kind of thing but I guess the moral of the story here guys is that we need to have trust and faith in our in our PCM it's performing 62 different tests just in our action sensors we need to trust that it's performing those tests properly and we need to use common sense don't blindly trust you know verify the system's functioning properly verify your fuel trims and there's nothing else going on in the system and always always read your code descriptions circuit descriptions and code set criteria alright so that's enough talking field trims number three widebands is going to be next month let's go over to the vehicle now I think Fritz might be over there sleeping in the car but uh let's go wake them up and play with the scope and play with some scan tool stuff on our GTO and on our Mazda all right let's go all right Fritz you're not sleeping no I took my nap already okay good so well hopefully everybody else isn't sleeping you know that was a lot of information to talk about but now we're to the fun part right yes we are to play with the vehicles we get to play with the tools um if you guys notice I don't know if you all watched the tech Connect episode that we had that time where we talked about getting a picoscope but you can see here in front of us in this nice big box I got the picoscope all set up on our GTO and for those of you who aren't familiar picoscope is a lab laptop based uh ignition scope and it's kind of like the I don't know the Cadillac of Scopes I guess I love this thing so we haven't had a lot of time to play with it yet but I do have hooked up to the scope right now Bank One Sensor One and Bank two sensor one on our GTO so I went ahead and back probed into the PCM on our GTO because it was easier to get to the PCM than it was to the action sensors themselves why don't we fire it up and take a look at what they uh what they look like on the scope now for those of you guys that did watch the last class if you remember our gto's got some issues it's running lean so we haven't fixed the issues yet it's still running lean so let's see what these action sensors look like you ready I'm like go for it all right and right now we have them sitting right around the point two or so millivolt Mark 0.2 volt Mark and as they heat up we're gonna start to see a move there they go they're starting to increase and again it takes a little bit a little bit of time for them to come up to temperature and once they get hot they should start switching we're starting to see a little bit there out of our blue blue Trace here there they go and we're on a 500 millisecond division uh so 500 milliseconds per per division down here so we're looking at five seconds in total across your screen um and like I said guys I'm not too familiar with the picoscope yet so if I do anything stupid or uh if there's an easier way to do something please let me know I'm always uh always up to learn more about this thing it's been a lot of fun so far so here we have our sensor switching back and forth um they look relatively normal I'm going to go ahead and zoom out here a little bit we'll bring it up with one second per Division and you can see they are switching back and forth they do seem maybe a little bit lazy but we got to remember this engine has problems right now it is running lean but our computer's gone ahead and it's done it's built from compensation so why don't you go ahead and shut this off let's just leave the key on all right so hooked up to this thing right now is the good old GM tech2 the reason why I have the GN Tech 2 hooked up is because I couldn't find anywhere on the snap on scan tool of how to reset the field trims and here it's the push of a button so unfortunately I just accidentally unplugged it so I'm going to go in enter in all our vehicles information in here and that awesome sound right there that's when the coolant temp sensor is disconnected it makes that noise all right I'm gonna go to special functions and actually here I'll put it up on the screen so you guys can see hopefully um it's kind of hard to see because it's an old it's an old old scan tool so I'm going to go into field system and field trim reset and it's going to wait for some data here and I just want to note guys right here long term field trim bank one and Bank two are both at positive 25 okay so we're adding fuel now I'm going to go ahead and reset these and what we're going to see is we're going to see our action sensors respond and we're going to see our field trims respond so I'm going to push a reset button and there they go we're back to zero okay we're gonna exit out of here you wanna get the varus hooked up for it sure so what we're going to do now is once the various is all hooked up I'm going to go ahead and I'm going to bring up the bank one and Bank two field trims uh long term and short term up on the scan tool and we're going to look at the lab scope graph at the same time so we're going to have them both up on the screen so that you guys can see when this engine starts up it's going to be running incredibly lean right because our long terms haven't adapted to this yet they're at zero so we're going to see our short terms ratchet up just like we saw in that graph that I had made and then eventually once our short terms ratchet up high enough our action sensor is going to swing up and switch and at that point then we should see our long-term feel trim start to adapt so I'm going to go to data display here and hopefully we have communication excellent we're in so I'm going to bring up a custom page here again and then deselect all and I'm just going to grab our four sets of fuel trims and throw them into graph graph view now it is important to note guys that with the with the scan with the scan tool here we are sitting at a zero in the center line and a one and a negative one and all four this will auto adjust as the trims start to move once the vehicle has been running so why don't we get the scope up on the screen and let's get the scan tool up on the screen at the same time let's fire this thing up and let's see what happens go for it first so it is going to take a second again to get in a closed loop remember the sensors had to be hot and responding to get in the closed loop and I'm going to zoom this back into where I was before at 500 milliseconds there we go and you can see our short terms haven't started responding yet we're running just straight lean right now our engines running super lean we have an excess of oxygen across our O2 sensor and there we go our short terms are starting to move they're increasing increasing increasing our long terms have already started to adjust so this thing's working really fast and there we go there's our switch at that point when it's switched is when our action sensor switch and now we see our short term starting to come back down again so our long terms have ratcheted up and our short terms are coming back down to their happy point remember guys the whole point of long-term fuel trims is to go ahead and make those short-term field trims happy so here we're at a positive 25 on our long terms and our short terms are hovering right around that zero Mark and look our action sensor's happy again it's back to switching like it's supposed to be all right you want to just shut it off for a second Fritz sure now I want to add in one more aspect here so up on the screen there guys we had what did we have we had our input right our action sensor and we had our processing right the fuel trims so we can actually add in one more item here let's add in the output let's add in the pulse width of the fuel injector so what I'm going to do is I'm going to go on the scope here I'm going to turn on our Channel C and I need to tell Channel C that I'm using I have a 10 to 1 attenuator on here because when you're when you're um when you're scoping this fuel injector you can get a spike that's over 100 volts so we want to protect our scope so we're using this attenuator on here to protect the scope so I have it set up I'm I've told it that I'm using a times 10 probe or a 10 to 1 attenuator you could use either times 10 just gives me the option to have a bigger voltage range so I'm going to go ahead and select plus 50 and now I'm going to zoom this thing way in because I want to see our fuel injector on time okay I want to see the milliseconds of our fuel injector and from scan tool data we know that injectors pulse you know really really low in the milliseconds so we want to definitely zoom in our graph here to get down to the milliseconds per division so that we can see our injector pulse so I'm going to bring it down let's start with 10 I'm going to add in some active filtering on our action sensors try and clean those lines up a little they're a little fuzzy looking all right let's see what this looks like first go ahead and fire this thing back up okay so we have that I'm gonna bring it in one step further let's take it down to five perfect I'm gonna throw on a trigger on channel C and there we go okay so right here what we're looking at right right in here is the pulse width of our injector so our injectors steady our computer turns the injector on and it sprays for this amount of time and then it shuts it off all right so I'm going to measure that amount of on time of the injector and actually I'm going to take the mouse wheel what's nice about this this sculpt is that I can take the mouse wheel here and I can go ahead and zoom this in really easily so I'm going to throw some cursors up here and it's going to automatically measure the on-time lever injector and I'm going to try and get it right to where it's it's happy spot here and remember guys with short-term fuel trims it's always going to be adjusting bath pulse with an injector to run it rich and to run it lean so I want to just try and find that happy spot in here and I I think we're pretty close here so I would call this injector right now at a about a let's just call it a three second a three millisecond on time right 3.073 3 millisecond on time okay and if we uh go ahead and zoom back out what I want to watch now you can see our action sensors keep moving up and down here and that's their switching from Rich to lean but we're zoomed in so far that it is hard to um it's hard to see now if we Zoom this back out we might get a little bit more of the Waves there we go we got some more of the waves but so this is exactly what's happening on this engine right now oh which sounds like she wants to stumble out there and die look at that they just went completely lean all right I'm gonna bring back the five milliseconds so we can watch this now what I'm gonna do guys is oh our Co alarms going off that beefing is just our Co alarm that just is to keep us safe so that Fritz and I don't croak when we're on camera so it might kick our fan in here but it's not a big deal all right what I got here guys is a good old can of brake cleaner I'm gonna Force this thing to run rich be careful whenever you're using brake cleaner anywhere near the engine because it's added fuel you know if you have an ignition problem you could create a spark in the engine and you could start a fire so be careful um what's the trick that you had Fritz well if you uh sometimes the injectors make so much noise you know if you've got an arcing going on sure if you're not sure if you believe to get an arc get a little bottle of water with some salt in it okay a sprayer shaking real good and spray it over that'll make that spark jump and if you do do not spray anything yeah exactly don't put any fuel in there now personally myself I I started an engine on fire looking for a vacuum leak one time once in all we do have a little problem yeah so just be careful so what I'm going to do is spray this right into our vacuum leak and we're going to add fuel those systems now what we're going to see is if we go back to our lab scope here what we're going to see is we are going to sear our oxygen sensors go Rich right they're going to go right around that 0.9 Mark and they're going to stay there as long as I add fuel Now Dave can you go ahead and bring up the uh scan tool on here as well we're gonna see our short-term fuel trims start to react as well we're going to see them drop down right because they have to take the fuel away because we just added a whole bunch and then our long terms are going to react and we're going to see our pulse width of our injector react so I'm going to zoom this in again so we can have a nice easy picture to see and uh so we're right about there we'll call that three milliseconds and here we go I'm gonna start spraying and There She Goes she's running rich and look at our pulsehood of our injector it's dropping look at our short-term fuel trims they're dropping we're trying to beam this engine out right we're trying to cut back on the amount of fuel going into the engine right now we're trying to lean it out look at our long terms react this thing is running rich but look now our action sensors are Peg lean because I took that fuel away now the action sensors have responded these short terms and long terms have responded but they're not fast enough this thing's running lean until our field trims start to react and we'll see our sensors go back to switching and look our fuel our pulse with every injectors right back to where we were before so I'm just going to do that again I'm going to add fuel we're going to see them stay rich now they're not switching at all and look at our short terms drop our long terms will respond and then I took the field away now and these things go back and they'll sit lean now because the short terms aren't adding enough in there all right you can go ahead and shut this thing off for it's so again that's the inputs the processing and the outputs it kicked our fan on so uh Fritz and I can breathe easy now so that's our input our processing and our outputs you know it's it's really cool to see all this stuff in action and uh I hope you guys enjoyed being able to see that so Fritz why don't we uh bump over to the Mazda now if you want to get uh the verus hooked up to the Mazda I'm gonna look to see the comments that you guys have sent in here and see what we got oh wow holy cow look at this guys gee there's this is the most comments I've ever seen from you guys this is awesome all right we're gonna start at the top let's go with the T-shirt question first so the question was uh if you're installing a new action sensor fill the connector with Dielectric grease you it seems like all of you guys knew that because you said you said D for neither so that's correct again we talked about that just before do not put Dielectric grease in that connector and technician B is looking at scan tool graph data says it's constant around 500 millivolts um he says it's failed so he wants to put a new sensor and he's incorrect also that bank 2 sensor should remain pretty constant now we got a lot of answer D out there Tam Tam Tam Tam couch James Erickson Mike Nick George Thomas Jeff Terry Jeff again Jeff again you know Jeff the more times you say d doesn't mean more t-shirts you're still only getting one sorry uh we got William out there saying D so a lot of you guys knew the answer I'm I'm shocked that's awesome that's really really good see I was always one I wanted to install Dielectric grease into connectors but now we know we're not supposed to do that right so all you guys who answered it correctly if you want to bring up my email address on the screen go ahead and send me out an email with your T-shirt size your mailing address and the color of the t-shirt that you want and I will make sure to get a shirt out to you as soon as possible um and Tom or Tam couch I did just send your T-shirt all the way to the UK um so you should be seeing that thing soon what else we got for comments um a whole bunch of stuff Volvo had many firsts um he said D because the cat's probably okay that's true Downstream Should Be steady nice we got a Spanish comment here Fritz what's that we got a Spanish comment here um I think he might be asking about the video in Espanol Oscar Avila he says uh we appreciate thank you all right and the video in Spanish is going to be in two weeks on Wednesday that's right all right and then uh James came on asking about those two white wires on the action center you know I'm gonna talk with an engineer about that to see if polarity matters maybe with the heat up time or something my gut kind of says no but check back in the tech Connect episode I'm gonna definitely answer that question now I can't go through all of these I will take the time to go through them after the broadcast today but I'm not going to do it live because I've already taken a lot of your time and I still want to look at another vehicle we do have this this Mazda sitting here behind me so I'm gonna go through all these and any questions or comments I will bring up in the tech connect so make sure you guys join us for that next tech connect all right Fritz you got this hooked up we good to go ready to go all right this one's gonna be fast I promise so I'm gonna get our scan tool hooked up here onto our O2 Mazda and we're gonna go through this way we got a tribute here the nine three liter all right and you got the K20 key on there yep let me turn the key on for you real quick and the keys on and you're ready to go just heard the key turn on and let's just pull codes quick so like I said this thing has a p0136 in it and there it is p0136 action sensor Bank One Sensor 2 circuit fault all right so that's going to be our post cat auction sensor this is the sensor that should remain relatively steady um if we want we can just quickly look at data actually I want I wonder I want to look at our um freeze frames first but I didn't expect to look at these so I apparently don't know where I'm going actually I know where I'm going let's go into generic functions we can look at Freeze Frame through generic functions I just want to see when this sensor had failed right we want to be able to try and duplicate that concern so what do we get for free stream data we get some engine RPM we get some field trims uh some vehicle speed calculated load engine temp open loop so this thing made it go into open loop you see our uh our field trims are pretty bad right here right so bank one and and uh Bank two short terms are relatively high so this thing was running slightly lean and uh and our load and our speed so again this test here for this 136 has a lot of different variables now what I would do is I would go ahead and look at engine data right I already got the scan tool hooked up I'm looking at this p0136 next thing let's let's bring up some live data let's graph some live data and see how the sensor reacts two sensors it loads here I'm going to bring up a custom graph yeah let's take everything out of there all I want to see right now is just the millivolts on my O2 sensors there we go okay so we have action sensor Bank One sensor two action sensor bank two sensor two Bank One Sensor One and Bank two sensor one so these two on the bottom are going to be our fast switching sensors and the ones on the top should remain relatively steady so why don't we go ahead fire this thing up Fritz and let's take a look at what we got again our scales are going to adjust here once these things start moving we just got to give them a second to uh to warm up now I did have these engines warmed up before the class but over the last hour they've uh they've cooled themselves down a little bit and already we're seeing them respond the benefits of a heated action sensor so our bank One sensors are are switching already you can see them going back and forth looking really really nice there and it looks like it's just going to take a minute here for our our bank two sensors to come online because right now they're only reading three millivolts so I'm gonna go ahead I'm gonna bring up the RPM a little bit and try and warm these up a little faster there we go and now we got a sensor responding all right so we can see Bank two sensor two is starting to respond right it's growing in voltage it's getting right up um it's around 500 millivolts 600 millivolts um and it's it's pretty steady we don't see it switching at all right but uh our Bank One sensor two here is actually responding now wonderful you can see for a while here wasn't responding and now it's actually online of course and there it goes all right so this this sensor here has an intermittent problem inside of it it's not functioning all the time we're actually able to see this thing act up uh to be honest with you guys I was never able to get this sensor to actually react but we can see here that it is working a little bit um if you look at our graph here we actually dropped back down to zero and then we're back up to where we need to be so what I wanted to talk about here was just that we need to verify that that sensor is actually reading zero not that we have a wiring issue or a PCM issue easiest way to do that just throw a volt meter on it right easy to get to only have two wires to hook up so I'm hooked into the signal wire uh which would be like the gray wire and the black wire for ground with my voltmeter and I'm just gonna watch the voltmeter in comparison to what we have on our graph now it's not going to be nearly as fast as what the uh is what the computers there's what a scope is but it's a good way to just see if our sensor is putting out voltage or not and what's nice about this meter that we got here this 233 is if I'm looking at this thing in the car I can leave this part sit under the hood and I got our screen right here so you can see our sensor is kind of voltage outputs kind of low here right compared to what our scan tool is doing and it might be because my back probes have fallen out let me take a look here and this sensor was kind of easy to get to in fact Dave can you bring up the picture of this sensor for me you guys can see up on the screen there I'm back rolling in the sensor and we already have an issue with it right look at what it's all covered in it's covered in oil that is a problem all right yes I had my back rubs not in Far Enough there we go so you can see we're right around following the scan tool pretty well but again when I was when I was testing this thing this morning when I was testing it yesterday the sensor was completely unresponsive just reading zero volts consistently and we are super super low in voltage here now we could go ahead and fluctuate our RPM and try and make our rear O2 sensor switch and you can see we're dropping out now on this sensor we're reading back down to zero volts but our responding and you can see our bank two Sensor 2 is responding nicely so by a little bit of RPM manipulation you can make your rear O2 sensor switch because the cat's just not able to react fast enough right all right I think we can shut it off sure um you know it's just an easy way to go ahead and just make sure that you don't have a wiring issue or a PCM issue you know you got six feet of wire between the sensor and the PCM that goes past exhaust it might get hot melted corroded you know anything like that just throw a voltmeter on it check to make sure you got a voltage output um all right I think I've talked long enough what do you think we want you to talk yeah from watching me talk nice okay guys um I apologize again for the 11 o'clock class we had our technical difficulties unfortunately um I appreciate all you guys who normally come to the 11 o'clock class appreciate you being here for this one taking time out of your afternoon um sorry for taking up a lot of your afternoon but I wanted to get all this information out in one class because I feel like it would just be that that month in between would just be too much to be able to get back into this and get back right on the same page and now we're closer to talking about wide bands right so March I believe it's March 2nd if I remember right testing my memory here March 2nd we're going to be talking about those wideband sensors air fuel ratio sensors and that kind of thing so make sure to join us for that crossing my fingers we'll have that 11 o'clock class um you know things come up so I just want to take one quick last look at our um comments here just see if anything else came up that I got to address quick uh yes Corey Davis is using a filter we'll clean up those scope patterns um I don't know if you said that before or after I threw the filter on but you can do that right through here throwing in a low pass filter we can see that clean up that scope pattern all right excellent video awesome what color shirts do you have James we have blue we have gray and we have black um let me go grab those quick um hang on one second all right here we have our blue shirt and black and gray so if you uh if you guys got the question right again you want to just throw my email back up on the screen there um email me with your T-shirt size mailing address color of the shirt if you answered the question correctly and uh I think that's about it did you have anything else no actually no all right move along here's my little disclaimer be careful if you're ever spraying brake clean or anything flammable under the hood of your car okay I don't want to hear any stories of anybody running into any problems okay so I know I did it in this video but I verified everything was okay beforehand and was careful about it so be extra extra careful if you're using any sort of external fuel source all right so guys I think that's about it for today yes all right so thank you for sticking with me all this time and I hope you guys learned something today and um we'll see you guys again next time in the Wells Tech garage thank you a couple more technical difficulties all right thanks guys and we're out we'll see you guys next month

Channel: GoTech

Views: 1,455,837

Keywords: auto, car, training, rich, lean, event, live, wells, diag, diagnosis, o2, oxygen, 02, Ho2, H02s, h02, a/f, air, fuel, ratio, sensor, cat, monitor, pcm, computer, check, engine, light, catalytic, convertor, ford, dodge, chevy, mopar, mustang, p0171, p0172, p0173, p0174

Id: wZc-zCr2QnE

Length: 71min 56sec (4316 seconds)

Published: Thu Feb 02 2017