Automotive Vibration Analyzers – Part 2 of 5 – EVA

Automotive Vibration Analyzers – Part 2 of 5 – EVA


This video is part two
in a five-part series on automotive
vibration analyzers.
In this episode we will be discussing
the
Electronic Vibration Analyzer or EVA
that has been available since 1991.
There are four different versions the
EVA
that have come out over the years. Most of them are
identical in function, but packaging and
part number
are a little different, so if you’re
looking for a pretty decent
vibration analyzer package
like on eBay or somewhere
else
then any one of these were electronic
vibration analyzers
there would be a good
fairly inexpensive choice. I’ve seen these
on
eBay, I just looked a couple days ago,
anywhere from around four hundred
dollars to eight hundred dollars
and I’ll show you what to look for as
far as the preferred
versions out there.
This first EVA that we have here
is the original 1991
EVA from Kent-Moore tools, this was a
required tool for GMC truck
dealers, and it has a part number you
can
and see there on the screen of a
J-38792
and since then
then there’s been, as far as Kent-Moore tools, there’s one with a dash A
after it, thats a newer version, and then
they’ve
renamed them to where they got rid
of the J and substituted a CH
for chassis, but this is the old original
1991 electronic vibration analyzer
now it comes with
about a 16-foot cord and a
vibration
sensor, it is powered up of
the cigarette lighter socket or
auxiliary power socket
and it has
the memory cartridge in it, this
particular one has
the memory cartridge that
is labeled EVA2 and this is the
latest software cartridge
but it’s not necessarily the best software cartridge. If you have
a cartridge them other than that one
it may be just as good as this one, and I’ll show you why here
in just a little bit, alright the next electronic vibration analyzer
right here, this one came out
for Chrysler,
and as you can see there it has the
Chrysler Pentastar
and professional service equipment
and this one had a
part number of OT, as in OTC Tools,
OT 38793
it’s my understanding this was never
made to required tool for
Chrysler
dealerships, it was always the just an
available tool.
And it’s an identical kit to the
first
EVA I showed you other than says
Chrysler on it instead of
Kent-more tools. This third one down here
is the Ford version the
EVA. Electronic Vibration Analyzer EVA,
and it was available through rotunda
tools from about 1998
until about 2010
or so, and then they
changed to use the MTS 4000
vibration analyzer that I will do an
episode on that here coming up soon.
The part number for the Ford
version of this was a
014-00344, so you might find one of
those
on no
the internet for sale. and then the very
last one
down there is the latest one
for General Motors dealerships,
notice it
reads the EVA2 on the faceplate
and as blue keys instead of red keys but
it basically is the same
electronic vibration analyzer, just
because it’s the EVA2 doesn’t mean it’s
any better than the first EVA
it just came with a
different software package
the tried to automate the
diagnostic procedure to tell you what
could be the cause of the vibration on
the car, that software, the last time it
was updated was 1998.
So here we are; what,
sixteen, seventeen, years later it still
has not been updated.
and the they have
discontinued the use and I believe
the production
of all of these EVAs now and
they are being replaced with the
PicoScope vibration analyzer, but there
are still thousands of these that were
made and
out there are available, and I’m
sure eventually they’ll
a lot those on up for sale.
Now right here on the the workbench,
no there were two kits,
kit options, when you order to any of
these four EVAs
that you could get. The
less expensive option
was just the EVA as you see in these
boxes here with one sensor
and that’s all you got, the
the more expensive kit there was about
seven hundred dollars more
came with this inductive
timing light, so a timing light like
on old vehicles with distributors,
the inductive clamp right here
for going around the number one spark
plug
actually clips over a loop on the
top of
the EVA, so see you’re right,
let me zoom in on the loop, you see a loop
of wire right there
sticking up going back into the, the small
open wire on the top that EVA
that is a trigger for the timing light
and we can use that
the timing light to balance
the driveline systems on cars and
trucks
and so I’ll show you how to do that in a
in another video, but I want to show you
how to use this tool
and then I will give you a little
historical perspective
after I show you how to use it. The
one I’m going to show you how to use is the
the latest one of all, but that’s
relative term since
it came out in 1998 and has not
been updated
since, and that’s the the EVA2.
So the EVA2 is the one that was made
a required tool for all General Motors
the dealerships. and then back in 2008-2009
somewhere around
there when
General Motors declared bankruptcy, they closed down a lot
of the their dealers and a lot these
tools ended up
for sale online. There’s also a
cigarette lighter to battery cable adapter
the came if you got the timing light
option. Alright so, let me get the
the EVA2 out here,
and if you recall from the part 1
video that I made,
were showed you how to use the the
resonant reed tachometer
and the Briggs & Stratton sirometer,
I had this tire and wheel assembly
that created a vibration,
excuse me, we
measured the vibration frequency
with the reed tachometer
and the sirometer
to be somewhere in the 55
to 58, 59, 60 Hertz
range depending on the rotational
speed
of the tire itself, so what I want
to do is show you
how to hook the sensor up,
what the keys on the keyboard are for,
what you can do with this
EVA or EVA2; same thing.
Okay so, I’ve
got like a 16-foot cord or cable, right
here
that gets knotted up quite easily, but
there’s a sensor
here on the end of the cable and
I’ve put a magnetic attachment that came
with the kit
the on the into the sensor and
the sensor end here
has the word UP on it right there,
UP can’t read that you’ll just have to
take my word for it,
but I put the word up against the magnet
and I love to use the magnet, it is my
favorite attachment, I usually
always stick it to the
seat frame under the driver seat when I
go on a road test
to diagnose vibrations. You need that
sensor to be connected to something good
and solid,
just laying it on the seat or the dash
board or
the carpet dampens the vibration
amplitude; it doesn’t change the
frequency any, but it makes it more
difficult to pick up
the vibrations. So, this sensor, I’m going to
put it over here on the frame-up this
the tire and wheel assembly that we used
in episode one.
And then here on the EVA
itself there’s input A, and an input B
and if I turn that over you can see
there’s
two holes there, you can get
another sensor, or least you could,
they are around six hundred dollars if
I remember right.
There’s a release button right here, a little
black button you push in
to take it out, but you do not have to
push that to put it in,
there’s a little key-way there to line it up,
so you line it up
and push it in. There’s a decal on the
the sensor reminding us that
“Verify vibration sensor is calibrated
to the input being used” So there’s a
calibration procedure in the
instructions
of the EVA, you can also find
those instructions
online occasionally
to calibrate a new sensor and the
phase shift
of the sensor
we’re not going to go through that their
procedure here the in this
video, it would make
the video too long, and its already gonna be a a fairly long
video, but maybe I’ll shoot a shorter
video on
how to calibrate your sensors.
So, I plugged the sensor in, and by default it
wants to read from sensor A,
I now have to power up the the EVA
and of course we need a cigarette lighter
or accessory
socket, if you get the kit with
the
the timing light, then it comes with a
AC to DC adapter which I’m just going to
plug in
or you can purchase those just bout the
anywhere
to power power things up
off of 12 volt DC.
Okay now,
let me zoom in a little bit more so we can
read the screen
and see the buttons at the same time.
there we go, I think that works.
Okay, so right now the
the EVA screen at the top, it reads
“Smart EVA main menu” across the first
line and
there’s four rows here, so the first row, that’s what it says. Second row that an arrow by
it says
“Auto mode” automatic mode
and that’s the mode with this tool
up through 1998 tried to tell you
which General Motors vehicle
vibrations;
which vibrations on a General
Motors vehicle
were caused by a certain things. So in
other words
you would tell it the year, the make,
the model, the
gear ratio, the tire size and then go
drive vehicle,
the General Motors vehicle, up
through 1998
and it would try to tell you: do you have
a tire speed related vibration?
propeller shaft speed? or drive shaft
speed? as some people call it
an engine speed related vibration? and
so on
that work just fine if it was
unmodified,
all original equipment, General Motors vehicle.
But as it turns out they based all their
calculations
on tire size. And if the tires
I’m sorry, they based all their
calculations on
vehicle speedometer readings, miles per
hour, whether it was off of
their scan tool, the Tech-2 at the
time, or the
vehicle speedometer, if you change tire
sizes to some other size other than the
exact original equipment tire; and around
here
a lot of people will put taller tires on
or shorter tires,
that affects your speedometer accuracy,
and if your speedometer is inaccurate
then
the “Automatic Mode” tends to not know
what to do, it in give you
“unknown” as an answer rather than telling
you what it
thinks is the cause of the
problem.
And to complicate things even more
General Motors issued a service bulletin
back in the late 90s saying how
inaccurate their speedometers could be.
I forget the exact range of how far
they said they were off, but it was like
as much is five to seven miles an hour.
the at the low or high end up the
the speedometer range itself. Most those
air-core magnetic
speedometers or any meter needle
gauge like that will be accurate in
the middle
of its range but fairly inaccurate as you
get towards the
either extreme; the high-speeds to the
low-speeds
and so they had this bulletin saying
well, they can be wrong anyway, and
then complicate
that with the wrong size tires or even
if it’s the right size tires
if you go to any tire manufacturer
website
and try to find the tire specifications
which sometimes they’ll give them to you; sometimes
they won’t. But take a look at
circumference
or rolling radius, and
you’ll see that even though it’s the
same exact size
tire like the P-metric size tires, or
the LT truck tires,
even if its same size tire within the
same tire manufacturer or even different
tire manufacturers, you can get different
rolling
radius, and different circumference, and
that can throw off these
calculations. So what I prefer is to skip
the “Automatic Mode” and go to the next
mode, and we use the down arrow to get to it,
and that’s the “Normal Mode” so here in
the normal mode, I’m just going to hit
“Enter”
and it says data is being collected, and now we
have four rows of information here.
In the upper left hand corner here we
have
the letters Hz, that stands for Hertz,
which is the unit of measure, for cycles
per second
or in this case, shakes or vibrations per
second.
We can change that to RPM, which I prefer
to do, so there’s an RPM Hertz button right
here
I’m just going to hit RPM. To me
when the vibration analyzer picks up
something, a vibration and
displays it in rpm
it’s easier for me to make a connection
between that
measurement that its the given me and
the rotational speeds of
parts on the car. So for example, if I know that the tires are
spinning
and at around 800 RPM
while I’m driving down the freeway
and I get an 800 RPM vibration
here
on the EVA the screen
I can see a direct match, but if I
leave that it Hertz, 800 RPM, if we
divide that by sixty seconds in a minute
is 13.3 Hertz, each so
to me 13.3 Hertz does not
tell me thats it’s a tire speed vibration,
especially if I’m just learning how
to use this tool.
So I prefer vibration
readings in, it says RPM which is
obviously revolutions per minute, but I
want you to think of that as shakes per
minute instead.
Alright, the next letter occur in the top
row there’s little A, that
just simply means we’re bringing
in input from
sensor A, if we had a second
sensor
there’s a an A/B button down here and we
can go to sensor B.
The next thing it the top row is the
letters
AVG for average, there’s an average
button we can turn that on and off
down here, I prefer to leave the averaging mode on.
Now what the averaging mode does, is it ignores every little
crack and bump in the road as you drive
down the road, it doesn’t try to
a show you those frequencies because
those are not the cause of the
vibration on the car.
Automotive vibrations are typically
caused by a part that’s rotating that
out of round, or the out of balance.
And those will be steady
repetitive vibrations.
And in the averaging mode it
will ignore
the vibrations that just come and go and
look for the ones that are there
those now, 5 seconds from now, 10
seconds from now, and so on.
Over here on the far right hand side we
had letter G
and thats stands for the force of
gravity, and then the next three rows
will be the top 3 vibrations
that this tool is picking up on the car,
and it will rearrange those in the order
of how severe those vibrations are; the
amplitude
is the word for it, so over here is the G force is the amplitude reading
and it’ll give us a numerical value, and
you always give us over here on the left,
the frequency of that vibration; how many
shakes per second.
It will also give us a bar graph going
across the screen.
So let me take the sensor and just tap it a few times
on the bench.
I’ll put it back, you can see a bar graph starts to go across.
The bar graph is just simply a visual
representation
or the amplitude level.
We actually get a numerical value over
here, so when you go on a road test you
want to pay attention
to the top row here,
not very top row, the second row, the
top of vibration frequencies that
picks up because that is always the one
with the highest
amplitude and that’s one that the customer is complaining of. Now the second and third
rows
might be giving you some useful the
information also but
typically it’s not properly want to pay
attention to you
and while you’re out on your road test, you are driving, you feel the vibration
occur,
you want to record; write down what
that amplitude level
is, and at the same time get your engine
RPM.
to know what it is, and then we can
do some calculations
or use some software to figure out which
part
or group of parts on the car is
responsible for
the vibration. Now while you’re out on
the road test
there’s a freeze button down here, if you
hit freeze
it just simply freezes the screen, and
that way
you won’t lose the information that’s on
the screen, but it won’t update either
until you
unfreeze it, there’s also
Strobe button over here.
I told you that we can take a timing
light and
balance drivelines, that’s
what strobe button does. There’s a record
button here, and if we
hit record it’ll give us an R with
a ?
and that R? question mark means: in which
of the 10 memory banks
do you want to store 10 seconds apiece
of recorded information as you drive.
So we have these keys that are numbered
0 through 9, so there’s ten locations,
I’ll just say I want to store it in
location one, and then
it will them record for
10 seconds, and
when it’s done recording then we can hit
Playback, and it will ask us which one we want
to play back
and you hit number one, so I think
Enter begins the recording, yes it does,
here we go..3,4,
it’s counting up in seconds so it’s
recording for
10 seconds, that’s all.
and you can record again, so show you can record 100 seconds basically
of vibrations and then you can play
them back.
okay, what else we have here on the
screen?
We have UP and DOWN arrows for
different menu selections.
The ENTER button just selects whatever
or wherever you’ve moved arrow. The exit
button just backs you up one more screen
and,
that it, so those are all the buttons. But
normally you don’t need to touch
any buttons at all you just simply power
the thing up plug in the sensor.
I always change things to
RPM
rather than Hz as i’ve described
already, and then you’re ready to go.
So I’m going to turn on this electric
motor that
has the vibration, and like I said
this thing spins around 3200,
3300, 3400 rpm and we will be able to see
that
because as one shake per revolution, that’s
called a first-order vibration,
because it’s out of round and out of balance,
let me turn around and see what we get
on the EVA screen here.
So we have to give the EVA some time,
it’s a little slow to respond because
it’s in the averaging mode,
give it a minute,
Okay, here we are on the top row, we’ve got a 3000,
now it’s 3120,
3120 with a 0.34 g-force,
so 3200 rpm, that is the
rotational speed of this tire and wheel
assembly.
behind me here, now notice
in the third row down is exactly double
the first
vibration frequency, or real close to it.
Double,
this occasionally shows as a
second-order vibration,
and order refers to the number of
shakes per revolution.
so if the tires spinning at 3200 RPM
and we pick up to 3200 RPM vibration,
that’s a first order tire speed
vibration.
If it picks up
double the frequency at the tire speed,
then thats to shakes per revolution,
and that’s a second order tire speed
vibration.
Now a the sensor can be very helpful for
finding the
the source at the vibration because
anywhere on the car we will pick up this
frequency,
but the g-force notice is point 0.3, 0.34
where i’ve got it. Let me move it over here on
the table
a little farther out of the way, notice the G force is
going down, 0.24,
so as we move the sensor away from the
source the vibration, amplitude goes down.
now let me move it right to the hub,
we had a point 0.34
last time, lets see we get now. Give it a
minute to respond.
There is our 3360, well, i’m only getting 0.10 there.
let me go back to the base, and there it
goes
back up 0.27, 0.31,
so you can use, let me shut this motor off,
you can use this
the vibration sensor as,
I like to call it a vibration
sniffer, because
as you move this sensor closer and
closer and closer to the actual source of
the vibration on the vehicle,
the amplitude level will go higher.
so an example this is: let’s say you got
a tire speed related vibration on your
vehicle
and let’s say it is just one of the tires
that’s out of round or out of balance.
You can move this sensor to all four
corners in the vehicle
and they’ll all have the same frequency
what they won’t have is the same
amplitude
so the corner the vehicle with the
highest amplitude level is the corner
the vehicle with the vibration
problem, and that’s the one the
concentrate on.
so quite simply the electronic vibration
analyzer, whether it’s version 2
or version 1
that’s as easy as it gets.
You just move the sensor to something
solid, I typically,
like I said, put it under the seat frame
or somewhere
where the driver is sitting, because the
driver the vehicles the one complaining,
so it doesn’t do any good to put it on
the back in the car
they’re not sitting back there, you need
to you duplicate
with that the customer is complaining of
and then see what you get for vibration
frequency numbers. Now in order to use
these numbers and make them into
something useful
where you can fix a car them you need two
pieces of
information, well three really. 1. the
frequency
at the time the vehicle is vibrating. 2. the
amplitude level at the time the vehicle
was vibrating because
when you’re done fixing this
vehicle that frequency may still be
there
but the amplitude level should be
greatly reduced. 3. And the third thing that
you need at
the same time you’re feeling the
vibration, and at the same time you take that
frequency number, you need
engine RPM. And with those in
particular, with engine rpm and vibration
frequency, we can mathematically match
the rotational speed
of different components, and there are
mainly three groups and components,
of rotating components, on a vehicle.
1. We’ve got everything that spins the
same speed as the tire,
so we have the tire, the wheel, the brake drum, the rotor, the axle shaft,
the
differential case, the ring gear, the side
bearing inner cups, the wheel bearing
inner cups. All of those spin the same speed
as the tire
2. But then we also have, if its rear wheel
drive,
or four-wheel-drive we’ve got the
driveshafts, the propeller shafts, and so we
have everything that hooks to that, so
starting at the back in the vehicle we’ve
got the pinion gear, the pinion flange,
the inner pinion bearing, the
propeller shaft itself,
the transmission or transfer case output
shaft, or slip yokes,
the u-joints,
anything that rotates the same speed
and it depends on which gear of the
transmission you are in
there could be some internal pieces in
the transmission that
can cause a vibration in certain gears
also not to mention 3. The third group
of parts which is
engine speed related vibrations, which is
anything
the rotates the on the engine, of course
the crankshaft is the number one thing
that has to rotate first,
and then it drives everything else. Our
camshaft runs half as fast as the crank,
all our belt-driven or gear-driven accessories
drive at different speeds. And so there’s
a way that we can mathematically
match the numbers from the EVA to those
parts, and then you go
diagnose and repair them, and I’ll show
you some software
that I wrote that will show you how to do
that.
I’m okay also told you that I would give
you some
historical background on these
vibration analyzers. so them
let me just so when you’re looking on
ebay trying to find when you’re
which one to get her which one not to
get
so this is the old original even from
the 1991 it came with in amherst
cartridges used three different her
choose the
go in the bottom either the eva it came
with a version 1
the cartridge in the use that all the
way up through
them 1995 when they came out with
the the smart
hurt richer and the smart cartridge
them was there first attempt to make the
evil tell you what was wrong with the
car
he was pretty much a failure no if it
displayed
unknown which you did quite often there
was no way to go back to the like dating
like we just got looking at got through
looking at on the
some you the Eva to and so
the through that Carter Jr and decided
come up with the
new cartridge in this new cartridge
basically was
the the two previous curfews put
together into one cartridge
the first one only gave us like they
don’t the second one
only gave us the automatic mode we’re
tries to tell you what the vibration
sources the third one is a combination
of both
and you’ll notice that here on the eve
to
it comes with the eva two cartridge you
can also get an eva to cart region good
in the
first even some people call it the evil
one but it was never called the evil one
know when it came out it was just even
all these other even as the forward even
though the
chrysler even they all had the version 1
the software cartridge
and that’s fine cartridge you do not
want to have
is the smart current region is a
terrible cartridge
is part number G 30 he 792
dash 50 that is a piece a junk
don’t buy one of those you know if
you’re even as one of these in it
now try to find one of these other
cartridges the newer one
is it a 38-7 92 dash sixty
and I don’t know what the only one is
the label pool of you many many years
ago
used to be on the front rather than the
top and
so anyway them the Vertu cartridge came
out in 1998
now the big problem with the evens the
evite to cartridge
and the smart Eva cartridge you’re one
of the many problems with it
them is that there were vehicles
that were out before 1998 and they’re
all over the place today
that we call crossover sport utility
vehicles and
crossover sport utility vehicles our
vehicles that are front-wheel drive
um primarily but they also have a rear
propeller shaft
and the rear axle and that oxalis
typically engaged or disengaged
electronically
year with a viscous clutch or
um those vehicles don’t have a transfer
case like a four-wheel drive truck
because they have what’s called a power
transfer unit
or PT you and sometimes the actuator to
send power
to the rear wheels is in that BTU
but the the big problem with the
crossover SUV
is that the rear axle gear ratio was not
the same as the front axle
you’re a shoe and I know that sounds of
handed it does work
um and the reason it works is the pair
transfer unit actually
over drives the rear propeller shaft by
the same
do reduction that the rear axle under
drives the
the tires at the actual chefs and so it
you can have two different durations
they’re on the same
vehicle but the problem with the eva is
it only ask you
for one of those durations and then it
tries to tell you whether you’ve got her
propeller shaft vibration well the
propeller shaft runs at a different
speed on crossover SUV
ease as compared to regular
four-wheel-drive trucks with the
transfer case
so where there’s the EV to cart reach
word the original version one cartridge
both those work just fine just ignore
the automatic mode and go into
the normal mold and
you work just fine
okay so now them I’m going
to the show you how to take these
numbers from the eva
and turn them into
some useful information to help you
figure out what is wrong now with the
were what’s causing the vibration on the
vehicle itself
love me
pauses for a moment
okay got my laptop the computer center
appear
and this is a Mac but I’m running
parallels to run Windows them
on it and what I want to show you is
the software the you can purchase to
use with the Eva their
resident reader commenter the sire of
murder
the MPS 4000 4100
the to interpret the numbers that
those devices give you and turn it into
useful information is worse diagnosing
be a call vibrations and so
this and the software website
them the website is my braid
software dot com and there’s a link over
here too
purchase the software and you can
purchase it and download it
instantly in its mmm around a hundred
and eighty dollars
for the the software here in 2015
the software is updated annually
because we’re what this offer does is it
um
among many things is it keeps up with
the latest technology the latest
powertrains
to give you all the gear ratios of all
your their front and rear axles and all
the different transmission models
out there and so I’m
I’m going to open the software I’m back
each year
so here we go latest version is vibrate
5.1
and what it’s going to do is is going to
ask you for the powertrain type
and there’s several different types here
we have a rear wheel drive to Stu Bickel
rear-wheel-drive
car or truck we are front-wheel drive
car or truck we have the traditional
four-wheel drive that uses the transfer
case
and as a separate brand in rear
propeller shaft
we have an all wheel drive vehicle where
it’s the same thing as the four-wheel
drive but
a different type a transfer case to
allow for slip each
or differences in the between the
speeder the front axle on the rear axle
we have crossover sport utility vehicle
four-wheel-drive
you notice this has a front wheel drive
power train with the power transfer unit
and then a router propeller shaft in a
rear axle
so that’s four wheel drive and as a
selectable power
transfer unit vehicles like this by the
way would be like the Ford Escape the
Toyota Highlander
the Chevrolet Equinox and and so on
there’s a crossover SUV
all-wheel-drive there’s the homer
know each one it also large you
calculate
vibrations are free towing a trailer or
not to in a trailer
will see a vibration only occurs when
you join a trailer
mmm thats different type A
vibration than one without so to
to begin with which to score the
crossover sport-utility
vehicle like a forward escape
so I’ll go with crossover SUV all-wheel
drive us like that
and then what it’s asking us here is
enter the rear
axle do racial and it says to see a list
to the actual gear ratios reach me a
call
Press help so hit help here
unit brings up crossover SUV
rear axle gear ratios you go with
forward
and the Ford Escape has a 2.93 21
your issues welcome back the other
screen
and we’re gonna punch in
to point 9
3 21 rear
axle gear ratio then wants to know the
front
final drive gear ratio in the
transaction also will help again
Stimmel select Ford Motor Company
let’s go with the see it 2000
he and will find the
and escape
me here’s cape and
the front final drive your issues
there’s a vehicle configuration label on
the door
looks like this and then give you a code
for the transmission and the code
for the actual so you look up this code
and communique your 30 or 35 for or
and different versions a two-wheel drive
in four wheel drive over the years
let’s just go with let’s say it has a
three-point 77
for fictitious Ford vehicle here
so will do three points 77
and then we’re OK now wants to know what
is the transmission gear
transactional gear ratio for the gear
used while the vehicles vibrating
with chances are you going to be in
overdrive them while you driving the
vehicle
then the vibration is occurring if not
you can select a different year but will
hit help
and bring up a gear ratios so ford motor
company again
not as in aid escape
and will go down to transmission
durations here and let’s say
as them this six f35 transmission
transaction will click on that does this
right here the six yr 35
in 5th gear sorry her 60-year
success 35-6 peed is 0.7 46
smoke americorps here luncheon 0.7
46 and hit OK
in the last thing wants to know is how
many cylinders
are in the engine by default is aid
let’s say that we’ve got a six cylinder
engine
will hit OK and wants to know is a v6
engine because v6 engines have different
vibrations that are normal
compared to an inline-6 also yes it to
be six
and then help I’ll brings up the road
test procedure
and you can print this and take it with
you but basically you’re going to print
the worksheet that you’re going to see
your next
and take it with you on the road test
unit that step 1 step 2 you’re gonna
bring the vehicle up to the speed where
the vibration occurs
step 3: you gonna downshift
the the transmit for mission for several
seconds
the to slow down and then come back up
and verify
in vehicle speed that the libration
that you are feeling is still there
no matter if you’re speeding up or
slowing down it’s probably going to
occur at the same
vehicle speed or speed range and then
no you’re going to
recorded the engine
rpm on the ground and the
vibration frequency on the graphs or
disclose these instructions here
here’s the graph that the software
producers
in these diagonal lines ECU that are
colored
each year the red lines represent tire
speed related vibrations
we have a t1 which means first-order
tire speed related vibration
21 shape a revolution in the tire we
have 82
which is to shakespeare revolution
retire d3 which is 36
now there could be a T-forty five in all
this
the higher per order numbers but it’s
more likely that you’ll see
either at1 or at2 rarely 83 or higher
mom and it’s important to know which
which one of those you have because they
are caused by different
failures right then
these green lines here we have a easy
one for engine first order that’s one
shape a revolution
that is not a normal vibration for v6
engine
we have a e2 which is to shakespeare
revolution the crankshaft
that one actually is a normal vibration
along with the e3
normal vibration the e3 is simply three
cylinders on the
them powerstroke perot pollution in the
crankshaft
so you get these two reporters the cause
a vibration you cannot get really that’s
a normal party the engine running
but what shouldn’t be happening is you
shouldn’t you should not be feeling
those vibrations in the passenger
compartment
because your motor mounts your
transmission mount your exhaust mounts
body mounts and so on
are there to dampen those vibrations out
the e2 wanna be six is because
mean what they call a normal rocking
motion of the engine
you have to so owners on on one bank
fired one cylinder on the other
a revolution and then it switches to the
other side and neck set up a rocking
motion
then to cause in two shakes
pre-revolutionary
the the engine and then the blue lines
this one’s
really covered up here’s her to see we
have a p1 per first-order propeller
shaft
p2 mp3 song for second- and third-order
propeller shaft or drive shaft is some
people call it
them vibrations and the interesting
thing here’s your nose
first-order engine first-order propeller
shaft in third order tire vibrations
are all right next to each other they’re
almost identical
in frequency and that’s we’re on these
Eva cartridges the smart cartridge in
the automatic mode on a
on the Eva to
they tried to calculate and tell you
which which one it is in
instead to tell you which one it is you
know either display unknown
were overlap in in that still doesn’t
tell you what it is
but here on this graph we can tell
ourselves which one it is plus we can
put the transmission in neutral
and at a vehicle speed and bring the
engine RPM down
in see if vibration changes with the
engine RPM
if it does then it’s about engine
related vibration if it is not then it’s
a vehicle speed related vibration
okay so this graph you’re on the bottom
the graph we have engine RPM
going from zero rpm all the way across
to 3500 rpm
there’s a range button version frequency
range but right here
they will can change that to three
different
Rangers would so basically zooms in a
row drama
on the graph over here on the left we
have vibration
rpm which comes from are
electronic vibration analyzer now smokin
imported automatically
this is where you have to write down a
notice or
research the the screen on the even
while the vehicle is vibrating to see
what
is the vibration frequency
and at the same time look at the engine
RPM
so for example looking at the bottom of
the screen here
here’s 2010 rpm right here
sofa move the mouse over 2 2010 rpm
if it 2010 rpm also had a 700 rpm
vibration from the evil those two lines
intersect on this first diagonal line
your label t1
that tells us we have a first-order
higher speed related vibration
if a 2000 rpm at the engine we had a
1400 rpm by birch internet to
second-order
tire speed vibration in this one should
make sense to you the engine
if we’re 2000 engine RPM and we pick up
a 2000
vibration rpm then
obviously that’s one shape a revolution
at the engine in that
abnormal on almost every single engine
except for
some three cylinders
them so obviously is the second-order
engine would be twice at it before 1000
rpm
so if we’re at two thousand engine rpm
and we pick up a four thousand
int vibration rpm thats to shakespeare
revolution at the engine
in like I said that one was normal
vibrations
while you know for its normal have you
know what’s more more MORE to abnormal
on a car
well the software does more than just to
help you
take the numbers from your end your tech
armor in from the eva and match it up to
rope 18
components on the car that can cause
vibration
it has step-by-step them help
the to help you diagnose what’s wrong
with
with every single one of these so let’s
say
for example that we had our first order
to higher speed related vibration
if you bring the mouse over and put it
on top of that t1
is says first-order tire speed related
vibrations
usually caused by something rotating the
same speed as the tire
is out a grounder outta bounds and if we
click on that
it brings up the help file where we have
the seven different things to check they
can cause
the first to retire speed related
vibration and
notre Pere important anything that’s out
a balance
anything that is out of balance war only
cause a first-order vibration
never any higher order vibrations so in
other words a tire that our balance
cannot create
to shakespeare revolution it only
creates one
so pick up the second-order vibration of
anything
trying to balance that will not help at
all so the first thing you check
is a tire will turn around and you click
here for instructions on how to do that
if you have a you road force variation
balancer like this hundred years P 9700
there’s instructions and
how to measure it if you click here
otherwise you can click here
and as step-by-step instructions on how
to hook up a dial indicator
in major radio and lateral runout
on the vehicle of the vehicle and so on
and so there’s step-by-step instructions
for
every single diagnostic be
for every single group rotating parts on
the car with discount through the rest
is required
attire so you always check for things
that are out around
believe or not you could balance a
square tire
you to be perfectly balanced but
obviously would cause vibrations going
down the road
them to check for things if there are
ground first
then you check for balance you checked
for a drama road route out a bouncy
check a actual
Flandre hope the turnaround checker will
start circle
for a run out no but there are many have
you have done that but
there’s a procedure to go through and
see if the wheel studs circle was
drilled
the on equal distant move holes
from the center line of the axle shaft
if it wasn’t
then it’s going to cause the tired will
simply to move up and down
and is that actual shaft rotates those
two spots in the tire sidewall you can
have some sort of
Radio 4’s variation which is the
up-and-down
or lateral force variation which is
the side to side migrations
and their tools out there
different no wheel balancers that can
major and and help you
figure out if you’ve got a defective
tire order if
something can actually be repaired and
then last
least likely option but it still can
occur is a drive axle problem
there can be all kinds of problems with
the gears like remember these gears
there during your years been the same
speed as the tire
the pain in your spin the same speed as
the propeller shaft
anything them wrong in the differential
backlash backlash variation
them it anything like that can cause
in end up causing vibrations so that’s
just from first-order tired
speed vibrations I’m if we go back to
our graphic
we’ve got information for second retire
speed
first-order engine was quick on engine
for example
first-order engine jewelers to
things that could cause a vibration and
has
photographs and information on how to
diagnose every one of these
things in them that down
to the bottom here
there the is a link
we’ll see where is it photo it’s up to
the top there’s a link here
says some engine speed related
vibrations are normal
however they should not be filled in the
passenger compartment click here to see
which vibrations your normal
so I put together a big table of
different
engine configurations and
so we’ve got them the engine order so
one shape a revolution two shakes
1/2 shakes have a shake in for the
different types a vengeance a loser
three cylinders a four cylinder without
a balance shaft
here’s a four cylinder with the
five-cylinder six-cylinder b6
sixty-degree ninety-degree b8 meet in
b12
in the boxes that are green our normal
vibrations
all the others are abnormal vibrations
and you can click on
each one in and get a description old
what can cause that
a particular vibration right now
we go back to were a graph here them
to let engine speed vibrations if we
look at propeller shaft vibrations
first-order propeller shaft one shake
revolution
the is only caused by something out a
brown or a balance
Norris know u joints are involved in
that but if we go to second order
propeller shaft
then we have the u-joints themselves we
have the u-joint working angles
we have the phasing the drives after
those
lined up properly and I have videos on
measuring need
all those type so um
drive line: problems clear up to a
third-order propeller shaft with
a CV joint in it they can cause 36 per
revolution up the
propeller shaft so the software
and as I said works with any vibration
analyzer
that will give you the vibration
frequencies and
either the engine RPM you need to get
off a scan tool or attack on her on the
vehicle
befall you have for those two things
engine rpm and vibration frequency
you can match those two marines up to
one of these lines and you pick the line
that it’s the absolute closest to
and then click on the buttons off to the
side for step-by-step
diagnostics them to help you through
because obviously knowing that you’ve
got something that’s
tire speed related vibration there
dozens of things that’s been the same
speed
as the tire and so you need help
in narrowing it down how do you
eliminate one thing after another
in till you get right down to the actual
source of the vibration and there’s hope
help file with the software guide you
through all up
okay well that is
it through the electronic vibration
analyzer the next episode
the to episode 3 will go through the
be Tronix now Bosh automotive solutions
them 4100 over 4,000
vibration analyzer by the way later on
not part of this series but I will do
another video use in the EV
and show you how to stroll balance the
propeller shaft
have a good day


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