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