Nice to hear that the unit is in use in a shop setting. That says a lot. Good point about the liquid locking, I'll add it in my description as a warning. Thanks!

No problem keep up the good work

Agree, that would be a great addition.

You're welcome. Thanks!

I used a household degreaser. There are many kinds, such as simple green, purple power, etc. The ultrasonic cleaner is really what does all the work.

@@baxrok2. Thanks for sharing, I am getting ready to clean some injectors on 1982 Porsche 928.

Thanks, I hope it serves you well.

The output current or output voltage? Output voltage should be 12v. I'll have to check to verify but I'm pretty confident.

When using a standard voltmeter, I also measured 2.5ish volts when running in mode 4. However, with pulses this fast a standard meter won't do. Using my scope I measured the pulses in setting 1 and 4. The tester puts out pulses at 9.6v.

Also.... would like to see what setup you used to push fluid through the injectors.

Norman Detrinidad How would you use the existing cables to energize the injector if they are still connected to the injectors and computer?

i dont know much, back probing maybe at the computer connector? the negative is the control, I simply thought that to measure the pressure drop of each injector, there would be an alternative, because there are almost inaccessible injectors, for example, under the intake manifold... if the only way is to disassemble parts and disconnect, that's fine, although I would prefer the opposite, my friend

in some way with the circuit diagram i hope, i bought that tester, i'm waiting for the delivery, your video is excellent

After speaking to someone much more knowledgeable than I am, he says that you can safely apply ground to the injector at the PCM by back probing with the PCM connected. As most injectors are ground side switched the PCM driver is essentially open without the engine running. To activate the injector this way the key will have to be on so that the relay is energized. The problem you will have though is that you will have to have some kind of pulse modulated ground in order to pulse the injector for some period of time. Without that you can't reliably compare flow based on injector on time. Also, many vehicles have connectors between the injector and coil harness and the PCM. Look for this as it would give you easy access to all of the injector wires and totally eliminate the PCM and relay. On my three Mazda's the injector harness goes into a large connector before it gets to the PCM. Here with the connector apart, I have access to all of the injector wires and so can connect my injector tester supplying power and ground with the tool. I hope this helps sir. May I ask what vehicle you are working on? kzfaq.info/get/bejne/d9RkgKieztmul4k.html

You are in luck my friend. A gentleman that I know who makes diagnostic videos on KZfaq found your question very interesting and useful. He just told me that he is going to make a video about exactly how to do this! I'll let you know when it comes out and what his channel is. He also said that he's thinking that he easiest way to do this is to disconnect the PCM and remove the relay or fuse that supplies the injectors. Here you've isolated both ends of the injector circuit. Now, you can connect your injector tester to one side of the circuit and select the appropriate injector wire to activate at the PCM connector for the other side of the circuit!

Thanks. No, I don't believe that they are universal. OTC, for example, includes a set of jumper wires for those cases where the connector at the end of their tool doesn't fit an injector. If you terminate the wires with either very small alligator clips or female pins then you might just have a universal termination. As far as I know, all injectors are two pin males. Waveforms, oh yeah! I hope I spoke correctly when I was talking about them. lol

I don't know.

I'm sorry but I don't know. I haven't seen or heard of any injectors that this won't work with.

Resistors lower voltage

@@rodshehan3886 Resistors also limit current👍 Older systems used low resistance injectors, each with a separate resistor in series with them to limit the current draw. Newer systems use higher resistance injectors and don't use a separate resistor.

This tool can help you. However, it is probably easier to use a fuel pressure gage to see a leaking injector. Search Google for say.., leaky fuel injector testing. There are dozens of excellent videos that show you step by step how to do it. If you don't have a fuel pressure gage, you can borrow one from a local auto parts store. Good luck!

@@baxrok2. I wanted to do that they have a cheap set at Harbor Freight , only issue is my fuel regulator is on the beginning of the fuel rail & no test port/valve on the vehicle.

@@BigAlWillis To use the injector tester I show, you still need to have a pressure gauge attached. The tool activates the injector and then you monitor the flow, or pressure drop. So, an alternative may be to measure the injector resistance or pull the injector and do a visual inspection to see if its dripping.

@@baxrok2. 10/4 I will do that. Thank you

I don't know. I've never looked at mine that closely or taken it apart.

@@baxrok2. What was the circuit board at 12: 44 - 12:48 ?

@@lcee6592 Oh boy, I have to apologize. I guess I did take it apart. It's been almost three years and I've forgotten that I did that. Sorry. I don't have it with me otherwise I'd take it apart for you to check. I keep my tools in another location.

@@baxrok2. No problem, I can hardly remember 3 days ago! I may just put a switch in-line to reset the unit. Thanks for the great video though and for the prompt reply. 👍

@@lcee6592 Sounds good. Good luck!

Normally, you would use a fuel pressure gauge to test for a stuck open injector. Raise the pressure to system pressure and see if it holds. If not, it could be an injector leaking, a fuel system leak, or a check valve problem in the fuel pump. Not all fuel systems have a check valve in the pump however.

Yes, they can be tested in the engine. That's actually the main reason to use the tool.

@@baxrok2. thanks for the quick reply, if my compression test is good I will probably get this tester.

@@baxrok2. if I understand correctly, I would also need a fuel pressure gauge to validate that the pressure is dropping when the EM276 is testing the injector?

@@evypr0ductions Correct. There are numerous very good videos online on how to perform an 'injector pressure drop test.'

Jesus Garcia No, never even thought about it. If the pulse widths were shorter you might even be able to run an engine off of the thing!

Baxrok2 i am going to try using a solid state relays and see how that works. ill keep you posted if you are interested.

@@laredotech Well two years later... How did i work out with the relays? :)

@@Magistern940 that solid state relay works like a champ. I used them for multiple projects. Use a ssr heatsink for a better life

Why use a relay?

I don't know because I've never seen a scooter injector and I don't know how it is configured. As long as the injector has two wires this tool should work. However, you don't need this tool to make an injector open or close. There are lots of other ways to do it. Search Google for the following phrase: operate an injector with 12v

thank bro

I think it's hz.

@Yeshua The Way One full cycle duration is the total of 'On Time' + 'Off' time, so from when each pulse starts up to when it ends, to the exact point just before the cycle starts 'On' again. Each pulse setting is listed in m/s (milliseconds) So most of these setting will be in Hz (cycles per second) You would have to calculate Hz by dividing the pulses setting you choose into 1000m/s =(1sec) to get Hz (cycles per second)...Hope this helps.

Bernhard List I show current ramps at the end of the video. Once off, the current should stop flowing and pintle should retract. If not then perhaps sticking injector pintle?

Yes I saw that current ramp but look at the video at 21:07 and there the ramp at the right side (turn off) should come sraight down and that tester switches too slow so there is no voltage spike and the current is a curve to the right instead of a clean cut. This reduces the useability to cleaning only because electrically only the pintle dip at switch on is clearly visible but try to display a voltage graph and there is no pintle hump there (just a slight one at the current ramp but it should be at the voltage graph). My email is bernhardlist@hotmail.com and if you mail me I send you a few good curves from an ECU switched injector compared to this one. Greetings

Bernhard List Okay, I think I see what you mean. You feel that the operation isn't as useful since the voltage spike at shutdown may indicate that the pintle isn't being moved at that time like it is when ECU switched. I'll have to look at a voltage waveform from the tester. I'll look at your waveforms too. The voltage spike occurs at the same time that the current switches off. So, as soon as the current drops the voltage will spike. I don't see how the tester can be too slow to switch the injector off? Even if it was a bit slow, Would that matter if the injector is being cycled hundreds of times during a cleaning cycle? I'm not an engineer so maybe I'm missing something.

It is definitely good for ultrasound cleaning and comparative spray pattern testing (i will build a small rig for that soon) but with my pico I can normally see the electrical (coil) condition which can only be seen with clean switching. What you can see, with the EM276, is if a coil is shorted, in that case it ramps straight up when switched on. I do have a scan (which I can forward to you) from my failed Renault car (which was falsly diagnosed to have a failed catalytic converter, I can explain why they where mislead) I believe the EM276 is a nice gadget but if it would switch fast, we could test injectors mechanically and electrically and would return them to service knowing they are in top shape. A Transistor should actually do such switching fast enough anyway so I am a bit disappointed (I don't know if the more expensive ones are any better). How can I send those scans/pictures to you?

For cleaning it should not matter, but since there is still current flowing (with the slow switching) the magnetic force holding the pintle up against spring pressure is being released slower and so it might be dampening the pintle movement and eventuelle reduce cleaning action. In my scans I could see a slow pintle action on the current ramp far right side showing that delay. If this actually was the injector (not the controller) it must be scrapped, but I tested 9 injectors and all looked the same so it is the controller. But my concern is more the electrical funktion of the injector

This tool is used for evaluating the flow rates of individual injectors and then comparing them to each other to see if one of them isn't functioning properly. A malfunctioning injector can cause a misfire. In addition to this tool, you'd need a fuel pressure gauge installed at the same time to see, and then measure, the pressure as each injector is pulsed. If you have access to the injector connectors, you can test with injectors in the car. Use care as you don't want to pump too much fuel into the cylinder during testing! Prior to using this method, you'd probably want to observe fuel trims to get an idea of what's going on with the fuel system.

@@baxrok2. What is the method YOU preferrer if you have access to injectors/fuel rail, remove the entire rail to visualize the spay pattern and leaks in each injector? or just keep injectors installed and just look for the pressure drop/comparison to the other injectors. Also I could not understand one thing: Is there ANY indication in the tool if the injector does not pass in the test 1, 2 or 3? Tks a lot.

@@philadv Keep them in and do the pressure drop/comparison test. No, the tool does not indicate anything to indicate a pass or fail. It's all dependent on the pressure/flow.

@@baxrok2. Tks for your time and great video!

Sorry to hear that. I haven't used mine in a very long time. Sounds like you have a defective one unfortunately.

Yeah, that could be. Good observation!

@Joshua River Only need to disconnect power to reset the tester if you want to change the 'pulse settings'....so you could inadvertently use any pulse setting as many times as you want without resetting if not careful...but you shouldn't do more than 2 tests per injector without running the engine to clear the cylinders before repeating the tests if required, or could risk hydro-locking a cylinder.

$34.52 on Amazon.

I don't understand. Why would the tester need higher current to overcome fuel pressure? You don't clean them that way, or at least I didn't. I used an ultrasonic cleaner with a cleaning agent in it. I ran the injectors for around 10 minutes in the cleaner using the tester in constant operation mode (4). Worked fine! Also, it worked for this guy: kzfaq.info/get/bejne/a9h4eMiF1cW2lpc.html

What. A fuel injector circuit is less than 1 amp... It's pulse width modulated. What you're saying has nothing to do with why it can't be held open or whatever you're trying to say. You don't use these to clean injectors anyway.

Okay, the point is buy one. Short enough?