Fuel is constantly being pumped from the tank into the pump then back to tank. Depending on how much you have in tank it won't take long to get pretty warm on a hot day.
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Yes, considered that further up the thread. You could be right. It certainly makes sense but then I think the fuel is heated to 70 - 80C. On a long journey surely the whole pump must warm up? But then maybe it is the difference in expansion between the outer casing and the inner workings? I don't know. I'm out of my depth although to be honest I'm out of my depth on a damp carpet with these things.
Beat me to it, as usual.
Went back and checked my traces. Highest fuel temperature I've ever recorded is 75 degrees centigrade. Fuel heater seems to try and keep it between 65 and 75 degrees centigrade. The day it acted up the fuel temperature was 70 degrees centigrade.
Worth thinking about. If it does it again then pulling in and brimming the tank might bring some interim relief.
As for internal fuel pressure. Internal lift pump can be tired, it's simple vane pump. Also seals on pressure regulating valve can be worn, the same applies to seals on timing solenoid. Was the whole pump dismantled for inspection?
You can feed the pump with high presure (5 bar fox example) pump for testing purposes to see if it cures some problems.
You can feed the pump with high presure (5 bar fox example) pump for testing purposes to see if it cures some problems.
The amount of fuel per stroke is dependent on the engine speed. The higher the engine speed and load the higher the fuel per stroke, this is all regulated by the parameters set in fuel MAP. At idle of 750 RPM it will vary according to load on engine. What does your Nanocom read? Simply put, the more fuel injected the faster will be the engine speed.
Between 5-6 mg/str with no load idling with fully warmed up engine(best to check after good run). Setting it is very very sensitive, the difference between 10 and 5 mg is almost non measurable by eye(looking at pump)
Some people set it to 3-4 mg/str for better low down performance, but this can result in slow returning to idle, and unstable idle when engine is cold.
It's funny because lower number gives you more fuel. Also board computer will cheat fuel consumption figures with badly set mg/str, with low reading it will be very oprtimistic, with high reading it can be scary to look at.
Tapping it too much towards bulkhead can result in runaway engine, as the pump governor loses it's ability to lower fuelling. Too much forward, and it won't start, or it will stall even when turning steering wheel.
Between 5-6 mg/str with no load idling with fully warmed up engine(best to check after good run). Setting it is very very sensitive, the difference between 10 and 5 mg is almost non measurable by eye(looking at pump)
Some people set it to 3-4 mg/str for better low down performance, but this can result in slow returning to idle, and unstable idle when engine is cold.
It's funny because lower number gives you more fuel. Also board computer will cheat fuel consumption figures with badly set mg/str, with low reading it will be very oprtimistic, with high reading it can be scary to look at.
Tapping it too much towards bulkhead can result in runaway engine, as the pump governor loses it's ability to lower fuelling. Too much forward, and it won't start, or it will stall even when turning steering wheel.
Injection pumps are tested and calibrated on multi thousand pound machines not with bloody hammers a chisels.
Between 5-6 mg/str with no load idling with fully warmed up engine(best to check after good run). Setting it is very very sensitive, the difference between 10 and 5 mg is almost non measurable by eye(looking at pump)
Some people set it to 3-4 mg/str for better low down performance, but this can result in slow returning to idle, and unstable idle when engine is cold.
It's funny because lower number gives you more fuel. Also board computer will cheat fuel consumption figures with badly set mg/str, with low reading it will be very oprtimistic, with high reading it can be scary to look at.
Tapping it too much towards bulkhead can result in runaway engine, as the pump governor loses it's ability to lower fuelling. Too much forward, and it won't start, or it will stall even when turning steering wheel.
I ask because I never get anything like that. I had a low of 8 mg/str last summer. Typically I'm around 11 mg/str. Still, we're now pretty certain my pump is more tired than Dozey the dwarf. However, now I know what a decent pump looks like and so does anyone else following this and staring at their outputs and alternating between touching cloth and fainting with relief.
It'd better be possible in a shed because that's where all the magic happens.
Having said that, I'm not touching that pump top again until I have to. That's 3 hours of my life I won't get back in a hurry. The next time that pump moves is for some sort of replacement!Funny, yes. Counterintuitive, certainly. Less milligrams (read millilitres) per stroke results in MORE fuel. This is probably a stupid question but how the chuff does that work?
Do you really believe that they still know how to use theese multi thousand pound machines?
It's only a Land Rover, it's meant to be repaired with hammer and chisel.
Those injection pumps are so simple, that you can disassemble and assembe it in the shed.
Might i ask you what you do for a living?
tomcat59alan
Well-Known Member
tomcat59alan
Well-Known Member
He designs and assembles fuel injection systems for a world famous car manufacturer based in Soliull!
tomcat59alan
Well-Known Member
He designs and assembles fuel injection systems for a world famous car manufacturer based in Soliull!
Then "WE ARE ALL DOOMED" !!
