Graculus
Well-Known Member
That's fast enough for the injectors to be triggered.Around 130-150 rpm
That's fast enough for the injectors to be triggered.Around 130-150 rpm
Ha, that's fine I really appreciate your help. I'll look tomorrow if I get that data actually as I think it does. Defibately a weird one though from what the guy said.Did you ever measure the pressure? can you read the live values of LP & HP fuel when cranking? Sorry if you have, I've still got 'day job' diag going through my head - 2 x BEV's, 1 x hybrid & assorted other 'hmmmm....' jobs!
Check them from the connectors on top of the engine, no need to access them directly. All things being equal, it should fire at >5deg. C. with a bit of hesitation, start straight up at >10deg. C. with the glow plugs not working / disconnected. TBH I doubt that's the issue as that wouldn't cause it to cut out dead, neither would a camshaft chain failing as it would still run (badly) on the unaffected bank. If you can access the fuel filter (on chassis rail drivers side, you can just see the top of it looking through the OSF wheelarch looking towards the gearbox) can you draw off some contents from the drain on the bottom of it? Just to check for water or other contamination and to check it is actually diesel coming up.Easy to check them how, without taking them out? From what I understand isn't one under the pump? thanks
Yeah good shout...as you say back to basics, although it was nice clean diesel coming out of the top valve. I agree ref glow plugs though. I genuinely think this is something simple which is why I'm reluctant to send it elsewhere.Check them from the connectors on top of the engine, no need to access them directly. All things being equal, it should fire at >5deg. C. with a bit of hesitation, start straight up at >10deg. C. with the glow plugs not working / disconnected. TBH I doubt that's the issue as that wouldn't cause it to cut out dead, neither would a camshaft chain failing as it would still run (badly) on the unaffected bank. If you can access the fuel filter (on chassis rail drivers side, you can just see the top of it looking through the OSF wheelarch looking towards the gearbox) can you draw off some contents from the drain on the bottom of it? Just to check for water or other contamination and to check it is actually diesel coming up.
Ah I do actually, I bought a couple of silverline ones but they're so bad I would happily sacrifice one 0.5 bar that's about 7 psi so not sure how accurate it'll be at that level but worth a shot. I would like to think previous people had changed fuel filters but who knows as I haven't yet.It could be low fuel pressure up to the HP pump due to a blocked filter - only checking the actual pressure at the Shraeder valve will tell you that. Do you have an old tyre pressure gauge you could sacrifice for the cause? you need 0.5 bar as a minimum.
Yeah I don't see the point in dropping the tank. The codes I posted originally was all there was in there and can only presume that was from when it was running. I still have an inkling that it's fuel related as everything else checks out. I'll try and measure presure in the morning.There's a strainer on the bottom of the pump module, you need to drop the tank to get to it - not as bad as it sounds, generally if that's blocked the in-tank pump is very noisy and you get a low fuel pressure DTC - but only once it's running!.
I wouldn't advise bypassing the fuel filter as any contamination will go straight into the HP pump, which is bad.
Is there any particular brand of fuel filter to buy or avoid?There's a strainer on the bottom of the pump module, you need to drop the tank to get to it - not as bad as it sounds, generally if that's blocked the in-tank pump is very noisy and you get a low fuel pressure DTC - but only once it's running!.
I wouldn't advise bypassing the fuel filter as any contamination will go straight into the HP pump, which is bad.
That's too slow for reliable starting. I'd expect to see over 200 RPM while cranking, preferably closer to 250 RPM.Around 130-150 rpm
No I haven't, is that just before the Y piece?That's too slow for reliable starting. I'd expect to see over 200 RPM while cranking, preferably closer to 250 RPM.
Have you checked the throttle body plate isn't stuck closed?
Not had throttle body out, just pipe.off to squirt the not so magic juiceIt's not bad for a (probably) depleted battery and cold engine oil, the cut-off IIRC is 75rpm. The point of the check was to see if the CKP was giving a signal. I think he's had / got the throttle body out.
If you've had the pipe off, you'd have seen if the throttle butterfly was closed - you can remove it, electrically connect it and try starting to eliminate. Did you ever get around to checking the manifold vacuum?Not had throttle body out, just pipe.off to squirt the not so magic juice
Not checked vacuum as don't have correct tooling yet. I took blue silicone pipe (possibly not original) off intake of Y piece and didn't look in it, but yes I suppose there is a giant actuator there. Are you suggesting trying to power up the actuator to open it and squirtung some magic juice inIf you've had the pipe off, you'd have seen if the throttle butterfly was closed - you can remove it, electrically connect it and try starting to eliminate. Did you ever get around to checking the manifold vacuum?
I keep on but I'm still struggling to understand why it would not fire or at least cough on easy start. Even if the injectors didn't fire and every other electrical thing wasn't working, surely it would still cough, unless there was a valve train or timing issue....If you've had the pipe off, you'd have seen if the throttle butterfly was closed - you can remove it, electrically connect it and try starting to eliminate. Did you ever get around to checking the manifold vacuum?