So, even after suffering the uneducated comments from those who simply jump to conclusions, as befits their limited education (that’ll create a Neanderthal storm, I’m sure - lol), as laid down by their own personal thoughts & mental processes, some of which can be seen as suspect… & remedial… I’m adding another piece of useful information, regarding my Freelander 1 TD4 (2006).
And before the usual comments from those who fail to appreciate any kind of learning process, where information that should reach certain brain cells, dendrites and neurons of both hemispheres before reacting in convulsions; please bear with me for a moment - to learn something that is beneficial. It’s payback time, gents! Read & learn. Or live your life in remedial.
I bought a full set of used injectors, matching the type that’s originally fitted by the part numbers, etc. 0445110049 They looked the part when they arrived, clean and almost gleaming.
Having received them, I checked their electrical resistance, which equated to o.6 ohms each. With that consistency between them I conclude they might just be okay to fit and try without doing anything else, especially when their advert said, tried & tested! Yeah – right!!
I even connected them to a 12volt supply, straight from the car’s battery, so no over-volting or ac-ripple to contemplate, with only quick-connections – disconnections to prove they were/might be okay. They seemed fine. They clicked like Larry Grayson tip-toeing on clickity shoes. For those who are too young to know who Larry Grayson was, you’re lucky. lol
The internal solenoids worked, which by listening was heard to be a loud clicking sound, much like Larry’s shoes. lol. And again, tough, if you cannot relate to the story of a famous comedian. Shut-that-door!
I removed the original injectors, a job I’m not so happy about doing, time-and-again. When you remove & refit or replace anything it can add to the life’s fatigue of the mounting bolts, etc. It’s okay for a while, to play with such items, but before you know it an item or the plural will snap or strip. And that’s how it can be for most mechanical items. And who can blame a piece of machinery that gets hot-&-cold each and every time you start and shutdown your car’s engine. I personally feel for my vehicle whenever I drive it. Operating the clutch, pressing down on the Thrust bearing for every gear change – it must be hell for all the connected parts! The gear-cogs too, for moving between the others when going up-or-down ratios…, the pressure of slowing or accelerating as well, applying extreme pressure on the metal-to-metal that takes the strain of what you’re expecting from an engine & transmission. Putting your pedal-to-the-metal exerts enormous exertions upon your car’s/vehicle’s running gear that amounts to moving mountains, I can assure you! A human body would fail before the first gear was getting close to 2nd. If I might come back after death, I pray I do not return as a gearbox! Jeez. Hell would be better.
Anyway, the replacement Injectors failed, completely. The engine would fire a few times before dying, each and every time it was tried. I decided to refit the originals, which by all accounts were far superior to the replacements. And that is what I did. However, I was very instrumental in how I replaced the originals. The seals on the failed replacements were superior to the originals so were fitted instead. I cleaned the bores as well as the injectors, torqueing their fitment to what was required. I cleaned, I fitted, I screwed (sounds suspect there) to what was the original fitting application. I ended up with a motor that still moves and drives like new. And now you, the reader, may be asking, ‘why in the hell did I go to such lengths and expense to replace a set of injectors that seemed to be working okay’? And the answer to that is, if you might care to look back on my previous posts, I wrote how I tested my injectors for their efficiency, where two were questionable. That persuaded me to replace them all, to see how they might affect the running and performance of the engine.
I am now running my car, with the original injectors. It pulls like a train while accelerating like a sports car. It’s really good. I’m sure the two suspect injectors, No’s 2 & 3, are still not operating as they should, but for the time-being, they will suffice.
I will admit to being a perfectionist. I was told I was while serving in the RAF, where none of my aircraft failed or crashed. My teams of personnel helped to keep an equivocal record for excellence and serviceability, second to none. And it’s these same efforts that I apply to my own mechanical pieces-of-art, as I see them. I have this tactile sense of touch to my vehicles, where I feel each and every change of gear, each clutch depress, every time I accelerate or brake. The lights, the switches, the paintwork, the hazards, etc, etc, etc. I treat my car as if it is alive. I need to know it can be relied upon.
And for those who put fuel into the tank with no thoughts of the strains the engine, transmission, suspension, etc, will suffer, then you’re not looking after what is a true piece-of-art, in my opinion.
Please care for your car/vehicle. Learn to respect what you are driving. It will repay your devotion with its own.
And before the usual comments from those who fail to appreciate any kind of learning process, where information that should reach certain brain cells, dendrites and neurons of both hemispheres before reacting in convulsions; please bear with me for a moment - to learn something that is beneficial. It’s payback time, gents! Read & learn. Or live your life in remedial.
I bought a full set of used injectors, matching the type that’s originally fitted by the part numbers, etc. 0445110049 They looked the part when they arrived, clean and almost gleaming.
Having received them, I checked their electrical resistance, which equated to o.6 ohms each. With that consistency between them I conclude they might just be okay to fit and try without doing anything else, especially when their advert said, tried & tested! Yeah – right!!
I even connected them to a 12volt supply, straight from the car’s battery, so no over-volting or ac-ripple to contemplate, with only quick-connections – disconnections to prove they were/might be okay. They seemed fine. They clicked like Larry Grayson tip-toeing on clickity shoes. For those who are too young to know who Larry Grayson was, you’re lucky. lol
The internal solenoids worked, which by listening was heard to be a loud clicking sound, much like Larry’s shoes. lol. And again, tough, if you cannot relate to the story of a famous comedian. Shut-that-door!
I removed the original injectors, a job I’m not so happy about doing, time-and-again. When you remove & refit or replace anything it can add to the life’s fatigue of the mounting bolts, etc. It’s okay for a while, to play with such items, but before you know it an item or the plural will snap or strip. And that’s how it can be for most mechanical items. And who can blame a piece of machinery that gets hot-&-cold each and every time you start and shutdown your car’s engine. I personally feel for my vehicle whenever I drive it. Operating the clutch, pressing down on the Thrust bearing for every gear change – it must be hell for all the connected parts! The gear-cogs too, for moving between the others when going up-or-down ratios…, the pressure of slowing or accelerating as well, applying extreme pressure on the metal-to-metal that takes the strain of what you’re expecting from an engine & transmission. Putting your pedal-to-the-metal exerts enormous exertions upon your car’s/vehicle’s running gear that amounts to moving mountains, I can assure you! A human body would fail before the first gear was getting close to 2nd. If I might come back after death, I pray I do not return as a gearbox! Jeez. Hell would be better.
Anyway, the replacement Injectors failed, completely. The engine would fire a few times before dying, each and every time it was tried. I decided to refit the originals, which by all accounts were far superior to the replacements. And that is what I did. However, I was very instrumental in how I replaced the originals. The seals on the failed replacements were superior to the originals so were fitted instead. I cleaned the bores as well as the injectors, torqueing their fitment to what was required. I cleaned, I fitted, I screwed (sounds suspect there) to what was the original fitting application. I ended up with a motor that still moves and drives like new. And now you, the reader, may be asking, ‘why in the hell did I go to such lengths and expense to replace a set of injectors that seemed to be working okay’? And the answer to that is, if you might care to look back on my previous posts, I wrote how I tested my injectors for their efficiency, where two were questionable. That persuaded me to replace them all, to see how they might affect the running and performance of the engine.
I am now running my car, with the original injectors. It pulls like a train while accelerating like a sports car. It’s really good. I’m sure the two suspect injectors, No’s 2 & 3, are still not operating as they should, but for the time-being, they will suffice.
I will admit to being a perfectionist. I was told I was while serving in the RAF, where none of my aircraft failed or crashed. My teams of personnel helped to keep an equivocal record for excellence and serviceability, second to none. And it’s these same efforts that I apply to my own mechanical pieces-of-art, as I see them. I have this tactile sense of touch to my vehicles, where I feel each and every change of gear, each clutch depress, every time I accelerate or brake. The lights, the switches, the paintwork, the hazards, etc, etc, etc. I treat my car as if it is alive. I need to know it can be relied upon.
And for those who put fuel into the tank with no thoughts of the strains the engine, transmission, suspension, etc, will suffer, then you’re not looking after what is a true piece-of-art, in my opinion.
Please care for your car/vehicle. Learn to respect what you are driving. It will repay your devotion with its own.
