Datatek
Well-Known Member
Are you referring to the needle lift sensor Tony? I know there are 2 different connectors, are the injectors/sensors different?
Liverpoolluke
Member
Ok so today, i have replaced the original becm and the original engine ecu
I have rebuild the engine bay, inlet manifold back on, stop solenoid replacned
When cranking i still get a squirt of diesel at injector 1 but no other injectors
All sensors are fitted and seem to work ok
Part way through i noticed the battery went down to 9v while cranking so i changed the battery for another one
@wammers i entered the correct info into pump settings
I have tried with immobiliser on and off in becm, the numbers match and triple checked, every time i change a setting i tell the edc to relearn the security
Here is today photo gallery
https://www.dropbox.com/sh/fs5no1f5pxod5op/AAD_Y4wwFAHYE9O0NgDu8856a?dl=0.
I have rebuild the engine bay, inlet manifold back on, stop solenoid replacned
When cranking i still get a squirt of diesel at injector 1 but no other injectors
All sensors are fitted and seem to work ok
Part way through i noticed the battery went down to 9v while cranking so i changed the battery for another one
@wammers i entered the correct info into pump settings
I have tried with immobiliser on and off in becm, the numbers match and triple checked, every time i change a setting i tell the edc to relearn the security
Here is today photo gallery
https://www.dropbox.com/sh/fs5no1f5pxod5op/AAD_Y4wwFAHYE9O0NgDu8856a?dl=0.
No the ECU temp sensor. Yes there are two different number four injectors with different plugs, one with EGR, one pre EGR. All the other injectors changed with EGR so maybe they increased the break pressure.
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I don't think security learn works on your year of car, only on BECMs PAM 36 v or better. Same with EKA disarm. Make sure the lift pump is working and follow instructions in Tech archive for bleeding pump and pipes. You will need a very good battery it may take some time. What colour is the sensor? The immobiliser you are turning on and off is NOT the EMS code immobiliser. It has to do with locking.
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Liverpoolluke
Member
Lift pump brings fuel happily to before tge fip, should the fuel coming out of the feed pipe.to the injector be under alot of pressure? It comes out but not under a mass amount of pressure ,jź
RangeRoller dt
Well-Sprung Member
Make sure it's the colour on sensor not the connector. My 95 Dt has blue sensor at front with a green connector on it. When it's all covered in crap it confused hell outta me til I realised the green one is where Wammers said. They might be mixed up
When the ignition is switched on the ECU lifts the stop valve and sets start fuel, that gives around 1100 RPM when engine starts. That is all you will get out of pipes there is no way of increasing it. So it's a long drawn out process bleeding pipes to injectors. Do the injector nuts up finger tight eventually fuel and bubbles then when you just get fuel close the nut. What colour is the sensor?
RangeRoller dt
Well-Sprung Member
The pipe going to the first inj on mine is same stuff as return pipes. There should be bit coming out but not high pressure.
If it's supplying inj1 but stopping there I'd guess blockage or wiring to injectors there on? Good blast down the road with inj cleaner I would normally advise, sorry it's not too helpful when it won't start I know.
Follow Wammers' advice WORD FOR WORD - he will get it going but needs the info he's asked to go on
Security learn won't work onthe diesel. See
https://www.landyzone.co.uk/land-ro...-engine-with-the-becm-using-a-nanocom.206351/
Bloody hell. Your man @wammers has asked a simple question repeatedly, but there has been no answer (as far as I can see).
Might be a good idea to follow that specific inquiry up @Liverpoolluke . It's not being asked because its just "interesting" I suspect.
Might be a good idea to follow that specific inquiry up @Liverpoolluke . It's not being asked because its just "interesting" I suspect.
Liverpoolluke
Member
The question hasn't been answered because i have not as yet checked the colour of the sensor, when i next get chance to look i will of course come back and answer the question
@Liverpoolluke My apologies, there's so many contributors to this thread the timing/timeline is obscured unless you go looking in depth. Wammers is the expert on this and if you follow his lead you will most likely get the result you are looking for.
Liverpoolluke
Member
I do like to answer everyone as best i can, i go away with all the information and try to put it to practise when i get chance
Yes, other side of the FIP is the high pressure side. Usually you slacken off the high-pressure pipes where they go into the injectors and then crank. As diesel starts dripping from the unions you nip up the nuts. Of course, it needs a good flow into the FIP from the lift-pump but there's a how-to on testing that in the technical archive.
Does the rev counter needle move when cranking ,If not no pulse from crank shaft sensor
Are you sure the rev counter needle moves on cranking? I don't remember seeing it move. I'll check next time I drive it!
Datatek
Well-Known Member
At 3 pulses per rev from the ECM, I doubt you see much movement on the tacho when cranking that is not caused by voltage fluctuations.Does the rev counter needle move when cranking ,If not no pulse from crank shaft sensor
Nothing much happens indicator wise until the engine is running above 500 rpm and the alternator is producing current.
Datatek
Well-Known Member
Is the rev counter driven off the alternator? I thought it was from the crank sensor via the ECM. Certainly the rev counter signal originates from the ECM, I haven't needed to look for the source but I don't remember a rev counter output on the alternator when I changed it.
No it's when d+ gives voltage as the alternator produces current. This puts out the charging lamp. Only then are the rev counter EAS etc are powered.
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