I thought the 97 was self bleeding, mine is.

The injection pump is self bleeding the injector pipes are not. Would take some time switching glows on to bleed system. But powering pin 5 on relay 12 to run lift pump will self bleed lines and pump after a short time. Injection pipes however will need to be cracked open to bleed air out.
 
Crack the connector from the clear pipe to the FIP and crank it and close it when fuel comes out. You might have introduced an airlock when you disconnected the pipes.

That will only work on a 1999 or later model. Lift pump is not active on cranking on earlier models. Only with glows or when engine is running.
 
On mine (don't know about others) but its strange that when I change the diesel filter, I have to make sure its absolutely full to the brim, or it just wont start, any air at all in the filter and its useless
 
My advise was to get the car started & running. I have run the car without the stop solenoid for few weeks until I got the new one delivered.
If the quantity controller is malfunctioning then he won't be able to run the car. Remember OP's problem was sudden engine shutdown , nothing else.
 
On mine (don't know about others) but its strange that when I change the diesel filter, I have to make sure its absolutely full to the brim, or it just wont start, any air at all in the filter and its useless

That is normal procedure.
 
My advise was to get the car started & running. I have run the car without the stop solenoid for few weeks until I got the new one delivered.
If the quantity controller is malfunctioning then he won't be able to run the car. Remember OP's problem was sudden engine shutdown , nothing else.

Your advice is wrong and dangerous. You got away with it others may not. Remember it is electronically controlled mechanical injection. I don't know who you are getting your advice from but i would urge you to stop listening to them.
 
Your advice is wrong and dangerous.... ....I don't know who you are getting your advice from but i would urge you to stop listening to them.

I'd agree with that. I hear some terrifying stories through work along the lines of 'my mate did this and it was fine'. Seen some proper death traps come through the doors with excuses like that.
 
Your advice is wrong and dangerous. You got away with it others may not. Remember it is electronically controlled mechanical injection. I don't know who you are getting your advice from but i would urge you to stop listening to them.
Right again Tony. I think kapilamuni is arabic for idiot.
 
My advise was to get the car started & running. I have run the car without the stop solenoid for few weeks until I got the new one delivered.
If the quantity controller is malfunctioning then he won't be able to run the car. Remember OP's problem was sudden engine shutdown , nothing else.
FFS How many times do you need telling your advice is at best foolhardy and possibly dangerous.
 
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This thread has gone up to 90+ entries because you guys were running after in tank pump & glow plug relay.
Engines don't shut down suddenly due to those two items. Running without stop solenoid may be dangerous but it's a very rare occurrence.
The idea was to get it started & running. Then only can decide whether the quantity controller or anything else is at fault.
 
This thread has gone up to 90+ entries because you guys were running after in tank pump & glow plug relay.
Engines don't shut down suddenly due to those two items. Running without stop solenoid may be dangerous but it's a very rare occurrence.
The idea was to get it started & running. Then only can decide whether the quantity controller or anything else is at fault.
The idea was to get it running safely - without a stop solenoid is not a safe way of working.

His car may have suddenly stopped.....that's a given, but during his initial investigations he noted no fuel to the fuel filter.

Considering it wouldn't start, the first action based on the above is to get fuel to the filter - this is done by checking the function of the in tank pump, relay, fuse etc.

Once fuel has been supplied to the filter and beyond, THEN investigate further.....but advising a person to run a diesel engine without a stop solenoid is just downright bloody dangerous. if the pump quantity thingy was faulty (as we don't this as yet) it is best to ensure that he is able to stop the engine in the event of a runaway.

Your initial diagnosis may have been proved correct - but your methodology and way of checking is just ridiculous and dangerous.

Don't sit there on your high horse, just because you gave a correct diagnosis then tell everyone else who was trying to help in a logical and safe way, they were all wrong, were procrastinating and telling the OP to do XYZ before finding the faulty stop solenoid....that is just bloody rude.....yes, you can sit there and go 'I told you so' - with tongue firmly planted in cheek and do a little dance, but don't for one second begin to deride and belittle those others who are vastly more knowledgeable than most just because they were doing it in a logical pattern, that is just arrogance beyond belief and trust me I am the most arrogant c**t you will every be likely to come across....but even I would not deride and belittle my peers in such a fashion.
 
So, its all going well then?
OP has his issue fixed and short-cuts to avoid have been successfully highlighted ... Result!
 
Haha not quite - but progress is being made...

Brian has popped over this evening but we can't get his diag box to talk to my car. What we are currently unsure of is whether my car is not talking to the nanocom (or whatever it is) or whether something is awry with the software / diag hardware. I'm just charging a crappy old windows laptop I have aquired so that I can my cars obd port with the suspension software.

However - further testing has shown that there is power coming from the glow plug relay so that is not at fault. The fuel solenoid is definitely an issue so I've ordered a new one and for the sake of a few quid i've also ordered a new crank sensor whilst I'm at it.

kapilamuni - Whilst I appreciate the help I have noticed quite early on that you have a somewhat gung ho approach. I've got an extensive motorsport background both behind the wheel and on the spanners and whilst I don't know too much about diesel engines I do know enough to know that following your advice could potentially put me (or others) into an early grave. So thanks, but no thanks!
 
This thread has gone up to 90+ entries because you guys were running after in tank pump & glow plug relay.
Engines don't shut down suddenly due to those two items. Running without stop solenoid may be dangerous but it's a very rare occurrence.
The idea was to get it started & running. Then only can decide whether the quantity controller or anything else is at fault.
See post 27, dont be s c#nt all your life, gave a day off now and again.
 
This thread has gone up to 90+ entries because you guys were running after in tank pump & glow plug relay.
Engines don't shut down suddenly due to those two items. Running without stop solenoid may be dangerous but it's a very rare occurrence.
The idea was to get it started & running. Then only can decide whether the quantity controller or anything else is at fault.

Failed glow relay no, failed lift pump yes. You do talk nonsense at times. So you remove the internals of the stop solenoid to get it running and find that the quantity servo is stuck flat out. Explain next step please.
 
...Explain next step please....

Backwards through the pearly gates in a 2.5 tonne ball of diesel fire I would expect...

Further update for those who may be interested: Checked the OBD port with my EAS software and it's not at fault. Between the legend that is Brian and I i'm sure we will be able to get diag stuff sorted. The solenoid and crank sensor should be here today too. Fingers crossed!
 
Backwards through the pearly gates in a 2.5 tonne ball of diesel fire I would expect...

Further update for those who may be interested: Checked the OBD port with my EAS software and it's not at fault. Between the legend that is Brian and I i'm sure we will be able to get diag stuff sorted. The solenoid and crank sensor should be here today too. Fingers crossed!

What was the conclusion as regards glow lamps?
 
I put the multi meter from the relay fuse to earth and was getting 12.5v so one would assume that means it's properly functioning.

Not if it does not show glow lamp when engine is cold and ignition is switched on it isn't. Glow relay is switched by ECU subject to signals from ECU temp sensor. Green one between cylinders three and four. First disconnect hot start as described earlier and see what you get. If no change look at ECU temp sensor or glow relay itself.
 

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