sierrafery
Well-Known Member
Even that 20* seems a bit high to me while above 30 is unexplainable as the measurement is made on the FPR which is attached to the head and the fuel cooler is on the return... the fuel map was conceived for a medium difference of around 10 degrees, that's confirmed by nanocom guides too, see page 2
sierrafery
Well-Known Member
I checked 8 logs from different vehicles cos i have many in my database and the biggest difference with hot engine was around 20*C in one case so the 40*C difference is still unexplainable, in most cases the difference is between 10 - 18 degrees with engine at normal operating temp(around 90) though it would have been relevant to know the outside temp when the readings were saved which i dont know
Fist of all on a cold start in the morning after the vehicle stood all night the ECT and FT readings should be very close cos the whole vehicle is at the same temp, then the difference will grow as the engine gets hotter, for example one log from my vehicle which was taken from cold start(not in the morning but after about 2 hours rest) ECT = 32, FT = 27 then after a long run ECT/92, FT/75 but there were moments with ECT/88, FT/79 so i'd conclude corroborated with other reading too that roughly between 10 and 20 is a normal range.... i can't find any logical explanation for a higher than 20 degree difference in a running engine what ever i do.
Fist of all on a cold start in the morning after the vehicle stood all night the ECT and FT readings should be very close cos the whole vehicle is at the same temp, then the difference will grow as the engine gets hotter, for example one log from my vehicle which was taken from cold start(not in the morning but after about 2 hours rest) ECT = 32, FT = 27 then after a long run ECT/92, FT/75 but there were moments with ECT/88, FT/79 so i'd conclude corroborated with other reading too that roughly between 10 and 20 is a normal range.... i can't find any logical explanation for a higher than 20 degree difference in a running engine what ever i do.
Laurensvh
Member
berg450
Well-Known Member
I have checked some earlier files and seems that during summer time and after longer run (higher air inlet temp) the diff for me also close to 15-10 *C.
But 40 surely high...
Attached two charts. 1st is a recent one done about a month ago, the 2nd one during summer when the engine was already hot.
But 40 surely high...
Attached two charts. 1st is a recent one done about a month ago, the 2nd one during summer when the engine was already hot.
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Laurensvh
Member
Hi,
Charts are awesome! Did you make those with the nanocom CSV viewer or something else?
I can't install the nanocom software on my laptop (work laptop and the thing sees it as possible harmfull...)
Thx!
Laurensvh
Member
Allright!
I changed the fuel temp last night and did a test run.
Original problem is still present
.
Fuel and Coolant temp stay about 30-40° degrees apart, I took a laser thermometer at it and the coolant is pretty accurate but the fuel temp seems higher then the sensor shows (the new one!). Could this point towards an issue within the FPR? I spoke to a local garage shop specialized in landys and he said we might have to look in that direction..
Also noticed that the exhaust manifold is leaking a bit, so a warped manifold is present as well, could this indicate the cause of the original problem? It's not a dramatic warp, i can just start hearing it whistle a bit and see it leaking (form of small tiny bubbles..??) at cilinder 5.
I attached the data file (pdf) from the test run with the new sensors.
Thanks guys!!
I changed the fuel temp last night and did a test run.
Original problem is still present
.Fuel and Coolant temp stay about 30-40° degrees apart, I took a laser thermometer at it and the coolant is pretty accurate but the fuel temp seems higher then the sensor shows (the new one!). Could this point towards an issue within the FPR? I spoke to a local garage shop specialized in landys and he said we might have to look in that direction..
Also noticed that the exhaust manifold is leaking a bit, so a warped manifold is present as well, could this indicate the cause of the original problem? It's not a dramatic warp, i can just start hearing it whistle a bit and see it leaking (form of small tiny bubbles..
??) at cilinder 5.I attached the data file (pdf) from the test run with the new sensors.
Thanks guys!!
berg450
Well-Known Member
No, I opened the data in excel and created the charts from there on a simple, easy way.
berg450
Well-Known Member
much higher or only a bit? I see from your pdf they the reading is about 45*C, what the thermometer shows?
Laurensvh
Member
Laurensvh
Member
I think i measured up to 60° on the fuel lines.
sierrafery
Well-Known Member
No, this points toward an ECU misbehaviour, something happened with the ADC within it. At this point you better not invest more money untill you dont try another ECU, though warped manifold can cause the symptom you described
Laurensvh
Member
Hey,
I've tried a different ECU, the primairy problem was still there.. didn't pay attention to the fuel and coolant temps when the new ECU was in tho..
Ok, if the warped manifold my be the cause i'm gonna have that fixed first, has to be done anyway and driving with a warped manifold isnt the best idea
.Thx for the info guys, really appreciate it!
sierrafery
Well-Known Member
What about the turbo hoses? are you sure that are not delaminated ?
Laurensvh
Member
Yes 100% checked all and replaced one that had small cracks at the end where the hoseclamp is, the rest is still in great condition.
sierrafery
Well-Known Member
What about a pressure test to rule out an intercooler leak ?
Laurensvh
Member
Yeah will ask the shop i'm going to next week if they can do that, I don't have the equipment to do that.
But that could also be a cause of the unbalanced injectors?
(so many possible causes..
)
sierrafery
Well-Known Member
All these are possible causes which are cheaper and easyer to be ruled out but the main cause of a bad injector balance can be an injector by itself(or more) provided that the timing is 100% well set
Laurensvh
Member
Ok, gonna start with the manifold and a compression test then.
What are the chances of 4 bad injectors at once and starting at some point instantly? I'm starting to look closer to the warped manifold now (since you say it might also cause the injector unbalance).
I pushed the disco pretty hard on some points this summer, drove it to Italy trough the mountains and pushed him up steep hills to 2600m altitude, drove around the belgian ardennes and did a decent off road trip in the north of France driving hills and rutted out woods all day for 3 days. Since the problem mainly started after I blasted trough a tunnel on the way home from France I think something just gave after all that abuse over 4 weeks.
Hope to have it sorted befor the end of January..
What are the chances of 4 bad injectors at once and starting at some point instantly? I'm starting to look closer to the warped manifold now (since you say it might also cause the injector unbalance).
I pushed the disco pretty hard on some points this summer, drove it to Italy trough the mountains and pushed him up steep hills to 2600m altitude, drove around the belgian ardennes and did a decent off road trip in the north of France driving hills and rutted out woods all day for 3 days. Since the problem mainly started after I blasted trough a tunnel on the way home from France I think something just gave after all that abuse over 4 weeks.
Hope to have it sorted befor the end of January..
