Did you definitely remove the O ring from the old filter? They get stuck in housing so you end up with 2 fitted

sierrafery said:

Are you sure you didnt mix the pipes at the pump ports when you replaced it?

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Can you give a definitive answer to that^^^ ... the connections should be white-green-blue-black(from left to right)

sierrafery said:

Can you give a definitive answer to that^^^ ... the connections should be white-green-blue-black(from left to right)

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Iv Just been thinking that at back of my mind,
Going to double check in the morning, thanks,

Iv Just removed the fuel filter again it was a bit tight but got it off by hand only one of each o rings,
Still the same,
I then connected a pressure gauge to the end of the pipe feeding the FPR,
(Not sure if this was right I took pipe off FPR and put it into gauge should it be T”d off ?)
But I got 8.5bar but the pump kept trying which didn’t seem right,
So I put the old pump back in got the same 8.5bar,
Going to double check pipe connections and what iv done ,
But still just the same really don’t get it,!
Thanks again for the help,

8.5 bar on the feed port is good to go. If you measure the return port, you should get 4 bar. If you can install a T and take readings with engine running, you will confirm if the pressure is sustained with the injectors in operation. But as things stand, you seem to have confirmed that things are in order between the fuel tank and the FPR. If you get the live readings though on both ports, you will be in a better position to eliminate that part of the fuel system.

BTW, the pump will keep running as the low pressure stage keeps circulating fuel through the filter. Also the pump is activated by the ECU and there's no pressure feedback to tell the ECU to turn it off. There's only a timer to deactivate the pump after 3 minutes of running with the engine off.

NPG said:

8.5 bar on the feed port is good to go. If you measure the return port, you should get 4 bar. If you can install a T and take readings with engine running, you will confirm if the pressure is sustained with the injectors in operation. But as things stand, you seem to have confirmed that things are in order between the fuel tank and the FPR. If you get the live readings though on both ports, you will be in a better position to eliminate that part of the fuel system.

BTW, the pump will keep running as the low pressure stage keeps circulating fuel through the filter. Also the pump is activated by the ECU and there's no pressure feedback to tell the ECU to turn it off. There's only a timer to deactivate the pump after 3 minutes of running with the engine off.

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Thanks for the reply will try the return tomorrow
Cheers

Landyle said:

Really Thanks for the input guys
Since then iv put new non return valve,and air bleed valve,

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Could you have installed these in the wrong pipe or the wrong way round? (I have not tried misfitting, so don't know if it is even possible).
Not sure what the non-return valve actually does, the engines seem to run fine without them.

Did you ever get to the bottom of this?

Well just to end this thread after hours of trying, buying a second hand Hawkeye
Then finding wouldn’t communicate kept loosing connection
Checked and swapped plugs Ecu,bcu fuse boards and always exactly the same
So totally fallen out with it, and bought a 300tdi going to take all my good bits off swap what else I can
I know not much, and sell what I can,,
After seeing the amount of electrics and wires decided would be no good for real playing off road anyhow
Well not if water was involved,,
So not given up on Landys just TD5s
Thanks To everyone for the help,
I definitely tried,

Hello All,

I know this thread is effectively closed and that TD5 has gone, but I've been intrigued by this saga, being a new Landy owner (6 months, Disco 2 TD5 and love it).

The problem seems to defy logic. However, I have been thinking about this trying to learn as much as possible about the TD5. My last car was a common rail Citroen (2.0l HDi). There are dire warnings about running the high pressure pump at any time with no flow from the in-tank pump, 2.5 bar in this case, (due to failed tow start attempts perhaps?) as the pump is diesel lubricated.

As I see it, the TD5 injectors have the equivalent of the HP pump integrated into each injector operated by a cam lobe. As the Disco ran out of fuel on the motorway, could it be possible that the injectors were running "dry" for long enough (coasting to a halt without de-clutching maybe?) for the pump part in all 5 to be damaged? Why would it run at all and only at high revs? My thought was that the cam is moving at much higher speed and may be able to generate enough pressure to inject. Without knowing the injectors in detail, I may be talking rubbish!

Just a thought...

Cheers.