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On mine the OD of the leak off V on injector 1 is slightly thinner than the V on the back of the IP. So i have a good piece of wire around that pipe connecting the two

When I change my diesel filter - I will fill the filter and run the car for 2 min's , then open the top bleed screw to get the last of the air out and sometimes i am a bit frisky on the undoing of the bolt and the jet of fuel will be 1 foot high, - that's at idle If I hand pump it it will still...

Your post re the engine dying sounds like the lift pump. They can be quite temperamental/shyte . A cheapish part and may solve your hard starting as well

The leak off pipes are connected to each other via that V looking thing. Injector 4 to me is the one nearest to the bulkhead / driver and the one side of the V doesn't have a hole to transfer fluid across and obviously wouldn't have a pipe connected to it Maybe two of the V's are in the wrong...

The banjo bolt - that connects the leak off pipes to the front of the injector pump - has given me the same issues in the past - albiet randomly I suspect the copper fitting joining the incoming leak off pipes to the return pipe was my issue, but I found copper washers somewhere and replaced...

Not a link but from my D1 workshop manual - Never had to use this section before

Well yes it's too much fuel for the amount of air it is getting, so turbo could be the issue , or a hole in the intercooler or pipes. I put a bicycle valve in my top boost hose linked to the manual gauge inside the cab in my D1 300 tdi - cheap and is a needed for diagnosing issue's That's where...

I think the brit in canada has made the same comment about the stiff springs in the clutch transmitting to the g/box and buggering it up as well

You will be moving the same "lever" that the hi/low inside the cabin is attached to/too if you get underneath the trf box So not fixing anything just a temporary get home faster Sierra is correct on the manual but as an aside i have done many many trips where I am in low range for 1000 kilo's...

No my reply was ambiguous - The selling point is to get balanced air across all cylinder's

There isn't a speed limit in unlocked low range. If you slide underneath the trf box you will be able to feel the offending lever on the top of the trf box - kinda in the middle The lever does a vertical up and down movement that you can move by hand. I cant remember which is which but if...

From the compression result's you have cylinder 2 and 3 must be getting more air than 1 and 4. This is the selling point of the twin intake thingy. Someone on here posted the fitting of such an intake a couple of month's ago

Google tells me the 300 tdi has a compression ratio of 19:1 - so at 15 psi (air pressure at sea level ) times 19 means a max of 285 psi - your readings of 400 would using my logic be way too high - of course I could have the cat by the horn's Even if it is wildly wrong the readings on cyl 2 and...

One other thing I would try is to remove the air filter and go for that same drive and see if any diff in the smoke level's. I guess I am trying to eliminate air scavenging from the sump with this test

You need a boost gauge to give you any real answer on the smoke you mentioned. Those compression numbers are good. Was it a cold or hot test ?

In saffa land we got a 4.0 L petrol V6 as well

Of the Marie Antoinette type

Please share where you bought the multi metal head gasket - thks

Glad you caught it in time In saffa land we change the cambelt at 60 000 km's. The tensioner bolt and bearing assembly was a recall for us a long long time ago The bolt hole the tensioner gets tightened to is just aluminium and any slight over tightening leads to that bolt hole going oval and...

Did that many years ago - cleaned thoroughly - rinsed with copious amounts of water and dried in the oven for an hour Couldn't smell any fumes when I put it back together Started - rev's climbed very fast - for some reason I was able to rip the top hose off the intake manifold before implosion