breakdown

[Guest]

So how come none of us picked this up earlier, when John actually had the
cruiser in his possession??
Pete
John, it may be faulty, permanantly in the shut position. It would not
be the first or last one to do it.
Gareth.

 

[Guest]

Pete, it's just a theory, it may be something else.
Gareth.

 

[Guest]

Gareth,
The cut off solenoid stops fuel at the input to the pump. If it's
closed it won't let any fuel in. If John has said the engine would
start but die soon afterwards, I don't think the solenoid is invlved,
unless it opens only half way.
I think the general idea was that if it's something within John's
remit, like the fuel filter, obvious pipe blockages or suchlike, he
should be able to fix it himself. When dismantling the injection pump,
there are quite a few things that can go wrong and only complicate
matters even further.
BTW, under the solenoid there's a tiny filter. There's a very small
chance it could get clogged, so it too is best left for a diesel
specialist.
And the last thing, did I uderstand correctly that when the fuel
pressure lines were "cracked" it was only by loosening the rigind fuel
pipe nut, not the injector clamp ?
--
Rgds,
Roman (London, UK)
'92 HDJ80

 

[Guest]

hey every body. right, last night i cracked open the injectors one at a
time, as in i open the nut one the feed pipe to each injector, i dont
know what you call it, but thats what i call it, by this i mean i open
it a few turn till the pip could be moved a little. the fuel solenoid
had power to it permanently. i tried to take the fuel solenoid out but
the spanner started to slip so i didnt go any further, you cant get the
ring end over it so with the open end you can only get so much pressure
on the spanner before it will slip and round the corners.
all the lines are good, no blockages or cracks,
im stumped.
brian

 

[Guest]

Hey Roman
I dont know what you mean by,
SNIP
And the last thing, did I uderstand correctly that when the fuel
pressure lines were "cracked" it was only by loosening the rigind fuel
pipe nut, not the injector clamp ?
Ah Roman and there was me going to strip the injector pump right down and
repair it myself. But I decided the experts needed the work instead (poor
guys).
SNIP
I think the general idea was that if it's something within John's
remit, like the fuel filter, obvious pipe blockages or suchlike, he
should be able to fix it himself. When dismantling the injection pump,
there are quite a few things that can go wrong and only complicate
matters even further.
cheers
john 92HDJ 80 1HDT

 

[Guest]

Hey Brian
Im stumped aswell, I think its a special once off, wreck johns head limited
edition landcruiser VX and thats that, so in years to come it may be
valuable.
So hard luck all you guys who have cruisers who dont use any oil , dont
break down, and when things go a little wrong its easy to find and cheap to
repair.
cheers
john 92HDJ 80 1HDT

 

[Guest]

John,
I had to have my pump rebuilt, at what was a too high cost (I
found out afterwards). If this happens to you there was a forum member
saying that he had one rebuilt in Norfolk (Ithink) for =A3250-ish. I
have forgotten who now but bear it in mind if that is your problem.
I can't understand the solenoid having power to it all the time
but that is OK for running the engine, it should have no power when
off.
Regards, Clive.

 

[Guest]

Thanks clive ill remember.
cheers
john

 

[Guest]

On 8/23/06, John Byrne <[Email address removed]> wrote:
John,
Who knows, there's a talent born every minute
--
Rgds,
Roman (London, UK)
'92 HDJ80

 

[Guest]

Hi Guy's,
Comments in previous mail
Gareth Jones wrote:
Should only be power their ignition on.
There are basically three stages inide the VE type injection pump. The
first stage is a vane pump (whose vanes are flung out by centrifugal
force and the pump runs at 1/2 engine RPM) this sucks fuel from the tank
through the filter and into the injection pump. There is a pressure
regulator on this vane pump that allows the fuel pressure on the outlet
side of the vane pump to rise in an approximately linear rate with RPM.
If the vane pump is tired, the fuel is viscous on a cold morning, the
vane pump may not pump the fuel upto an appropiate pressure or it may
allow air to be sucked in the front seal of the injection pump input
driveshaft. This is where a Walbro 6065 pump helps out (it does not make
power it allows the injection pump to function the way it was intended
to even if the vane pump is a little tired). From here the fuel goes to
the main body of the pump the variable pressure acts on a piston linked
to an advance mechanism so as the engines revs rise the injection timing
automatically advances. If the feed pump does not pump the pressure high
enough fast enough the timing is effectively retarded (even if tested
with a dial indicator statically say's everything is spot on) a bit like
a petrol car with stuck advance weights on the distrubutor. The fuel is
thewn fed at 20-150+psi onto the final stage this is where the fuel cut
solenoid sits it cuts off the body's fuel to the third stage so it is
interupting fuel at 20-150+psi with a electrically driven solenoid with
a rubber tipped piston. This is where a filter sits to protect the
solenoid piston from debris generated from the pump (i.e. metal from
wear) or a failed fuel filter. The third stage takes this fuel (it does
not care what pressure it receives it just want a steady volume of fuel
supplied to it) and ramps the pressure upto 3000+ psi to feed to the
injectors. If I have explained myself clearly enough you can see that
the quantity of fuel delivered to the injectors is basically idnependent
of the body pressure in the injection pump. So who cares? What that
means is if your fuel filter partially blocks the body pressure drops
the timing retards (you use more throttle to compensate) but the
quantity of fuel available to be injected into the engine basically
remains the same. The exhaust temps then begin to climb with the right
(wrong actually!!) combination of partially blocked fuel filter, engine
load the pistons crowns will melt (and that sounds quite spectacular as
they melt and head out the exhaust ports and through the turbo). On a
indirect injection engine because the combustion chambers are in the
cylinder head usually the cylinder head cracks. Tired injectors allow
this to happen much more easily. If you have a pyro or EGT gauge you can
often see the fuel filter is getting tired via the change in pyro temp
over time.
They do poo themselves every now and then.
If it is there it will have no affect on starting.
The little fuel filter is under the solenoid to protect it. I have never
seen a filter on the inlet pipe. They are very common on certain models
of Nissan diesels.
NB: These engines are purely mechanical injuection pumps, common rail
and unit injection systems are a whole completely different ball game.
Cheers,
Craig.

 

[Guest]

Craig,
Many thanks for that very detailed reply.
Gareth.