diesel, sometimes, wont start (when cold)

[gencybay]

I don't know if this will be of any help but it gives an overview of what happens (or should happen) starting around page 55.

http://gnarlodious.com/Vanagon/Bosch_Pump/Bosch_VE_Pumps.pdf

Old hat to the pros here but it might give a bit of background when trying to interpret Nanocom readings and Rave wiring diagrams.

G~

 

[wammers]

I don't know if this will be of any help but it gives an overview of what happens (or should happen) starting around page 55.

http://gnarlodious.com/Vanagon/Bosch_Pump/Bosch_VE_Pumps.pdf

Old hat to the pros here but it might give a bit of background when trying to interpret Nanocom readings and Rave wiring diagrams.

G~

Bloody hell you will be getting him pulling his hair out with that. No faults from pump side are logged so he can forget about that. Thankfully.

 

[rfsimoes]

I think i already know that document . Dont remember to see the electronic addons very detailed. But for now, problem is not the fip.

 

[rfsimoes]

Hi all,

I think I figured out what the problem was.

Given the repeated error on the crank sensor, I measured the signal with a portable osciloscope at the ECU input.

I noticed, that at cranking time, the signal was weak and sometimes non existent.
So I took the sensor off, wipe the tip as it has some small loose iron-dust on it.
Next I stick it back in but all the way in. The sensor was on the furthest possible setting and now is in the closest of the DMF.
Is there a optimal setting for this? does any one know?

The differences are, the signal was lower than 5Vpp in amplitude and now i've measured more than 30Vpp :violent:

In this picture, the horizontal lines represent the top and bottom of 5Vpp signal.

Amplitude of the signal has grown very much. >30Vpp

I guess I had the worst of the problems. The sensor was not completely gone so the ECU was not discarding it as it sometimes, on cranking was giving a signal.

I love it when a plan comes together :mil37:

 

[rfsimoes]

Still no firing problems until today.

Now I get repeatedly the following error.
Note that I clear ECU error upon start and this were record with engine running.

--------------------------------------------------------------
NANOCOM - EDC.APP - EDC faults file

FUEL FLOW VALUE OUT OF RANGE
Type: INVALID FAULT,MAJOR FAULT,LOGGED,INTERMITTENT
RPM = 50
WATER TEMP = 36
OCCURRANCE = 13
--------------------------------------------------------------

--------------------------------------------------------------
NANOCOM - EDC.APP - EDC faults file

FUEL FLOW VALUE OUT OF RANGE
Type: INVALID FAULT,MAJOR FAULT,LOGGED,INTERMITTENT
RPM = 58
WATER TEMP = 66
OCCURRANCE = 13
--------------------------------------------------------------

--------------------------------------------------------------
NANOCOM - EDC.APP - EDC faults file

FUEL FLOW VALUE OUT OF RANGE
Type: INVALID FAULT,MAJOR FAULT,LOGGED,INTERMITTENT
RPM = 55
WATER TEMP = 37
OCCURRANCE = 15
--------------------------------------------------------------

Is this entirely related to the FIP? Bad FIP?
Any idea of what this is?

 

[wammers]

Still no firing problems until today.

Now I get repeatedly the following error.
Note that I clear ECU error upon start and this were record with engine running.

--------------------------------------------------------------
NANOCOM - EDC.APP - EDC faults file

FUEL FLOW VALUE OUT OF RANGE
Type: INVALID FAULT,MAJOR FAULT,LOGGED,INTERMITTENT
RPM = 50
WATER TEMP = 36
OCCURRANCE = 13
--------------------------------------------------------------

--------------------------------------------------------------
NANOCOM - EDC.APP - EDC faults file

FUEL FLOW VALUE OUT OF RANGE
Type: INVALID FAULT,MAJOR FAULT,LOGGED,INTERMITTENT
RPM = 58
WATER TEMP = 66
OCCURRANCE = 13
--------------------------------------------------------------

--------------------------------------------------------------
NANOCOM - EDC.APP - EDC faults file

FUEL FLOW VALUE OUT OF RANGE
Type: INVALID FAULT,MAJOR FAULT,LOGGED,INTERMITTENT
RPM = 55
WATER TEMP = 37
OCCURRANCE = 15
--------------------------------------------------------------

Is this entirely related to the FIP? Bad FIP?
Any idea of what this is?

Yes it's related to the fuel quantity servo. The potentiometer is on it's way out. I had same fault. Just fitted a new injection pump.

 

[rfsimoes]

Yes it's related to the fuel quantity servo. The potentiometer is on it's way out. I had same fault. Just fitted a new injection pump.

Thanks wammers. I have another FIP. I hope it is better. I think it is.

Another thing. What is the best practice on FIP timing.
Can the FIP timing be adjusted dynamically, using "Timing modulation" between 45% 55%?
Should I do static timing only? In this case. if timing modulation if off what should be done?

 

[wammers]

Thanks wammers. I have another FIP. I hope it is better. I think it is.

Another thing. What is the best practice on FIP timing.
Can the FIP timing be adjusted dynamically, using "Timing modulation" between 45% 55%?
Should I do static timing only? In this case. if timing modulation if off what should be done?

Should be done static to start with. Set static then recheck a couple of times. Can then be done using diagnostics to refine setting if modulation is out. But the difference between 75% and 45% is an infinitesimal movement of pump. Can take some time. Knock back the hard to get to nut just a little. Knock back the support bracket nut. But barely loosen other one,you then need an hammer and piece of wood. If modulation is showing high tap pump towards engine. Tighten the easy to get to nut and check. You could be lucky or at it a long time.

 

[rfsimoes]

Well, I tried this before as I fine tuned the present FIP and it wasn't that hard at all. Maybe I was lucky and it will never be that easy for me again...

Once again, thank you for the tips.