NON START: CKP sensor ? Inj Pump U/s ?

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tnseal

tnseal

Active Member
Posts
169
Location
South Lincolnshire
:confused: So I need someone to tell me if a CKP sensor is giving out the right output at cranking. 1200ohms tells me the coil in theory is good, but I have been misled before. The AC Volts at fast cranking is only 0.6v and I think that's a bit low. Faults shown were low fuel flow = replaced tank pump. Fuel to the Inj pump and passing through, but not to the injectors.
Sync done a couple of times. I have read RAVE so much that it's sent me:confused2: & :crazy:. Talk of overheating sensors in the pump, it is true the engine was hot and running on the ramp when it started to misfire. Driving home it is a lack of throttle response and in rush hour not good. Parked up at home and then not starting, plugged in the Nanocom fault as above. So replaced pump and no start, it cranks, sync done and still no action. Asked around for a Injection pump guy or girl, seems this engine isn't liked by all. Stuck in the middle of nowhere.
 
I'm assuming this is a diesel. Nanocom should report a duff crank sensor on live data.
If fuel is getting to the FIP but not to the injectors could be the stop solenoid or even air trapped in the FIP. Are you sure you have done the re-sync correctly?
 
I'd get the battery on charge overnight and leave everything to cool down and then start again in the morning and see what happens. There's fuel coming back in the return pipe?

The pump is fairly simple (I'm told) but they seem to wear with the thinner low sulphur fuel used these days.

The guy in the other thread is behind Heathrow so a long way from Lincolnshire. There must be a Bosch specialist or diesel specialist in Lincolnshire.
 
How did you do the sync? Read the EMS code from the engine ECU, then go into BECM in diagnostic mode and see if the same code is stored. If not delete it and put code from Engine ECU in and write it into the BECM.
 
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If the system is synced crack open all the injectors. Get someone to crank engine close injectors as fuel emerges, engine may start whilst doing this so be aware.
 
As per my early diesel days, bleeding a system is a simple as electrical fault finding. I was always told to bled up to the pump, then open up a bled screw on the pump (I cannot see one), then with the ignition on, open the return to see fuel going back to the tank. Whilst cranking, open injectors and then close at fuel coming out, engine will then start to fire and as it goes on, finish all other closures. Engine will then be bled of all air and take for test drive. I had a Bosch VE pump apart yesterday and I noticed the operation of it, very similar to early petrol injection, all injectors are fired in a sequence . I have ordered the CKP sensor and been in touch with Nanocam, who came up with some suggestions.
 
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Grrrrrr said:
I'd get the battery on charge overnight and leave everything to cool down and then start again in the morning and see what happens. There's fuel coming back in the return pipe?

The pump is fairly simple (I'm told) but they seem to wear with the thinner low sulphur fuel used these days.

The guy in the other thread is behind Heathrow so a long way from Lincolnshire. There must be a Bosch specialist or diesel specialist in Lincolnshire.
Click to expand...
Not many I would trust with the comments by locals. I am from London and thought this guy is someone I knew back then.
 
tnseal said:
As per my early diesel days, bleeding a system is a simple as electrical fault finding. I was always told to bled up to the pump, then open up a bled screw on the pump (I cannot see one), then with the ignition on, open the return to see fuel going back to the tank. Whilst cranking, open injectors and then close at fuel coming out, engine will then start to fire and as it goes on, finish all other closures. Engine will then be bled of all air and take for test drive. I had a Bosch VE pump apart yesterday and I noticed the operation of it, very similar to early petrol injection, all injectors are fired. I have ordered the CKP sensor and been in touch with Nanocam, who came up with some suggestions.
Click to expand...

Your conception of how the pump works is incorrect. Cylinders are injected individually in the correct order. The low fuel fault has nothing to do with the CSP more to do with the quantity servo.
 
Apologies for the lengthy delay, had this flu going around. Just got back into the thing. The immobiliser link was coming up on the nanocom so I have checked the connection from the BeCM to Engine ECU this goes through a plug under the expansion tank (Diesel) I have ohm checked and also used a Voltage drop test with the unit disconnected. Ohm's was low 0.0? Ohms and VD was 0.05Volts thus proving this is ok. I used this because of the heat being a factor at the MOT test. Pump I have been swotting up on these and found a useful Bosch manual on VE pumps and EDC types. It would seem ala Bosch that the ELAB (Cut off Solenoid) is only a secondary device to prevent engine run away, the immobilisation of the engine is done by moving the control collar inside the pump via the electronics. This collar prevents high pressure building up and thus because of the valves in the pumps head, it is diverted back into the pump. Right I have updated the nanocom and also checked the faults. But the only one coming up is the link, But looking at the forum, this appears to be the norm as many have noticed the same thing and the engine still runs. I now have the gear to remove the pumps upper top NOT the middle one (as this is a setting for the quantity) and have received some advice on the checking on the inner parts. It is this I intend to do, before sending the units off to Turners at Hemel Hempstead, hopefully these guys can check the ecu and BeCM. I will also be checking the links from the ECU to the Pump. I do not want to spend loads on pumps as these units in my past have always been reliable, their design is copied by so many manufacturers. Perhaps when this is all finished, I will go over it and put the right way to check it out. Codes : I have tried entering and also turning off the immobiliser. I may get the bloody thing disconnected, what with all this WiFi etc.
Sync : using a Sync mate and also a Nanocom Evo 2
 
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Latest, made contact with a certain person on the south coast and the BeCM and ECU are going for test. Thanks to all that have suggested things, I will include a full debrief when "It's Alive and the Bloody Minded Works is going again. I had my inner alarm going off, where to send it ;)
 
tnseal said:
Latest, made contact with a certain person on the south coast and the BeCM and ECU are going for test. Thanks to all that have suggested things, I will include a full debrief when "It's Alive and the Bloody Minded Works is going again. I had my inner alarm going off, where to send it ;)
Click to expand...

Hope you mean Rick. He is the ONLY person to send a BECM to.
 
While I realise this isn't perhaps the most helpful response my old 2000 4.6 refused to start. Cranked and cranked but wouldn't fire.

Test book revealed that, for whatever reason, the BeCM woke up that morning and decided it was:

a) French
b) Left Hand Drive
c) Fitted with a different engine
d) Going to fall out of love with the key.

That was another £1600 well spent for a new BeCM...
 
jbwm1 said:
While I realise this isn't perhaps the most helpful response my old 2000 4.6 refused to start. Cranked and cranked but wouldn't fire.

Test book revealed that, for whatever reason, the BeCM woke up that morning and decided it was:

a) French
b) Left Hand Drive
c) Fitted with a different engine
d) Going to fall out of love with the key.

That was another £1600 well spent for a new BeCM...
Click to expand...
Actually that was £1600 wasted:eek:
The BECM just needed resetting to the correct parameters. It probably got confused by low battery volts or a bad connection:rolleyes:
 
Datatek said:
Actually that was £1600 wasted:eek:
The BECM just needed resetting to the correct parameters. It probably got confused by low battery volts or a bad connection:rolleyes:
Click to expand...

It is when a new one from Rimmers is £1,020.00. Somebody has had his arse reamed.
 
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