There is a bag filter on the pickup.
I wonder if the Biodiesel could have affected the seals on the top of the pickup unit.
There are 3 things I can think of 1: the tank breather may not be able to breath and the fuel system is getting locked. You could just remove the filler cap to test
2: I have had it in the past were the actual pickup case has come apart. The swirl pot on the bottom separated from the top body in the tank.
3: is there sufficient injector wear to cause problems.
Out of interest was the biodiesel you used B100 the proper titrated stuff or was it WVO. I thought the pump would have been ok on B100 unless it was just coincidence. I suppose it could also fail as all the **** from the tank is washed through the system with the fuel being so much cleaner. I have read somewhere that people are putting in a small inline filter on the inlet as added protection.
I wonder if the Biodiesel could have affected the seals on the top of the pickup unit.
There are 3 things I can think of 1: the tank breather may not be able to breath and the fuel system is getting locked. You could just remove the filler cap to test
2: I have had it in the past were the actual pickup case has come apart. The swirl pot on the bottom separated from the top body in the tank.
3: is there sufficient injector wear to cause problems.
Out of interest was the biodiesel you used B100 the proper titrated stuff or was it WVO. I thought the pump would have been ok on B100 unless it was just coincidence. I suppose it could also fail as all the **** from the tank is washed through the system with the fuel being so much cleaner. I have read somewhere that people are putting in a small inline filter on the inlet as added protection.
It was like that with my gas conversions. There were set garages that customers would come back from with a blocked filter. Sometimes the supply company would fill the garages tanks up and serve it straight away with no time for all the sediment to settle.
Yours seems bloody strange though, to give you this much trouble.
Has yours got the clear fuel line to the pump or can you put a clear bit of pipe on the inlet side and watch for any air or fuel gaps. Just to see if the hunting is to do with fuel starvation.
What does it drive like. Does it pull clean with no flat spots or hesitation and is there any more smoke than usual from the exhaust
Yours seems bloody strange though, to give you this much trouble.
Has yours got the clear fuel line to the pump or can you put a clear bit of pipe on the inlet side and watch for any air or fuel gaps. Just to see if the hunting is to do with fuel starvation.
What does it drive like. Does it pull clean with no flat spots or hesitation and is there any more smoke than usual from the exhaust
drives spot on, pulls all the way through, better than it ever has since we've owned it! really cant understand it! no smoke! i did last night try squeezing the priming bulb while it was running to try to see if i could force more fuel to the pump, BUT once squeezed, the bulb stayed flat till i turned the engine off! is this right? or does it indicate a blockage?
I would think it should slowly regain its shape, if it was fuel starvation it shouldnt pull well.
Have you done anything with the injectors? If one was playing up it would cause a hunt.
I suppose its all down to how the pump failed and whether or not it passed any **** through to the injectors
Have you got anyone local who can check the pressures and spray pattern. An idle issue due to an injector will iron out with revs.
Or is it worth putting a fuel system cleaner through on a full tank and see if it improves. The Forte Diesel one has always give me good results.
Have you done anything with the injectors? If one was playing up it would cause a hunt.
I suppose its all down to how the pump failed and whether or not it passed any **** through to the injectors
Have you got anyone local who can check the pressures and spray pattern. An idle issue due to an injector will iron out with revs.
Or is it worth putting a fuel system cleaner through on a full tank and see if it improves. The Forte Diesel one has always give me good results.
bit of an update! got the injectors tested today, and they came back as fine. now when i've put it back together, it runs fine, until i plug the wire (needle lift) in , then its back to hunting! the guy said that the sensor in the injector was working too?????? does this point to a corrupt signal, or is it more sinister. also can i run with the wire unplugged?? could it point to confusion between the needle lift and crank sensors???
Chaser
New Member
It doesn't sound like you can run without it......
The needle lift sensor is located in the No. 1 injector
body. It operates as the other injectors but has a coil
which surrounds the shaft of an extended injection
needle. The coil is fed a DC supply from the ECM
which produces a magnetic field.
When the needle is moved under the influence of
fuel pressure, the magnetic field is disturbed which
induces an AC voltage in the coil. The induced
voltage is registered in the ECM as a reference point
for the start of the injection sequence.
The ECM uses the input signals from the needle lift
sensor, together with a signal from the CKP sensor,
to detect the actual start of injection. The ECM,
using inputs from the other sensors, calculates then
adjusts the injection timing of the fuel pump to
achieve optimum fuelling of the engine.
If the needle lift sensor fails, the malfunction
indicator lamp on the instrument panel is illuminated.
The ECM, which enters a default mode, continues to
function but with a reduction in engine performance
and lack of throttle response.
The needle lift sensor is located in the No. 1 injector
body. It operates as the other injectors but has a coil
which surrounds the shaft of an extended injection
needle. The coil is fed a DC supply from the ECM
which produces a magnetic field.
When the needle is moved under the influence of
fuel pressure, the magnetic field is disturbed which
induces an AC voltage in the coil. The induced
voltage is registered in the ECM as a reference point
for the start of the injection sequence.
The ECM uses the input signals from the needle lift
sensor, together with a signal from the CKP sensor,
to detect the actual start of injection. The ECM,
using inputs from the other sensors, calculates then
adjusts the injection timing of the fuel pump to
achieve optimum fuelling of the engine.
If the needle lift sensor fails, the malfunction
indicator lamp on the instrument panel is illuminated.
The ECM, which enters a default mode, continues to
function but with a reduction in engine performance
and lack of throttle response.
does anybody know what the resistance across these 2 ecu connections should be??
res across ecu pins came back at 108ohms, so look ok, and individual loom wires at about 6ohms! just thinking out loud, but would the pump timing being waaaaaaaay out i.e a tooth. cause these symptoms, with the crank and needle lift confusing each other, or would it just not run at all???
