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Diesel Engines A forum dedicated to diesel engines fitted to Volvo cars. See the first post in this forum for a list of the diesel engines. |
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D5 engine starting on 4 cylindersViews : 2720 Replies : 16Users Viewing This Thread : |
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Jan 20th, 2014, 18:53 | #11 | |
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Quote:
My starting fault came from a badly leaking injector reducing the rail pressure. Whilst waiting for the replacement to arrive, I had to resort to the dreaded Easy Start for cold starts. If I read your comment right 5cilinder, could I have not used the Easy Start and instead electrically disconnected my faulty injector just to get the car started?
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2002 S60 SE D5 Manual 209000 miles |
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Jan 20th, 2014, 19:23 | #12 |
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Last Online: May 18th, 2020 11:57
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Disconnecting an injector electrical connector would not seal the injector. When injectors have excessive leak back dropping rail pressure it is because it is mechanically internally damaged as the upper bleed chamber valve seat has worn and can no longer keep back pressure.
During a refurbishment it is one of the internal components that are changed. |
Jan 20th, 2014, 19:32 | #13 |
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True
But if it cannot hold the pressure within tollerance you have youre faulty injector pointed out |
Jan 20th, 2014, 19:39 | #14 |
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Sorry don't follow, grateful if you could explain.
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Jan 20th, 2014, 22:48 | #15 | |
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Quote:
I then screwed it back on each injector outlet from the rail one at a time until I hit the faulty one. It then started on 3 cylinders obviously detecting fault with the one that was capped off. There is a electronic injector test that can be performed on their engines but it only allows for the injector to be shut off electrically then measures the upped workload of the remaining injectors to sustain a given idle speed. It was no good for a stuck injector nozzle. Which was by the way caused by water in fuel. |
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Jan 21st, 2014, 01:20 | #16 |
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Interesting to see that comment , on the old car (2002 Citroen diesel) I got my donor parts off I removed the electrical solenoid part from an injector by undoing the large nut and inside there was a small propeller type part which had gone rusty due to water getting in, the main pipes were still pressurised when I removed the nut and there was diesel in the top of the injector so I assume the corrosion had happened due to a prolonged period of getting water into the fuel system during the working life of the car. The inside of an injector would be the last place I would have expected to see substantial corrosion and bits of rust floating about. It was a Bosch type 2 injector looking very similar to those fitted to a D5 so makes me wonder how much life remains in the old injectors scrapyards sell for £ 25 a peice and how much water is in the fuel every time we fill up.
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Jan 21st, 2014, 07:56 | #17 |
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You get your water in your fuel due to variable temperatures in a half empty tank wich can not hold due to the evaporationpressure all the moisture in the colder air
Almost all of that water condenses and remains in the tank while tankdesign calculates that in But avoid driving your tank empty and risk if the waterbuildup is to much to suck it in also the intankpump needs the cooling and lubrication of a bit of fuellevel I inspected once the fueltank with a small flexible camera and you could see big "bubles" of water in the tank Some other tiny bits of water could be trapped in the fuelfilter but i think the flowspeed is to high to let it settle all if there is water sucked in Last edited by 5cilinder; Jan 21st, 2014 at 07:58. |
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