forgot to mention, watched it pretty close while it was running, did not have excessive if any white smoke after it ran for a lil bit, as far as i know wasnt smoking at all the last 45 mns or so
LBZ: lbz vin 2 no fire 0087
- Thread starter mmckrakin
- Start date
today lol. Did the batt charger soak overnight and (2a trickle), went out and primed it this morn again, rolled it over and watched the rpm and fuel press, rpm hit 190-200 ish and frp ran up over 1kpsi, it started. Let it run for hours in the garage, still fuel knocking, but actual is tracking right along with demand on frp. Reached up and plugged fpr in while running, engine dropped down for a second then came back to normal idle speed, a small diff in the "sound" at idle but nothing i can quantify in words.Continued to watch several things while it ran like 1: balance rates, 2: afrp, 3:dfrp,rpm, 4: desired idle rpm,5: fuel temp,6: main inj timing, 7:MAP.2 and 3 tracked together correctly for the most part (had let it idle for approx an hr and when i checked actual was at 2.2kpsi while desired was still sitting at 4.3 kpsi but i revved it up and it corrected itself, it did throw a low press code which i cleared and the issue did not return) #4sat steady at 680 and the actual rpm stayed real close. #6 sat at -2 at idle and would track up to +8/+9 with it in gear foot on brake givin a little throttle.#7 if i recall was at 100. The biggest thing i noticed was balance rates. yesterday #1 was +5.2ish in gear foot on brake idling, the rest were +/- 3 ish same condition, today #1 is down to +3/+4 idling in gear and #4 inj has started to climb, its @ +5 foot on brake in gear idling and climbs to +9 with a small brake torque while #1 is only climbing to +6 ish. Shut it down (after 3+ hrs of idling), cranked it over and it started right back up, unlike ystrday, did that 4 or 5 times in a row, the start rpm is hitting 220 +rpm so im saying it needs no less than 200 rpm crank speed to build enuff press to fire.I did order an AD II-165 today and itll be here hopefully early next week. Gonna throw it on and go from there
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air dog 2 165 Pump is in, just have the wiring and return line mocked in ( not final install) as to run the engine w it on to troubleshoot, no noticeable diffrence in idle, actual fuel rail press is still low ( carries about 3500 psi regarless of demand at idle speed ) still fuel knocking , but balance rates APPEAR to have improved marginally albeit still reading off consistantly cyl to cyl as before, just better rates overall than before. My guess and gut tell me im in for a cp3 replacement and poss injector replacementS, could be inj causing all probs but highly doubtful the cp3 will fix.
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been tied up for the last several days repairing a ground fault on my other car, its a pacifica so theres that lol, anyway thought id post whats changed and whats next , airdog is final installed, it works great, quiet and operational. I put everything back on the truck to pull it out of the garage. I took it to the gas station down the road so i could do a little load testing on it. The fuel knock is as bad as ever now, desired idle rail pressure is between 5500-4300 psi (cold-hot) and actual is consistant at around 3700.It has no problem making up to 10/11000 psi when demanded by throttle pedal but it seems to struggle past that point and if I recall correctly it wont make over 13000 period regardless of demand. I have had it parked for the last week, decided to stop running it and am leaning towards at least one bad inj hanging open. Gonna try to get a scantool to shut them off one by one, hopefully narrow it down to the defective inj's that way and try replacing just those. My concern is theres been a catastrophic cp3 failure that could poss contaminate the new inj's ? I dont have the $ to replace all 8 right now but i am aware that removal and checking of the pump and injectors is the best course of action, any thoughts on my decision?
ok, waited on tech to come throw the tech 2 on her to do an injector disable diagnostic procedure, for 3 days with no return call, and decided id pull the glow plugs and unplug both main harness bails. The idea here was to see if there was a hung injector even with no firing signal as well as allow me to do a compression test for my own piece of mind, (after all my online research i am starting to really fear piston damage at this point)and as you know with my luck I managed to snap one off on the pass side, been soakin the hell out of it w good ole PB , warmin it up and lettin her soak, also stopped after the broken one so havnt even pulled the inner fender on drivers side yet (figured id wait till i get my acetone/atf mix and can presoak those good before attempting removal) have been workin on other issues at home also so havnt had a good opportunity to focus on it the last couple weeks. I will be hitting it again here in a month or two and keeping this posted as i move forward with it
update... got cyl cut out test done yesterday with snapon solus, inj 3 disable through scanner and later unplugging smoothes out idle drastically and eliminates all diesel knock. Still have problems with actual rail pressure at idle even but hopeing new inj may fix this as well, gonna do 3 to 1 inj swap prior to purchasing new inj since cyl 3 is the broken gp cyl so I cannot do comp check on it yet. If all symptoms move to cyl 1 with swap Iwill put 1 new inj in for now and see if this helps p0087. Also sampled fuel yesterday, did wick test on oil, and both passed visual inspection
ok, did injector swap between 3 & 5 , knock followed inj. Called around and sourced a known good used inj for $100 plus my core locally . Installed it, fixed the knock and smoothed out idle, balance rates are markedly better but still far from ideal. Desired frp is still over 1000 psi low at idle , will track with desired up to 10,000 psi in park with pedal input but if loaded in gear with foot on brake will not match desired period and goes from 1500 psi under at idle to about 6000 psi low at 1500 rpm ( desired is 12500, actual runs around 6500 psi @ 1500 rpm) If i shut it off and immediatly restart it will, but if I shut it off and try to restart say 15 mns later it will not build enough pressure to fire over until its sat for approx 2 hrs. The other wierd thing is the last time I checked it , in park throttling the engine to about 1200 rpm, the actual rail pressure was actually running approx 1200 psi above desired consistantly while still running lower at an idle, but in gear it drops off drastically. My thought are pull injs and have em checked before condeming the pump, thoughts?
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top pic is in gear foot on brake, mid is in park, and bottom is rail pressure values
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bit the bullet and pulled all 8 injs tonight, whoever made this out to be easy is on crack! lol, gonna send em in for a bench test and probable cores, only thing is cyl 7 inj hold-down bolt was good and snug and of course my 4" long 3/8" ratchet was too much for it so that summa-b snapped off at the end of the shank ( where the threads start ) so will prolly end up pullin the head, gonna attempt to pull the gp,s on driver side tomorrow and if any of these snap off im pullin the motor, it just keeps gettin better. fml... Oh and when i went to disconnect the wire on gp #8 it broke the stud , and not off, it broke the electrode approx 2" down inside the body so its gotta come out, and #4 gp snapped the threaded tip off below the nut too so theres that... ready for a 4bbl small block i think lol
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been tied up a minute, alots happened in the last 2 months, biggest of which is injectors were all pulled and sent out for testing, 4 checked bad, truck is disassembled to remove and flush fuel system at the moment, then im going ahead with egr delete , pcv reroute and efi live, and transgo jr will follow shortly after, savin up some coin for the new goodies now so it may be a minute
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