No , never TMI ~ information is good , I would have diagnosed it the same way but was wondering if there's another way...
I don't have my FSM handy , I thought it was supposed to have over 400 # , no ? .
The trick with getting a good used I.P. is selecting one , there's no practical way to test it in the junkyard .
The steel injector pipes are easy to test and clean , just use starting fluid or brake cleaner with the snorkel , it'll be obvious if there's any blockage , I doubt you'll find any although some crud may blow out .
-Nate
Bogy wrote :
I loosened the injector lines one at a time and the #4 hardly affected the operation of the engine. The other 3 almost killed the engine when I loosened them. Hence #4 is not producing. Then I swapped injectors #2 and #4 to eliminate or identify the injector as a possibility. Problem stayed with #4. Then a compression test revealed 350, 340, 350, 340 so I could eliminate the engine proper. The problem was in the #4 part of the engine.
That leaves the injection pump.
I suppose its possible that there is a clog in the #4 intake/exhaust that only shows up when it's going faster than compression test cranking speeds. But I'm not going to check that next. Tomorrow I am going to take the lines off and reattach them away from the engine and screw the injectors on them. They will be spraying into the air. But I may be able to see a difference on the #4 line that will verify the pump is not delivering properly to #4. If that fails to reveal anything then I will check the manifolds for blockage next.
After that I will take the top off the IP to see if something is happening during #4 injection window that only happens during the #4 injection window. If the controller section is doing something odd I can put the control section from a 5 cyl pump on it. Otherwise I will need a known good used pump.
TMI?
Bogy.
"Hardware eventually fails. Software eventually works" - Michael Hartung
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Posted by: vwnate1@yahoo.com
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