6.9L IP quick check?
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From: Western North Carolina
6.9L IP quick check?
turned the engine some with glow plugs out, fuel solenoid on IP was open, I installed electric 'boost' pump and got all air out of filter head, pure fuel comeing out.
turning the engine I had a couple inector lines loose atop injectors. expecting a 'spray' I had a rag wrapped around but nothing. I then completely loosened the line and pulled it up just abit off the injector and spun engine again - no juice!!? what gives? I also loosened return line at entrance to IP body and no juice when turning engine??
I know the filter is getting fuel, both electric and mechanical pumps working as I shut off electric and cranked engine while holding schraeder valve and fuel spurted fine.
dave?? chris?? what the hey is going on here?
has my IP just took a dump and quit suddenly?
turning the engine I had a couple inector lines loose atop injectors. expecting a 'spray' I had a rag wrapped around but nothing. I then completely loosened the line and pulled it up just abit off the injector and spun engine again - no juice!!? what gives? I also loosened return line at entrance to IP body and no juice when turning engine??
I know the filter is getting fuel, both electric and mechanical pumps working as I shut off electric and cranked engine while holding schraeder valve and fuel spurted fine.
dave?? chris?? what the hey is going on here?
has my IP just took a dump and quit suddenly?
Post Fiend
Joined: Nov 2003
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From: Nutter Fort, WV
If you turn the key on then unplug the fuel shut off solenoid, do you hear a click as you make and break the connection?
It takes power to the solenoid to open the fuel valve.
If the solenoid burned out, no fuel to the injectors.
The solenoid burning out is rather rare, but it does happen.
The most common cause, key left in the on position for a long time with the engine not running.
The fuel flow through the IP is what cools the fuel shut off solenoid.
I am not a fan of an electric pump installed inline with the mechanical lift pump.
A ruptured diaphram in the mechanical pump, you fill the crank case with diesel fuel.
It takes power to the solenoid to open the fuel valve.
If the solenoid burned out, no fuel to the injectors.
The solenoid burning out is rather rare, but it does happen.
The most common cause, key left in the on position for a long time with the engine not running.
The fuel flow through the IP is what cools the fuel shut off solenoid.
I am not a fan of an electric pump installed inline with the mechanical lift pump.
A ruptured diaphram in the mechanical pump, you fill the crank case with diesel fuel.
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From: Western North Carolina
yes the connection makes a spark when hooking up and the solenoid makes a slight 'click' - I'm thinking it's OK?
you think maybe fuel isn't getting to the IP?
I didn't check the feed line from the filter as the schraeder valve bled pure fuel after just a second or 2 with the 'boost' pump on.
I have an dash mounted on-off switch for the electric pump, it's used just to 'pump up' the filter shen shut off - maybe run for a few seconds then off.
I installed a visible-bowl water seperator filter also the stocker was completely plugged. I put 30 lbs air on it trying to blow through the water drain, no go. so the electric pump is installed in-line after the seperator.
I should add that I maintaned diesel contractor/grading eqpt most of which had a small hand operated priming pump to fill the filter up if needed is why I installed the electric pump - just as a primer pump.
you think maybe fuel isn't getting to the IP?
I didn't check the feed line from the filter as the schraeder valve bled pure fuel after just a second or 2 with the 'boost' pump on.
I have an dash mounted on-off switch for the electric pump, it's used just to 'pump up' the filter shen shut off - maybe run for a few seconds then off.
I installed a visible-bowl water seperator filter also the stocker was completely plugged. I put 30 lbs air on it trying to blow through the water drain, no go. so the electric pump is installed in-line after the seperator.
I should add that I maintaned diesel contractor/grading eqpt most of which had a small hand operated priming pump to fill the filter up if needed is why I installed the electric pump - just as a primer pump.
Last edited by Tom Norton; Feb 14, 2011 at 05:29 PM. Reason: add to post.
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i just went thru this exact same scenario.
in my case the hard lines were completely dry due to ip/injector replacement and it simply took longer than i anticipated for the ip to refill the lines with oil. took so long i was panicking and checking and rechecking the fuel shutoff solenoid etc.
applying throttle while cranking drastically sped up the process (i know, duh!)
kevin
in my case the hard lines were completely dry due to ip/injector replacement and it simply took longer than i anticipated for the ip to refill the lines with oil. took so long i was panicking and checking and rechecking the fuel shutoff solenoid etc.
applying throttle while cranking drastically sped up the process (i know, duh!)
kevin
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From: Western North Carolina
hey kevin thanks for the tip, I should add that mostly when I cranked the engine the throttle was shut.
I did open it up a few seconds while checking the lines to the injectors.
I'm going to check the line from the engine mount filter to the IP tomorrow. if it flows - and it should as the schrader valve flowed fuel - then I'll pull the gp's back out and spin the engine over no load throttle open to check if the blow out the gp hole has fuel mist.
I have a Chiltons manual for the appropiate year models but any info for the diesels is very sketchy - the ad stated 'covers diesel models as well'.
BS!
I did open it up a few seconds while checking the lines to the injectors.
I'm going to check the line from the engine mount filter to the IP tomorrow. if it flows - and it should as the schrader valve flowed fuel - then I'll pull the gp's back out and spin the engine over no load throttle open to check if the blow out the gp hole has fuel mist.
I have a Chiltons manual for the appropiate year models but any info for the diesels is very sketchy - the ad stated 'covers diesel models as well'.
BS!
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another observation:
i put clear lines on both returns. the one from the fuel filter bowl to injector #1 starts flowing as soon as the epump kicks on. and the flow is quite high. the one from the ip to injector #2 (drivers side front cyl if i got it wrong) never seems to show any flow unless engine is running. and never seems to have the same volume.
dont know why but thats what i see on my setup. i say crack the injectors, peg the throttle, and give it a couple 10 second bursts with the starter and i bet you see oil.
kevin
i put clear lines on both returns. the one from the fuel filter bowl to injector #1 starts flowing as soon as the epump kicks on. and the flow is quite high. the one from the ip to injector #2 (drivers side front cyl if i got it wrong) never seems to show any flow unless engine is running. and never seems to have the same volume.
dont know why but thats what i see on my setup. i say crack the injectors, peg the throttle, and give it a couple 10 second bursts with the starter and i bet you see oil.
kevin
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From: Western North Carolina
'troubleshooting'
doing a search for 'ip troubleshooting' has produced some good info, much of it concerning bleeding of air out of injector lines which I'm thinking (hopeing too that it's not my ip at fault) is the problem. evidently it can be a lengthy process to do. I did have the fuel filter off but have bled the air out of it through the schrader - evidently not enough. seems I did see a few bubbles of fuel comeing out of an injector line too, when spinning the engine.
so back out with the gp's so's the engine will spin freely lessening wear on the starter. at least I had foresight to lay a coating of X19-A lube on threads when installing the new motorcrafts.
so thanks to kevin and dave with the timely info and tips.
so back out with the gp's so's the engine will spin freely lessening wear on the starter. at least I had foresight to lay a coating of X19-A lube on threads when installing the new motorcrafts.
so thanks to kevin and dave with the timely info and tips.
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