Member Since: 01 Nov 2020
Location: Wrexham
Posts: 14
I’ve tested all of that expect I haven’t a fuel pressure tester. However with the pump submerged in a bucket full of diesel the low pressure pump worked fine in regards to litres a minute
1st Nov 2020 12:03 pm
wedgev8
Member Since: 17 May 2019
Location: Kerpen
Posts: 181
This is not a problem with the LPFP.. If there is diesel coming out from the Schrader valve then the engine has to start.
The high presure fuel pump has a second pump in itself. So the engine must run. A diesel engjne needs compression and diesel at the correct time to start.
Please pull an injector, let it connected to the rail and cable, and let it spray into a bucket. And than you will see....
1st Nov 2020 2:45 pm
ekkypoo
Member Since: 24 Sep 2009
Location: Guisborough
Posts: 205
PROFSR G again thanks for your help on previous posts. I've not been able to have a closer look at mine but running through the live values at idle mine are failry close to your with 3 main differences (ambient air temps not withstanding)
Generator command 46.87% I get 67.84%
Generator feedback 23.84% I get 96.49%
Generator voltage set point 15.70v I get 17.6V
Now my fuse 13E has been blowing and I am getting P0003 FVCV circuit low. I had the alternator checked just before Christmas and they said it was OK, along with the battery. Am I to assume it is looking at the above. Battery voltages is fime at 14.09V
About to get my hand s dirty now getting the HPFP out
Any comments from anyone appreciated
Andy
29th Mar 2024 2:19 pm
PROFSR G
Member Since: 06 Mar 2017
Location: Lost
Posts: 5044
Those generator values were taken as a "snap shot" from a D3 with no running issues, and judging by the temps probably during the summer time. They were not intended as a direct relevance to the OP's problem, but for an overall impression of what normal running "live values" look like.
Your comparison is not necessarily relevant to your problems either, as you correctly point out there are significant ambient temp differences and these do influence generator output.
So why is your EMS fuse blowing, could it be the alternator? Yes is the simple answer, but it could also be the other possibilities already discussed elsewhere! This is why in you original post I put the emphasis on having your own diagnostics so that all the relevant data can be looked at before committing to a diagnosis. It may well be a faulty sensor in the pump, but if you replace this and you still have the same problem you'll be fit to burn it!!
So satisfy yourself as to the voltages and wiring integrity for the VCV/PCV, and possibly FRPS before committing to replacing the HPFP.
Let me know if you want the wiring diagrams. yµ (idµ - eAµ) ψ=mψ
29th Mar 2024 4:35 pm
ekkypoo
Member Since: 24 Sep 2009
Location: Guisborough
Posts: 205
once again cheers. I'm just checking through everything today, I have the wiring diagrams, will keep you posted
30th Mar 2024 10:04 am
James M
Member Since: 19 Dec 2023
Location: Scotland
Posts: 26
Hi , did you get to the bottom of this yet ?
I’m still chasing something similar “ p0087-00” on acceleration
New fuel filter
New HPFP
New LPFP
New FRPS
Replacement PCM/ECU
Pump and sensor wiring tested
New electrical conectors on HPFP
New Non return fuel valve / tank cover
What can be left !! ?
Can wiring testing with a good readings but still be damaged / causeing lost / bad signals ?
Dose the wiring need replaced next ?
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