2.2 Diesel, non starter P0607 (6)

[sgould]

I got boxes of stuff like that.    

People ask me why I waste money on something that I'm only going to use once, but the alternative is to spend a minimum of ?100 at a garage, with no guarantee that any fault will be fixed.

[sgould]

I have a souvenir from the last diesel stripdown I did.  There was a bit of piston slap...

[carrera]

I'm sure a thicker oil would have sorted that 

Pretty pattern though

[carrera]

 Holy thread resurrection

I started on the pump swap a few days ago.

With the special tools on hand it was remarkably easy to lock the crankshaft on the spare engine and remove the camshaft sprocket and chain.

Then I found that the E10 torx bolts that hold the second sprocket on the pump cannot be accessed with a 3/8" drive socket, 1/4" needed to get into the hole. Marvellous, all the ones smaller than E10 were 1/4".

So I had to order another set of Torx sockets, where the largest one was E10, all 1/4" drive, all delivered for the princely sum of £4

I'm busy on another couple of cars now, but have been refreshing my brain with the use of TIS 2000 to reprogram the pump using Tech 2. Hopefully the software will be kind and figure out that it is the pump that needs to have the VIN & immo codes updating.

SPS programming will be new experience for me. Fingers crossed for when the physical work is done on the car

Im going to have to figure out how to remove the oxidisation on the ECU pins which have been exposed to the air for a couple of years as well

[Audax]

Im going to have to figure out how to remove the oxidisation on the ECU pins which have been exposed to the air for a couple of years as well

When you fit the connectors, make sure that they are very clean and slide in and out easily before you try and attach them to the pump, I've seen people break them before because the connectors were dirty and then they would go on at an angle and damage the pins on the ECU! If you get the connectors moving freely then just putting them on and off a few times should clear much of the oxidisation, just wash them down with contact cleaner first.

[carrera]

Thanks, I thought as much.

It's actually the pins on the ECU / pump that have been exposed to the air. I might use the old ECU  to assist in cleaning the connectors on the car

[Audax]

Thanks, I thought as much.

It's actually the pins on the ECU / pump that have been exposed to the air. I might use the old ECU  to assist in cleaning the connectors on the car

The action of fitting and unfitting the connectors a few times should shine up the pins on the pump. If you can get hold of some old connectors you can try cleaning them up by fitting and unfitting them while the pump is off the car. Just make sure that the rubber gasket is sat in the bottom of the connector, I've seen them get pulled partially out of the connectors and I have seen someone destroy a brand new pump because they weren't careful and they bent about half the pins on one side of the ECU connector.

[carrera]

Spanners were laid on the car yesterday. Considering so much work had already been done to get to the point where I had extracted the electronic module, there wasn't so much work to do to remove the pump.

Almost at the end of the task, this is removing the 4 bolts from the sprocket for the lower chain which will allow the pump to be extracted. There really isn't much room between the engine and the chassis leg, but if you jack the engine up high enough there's sufficient. Be careful when removing the tensioners. For some reason they are thin bolt heads, so you really have to make sure you have the socket in the right place to avoid slipping off & rounding off. This was much easier with the engine out of the car




And then, after removal of the bolt from the pump bracket onto the block the pump was out

Today will involve cleaning, but the most important task will be removing the crankshaft so I can renew the injector seals and stop the problem with diesel leaking back into the tank overnight and causing starting problems after a couple of days. Especially when parking "nose up". That's the theory anyway

[carrera]

Well, this is going swimmingly (famous last words)

Removing & replacing the injector clamps / seals is a doddle, once the camshaft is out.

Quite interesting because you can see that the fuel is delivered through the cente nozzle, with a drilling to allow excess to be send back through the leak off pipes back to the tank. I haven't quite figured out why there would be an excess to return to the tank as there is no electric fuel pump in this system, nor are the injectors electronically opened on a ring main. An area for more study.

That centre nozzle actually feeds three galleries on the actual injector, with the seal ensuring fuel does not escape into the oil system via the cylinder head, being clamped by a single bolt in a lever type principle. Very interesting torque setting. 5 Nm plus 360 degrees. Yes, just 5 Nm, fortunately my 1/4" drive torque wrench does go down to that level.  

I can now see why these seals are so important.

The outer o-ring seal is simply there to prevent oil & engine gases in the cylinder head escaping into the wider world

One done, one to finish and two more after that