|
Rob;
I'm a little late to this thread as I've been away and just catching up, but I'd like to chime in...
First: Welcome to this Forum!
...very good info and recommendations already in this in thread, particularly from Eric and 142G! Also, there is much info out there on the D-Jet Inj Sys (the granddaddy of all modern FI Sys!) with which you should familiarize yourself with (unless you want to send the car to a specialist like Eric and put down your money...your choice!)...as previously mentioned, and don't take this wrong, but if you don't take the time to become at least very familiar with this system, and expect us to spoonfeed every bit of info which you SHOULD have going in, then get frustrated when sorting this out takes time (sorry, likely no instant gratification to be had here!), I question if we can help someone with such an attitude...we don't expect you to become an expert, but you must understand function of D-Jet Sensors and Actuators in order to troubleshoot! ...that said, suggested reading: http://volvo1800pictures.com/document/fuel_injection_fault_tracer/fuel_injection_fault_tracing.pdf My notes: https://www.sw-em.com/bosch_d-jetronic_injection.htm
I'd like to add some things and reiterate some others for emphasis...
...when Ign is ON, Supply pressure in Fuel Rail to Injectors, supplied by Fuel Pump and regulated by Fuel Pres Reg, MUST be 28PSI ...that constant, and the (unchanging) orifice size of Injectors is what the entire D-Jet is based on...Injector energization (opening) time is only variable which ECU controls to vary injection amount...dump FPR must have a clear return line to function as intended, and you already have learned about the 3V energization voltage of Injectors...! Also, a VERY common issue on these cars is a fuel feed restriction due to rust particles from the Tank clogging filters (I fought with this for a while on my '73 ES, as it can lead to strange symptoms!), but unless fuel restriction is complete, this is not a cause of a No-Start...(just watch for it as it is quite common!)
Fuelrail Pressure will tend to leakdown after shut-down...that's to be expected with non-new equipment!...only if this is virtually instantaneous is this an indication of a possible leak (or bypass), but if leakdown takes more than 30Sec, it's not a crisis, and certainly not the cause of a No-Start! Presuming elec and plumbing connections to Temp and Manif Sensors, and ECU (of course) are intact, you must have enrichment by Cold Start Valve to enable starting (note that '73 ES had the later, ECU INdependent, Thermo Time Switch controlling CSI. Here, the ECU is NOT in charge of enrichment! See: https://www.sw-em.com/bosch_d-jetronic_injection.htm#D-Jet_in_73_1800ES )...and I must accept you stating that Ign Sys is working and timed correctly...
Have you pulled Spark Plugs after No-Start...are they wet or dry?
Absolutely correct info on Dielectric grease by 142g (Kudos, and thanks for getting it right and spreading the word!) Electrical connections of sensors and everything having to do with the D-Jet (and the rest of Elec Sys for that matter!) should be Clean (meaning shiny metal!) and tight (whether push-on or bolted connection!). Loose the Dielectric grease(!) and apply Anti-Corrosive Zinc Paste on all connections (except Hi-V ign) AFTER cleanup and during reassembly/reconnection. See: https://www.sw-em.com/anti_corrosive_paste.htm The only place I don't recommend it for is the Throttle Posit Sensor. See: https://www.sw-em.com/Deoxit_D5_Additional.htm#TPS_Maintenance
Eric; Caution! (I respect your input and experience greatly, but must raise an objection here): ...the high pressure fuel-line which is supposed to be used with the D-Jet system has internal reinforcement which if crushed (even if only temporarily, to stop fuel flow for test purposes) will damage it!...I recommend against this...yes, it is a pain to disconnect and plug fuel lines (and GREAT care must be taken, and Fire Precautions exercised, with the possible squirt of fuel from a line which is holding those 28PSI. BEWARE ROB!!!), but internally damaged Fuel Line is not a good thing as they can leak without warning!...then there is a fuel leak fed by high pressure...that's double badness!
Eric and 142g; I've heard that the source of raw fuel getting into crankcase can be a leaking CSI...have you heard of any other sources?...it sounds like this should be one of the first things to concentrate on...if not, scored cyl walls due to lack of lube will surely increase the scope of the project...
That's it for now Rob...please keep us informed of your progress and findings, and we'll try to keep you from getting distracted by non-critical things, and pointed in the right direction!
Good Hunting
|
