Injector pump rack

[Mukiwa]

Thanks Geoff. I'll try that tomorrow when I finish cruising.

Mike

[Mukiwa]

Hi Geoff. I have been trying what you suggested but ended up being very confused. I will try to explain. It may help if I explain two terms I use.

Low idle: when the engine is cold, when it is in gear at any temperature, if I stop the engine and start again.

High idle: when the engine is hot and out of gear.

With the low idle adjusted to 950 rpm the high idle is 1250. I adjusted the low idle in stages up to 1100 rpm and the high idle is always 1250.

If I try and reduce the high idle nothing happens until I put it in gear and then I experience take up stall if the low idle is below 950 rpm.

I'm sorry if the explanation is confusing but I don't really know how to explain it in any other way.

[Tony Brooks]

This is NOT for Mukiwa to even think about but does anyone know if these injector pumps have an adjustment to damp surging on idle such as some Listers and the Simms pneumatic pumps? I rather doubt it but if it does it could be in an obscure place. If you do not know do not answer.

[Geoff Taylor]

Hi, I am guessing that what is fighting your adjustments are no slack on the throttle (morse) control cable, disconnect it and set idle rpm then adjust cable to fit back on lever free of tension, if the pump governor is set correctly the engine should not stall out when put into gear.

(the governor setting is internal and should have been set when recon was done). A photo of the pump would help as they do vary in spec.

 

Hope this helps.

[Mukiwa]

Hi Geoff. I didn't mention it but the symptoms are the same with and without the throttle cable connected.

Thanks Tony. I will leave it to others as I don't know enough to understand.

[Geoff Taylor]

Hi, I am running out of answers to give on this problem but am still of the opinion that the pump was reconditioned incorrectly ( if tested, the injectors also). As you have already had additional governor springs fitted after the "recon" I am not filled with confidence.

The recon should have warranty of some sort if a reputable company did it and I would not hesitate to throw the pump back at them, these engines simply are not known for injection problems otherwise a few other members who have this model engine fitted would have left comments.

Nearly all non ecu controlled engines idle slower when cold and are set at operating temp unless as I previously stated are fitted with a cold idle device that raises revs until water warms up, I have observed this from a single cylinder to a V12 unit regardless of what fuel they run on.

I hope your problem can be resolved one way or another.

[Mukiwa]

Hi Geoff. It could be you are right. Before they did any work they indicated the cost would be £200/300 but in the event it came to £120. So maybe they did not do much?

I have been told about an injector pump specialist who is based near the Macc and as we will be up there in August I might try him. I'll keep you posted on any developments. Thanks for all the thought you have given to this.

Mike

[Tony Brooks]

I recently had a series of emails about a Beta (I think) that was suffering form sticky rack symptoms after a mechanic had stripped the fuel inlet thread and it had been Helicoiled. This time it would not stop with the electric solenoid. The pump was sent away for "testing and overhaul" but the problem was not cured. A new pump eventually cured the problem although I advised that it be sent to a different FIE specialist first.

 

I suspect either some swarf had lodged in the pump and was not cleaned out during the overhaul or, and I think this may be slightly more likely, the over tightening of the banjo distorted the c housing enough for the rack to jamb when hot.

[Geoff Taylor]

I have experience of the reconditioning of quite a few types of injectors/injector pumps (mainly inline type) as we do our own in house repairs albeit mainly on large equipment (Caterpillar, Detroit, Komatsu, Ford, Cummins, lister/ Petter, Perkins) but the principles are all the same as to the degree of precision adjustments and cleanliness required in order to have an engine running at its optimum. Much of our equipment is in excess of 27 litres and a mis-adjustment of just a few thou on the lifter and governor settings makes a large impact on the smooth running of an engine, its hard to believe regarding the fact that these engines are capable of burning 200 plus gallons of fuel in a days work and a slip up can add 20 extra galls to this!!.

What I am trying to get at is how much more precise the recon must be when carried out on a smaller engine in order to achieve a perfect result and more importantly be carried out by someone who knows the device inside out.