Ocelotl
Registered User
Hi, guys. Apologies for the long first post.
1993 F250 7.3 IDI NA 4x4 5 speed, 188K miles on the frame, originally turbo as per the VIN but it had a NA engine of unknown mileage in it when I bought it for cheap. It's a beat up and worn out truck (see compression test results below) but it's OK for what I need it--as long as it starts. Eventually I'll find a good used turbo engine to swap in.
Not knowing much about diesels (but I'm OK with car and motorcycle repair) I took it to a diesel mechanic acquaintance to see about a hard start condition it's had since I bought the truck about 2 years ago. I only use it every 2-3 months so it hasn't been a big deal. After throwing at it an IP, injectors, glow plugs, controller, lift pump, return lines, etc., it just kept getting worse to the point where it now doesn't start at all. I stopped taking it to him after seeing the truck wasn't getting any better and a couple of other things I didn't like when he was repairing other stuff. I'm now looking into the issue myself after reading up on the IDI here.
I'm thinking maybe the injection pump is not advanced enough, as it was only timed statically by him by lining up the marks. I have a Ferret setup I'll be using for that but first I need to get the beast started to time it dynamically.
Today I decided to change the return lines and o-rings again (he says he did it already) after seeing the faintest moisture around them. I found the injector on Cylinder 8 loose, as in not tight. While loosening the fitting on top of the injector the whole shebang was rotating as far as the still-attached return hose would allow. I hadn't noticed because there's no visible fuel around the injector, but I don't know if it gets burned off on the hot block or what. This is at the cylinder with the lowest compression.
Also, on the Cyl 1 injector, I found a steel washer under what I think is the pulse timing adapter. I'd have thought it should be copper/plastic/aluminum? At any rate, it looks all buggered up and I don't think it can seal very well. Again, no visible fuel around it.
I guess I'll find out tomorrow, after tightening the No. 8 injector, replacing the return hose and o-rings, and following your suggestions on the questions below. Many thanks in advance.
1. Would not enough advance cause a chronic hard start?
2. What kind of washer should the pulse timing adapter have under it?
3. Am I supposed to be able to see right through the pulse timing adapter?
4. When all other systems are working properly, should it start in spite of the less-than-stellar compression test results?
Front
Driver ---- Passenger
Cyl 2 350 ---- Cyl 1 320
Cyl 4 520 ---- Cyl 3 400
Cyl 6 400 ---- Cyl 5 420
Cyl 8 150 ---- Cyl 7 300
1993 F250 7.3 IDI NA 4x4 5 speed, 188K miles on the frame, originally turbo as per the VIN but it had a NA engine of unknown mileage in it when I bought it for cheap. It's a beat up and worn out truck (see compression test results below) but it's OK for what I need it--as long as it starts. Eventually I'll find a good used turbo engine to swap in.
Not knowing much about diesels (but I'm OK with car and motorcycle repair) I took it to a diesel mechanic acquaintance to see about a hard start condition it's had since I bought the truck about 2 years ago. I only use it every 2-3 months so it hasn't been a big deal. After throwing at it an IP, injectors, glow plugs, controller, lift pump, return lines, etc., it just kept getting worse to the point where it now doesn't start at all. I stopped taking it to him after seeing the truck wasn't getting any better and a couple of other things I didn't like when he was repairing other stuff. I'm now looking into the issue myself after reading up on the IDI here.
I'm thinking maybe the injection pump is not advanced enough, as it was only timed statically by him by lining up the marks. I have a Ferret setup I'll be using for that but first I need to get the beast started to time it dynamically.
Today I decided to change the return lines and o-rings again (he says he did it already) after seeing the faintest moisture around them. I found the injector on Cylinder 8 loose, as in not tight. While loosening the fitting on top of the injector the whole shebang was rotating as far as the still-attached return hose would allow. I hadn't noticed because there's no visible fuel around the injector, but I don't know if it gets burned off on the hot block or what. This is at the cylinder with the lowest compression.
Also, on the Cyl 1 injector, I found a steel washer under what I think is the pulse timing adapter. I'd have thought it should be copper/plastic/aluminum? At any rate, it looks all buggered up and I don't think it can seal very well. Again, no visible fuel around it.
I guess I'll find out tomorrow, after tightening the No. 8 injector, replacing the return hose and o-rings, and following your suggestions on the questions below. Many thanks in advance.
1. Would not enough advance cause a chronic hard start?
2. What kind of washer should the pulse timing adapter have under it?
3. Am I supposed to be able to see right through the pulse timing adapter?
4. When all other systems are working properly, should it start in spite of the less-than-stellar compression test results?
Front
Driver ---- Passenger
Cyl 2 350 ---- Cyl 1 320
Cyl 4 520 ---- Cyl 3 400
Cyl 6 400 ---- Cyl 5 420
Cyl 8 150 ---- Cyl 7 300
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