parallel turbos

1mouse3

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I know on mine I used to get a lot of bluish/Grey smoke on acceleration before I swapped the IP. Since you said this pump and injectors have been sitting unused for a couple I would try doing an atf or diesel treatment on them.

Pump is not rebuilt but was working on the 6.9. I get white smoke on acceration but turns black when the engine starts to bog. Then is white or gray till the exhaust clears up some, not seeing much blue.


I'd say your pump is bad.

Timing should be set with the engine at operating temp, at 2000 rpm. Static timed, the pump/engine should rev up to 2000 rpm cleanly with no issues. The fact that you can't get there and various colors of smoking occurs when you try tells me there are internal pump issues. Was this a total rebuild? Could your pump somehow have gotten timed 180 out from where it should be?

K, so could continue chasing the ip. How would I know if the pump is timed 180? This was rebuild using new ring on pistons I pulled out another block, bearing that came out that block where copper color so got new.


On the meter, if you're getting the RPM jumping around/cutting out, your injector clamp isn't reading right. Clean the line more, reposition the clamp, reposition the ground, try everything.

It was clamped on there good and playing with it made no change. Just moving the pump timing to the driver side of tdc line got it to work with out fault.
 

Jesus Freak

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Set the crank so you know it's TDC on the compression stroke. Then pull the little cover off the front of the IP, and I'm 94% certain the 3 bolts should be in a pyramid instead of an inverted pyramid.

Wait for a confirmation on the scheme of the pyramid, a free mason would know.
 

Jesus Freak

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I googled it for pictures and it looks like it'll be an inverted pyramid. With the alignment pin to the right of the bottom bolt.
 

1mouse3

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These pics I have of timeing the engine, that was how all the marks lined up. So is this wrong for the ip then?


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Looking around and see this and is how I lined up all the marks.

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Rdnck84_03

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I know our john deere turbocharged skid loader at work will blow lots of black smoke and be a gutless **** when the fuel filter starts plugging up. That is why I questioned the fuel pressure when it starts acting up.

After confirming fuel pressure my next course of action would be an ATF or diesel kleen treatment.

James
 

1mouse3

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I know our john deere turbocharged skid loader at work will blow lots of black smoke and be a gutless **** when the fuel filter starts plugging up. That is why I questioned the fuel pressure when it starts acting up.

After confirming fuel pressure my next course of action would be an ATF or diesel kleen treatment.

James

The fuel pump is working giving fuel that will shoot out the schrader valve on the both filter housings, put new filters on since one got rusty. Can check that but was not seeming like a issue.
 

The_Josh_Bear

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I know our john deere turbocharged skid loader at work will blow lots of black smoke and be a gutless **** when the fuel filter starts plugging up. That is why I questioned the fuel pressure when it starts acting up.

After confirming fuel pressure my next course of action would be an ATF or diesel kleen treatment.

James
This. Plus get a gauge on the inlet fuel pressure to IP. That means after the filters. Then ATF soak overnight!

Also, 2 years is plenty of time for a known good pump to self-destruct from water in the diesel or any kind of moisture. The rust ruins all kinds of timing things. One basic trick is to let it idle and then push on the timing plunger a few times. See if it's smooth, hard, choppy, gritty, etc. Does it affect the idle? It should. That'll give you an idea of it's condition at least.
 

Rdnck84_03

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The fuel pump is working giving fuel that will shoot out the schrader valve on the both filter housings, put new filters on since one got rusty. Can check that but was not seeming like a issue.
I'm not so much questioning that the lift pump is working, I'm more questioning whether it can keep the pressure up at higher volume.

The black smoke, low exhaust temp and low rev point all indicate fuel starvation. And fuel pressure falling off will also throw the timing out of whack.

James
 

1mouse3

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I'm not so much questioning that the lift pump is working, I'm more questioning whether it can keep the pressure up at higher volume.

The black smoke, low exhaust temp and low rev point all indicate fuel starvation. And fuel pressure falling off will also throw the timing out of whack.

James

Right past the last filter is ~10psi, and alwas 10psi. I will give a vid latter...
 

1mouse3

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This. Plus get a gauge on the inlet fuel pressure to IP. That means after the filters. Then ATF soak overnight!

I have this port on the first filter, that can be used to help the pump pull fuel from the tank...

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Then this port to bleed air out post filters...

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I did use some rags to soke up fuel in the ip, so can fill it with type F. I did it twice, once to have it run some and then again with it sitting now...

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BlindAmbition

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10 psi is too high and changes the timing of the pump I believe. My R&D pump came calibrated for 7psi. There is a rather large and in-depth thread of PSI and pump timing, I'm phone posting otherwise I'd link it for you.
 

1mouse3

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This is the proof that it is only 10psi for the full go...


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1mouse3

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10 psi is too high and changes the timing of the pump I believe. My R&D pump came calibrated for 7psi. There is a rather large and in-depth thread of PSI and pump timing, I'm phone posting otherwise I'd link it for you.


Well this is how the 6.9 ran for 20k miles with out issue and the pump is for a 6.5, so did not think anything of it.
 

BlindAmbition

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Found the thread. I imagine you could compensate for higher fuel pressure by advancing or retarding the IP timing as needed. Just be aware that once you go above 8 psi or so it starts changing the IP timing. So my saying 10 PSI is too high isn't exactly correct, just that things change once you hit that high of inlet pressure.

 
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