View Single Post
  #2  
Old 03-03-2017, 09:51 AM
ngoma ngoma is offline
Supporting Member
 
Join Date: Nov 2009
Posts: 1,351
Default

Quote:
Originally Posted by R.Mojica View Post
If the fuel shut off solenoid is bad all of a sudden would that stop it from even bringing fuel up into the pump?
Not sure. The IP does cycle fuel through itself to help cooling, but not sure if the fuel shut off solenoid closes that circuit. Can you hear/feel the solenoid action when applying/removing 12VDC to it?

Did you open up or change anything upstream of the IP? Anything that could cause it to lose its prime?

It takes a really long time to get fuel out to the injectors. I ran out of fuel the other day and it took several minutes of cranking to get it to fire again. NOTE: Not continuous cranking; that will kill the starter. 10 sec. cranking, 30 sec. cool off period, 10 sec. cranking, 30 sec. cool off period, etc. Don't abuse the starter, esp. if it is the original Hitachi small one.

Flooring the accelerator while cranking helps.

If you are not seeing fuel in the clear IP intake hose you need to pressurize the fuel into the IP. The greenbook shows a temporary fuel container (elevated) (on the car roof?) draining into a temp. fuel line feeding the IP. I would attach it to the fuel filter inlet. Another method is to install a low pressure electric fuel pump upstream of the fuel filter. Forum mod v8volvo had successfully used a marine outboard motor tank hand squeeze fuel bulb pressurizer ahead of the fuel filter before. He left it there semi-permanently.

A longshot, but sometimes the sliding vanes on the centrifugal lift pump in the front section of the IP can get stuck, or otherwise not get flung outward in their slots (insufficient cranking speeds?) enough to make a good seal against the housing.
__________________
1985 744 gle d24t
1985 745 gle d24t
Reply With Quote