TD5 Guru / Brains trust required

You also need to check for any oil/diesel or coolant corrosion in the AMP/TYCO connectors. These are the connectors which attach to all your sensors etc.
Oil or diesel can accumulate in the CKP sensor terminal and this will affect the waveform that is sent to the PCM. This waveform is attached.


Condition of the terminals is very important as alluded to in my post above. Attached is a picture of one AMP connector in good condition (left), however one on the right with bad terminal separation can lead to voltage drop which will affect the signal/voltage to the PCM. Such separation can be caused by continual removal(MAF in this case as I recall) - or by some useless person inserting mutimeter pins into the front of them. They must only be probed from the back of the terminal to avoid such damage.
Unfortunately some connectors, as BMW use(some TD5 connectors), weren't made to be serviceable. The housings may have a single slot for an extraction tool, but in the case of the Junior Power Time (JPT) receptacles which have 2 lance tabs(below) it can be impossible to remove the terminals from the housing without breaking it ? I have bought the supposedly correct tool from ebay without being able to remove some of these terminals.
So wires and terminals first before any other changing out of parts is where everyone should start first with intermittent engine issues.

In my opinion it's best not to over complicate finding a solution to your problem, that can become very frustrating. As you have a spare fuel pump it is simplest to fit it as a first step.

Nick

Agree with pump / inj washers ,also check cam timing , the head may have been off before and set up wrong , done a few like that

Quote:

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Originally Posted by peter51

You also need to check for any oil/diesel or coolant corrosion in the AMP/TYCO connectors. These are the connectors which attach to all your sensors etc.
Oil or diesel can accumulate in the CKP sensor terminal and this will affect the waveform that is sent to the PCM. This waveform is attached.


Condition of the terminals is very important as alluded to in my post above. Attached is a picture of one AMP connector in good condition (left), however one on the right with bad terminal separation can lead to voltage drop which will affect the signal/voltage to the PCM. Such separation can be caused by continual removal(MAF in this case as I recall) - or by some useless person inserting mutimeter pins into the front of them. They must only be probed from the back of the terminal to avoid such damage.
Unfortunately some connectors, as BMW use(some TD5 connectors), weren't made to be serviceable. The housings may have a single slot for an extraction tool, but in the case of the Junior Power Time (JPT) receptacles which have 2 lance tabs(below) it can be impossible to remove the terminals from the housing without breaking it ? I have bought the supposedly correct tool from ebay without being able to remove some of these terminals.
So wires and terminals first before any other changing out of parts is where everyone should start first with intermittent engine issues.

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I completely agree with that^^^ just that IMO it's not the case in this particular issue as here no fault codes are logged which i doubt that would be the case if there was some bad contact in the management area.... missfire with no codes usually means fuel delivery issue and the most common are the pump or leaking injector washers when combustion backpressure mixes up the fuel supply

Injector seals are beyond me.....

Fuel Pump I think I can do. So will try and give that a crack on the weekend.

If that doesn't fix it, then need to find someone to do the seals.

I will order them just in case and new rocker cover gasket.

What is it like to start after sitting for awhile? Do you need to go through the "priming" sequence before starting?
These were a couple of other symptoms I had with mine, as well as loss of power for no apparent reason then resume proper running - and intermittent swell. The result was leaking injector washers - and at around the same number of K's as yours.
I would swap fuel pumps and if that does not work - I would consider replacing the injector washers.

Quote:

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Originally Posted by crash

What is it like to start after sitting for awhile? Do you need to go through the "priming" sequence before starting?
These were a couple of other symptoms I had with mine, as well as loss of power for no apparent reason then resume proper running - and intermittent swell. The result was leaking injector washers - and at around the same number of K's as yours.
I would swap fuel pumps and if that does not work - I would consider replacing the injector washers.

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To date now problems starting. No need for priming etc.

I have only done 300 odd kms on the vehicle so not sure of its past. Spoke to previous owner and he did have a incident where it lost power. He let it sit for a few hours and it came good.

My experience was in my first post. It hasn't recovered from this loss of power. It did for a short period in getting it to mates shed.

At idle it can sometimes sound OK, but other times it runs real rough. Trying to drive it is like try to run on a few cylinders.

No faults listed on Nanocom. I am no expert with the Nanocom. Only thing obvious is the cylinder balance, one can be +30 and the other -30

As there are no fault codes listed I tend the agree with the most common issue as most have mentioned, the lift pump in the fuel tank, its also the easiest to replace.

Just some info..
*While the fuel pump may produce the required pressure if tested, it can be a lack of volume.

And as mentioned all over this forum, only replace it with a VDO branded pump assembly.

Regards
Daz

Cheers Dazza, still need to get to it......


I have a D2a thats been tipped on its side and will borrow that one to see if it fixes things