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That's an interesting point for the fuel return, although I think it skips the filter and gets routed to the air bleed connection, #9 on the RAVE diagram.Quote:
Originally Posted by lyonsy
If you going to add another fuel cooler, why not delete the existing fuel cooler and remove some of the plumbing?
i was thinking on the return going through the filter or not and i reckon it has to be otherwise why run the returns pipes all the way back and connect to the fuel filter housing to just have it loop around and then continue back to the pump for returning to the tank.Quote:
That's an interesting point for the fuel return, although I think it skips the filter and gets routed to the air bleed connection, #9 on the RAVE diagram.
If you going to add another fuel cooler, why not delete the existing fuel cooler and remove some of the plumbing?
Reason to keep the std fuel cooler is that if i go up snow then it also warms the diesel up so don't have to worry about it gelling up as much, plus it pulls around 30 or maybe more deg out of the temp so will make the air to air cooler more efficient and lets me run a not so efficient air to air cooler that takes up less space or can be run on top of a chassis rail on the way back to the filter
plus the standerd one is not hard to service anyway and is only some clamps and o rings to repair it
The question has to be asked, why mess with a system that works? How many TD5's have had a fuel system failure, because of the filter set up? Unlike common rail diesels.
You have a very valid point, a system that has mainly been trouble free on a vehicle up to 17 years old now . Yes the odd fuel pump failure or fuel block, but mainly trouble free.Quote:
Originally Posted by bob10
Hey bob most of the reason for the low failure rate is because of the unit injector system which is far more forgiving and tougher design then common rail and was one of the main reason i brought a d2 td5 if it was common rail i would of brought a tdi.Quote:
bob10The question has to be asked, why mess with a system that works? How many TD5's have had a fuel system failure, because of the filter set up? Unlike common rail diesels.
The other main reasons there is the low failure rate is the fact the filters are fitted dry and then primed ( cat found on their truck engine that priming the fuel system over pre filling filters extended injector life from around 500'000km to around 800'000km to 1'000'000km,
So adding a 2nd filter cant be a bad thing in that it will lower pressure that the fuel pump will have to work against at the end of the filter cycle,
as for adding an extra fuel cooled it will help give a slight performance boost while also letting the fuel pump run cool and also help remove heat from the engine and injectors extending their life as well.
and since i have an injector that is driping and causing smoke on start upid like to have a few extra advantages on my side before i slip a new set of injectors in
X3Quote:
Originally Posted by bob10
Seems it's looking for a solution to a non existent problem
I'm sure you have though this through, But trying to second guess design engineers is a recipe for failure.Quote:
Originally Posted by lyonsy
Reason why is id expect the unit injectors to have a life span of 500'000km the ones in my d2 started driping at around 250'000 at the time i was not sure if i was keeping it or not so just kept an eye on it, now i am keeping it and setting up for touring and doign more seriosu off road work ill be putting a new set of injectors in and since the old set only lasted around 250'000km before starting to fail, and yes the vehicle had full landrover or landrover specialist service history prior to purchase so filters should of been changed properly (dry)
I figure if i upgrade the filter system and cooler it should extend the life of the injectors out to what i would expect a unit injector life to be and if i get a bad batch of fuel which can happen (a work ford ranger had to have the common rail rebuilt as it ended up with water in the tank and through the pump/injectors) as the town i live in only has one servo with old tanks its also a bit of extra insurance there.
otherwise if it was a just a round town occasional off roader and used mostly for towing like i originally intended to use it for then i wouldn't bother upgrading it and would just flog it off and get anther one
Quote:
Originally Posted by lyonsy
By dripping injectors , do you mean the injector seals?
No fuel is leaking past the seat inside the injector and slowly filling the pot up with diesel so when it starts it will blow a heap of white smoke, if left unchecked it can cause the engine to hydraulic and wash the bore's and fill the sump with diesel.
fuel injection cleaner did not help it so the seat has been damaged or had excessive wear due to contaminates in the fuel so if the seats are worn enough to cause issues then the nozzle spray pattern will be worn which is probably why its a little heavier on fuel then most other d2's