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#31
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8: When coming down the same steep hills (forward!) the van has a 1st gear selector position - microswitch - which engages and I have electrically tested the microswitch which is good BUT we cant hold first and the tranny changes up to 2nd at normal speed which when you want engine braking to hold your speed down is quite scary.
You tested the micro switch but did you test the signal what the transmission sees? If possible run a wire directly off the connector at the transmission and monitor that going down hill and see what's what. Information on your engine is sparce.
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92 e300d2.5t 01 e320 05 cdi 85 chev c10 |
#32
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#33
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What I cant find out is absolute confirmation that whilst in 1st selection that the sytem energises the coil of the kick down solenoid with a constant 12v until a higher gear is selected - I mean it seems to me that the solenoid would need a consistant 12v to stay energised and the only other time that the kickdown would be used is when the kickdown switch is activated under the accelerator would there be a momentary 12v - causing the kickdown whilst overtaking etc. IF I can be absolutely certain of this then I am quite happy to wire 12v directly to the microswitch on 1st gear selector so that the relay at the control point is bypassed - its not like a 4.6tonne motorhome really needs to have a kickdown switch anyway!!! But again information on this tranny AND engine is scarse. Your thoughts? |
#34
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It's easy to check the tappets, which was the procedure described in the third document. Just turn the cam until each tappet is free and press down. If it sinks easily, it's bad. |
#35
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#37
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92 e300d2.5t 01 e320 05 cdi 85 chev c10 |
#38
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92 e300d2.5t 01 e320 05 cdi 85 chev c10 |
#39
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Your thoughts muchly appreciated. Regards Mark Last edited by markenhancer; 08-19-2016 at 07:26 PM. Reason: changed values |
#40
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My thoughts also. I believe 1 full rotation of a loaded adjustment screw will alter timing 1,5 degrees if my memory is working.
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92 e300d2.5t 01 e320 05 cdi 85 chev c10 |
#41
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I am hoping that an adjustment of the IP (which I understand could be done relatively easily and the best bit is that if it doesnt work I can put the IP timing back to where it was and have lost nothing apart from a couple of hours work) will help after chatting with you and all that I have read. I know it's unlikely to be the whole problem but even a little success would be a massive boost to my confidence to get this sorted ... |
#42
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You should have 3 mounting bolts 2 on front 1 back loosen those first. Adjustment bolt can then be turned located looking down onto IP closer to the front.
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92 e300d2.5t 01 e320 05 cdi 85 chev c10 |
#43
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PM sent. The kickdown solenoid needs power at all times for you to be in a low gear.
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#44
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Thanks and please do scream if what I have written rings alarm bells because I have missed out something catastrophic or vital. Kindest Mark |
#45
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Hi dieselbenz1 Thanks for the confirmation on the timing of the fuel pump. I am off to the local parts store tomorrow ostensibly to get something to do a diesel purge with (cant get actual diesel puge here but I thought some injection cleaner/cetane booster 250ml (bardahl) with 100ml acetone and 500ml diesel would be a good mix?) 7m of clear fuel line and 1meter of rubber fuel line. Then I am going to take the fuel line and return and fuel tank out of the mix and create a mini system just before the inline filter and return back to the bottle. Kill 2 birds etc clean injectors and IP and see if not using repaired fuel delivery circuit makes any difference to the whole smoking thing - based on that out come i can replace - or not - the fuel lines and work out if the air admittance valve is working correctly. Will update results.
Great idea but stage your tests to gain the maximum information, such as, 1) put return line into jar start and look for bubbles. 2) proceed with your purge fuel as you described. 3) do the same as 2 but with diesel This should confirm all is good or where to look next.
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92 e300d2.5t 01 e320 05 cdi 85 chev c10 |
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