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More Information. X Privacy settings Decide which cookies you want to allow. Learn more about the cookies we use. Currently we do not use targeting or targeting cookies. Save and close. Select your vehicle. Powersport Batteries. What's the purpose of an High-Pressure Pump? Where is the HPP located? The HPP is typically located off of the fuel rail.Sign In. Password forgotten? Click here. Includes new o-ring. Is it: Actually In Stock? Many online stores do not stock parts and advertise products that they do not actually have.
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Vehicle Applications Manufacturer Data. Bosch is the world leader in automotive engine technology. Bosch provides injection systems for the majority of cars on the road today, including nearly all diesel models. Bosch manufacturers everything from injection pump, injectors to Mass Airflow Sensors MAF and headlights for all the German automobile manufacturers. Frequently Asked Questions Ask us a question. Recently Viewed Products See All. Email Us sales idparts.Sign In. Password forgotten?
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Mercedes OM642 3.0 CDI Engine Review
Lesser expensive brands may be lower quality. The Same Contents? Kits sold by some stores are often missing crucial components. If you find an in-stock product made by the same manufacturer, or a kit with the same contents, at a lower price, we'd like to hear from you. Shop for My Vehicle. Add a vehicle to your garage. Returning Customers Welcome back, please login. Remember Me. Green o-ring seal between the high pressure fuel pump and cylinder head.
Add to Wish List. Add to Cart. Select Vehicle to Check Fitment. Vehicle Applications Manufacturer Data. Bosch is the world leader in automotive engine technology. Bosch provides injection systems for the majority of cars on the road today, including nearly all diesel models.
Bosch manufacturers everything from injection pump, injectors to Mass Airflow Sensors MAF and headlights for all the German automobile manufacturers. Frequently Asked Questions Ask us a question.Unfortunately, these problems rarely come with relevant DTCs.
Inspect the mass airflow sensors.Must watch if you own a SPRINTER important. 07, 3.0 turbo diesel Sprinter dieing/stalling .
A sooty tailpipe indicates the DPF has failed. Think about the problem, what types of things could cause a no start on a diesel vehicle?
OM642 320CDi rail pressure too low
What do diesels need to run and start? Fuel, Heat, Air, Timing. What are we missing? Hook the Autologic up and do a complete vehicle scan, record the scan and do not clear any faults yet. Verify the drive authorization immobilizer system is allowing the engine to start. What is it that ignites Diesel? Is it compression? If the engine is cranking too slowly the heat from compression will dissipate before the fuel can ignite. The engine uses a complex Glow system to aid starting as well.
Run the Diagnostic Test via actuations in the Glow Module and check the fault codes, failure of the glow system can cause hard starting and no start conditions particularly in cold weather. Note: The Glow Module is a common failure item and the typical cause is a shorted glow plug, it is best to replace all the glow plugs as a set with the module. Also, the Glow Module sometimes shorts out the LIN bus which is internally bridged to the alternator LIN inside the CDI module, when this happens, some bizarre electronic problems can occur including a no start condition, unplug the module to quickly check if it is causing a problem.
Is the engine cranking too slowly? Are we getting good crankshaft and camshaft position signals and synchronizing the injectors? Check the cranking speed, if it is less than rpm diagnose the starting system: Battery, Starter, Voltage drops. A good cranking speed also indicates the crankshaft position sensor is working. Use the relative compression test to check for a cylinder balance problem, 7 rpm difference is the spec.
You can also use a scope to check the relative compression and battery health via the amperage waveform, or an amp clamp to check starter current draw. There could be a blown fuse or defective starter relay. Generally, it overheats the starter solenoid and chances are high that the solenoid will break when the cable is changed so sell them both.
Compression could be low but even across the engine, the only way to know would be a manual compression test. We have to make choices in our diagnostic approach based on how much time and effort testing takes and what the probability of it being useful is. In this case, pulling a glow plug that might break in the cylinder head to check compression doesn't seem necessary or worthwhile.
If the engine timing was bad enough to interfere with starting, we would probably have a code. For reference: the compression for For The engine uses two mass airflow sensors but their reading is combined into one PID. The MAF sensors are rarely a problem, if you unplug one at a time you should see the same reading as when the other is unplugged.
Check the pressure sensors KOEO; intake air, charge air, and exhaust back pressure. The maximum difference between the three is 10 hpa. The backpressure sensor is a common failure on the engines and frequently reads out of range much higher. The CDI module uses the backpressure reading to avoid thermal overload of the turbocharger. On one recent vehicle with a restricted exhaust the turbo temperature reading was degrees Fahrenheit without even a road test.
Disabling engine start is a secret self-preservation strategy. Continuing with the process of elimination, the Fuel system is the most complicated and difficult to diagnose.Portal Search Calendar Help. Hello There, Guest! Login Register. Login Username: Password: Lost Password? Remember me. Thread Rating: 0 Vote s - 0 Average 1 2 3 4 5. Thread Modes. The part numbers are as follows: bar, original for early OM A 03 01 bar, found on OMLS: A 12 01 The later pump installed on the early engine with only loosening of the wiring harness and shifting it forward a couple cm.
The high pressure fuel line had to be removed and reshaped to fit the new location. Everything else was just like installing the old pump.
I have contacted GDE to see if they can calibrate for this. After monitoring pressures while driving with the new pump, I have come to the conclusion that this is not something you want to do unless you swap the remainder of the fuel system from the later om engine also.
Peak observed rail pressures are around psi, which will accelerate wear on the injectors and cause the rail relief system to fail. I'm going to just swap in a new pump of the original style, and shelve this idea until I have an actual omLS engine to play with.Cijena brzog pasosa u bih 2020
In theory you could change the rails with the higher pressure system and run the old injectors, but there does not seem to be that much of a performance improvement for the cost of all the upgrades which are required. Save the hassle with changing pumps around. Your conclusion is bullshit as any deviation of rail pressure will shut down engine immediately.
So forget about some large pressure spikes, if it goes to 26 PSI then it is ment to be. Normally pressure spikes cca. You are not gonna wear injectors nor DRV valve. Do do you know the injector angel for the injectors?
How To Relieve Fuel Pressure
I have not seen if they charge the diameter of the pistons. No bullshit here. It seems EDC 16 adapts to the new curve itself, but does have a high limit in the software of psi.
I am guessing the psi bar system has a limit on the physical safety release. I am assuming this based on the similar Bosch system used on the Cummins trucks of this vintage. I know the new ones are 8 hole The new engine has a different piston with additional space in the cup for less compression, and different heads with extra cooling capacity, so that is the one to tune if you can find one on the cheap.
There is also a different coating on the cylinder walls and piston skirts, but the diameter may be similar. The individual used parts for the LS are still cheaper than the early ones as they aren't breaking as much yet.Relieving the fuel system pressure on your vehicle is very important when working on the fuel pump, fuel injectors, lines and other related components.
That system, especially on fuel-injectede models, operates under high pressure and remains like that even when you shut off the engine. Different vehicle manufacturers have devised several methods of relieving fuel pressure. Here, we will cover five of the most common systems so you can work safely on your own vehicle.
Disconnect the negative battery cable using a wrench. This will prevent sparks, which could ignite fuel and fuel vapors. Locate the fuel pressure regulator on the fuel rail. The rail is mounted along the top area of the engine.
Make sure the regulator is vacuum operated. With your hand, remove the vacuum hose from the top of the fuel pressure regulator. Apply about inches Hg of vacuum to the regulator to push the fuel in the lines back into the fuel tank. Some vehicle models provide an access door to the fuel tank through the floor underneath the rear seat or under the trim in the trunk. If there your model has an access door above the tank, either remove the rear seat by pulling the retaining strap on the back of the seat and lifting it, or remove the trim on the floor of the trunk again, the location of the access door varies by model.
Remove the mounting screws on the fuel tank access door using a Phillips screwdriver or pulling the butyl tape around the door. If the fuel pump is accessed from underneath, be sure the vehicle is secured on the jack stands before crawling underneath and locating the fuel pump assembly.
Start the engine and let it idle until it stalls. Then turn off the ignition switch. Locate the fuel pump fuse under the dashboard or in the engine compartment. It is usually located on the driver's side of the vehicle.
In most cases, it is marked for easy identification. Your owner's manual will tell you where to find the fuel pump fuse. Remove the fuse with your hand or a pair of pliers.
Or remove the fuel pump relay with your hand.
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