Bus Conversions dot Com Bulletin Board
September 01, 2014, 04:52:18 PM *
Welcome, Guest. Please login or register.

Login with username, password and session length
News: If you had an E-Mag Subscription: The dog will not eat it.
   Home   Help Forum Rules Search Calendar Login Register BCM Home Page Contact BCM  
Pages: 1 2 [3]  All   Go Down
  Print  
Author Topic: Uh oh....Fuel pressure issue  (Read 4279 times)
RTS/Daytona
Hero Member
*****
Offline Offline

Posts: 526


Pete RTS/Daytona ->'89 TMC 35' 102" 6V92TA 4:10


WWW

Ignore
« Reply #30 on: February 20, 2010, 07:06:40 AM »

call me three eight six - six seven two - zero five seven one

or email me at hawk_ii_mail @ yahoo.com with your phone# and I'll call you (I have unlimited L/D)
Logged

If you ain't part of the solution, then you're part of the problem.
buswarrior
Hero Member
*****
Offline Offline

Posts: 3571


'75 MC8 8V71 HT740




Ignore
« Reply #31 on: February 20, 2010, 07:12:13 AM »

Yup, all bets are off when you said some DUMB A** thought he knew how to run veggie.

After those easy things listed above, switches and coolant tank, I'd be really suspicious that veggie is plugged up in it, and whatever fuel pressure you were generating was bypassing or not getting through.

Others are smarter than me on this topic, but maybe open a fuel line to an easy to reach injector and then hook up the garden sprayer as noted in Pete's priming directions and see if you get some fuel?

(Great job on that write up Pete, I wouldn't change a word)

Will diesel act as a sufficient solvent on veggie sludge, or will more extensive cleaning be required?

happy coaching!
buswarrior
Logged

Frozen North, Greater Toronto Area
expressbus
Full Member
***
Offline Offline

Posts: 155





Ignore
« Reply #32 on: February 20, 2010, 07:29:33 AM »

Second what RTS said about rear start. One more thing, I had a problem with the rear start switch. I toggled it down to rear start to work on some other problem. Solved it, returned the rear start to the run position, and dang thing would not turn over from the ignition key. Turns out these switches are so seldom used that simply going from run to rear and back can actually lose the electrical connection to start from the ignition key. Cheap but possibly temporary solution for me was to vigoriously exercise the toggle going from run to rear and back severasl times very fast. Kinda like, Take That, Take That ... You get the point.

As for the veggie oil, never tried it don't plan on doing it. Heck, I have not even tried bio and am not thinking on doing that either.

Good luck in running down your problem - or the PO!
Logged

Will Garner, Jr
Southern Pines, NC
1991 Prevost Conversion by Country Coach
RTS/Daytona
Hero Member
*****
Offline Offline

Posts: 526


Pete RTS/Daytona ->'89 TMC 35' 102" 6V92TA 4:10


WWW

Ignore
« Reply #33 on: February 20, 2010, 10:18:00 AM »

Time to re-group a little  - 3 strings going about the same problem

Let's keep Wayne "NO START" problem in the   "...Check Engine Light location.... "   string

let this string die 

CONDITIONS  - I forgot he said he has 10-30 PSI at the secondary filter gauge - That's fine - he's primed and not air bound

But

Here's the problem so far:

#1 -  DDEC-II - with no power on the INJECTOR CONNECTOR PINS A&B / E&F - this feeds BOTH banks of injectors

#2 - No CEL (CHK ENGINE LITE) double blink when bus turns on - probably related to #1 - but INJECTOR POWER IS USUALLY DIRECT FROM BATTERY NOT IGNITION

#2 - so Wayne needs to also check DDEC Ign Power to Pin B3 on J2 connector -  sent Wayne the diagrams and pinouts for him to check

Pete RTS/Daytona


ANYONE KNOW WHERE THE DDEC GOES COMES FROM ON A ** GILLIG

Logged

If you ain't part of the solution, then you're part of the problem.
Pages: 1 2 [3]  All   Go Up
  Print  
 
Jump to:  

Powered by MySQL Powered by PHP Powered by SMF 1.1.18 | SMF © 2013, Simple Machines Valid XHTML 1.0! Valid CSS!