I just had my number 4 injector line snap right at the pump for the second time in 2 months! Any idea what's causing this? It wasn't difficult to install (i.e. didn't need to bend or stretch it any to get in on) At about $80 each including overnight shipping this is getting to be a headache I don't need.
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1986 F350 Crew Cab 2wd SRW. 1991 7.3 IDI, T-19 4spd Sterling 10.25 3.55, 12" HD clutch. A Banks waste gated turbo. 5" cut down Peterbilt stack. Midwest rebuilt IP turned up. AC Delco 6.5 GM 12V GP's, working great. Running W85 high performance zero-gel diesel! D60 front conversion, 4wd conversion, dually conversion, and steel flatbed conversion now underway. Man those frame rivets are a pain!
1966 Porsche 911. 1983 911 SC engine with modified Zenith carbs, headers, 911S brakes, custom fuel rails, MSD 6al box with timing computer, 1974 IROC body kit. 1850lbs, 200rwhp, total blast to drive.
Do you have the clamps that tie the injector lines together? There are two or three of them per side, and they prevent the lines from fatiguing due to vibrations - if these clamps have been removed, the lines will keep cracking one after another.
Yeah the clamps are all there, I made sure to put them back on after I replaced the IP. I took a look at the line that busted again, it's on the opposite side of the IP from it's injector and seems like it was under some stress. I timed it by feel and sound with the intention of getting it in to a shop soon to be professionally timed but with all my problems with the tranny lately I haven't had the time or the money. Anyway it looks like that line is in tension due to the IP position (advanced, turned toward the left looking from the front). It went on easy enough but if it was under some tension it wouldn't surprise me if that's why it broke.
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1986 F350 Crew Cab 2wd SRW. 1991 7.3 IDI, T-19 4spd Sterling 10.25 3.55, 12" HD clutch. A Banks waste gated turbo. 5" cut down Peterbilt stack. Midwest rebuilt IP turned up. AC Delco 6.5 GM 12V GP's, working great. Running W85 high performance zero-gel diesel! D60 front conversion, 4wd conversion, dually conversion, and steel flatbed conversion now underway. Man those frame rivets are a pain!
1966 Porsche 911. 1983 911 SC engine with modified Zenith carbs, headers, 911S brakes, custom fuel rails, MSD 6al box with timing computer, 1974 IROC body kit. 1850lbs, 200rwhp, total blast to drive.
Could it be that the pump is too advanced? It's pretty close to as far over as it would go. I timed by ear, feel and sight. i.e. turned till it clacked when warm then backed up, looked for white smoke, looked for smooth idle. Right now it has a little smoke on heavy accel or climbing a steep grade otherwise no smoke, only clacks when the cold advance is on (I can hear the advance click off as it gets quieter immediately). I guess what I mean is shouldn't the lines be able to take the full range of IP adjustment assuming I had them all loose when I adjusted the timing? Should I have loosened both ends of the lines? I only loosened the IP end to turn the pump. Besides that I just replaced this line and it went on easily even though when it broke I can see it appeared to have been under tension somehow, the snapped off tube is moved towards the injector about 1/8".
I'm suspicious of my line clamps, they're kind of grimy and the rubber is soft. Maybe they aren't working like they should, slipping maybe?
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1986 F350 Crew Cab 2wd SRW. 1991 7.3 IDI, T-19 4spd Sterling 10.25 3.55, 12" HD clutch. A Banks waste gated turbo. 5" cut down Peterbilt stack. Midwest rebuilt IP turned up. AC Delco 6.5 GM 12V GP's, working great. Running W85 high performance zero-gel diesel! D60 front conversion, 4wd conversion, dually conversion, and steel flatbed conversion now underway. Man those frame rivets are a pain!
1966 Porsche 911. 1983 911 SC engine with modified Zenith carbs, headers, 911S brakes, custom fuel rails, MSD 6al box with timing computer, 1974 IROC body kit. 1850lbs, 200rwhp, total blast to drive.
The clamps are there to dampen the vibrations too, so I'm not sure how soft the rubber is supposed to be, but if you think they show signs of oil-related deterioration you may wanna grab a set that is in better condition. As for the tension on the lines, I loosened up the top 3 or 4 lines at the pump, and all 8 at the injectors, and just like you my pump is nearly maxed out as far as initial advance goes.
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