Hard start on WMO. Symptoms and causes - Page 2 - Diesel Forum - TheDieselStop.com
Bio-Diesel and Alternative Fuels Discussion of biodiesel (homegrown or store bought) and other alternative fuels for diesel-powered vehicles.

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post #16 of 46 (permalink) Old 08-10-2012, 05:09 PM
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Originally Posted by AlphaChicken View Post
I tested my glow plugs at lunch today. Dead Dead Dead.

That explains why my starts are so rough.

But why do I keep blowing through glow plugs? I swapped in 8 new mil spec plugs back in Feb.
i doubt glow plugs are your main issue. you shouldn't need plugs on a warm start. i would focus on fuel delivery. lift pump, fuel pump, lines (air), maybe injectors.

2000 VW Golf TDI
1993 Chev C2500 6.5 Turbo
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post #17 of 46 (permalink) Old 08-10-2012, 05:24 PM
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Originally Posted by gozapper View Post
Please explain what is (heavy organic polar compound to attract and remove water) ?

Tom
heavy = denser than fuel (>0.9 kg/L)
organic = carbon chain (ie fuel)
polar = molecule with an electronegative imbalance

water is polar, so a polar compound will attract free water and they will settle to the bottom (to be drained) if their density is high enough.

methanol and ethanol are polar but their densities are too low. the search continues...

2000 VW Golf TDI
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post #18 of 46 (permalink) Old 08-11-2012, 04:07 PM Thread Starter
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i doubt glow plugs are your main issue. you shouldn't need plugs on a warm start. i would focus on fuel delivery. lift pump, fuel pump, lines (air), maybe injectors.

I replaced the injectors and bled the lines when I replaced the glowplugs in February. I replaced the fuel filter yesterday and re-primed the fuel lines. I replaced the mech lift pump on the engine last September because it was leaking around the gasket.

1986 M1009 CUCV K5 Blazer 6.2 IDI Diesel
St. Louis, MO
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post #19 of 46 (permalink) Old 08-11-2012, 04:54 PM
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My old 1st gen would have start issues it seemed to turn over fine but didnt like to start all the time.I charged the battery up real good and bamn it started fine,swapped out the battery and no more starting issues.Just sayin...I was really surprised just that lil more rpm of cranking speed made it fire right up.

good luck!
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post #20 of 46 (permalink) Old 08-12-2012, 10:02 AM Thread Starter
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I wish that were it. I put in another new battery thursday. So now I have two 1100 CCA batteries in series running a newly installed 24V gear reduction starter. It cranks way faster than the old direct drive one.

1986 M1009 CUCV K5 Blazer 6.2 IDI Diesel
St. Louis, MO
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post #21 of 46 (permalink) Old 08-13-2012, 08:18 AM
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My 7.3 prefers a 80wmo/20k1 blend. Below 70* the engine hesitates. I hope my bigger fuel filter mod works. It has about twice the filtering media. I'm already getting 1psi more fuel pressure.

Have you checked your fuel pressure between a 70* day and a 100* day?

'92 F350 crew cab, dually, 7.3L IDI, ATS088 turbo, Moose pumped, bb coded, e4od, 3.55 gears, 2wd

'Fuging free WMO fuel with a WVO Design Extreme unit
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post #22 of 46 (permalink) Old 08-13-2012, 09:12 AM Thread Starter
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No I haven't. I've got all dummy gauges. Might be a good idea to put a gauge in and check it out.

1986 M1009 CUCV K5 Blazer 6.2 IDI Diesel
St. Louis, MO
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post #23 of 46 (permalink) Old 08-13-2012, 02:00 PM
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Blind DrIver-which size of fuel line is?

I`ll improve English
Fiat 2500 NA IDI VE pump,meh LP,2T,CF,diy WI,FPHE etc.WMO up to 90%,no WVO
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post #24 of 46 (permalink) Old 08-14-2012, 12:49 PM Thread Starter
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I had a thought today and checked my Cold Timing advance solenoid and High Idle solenoid. Both are non-functional. The throttle adjustment is also adjusted so that the high idle solenoid would not do anything even if it were working. I think it might be time to replace both of those solenoid and then take it in for a tune up.

1986 M1009 CUCV K5 Blazer 6.2 IDI Diesel
St. Louis, MO
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post #25 of 46 (permalink) Old 08-14-2012, 07:02 PM
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Originally Posted by AlphaChicken View Post
I had a thought today and checked my Cold Timing advance solenoid and High Idle solenoid.
yeah my cold advance and high idle are both non functional as well, so i wouldn't worry about them. the cold advance doesn't help starting at all. its purpose is to eliminate smoke at startup (for those starting in cold garages).

if you're confident its not fuel delivery (i'm not), then look elsewhere. i kind of doubt compression. perhaps the pre chambers are full of black stuff. maybe some kind of scope to see in thru an injector hole.

2000 VW Golf TDI
1993 Chev C2500 6.5 Turbo
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post #26 of 46 (permalink) Old 08-14-2012, 08:48 PM Thread Starter
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I'm not sure where to go now. I think I'm going to go ahead and get the HPCA relay fixed because i was reading about how the DB2 pump works and its my understanding that the HPCA relay opens the check valve that comes off the governor cover. This changes the pressure difference on both sides of the advance plunger and advances the timing by 6 degrees putting you closer to TDC during cranking which in turn leads to easier starting.

However I don't think I will worry about the high idle solenoid.

After I replace the HPCA I'm going to have my friend check the timing. He's got two timing gauges for the 6.2. One uses a luminosity probe and the other has a piezo sensor that goes on the injector line. Both of them time off of the dimple/notch on the harmonic balancer.

We'll see what happens.

1986 M1009 CUCV K5 Blazer 6.2 IDI Diesel
St. Louis, MO
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post #27 of 46 (permalink) Old 08-14-2012, 10:41 PM Thread Starter
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Stanadyne DB2 Fuel Injection Pump &raquo Motor Mayhem

Very interesting read.

1986 M1009 CUCV K5 Blazer 6.2 IDI Diesel
St. Louis, MO
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post #28 of 46 (permalink) Old 08-19-2012, 09:07 PM Thread Starter
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So I changed my glowplugs this afternoon. All of them were missing the ends, AGAIN. It's like they are melting off or something. The last time I chalked it up to running them off of 24V without the resistor pack. This time they did the same thing on 12V. I just cranked the engine and blew out the debris. I heard some of it fly out. I had one plug that I couldn't pull by hand so I just unscrewed it all the way and then cranked the engine. Shot out like a rocket.

Then I TRIED to run a compression test using the tester from harbor freight. I put the adapter in, plugged in the gauge and cranked the engine. I could see the gauge from the cab and I saw the needle hit 300 psi before the hydraulic fitting blew apart on the hose. I'm guessing that indicates good compression but I'm going to take the tester back and get a replacement and try again.

I think my starting issue is timing and a back HPCA relay.

1986 M1009 CUCV K5 Blazer 6.2 IDI Diesel
St. Louis, MO
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post #29 of 46 (permalink) Old 08-20-2012, 07:15 AM
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you back to pump fuel now?

yeah, check timing.

2000 VW Golf TDI
1993 Chev C2500 6.5 Turbo
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post #30 of 46 (permalink) Old 08-20-2012, 07:21 AM Thread Starter
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Nah, still running my own blend.

1986 M1009 CUCV K5 Blazer 6.2 IDI Diesel
St. Louis, MO
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