Another thought that just occurred to me: There is an "altitude
corrector" that is between the air filter pot and the injection pump.
Could this be malfunctioning and calling for excess fuel? Should I
bypass it and test again?
Thanos
-----Original Message-----
From: peugeot-L@yahoogroups.com [mailto:peugeot-L@yahoogroups.com] On
Behalf Of Ben Pender
Sent: Friday, July 15, 2005 7:29 AM
To: PeugeotGroup
Subject: Re: [Peugeot-L] 504 XN2 Super Rich mixture
Thanos, Bob,
He probably means 3 BAR (or atmospheres, or about 46
psi). I'm not familiar with the specifics on the
K-jet system for the Pugs, but with similar vintage
VWs, the system pressure should be in the neighborhood
of 60-70psi or about 4.5 bar.
I would bet that the cold start injector, or the
"5th injector" is leaking profusely. And, if the
pressure really is on the very low side, then the
engine could be running on the csi only. Either way,
the excessive fuel is washing the oil off the
cylinders which is why hot compression figures are
lower than cold. It also makes sense that the lower
pressures would be 3 and 4 as that is where the
majority of dribbled fuel would end up if the csi were
leaking.
I would make sure that the fuel pressure is where it
should be. Certainly, with K-jet, the pressure needs
to be much higher than 3 psi, if indeed, that was not
a mis print. Most K-jet injectors won't (shouldn't)
even open at less than 55psi or better. However,
since the csi is an electrical injector very simialr
to a pulsed injector, it would spray fuel regardless
the pressure as long as it was electrically triggered.
If it has a carb, and the spec is 1-2.5 and the
pressure is 3, it could be flooding the carb, which
would also cause these problems.
Adjusting K-jet is easy. Between the fuel
distributor and where the air intake snorkely is
attached, there should be a small hole. Inside this
there is a small adjustment screw, usually a 3mm allen
screw that is used to adjust CO. I would only mess
with this as a last resort when you are sure
everything else has been ruled out. The fact that
your fuel pressure data is funky is a sign that you
probably need to go back and reconfirm everything,
INCLUDING units! Units are very important, just ask
NASA, who had a major un-manned space probe mission
fail because someone did the calculations using
standard (English) units, while the rest of the
international partners used metric.
Regards,
Ben Pender
some MGs
some VWs
some Audis
some Yugos
and a Fiat X1/9
- Bob Bruce <bobbruce@mts.net> wrote:
> If your mechanic adjusted the valves using the "on
> the rock" method it will not work out.
> The valves must be adjusted according to the factory
> method
> this method will be in any Peugeot shop manual or I
> can explain it.
>
> The head should be retorqued every 30,000 KM before
> the valves are adjusted
> if there is any question the head bolts should be
> pulled one at a time and all the threads
> on the bolts and in the block cleaned
>
> I am surprized at the fuel pressure, 3 psi is about
> what the mechanical fuel
> pump delivers to the 504 with carbs. I would have
> thought the injected car with its
> electric pump would be higher.
>
> Bob
> ----- Original Message -----
> From: pkarydas
> To: peugeot-L@yahoogroups.com
> Sent: Thursday, July 14, 2005 1:03 PM
> Subject: [Peugeot-L] 504 XN2 Super Rich mixture
>
>
> Went to my mechanic with an intermittent stalling
> problem on my 1973
> 504 injection. It felt like fuel starvation and I
> suspected some
> sort of obstruction in the fuel line. He did a
> cold cylinder
> compression test which showed 125psi for cylinders
> 1 and 4, and
> 120psi for 2 and 3. (I know the engine is
> supposed to be warm when
> testing for compression.) This is what they did:
> Cleaned out the
> gas tank, replaced the fuel filters, back and
> front, adjusted the
> valves, changed oil and filter, replaced spark
> plugs and ignition
> wires, and checked timing and fuel and oil
> pressures. They did an
> exhaust analysis and compression testing after the
> engine warmed
> up. Cylinder 1, 120psi; cylinder 2, 125psi;
> cylinders 3 and 4,
> 100psi. This left me scratching my head because
> the compression
> should have gone up, not down, with the warm
> engine and left me
> suspecting a valve adjustment screw-up. Could it
> be anything else?
> Fuel pressure was good at 3psi (spec 1-2.5psi) and
> oil pressure was
> also good at 3.5psi at 3000 rpm's. Emissions
> analysis was dismal--
> 11 percent CO, about 1000ppm HC, 6.5 percent CO2.
> The car has the
> two-liter engine with a Kugelfischer mechanical
> fuel injection,
> which the mechanics here do not know how to
> adjust. I have a very
> complex procedure from the Peugeot manual,
> involving thermometers,
> mirrors and cooling water, which caused them to
> run in the opposite
> direction. Nobody that I know here has the fuel
> injector cleaning
> apparatus for this particular model, but the
> previous owner claims
> that he replaced the fuel injectors and had the
> injection system
> adjusted 15,000 miles ago. The other thing that I
> noticed is that
> the electrovalve (some sort of a fifth injector
> that works as a
> choke for cold starts) had an outside seam leak
> and was dripping
> fuel outside the intake, and the inside head was
> full of carbon. I
> have not been able to find a replacement, so I
> coated the outside,
> where it was leaking, with metal epoxy until I can
> find a
> replacement, and that sort of mitigated the
> problem. By the way,
> the old spark plugs that I took out were extremely
> sooty, indicating
> that the mixture has been rich for quite a while.
> If anybody can
> offer any suggestions or explanation, I will very
> much appreciate it.
> Thanos Karydas
> 1997 106 Rallye
> 1973 504 XN2
>
>
>
>
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Received on Thu Jul 14 22:27:18 2005
