Maybe I'm ignorant of something here, but he's
listing this as a 504 which never came injected
in the U.S.; and in Europe, the 504 injected
version
was Kugelfischer mechanical injection. I don't
think
they used CIS (K-Jetronic) injection on the 504 in'
Europe. Please check your car to see what kind of
system it has.
- Ben Pender <ben_pender@yahoo.com> wrote:
> Thanos,
>
> I also believe that what you are referring to as
> the
> "injection pump" is the control pressure regulator,
> or
> cpr. The main fuel pump is nowhere near the engine.
>
> In fact, its usually back near the fuel tank. Also,
> I
> don't know if this particular Peugeot has an in-tank
> transfer pump or not, but if it does, that could be
> one of your problems. In systems with a transfer
> pump, usually ones in which the fuel has to rise in
> order to get out of the tank, failure will lead to
> poor main pump performance and thus lowered fuel
> pressure and all the problems that arise from that.
>
>
> Regards,
> Ben Pender
>
> --- Ben Pender <ben_pender@yahoo.com> wrote:
>
> > Thanos,
> >
> > At what altitude are you? If you are less than
> > 5000feet or 1600 meters, I wouldn't worry about
> it.
> > Even if you are at that altitude or even slightly
> > higher, it really shouldn't change things that
> much.
> >
> > The altitude corrector is there to increase
> control
> > pressure which would have the effect of pushing
> down
> > on the plunger in the fuel distributor and thereby
> > lean out the mixture. If it failed, and you are
> at
> > elevation, it could lead to an overly rich
> mixture.
> > If it failed, and you are at a relatively low
> > elevation, it would have very little effect. The
> > point is, if it has failed, disconnecting it won't
> > do
> > anything.
> >
> > The altitude compensator, as mentioned above,
> > manipulates the control pressure which pushes down
> > the
> > plunger in the fuel distributor. There is a
> sealed
> > chamber in the base of the control pressure
> > regulator
> > (cpr), the thing on the engine block, that expands
> > as
> > atmospheric pressure drops. This then moves a
> > diaphram in the cpr which allows more fuel, and
> thus
> > pressure, to be directed to the top of the plunger
> > in
> > the fuel dist, which then pushes it down, reduces
> > slit
> > size, and reduces fuel flow to the injectors. If
> > the
> > expansion chamber in the cpr has ruptured, AND you
> > are
> > at significant elevation, your control pressure
> will
> > be too low and you COULD get the symptoms you are
> > reporting, although I doubt they would be as
> extreme
> > as yours are.
> >
> > Regards,
> > Ben Pender
> > some MGs
> > some VWs
> > some Audis
> > some Yugos
> > and a Fiat X1/9
> >
> > --- Karydas <karydas@hol.gr> wrote:
> >
> > > 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
>
=== message truncated ===
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Received on Fri Jul 15 00:15:27 2005
