Engine swap will not start

[2000StreetRod]

maf_counts changes to maf_v

The maf voltage is pegged. Usually 5v is the maximum any maf can output as a signal. I think there is a shorted circuit or crossed connection there.

maf_counts changes to maf_v when monitored with the Power Flash. Mine was 6.00 with the engine not running. I suspect it is a % times 10 of the maximum value just like the TPS value

 

[TestPoint]

Could you elaborate on the wasps comment?

Don't know how nature is in the Great White North but in Georgia small wasps pack every small orifice with mud, spiders and their eggs. After the baby wasps hatch the mud and dry spider parts are left. Best check all hoses and any other small opening when reusing old engines.

I will check the MAFS wiring but it should have been undisturbed in the harness. While chasing the tune upload issue I found that there two violet leads into the PCM. One, a 'reprogramming power' from the data port and another to the AC system. I accidentally used the correct one. That's the kind of issue I have been looking for.

On the MAFS; what is the

mafv (MAFS voltage) 5.0
mafv (?) invalid
mafots (?) 180

telling me?

 

[Bronco2]

Did you shut of two pats switches? With the x3 flasher?

 

[TestPoint]

I ran the James Henson custom tune that included the turn off of PATS with the SCT 3015 device. After all the upload issues I had the SCT folks verified that the tune contained the PATS disabling code.

What I do not understand is that I see grounds from the PCM pulling the B+ down on the injector connectors and no change. Those grounds didn't exist before the tune finally uploaded.

Runs on starter fluid, pressure on the fuel rail, seemingly correct electrical operation on the two injectors I can get to, no start.

Any experience with injectors just locking up after 12 years of disuse? I am about at the point of pulling the manifold, rail and injectors off.

 

[jjaganashi]

This could be a dumb comment, had this issue on my ranger before.. Took 3 weeks and the stealership throwing 2.5K in parts at it(2 pcms, multiple MAFS, iac, Tps, complete Engine harnesses, and every other sensor know to man) before i finally said to hell with it ill do it myself.. i started unplugging stuff and trying to get it to run.. i also found a sheared Engine to chassis Ground!
Try unplugging the MAFS and start it.. it fixed mine, to this day it wont run with the MAFS plugged in, but runs fenominal with no DTC's with it unplugged..

 

[TestPoint]

No dumb comments here! At this point I will try anything.

 

[TestPoint]

Had to try it. Disconnected MAFS, sprayed starter fluid, engine spins up and . . . . . . . . . . . . . . . . . . . . . . dies. No sign of fuel injection.

 

[2000StreetRod]

fuel injection supply manifold

I've been reviewing my 2000 shop manual to learn more about the 5.0L fuel system. The drawings aren't real helpful but it looks like the fuel source to the fuel injection supply manifold is at the rear on the driver side. There appears to be a split on the driver side with a curved tube going to the rear of the passenger side. The fuel pressure damper is near the rear of the rail on the passenger side and the fuel pressure relief is near the front on the rail on the passenger side. If there is fuel pressure at the relief then there must be fuel pressure to injectors 2, 3 and 4. I suppose its possible that the rail on the driver side could be blocked with no fuel pressure to injectors 5, 6, 7 & 8. Are there any removable plugs at the front of the fuel rails?

You posted that you have a fuel pressure regulator (FPR). I assume that your Volvo had a return fuel system like the Explorer had before 1999. Did you retain that type system and have the output of the FPR feed the main input to the fuel rail?

 

[CDW6212R]

...
Any experience with injectors just locking up after 12 years of disuse? I am about at the point of pulling the manifold, rail and injectors off.

Do you have 12 year old injectors on there? That could very well be the problem.

I discovered I had eight bad fuel injectors on my Lincoln about two years ago. When I was having some stumbling from bad gas back then, I finally decided to swap the injectors(I knew several were not right). I found an old set that were from a take off set of parts from a 97/98 302, which I was given in about 1999 or 2000. My engine would not do anything with those injectors. I assumed that I had forgotten something with the R&R of the intake etc.

My friend and I discovered that it would fire with starter fluid. My friend said he bet the injectors were the wrong ones, or plugged. I checked for a few days to be sure that they should work... and then I swapped them out for eight more used injectors given to me from a coworker. The Fox Mustang(same as my Lincoln) injectors worked great, but they had only been stored away for about a year.

I was very surprised that every one of the injectors could be plugged up from long storage. I guess it does happen, and yours may be too.

I was hunting a miss in my Mountaineer last year, and ended up buying rebuilt injectors. I wanted to be sure I was installing good injectors that time. It turned out to be an Accel coil pack, not the injectors. I still have the old ones but you don't want 175k parts.

Buy a rebuilt and flow matched set for about $80 and shipping, from eBay.

 

[Runnin'OnEmpty]

Testpoint, have you tried listening to an injector
with a stethescope to hear if it 'clicks'?

I'm thinking even though you have power and
grounding to the injectors, it may not be enough
to actually activate them.

 

[wood1]

Sounds like you have it narrowed down to injectors?

Wasps... Who wouldathunkit.

 

[TestPoint]

My engine fuel supply line connects to the front of the driver side rail before the #2 cylinder injector then the rail goes back to #8, across to the right side and up to #1. The Schrader valve is located between #1 and #3 injectors.

And, yes, the Volvo has a fuel return line to the tank. The regulator is adjustable and has a gauge mounted on it.

I have significant, although unmeasured, pressure at the Schrader valve and no apparent fuel through the injectors. A local ASE certified tech advises that he would test the two accessible injector connectors with a noid light and if they flash replace all the injectors. He is also surprised that all eight would be non functional as CDW6212R commented. He also suggested that I listen for the injector click but with the starter running that is probably not going to be possible.

I just had another of my occasional flashes of adequacy! If I were to turn on the ignition to RUN that puts 12v on the injector. If I were to ground the other side I should be able to hear/feel the injector operate without cranking the engine. No click . . . . replace injectors.

Next question: clean, test and calibrate the existing injectors or replace with $26 RockAuto Standard Motor Products (China) injectors? I could not locate any matching recalibrated injectors anywhere short of $300 even on eBay. The 65psi injectors are apparently a little scarce.

 

[Bronco2]

Unhook the acesseable injectors and use a positive and negative lead.... And just give it pulsating power like and old men
Try to hear a click... Then you know if it works...
Easy to do...

I also had a bad set when i got a longer sitting engine... Sometimes hitting the injector when pulsing will help to get em working

Better would be take them out and using a injector cleaner...


Btw ... A friend had a non starting 96ohv... After a year trying and searching i run into his problem...found it after 1,5 hour searching by unhooking the dpfe sensor ...
I allways heard anoise like flushing fuel thru lines ...
And it started by spraying carb cleaner
Just for input

 

[2000StreetRod]

fuel rail supply connection

My engine fuel supply line connects to the front of the driver side rail before the #2 cylinder injector then the rail goes back to #8, across to the right side and up to #1. The Schrader valve is located between #1 and #3 injectors.

There's something confusing in the above statement. The cylinders are numbered as shown below:

Rear
4 8
3 7
2 6
1 5
Front

If the fuel supply line connects to the front of the driver side rail it should be in front of injector #6 instead of #2. If the Schrader valve is located between #1 and #3 injectors isn't that #2? You must be using non stock fuel rails or the driver side has been rotated 180 degrees. Anyway, if the fuel supply connects before (forward of) #6 and after (forward of) #3 and there is pressure after #3 then at least five of the injectors have fuel.

And, yes, the Volvo has a fuel return line to the tank. The regulator is adjustable and has a gauge mounted on it.

I have significant, although unmeasured, pressure at the Schrader valve and no apparent fuel through the injectors. . .

I assume that the larger diameter tube connected to the FPR is the supply line from the fuel pump and the smaller diameter is the return line to the tank. Is the brass fitting on the back of the gauge a "T" that also connects to the fuel rail? Where is the vacuum line connection?

I suggest that you measure the actual fuel pressure at the Schrader valve to see if it is the same as the reading on the gauge. When the fuel tank internal fuel pump hose split on my Volvo 850 Turbo Wagon there was only 3 psi at the Schrader valve before engine start. Just enough for the engine to start and then immediately die due to dropping pressure.

 

[TestPoint]

Sorry, cylinder numbering is from my youth. The fuel line connects to the rail at the front of #5, runs to #8 turns to #4 and ends at #1. You should see what Jaguar did with cylinder numbering; it changed twice, a total of three configurations, in one model series. Try to match that up to the OBDII codes.

Yes, the regulated pressure goes to the rail, the dump is returned to the tank. I will have to find a Scharder to barbed connector to measure the rail pressure. Tomorrow. Depressing the release pin produced a two foot high spray of gas.

It is 25 degrees below average for the past few and the next few days. I'll get the kerosene heater out tomorrow and catch up with tests. Most importantly the mechanical ground of the PCM side of the injector wiring. No click, new injectors.

 

[2000StreetRod]

vacuum connection?

The stock 2000 Explorer fuel system is a returnless system with a fuel pressure regulator in the fuel tank, and a fuel pressure damper with a vacuum connection mounted on the passenger bank fuel rail. To simulate the same environment in your Volvo I assume there is no vacuum connection to your FPR mounted in front of the driver bank fuel rail. I suspect there is no need for you to have the fuel pressure damper and that you probably don't have one. The diaphragm in the FPR is probably adequate to absorb any pulses in the fuel line even though it is not connected to a vacuum source.

 

[CDW6212R]

Try these injectors, I found them on eBay a few minutes ago. They are $90 shipped, remanufactured and flow matched. That's the best way to get them other than a new set, which might be $250 or more.

8 remanufactured 99-01 Explorer injectors on eBay - $89.99

 

[TestPoint]

I had added the vacuum control to the FPR so it should operate just as the pre-'99 systems did. Had also found those injectors and a new set for $170. Local mechanic recommended the new Chinese over reman. What say you?

I really appreciate youse (contraction of 'all ya'll') guys sticking with me on this. Just one more thing . . . I have been thinking; just one more thing for a year and may finally be there.

Thanks!

 

[2000StreetRod]

fixed fuel pressure

I had added the vacuum control to the FPR so it should operate just as the pre-'99 systems did. . .

Your PCM is a 2000 which assumes there is a fixed pressure of around 65 psi (mine was 62) for all engine speeds and loads. The vacuum line connected to the FPR will cause the fuel pressure to vary according to engine load. That will not match the stored air/fuel ratio vs load data in the PCM. I suggest that you eliminate the vacuum connection to the FPR. However, I doubt having the vacuum connected would prevent the engine from running.

 

[CDW6212R]

Your PCM is a 2000 which assumes there is a fixed pressure of around 65 psi (mine was 62) for all engine speeds and loads. The vacuum line connected to the FPR will cause the fuel pressure to vary according to engine load. That will not match the stored air/fuel ratio vs load data in the PCM. I suggest that you eliminate the vacuum connection to the FPR. However, I doubt having the vacuum connected would prevent the engine from running.

Ditto, that is not the starting problem, but you do need to match the PCM expected fuel pressures to the fuel system you create. If you keep the 99+ computer with the matching wiring, I'd maintain the needed 65psi.

Which fuel rail did you use, the 99-01 part has a pressure dampener built into it, not a FPR?