Bleeding Fuel System. I have never had such and issue with bleeding the fuel system, but I am having issues with getting the car to start. Any help would be greatly appreciated. I find injectors easy, Just loosen one till fuel spurts out, then move to the next one.
When the first 2 injecter lines our bled, it should start sputtering, making 3 and 4 lines a joke. I just don't know the best way for the Injection pump.
I have tried everything to get the car to start with no luck. It has been 2 hours now of figuring everything out. What I know: -The injectors are getting fuel because when cracked they have a nice stream out of each. Generally, just cause fuel come out a loosened injector line at the injector, doesn't mean its good to go. Any air still in the lines will only compress and the engine will not start. So, make sure the bled process is complete If everything else about the engine is okay, it should fire right up!
Welcome Newbies! Sarcastic and condescending posts shouldn't be welcome.
Yes old post I know I should have known better since the car gets 40 - 55 mpg depending on my driving. Anyway I am posting this as information because I Google and youtubed for hours and found all of these type solutions to be completely useless.
Fuel Pumps & Injectors
Vacuum pumps don't work very well in my experience and did not work in this situation either. What did work for me was to hook wires to the electric fuel pumps both of them and run them at the same time. I used coat hangers and jumper cables because that is what I had with me.
Remove the rear seat Remove the plug from the fuel pump Connect wires to the pump ground and hot pins, they are the two on the outside with the largest wire brown wire is ground, hot is the other outside wire color varies I just rested the tip of coat hangers on top of the pins and clamped the coat hangers into jumper cables. The other pump is on the left side by the fuel filter. With one hand hook a coat hanger around the positive battery terminal and touch the tip of the positive terminal of the second fuel pump With the other hand complete the circuit for the 1st fuel pump with jumper cables on the battery.
Let these two pumps run simultaneously until the sound changes and you can tell there is no air. You could also insert a clear line on the return to see there is no air.
This took seconds. Next remove the fuel return hose and plug both ends. Then completely unscrew the closest fuel injector nut Slightly release the tension on the injector line with one hand and run the pump in the engine bay until fuel comes out a couple seconds at most Tighten the nut back on the injector Repeat for all 4 injectors Put the fuel return line back on Start the car This will put much less wear on your starter battery and fuel system than these other suggestions about cranking the engine over to prime it.
I tried the other methods and ended up draining the battery and having to recharge overnight. That would help if it pertained to the vehicle that this topic is about. Two different systems! Originally Posted by newtdidave. You crack an injector and then crank. The injector will spew fuel, eventually. Tighten and do the next one. If at any time the engine starts, then STOP cracking injectors as there's no longer any need to since the engine is running! Originally Posted by UhOh.
Originally Posted by Rembrant.This is the only way to properly set up your new Genuine Bosio nozzles for ideal performance!! Exclusive Pressure Setting Options :. Unlike older IDI or Pintle style injectors, two-stage injectors precisely meter and inject fuel at different intervals of every combustion stroke in order to control the pressure rise in the cylinder. The resulting softer rise in pressure greatly reduces the Diesel Knock formerly associated with diesel engines.
This however results in an injector that cannot be set thru conventional methodology. Two stage injectors require multiple steps to insure both injection events occur within a very narrow window of pressure to insure that the fuel metering is not effected to maximize the ECUs control of the engines combustion and power output.
Each injection event in normal operation can be as rapid as 1. Digital pressure sensing is used to read and and record injector data. Also due to the high speed cycling of the nozzles the new digital calibration equipment was selected due to its ability to read ALL pressure cycles that occur within a 10 millisecond window!
To insure the highest level of accuracy the pressure resolution will be reduced to. Digital flow validation is used to read and and set every new nozzle that we sell.
This is performed on the nozzles prior to installation allowing us to insure that every nozzle perform exactly to specification. We can generate a complete report for every nozzle and compare every critical aspect of that nozzle performance. This is the equivalent of a Dyno for nozzles. We can evaluate delivery rate, peak delivery volume as well as response to flow at all ends of the flow range.
Injector Calibration & Nozzle Mounting (VE)
This new system uses state of the art Flow sensing technology which evaluates all flow characteristics by replicating the flow of the fuel passing thru the nozzle. Long gone are the fill tubes you may have seen, this new generation test bench samples flow rates as often as times per second allowing a complete evaluation of a nozzles performance not previously possible. Each pressure is set at a predetermined value based on the ECU fuel mappings expectation of injector performance.
The pressures of each stage although independent have a reliance on each other to achieve the specified pressure that respective stage should begin to open at. Manipulation of one pressure without adjustment to the other will cause an erronious pressure change on the other. Anytime one stage is changed the other too must be adjusted and set accordingly.
Injectors have a certain expectation of durability in a specific application. The primary factor that determines the life of an injector nozzle is the quality of the fuel filtration. It is accepted that no matter how good the filtration is, it is impossible to completely eliminate all particles from the fuel.
So, even with ideal conditions some erosion of the nozzle is expected and will occur thus the reason nozzle fuel spray should be evaluated at regular intervals to reduce the likelihood of damage to the pistons combustion bowl and cylinders.We conservatively call it a " kit".
KERMA specializes in complete upgrade packages that are reliableproven tested upgrades. Your car will remain reliable for daily transportation, dependable for the long haul, and amazingly smooth and powerful. Keep your TDI goodness, amplified! So much easier to work with than the clunky, fragile, stock hardline. Injector calibration service with an available hotswap option. The older "quiet" clutches are superceded by this completely new designmaking rattling clutches a compromise of the past.
Forget about clutch noise as a thing of the past. Absolutely silent design, no rattling whatsoever. Rear main seal is only recommended to be swapped out of it is leaking. Forget about endless data logging and needless retunes in the name of custom tuning, our ecu calibration for this package is well engineered and proven to work well the first time, every time, no boost valve required.
The result is more power and torque, less smoke, and lower EGT than you will find anywhere with a similar or much more expensive combination of parts. We know what works best in these cars and the results speak for themselves.
We depart from common practice, in that we don't believe that "staged" tunes are appropriate. Every customer should get the perfect tune for their equipment configuration regardless of what they pay. But if you must No drama, perfect reliability, and better than factory response with amazing power. We really have this kit dialed in, and it shows.PDTDI tananyag 5
We can sometimes accommodate a core exchange with a deposit to minimize downtime, contact us for details. This package offers a significant savings over the sum of the individual parts. Because of manufacturers minimum advertised price policies, please add the appropriate options to your shopping cart to see the combo discount. Every last part you need is included Customize Your Item.Sign In. Password forgotten?
Click here. These injectors have been professionally rebuilt and calibrated with new nozzles by Bosch service centers on Bosch equipment. Fully tested and ready for immediate installation.
Fits all TDI models. Core Deposit. This will be refunded when your assembled, rebuildable not damaged injectors are accepted by the Bosch service center for refurbishment. Please remember to swap the banjo and bolt from the third injector onto the new injectors before sending your cores back.
Is it: Actually In Stock? Many online stores do not stock parts and advertise products that they do not actually have. The Same Brand? Lesser expensive brands may be lower quality. The Same Contents? Kits sold by some stores are often missing crucial components. If you find an in-stock product made by the same manufacturer, or a kit with the same contents, at a lower price, we'd like to hear from you.
Specializing in VW and Mercedes Diesel Fuel Systems
Shop for My Vehicle. Add a vehicle to your garage. Returning Customers Welcome back, please login. Remember Me. Stock size nozzles are. Firad : Stock, manual TDI nozzles. A good small upgrade for automatic cars. Other nozzle sizes are available by special order if needed. Add to Wish List. Add to Cart. Select Vehicle to Check Fitment. In Stock. Recommended Add-On Items When you click 'Add To Cart' everything you selected will be put in the cart together.
Required for vehicles that are swapping injectors Vehicle Applications Manufacturer Data. If you want something done right, do it yourself.The Nozzle Holder is for the most part rebuildable multiple times and generally lasts the life of the motor and beyond.
Rebuilding Your TDI Fuel Injectors
The Nozzle, like a spark plug in a gasoline engine is a consumable part and is by design intended to wear out and be replaced with time and usage. How many owners of a gasoline engine would consider running a set of non-Platinum core spark plugs more than 40, miles much less ,or evenmiles or more without replacement?
The nozzles that originally came in your engine were never designed to run much pastmiles by virtue of wear factors and emissions requirements. However and thanks to modern materials available inDLC coatings and tighter production tolerances make it possible to offer nozzles that provide times the original life target and only require an occasional cleaning or adjustment to insure proper running.
Well, the question remains How do you know if your injectors nozzles are in need of replacement?
There are generally obvious signs such as reduced fuel economy, smoke on start-up, increased visible smoke when driving at normal speeds.
More obvious signs are black smoke during hard acceleration indicating late injection and poor atomization of the fuel and this always leads to very expensive fuel being wasted out your tailpipe. In most injectors, the low pressure opening is used as an indicator of wear. Also, leakage from the injector return fitting at the top of the injector is a direct indication of leakage from the injector and a measure of total wear inside the injector.
This leakage works against you on two counts, first this is fuel that is not making it to the cylinder, secondly this is causing your injection pump to over-supply injectors with fuel that is not being used to power your vehicle.
This added supply is unnecessary pumping stress on your injection pump and can lead to increased wear and load on your motor further eroding your engines efficiency. When new the new specification for an injector is to sequence at bar. As the nozzle wears out that opening pressure drops and is a direct indication of the nozzles internal wear. This is also an indication of internal leakage which also causes a further decrease in this opening pressure.
This slowing of the needle to its closed position allows small amounts of combustion by-products into the nozzle. Additionally, this erodes the precisely ground seat which seals off fuel in between injection events. Typically when a nozzle does fail, the internal pressures of the fuel system which can exceed 19, psi cause the tip of the nozzle to rupture. If the owner is lucky, the needle slams forward effectively plugging the nozzle and preventing fuel from leaking into the cylinder, but you now have metal debris in the cylinder which may require removal of the head and replacement of the turbo-charger due to impact damage….
All of this insures perfect and precise balance and sequencing of injection to each cylinder. Ultrasonic cleaning insures all parts are completely stripped of varnish and gums which normally occur in all fuel systems and lead to degraded injector performance and flow imbalance. Injectors are then resurfaced as needed then reassembled. All stages of pressures are reset to new tolerances typically with less than 1 bar maximum variance.
After all pressures, flow settings and spray patterns are set and evaluated the injectors are coated with a high temperature coating that protects the injectors from corrosion and improves the aesthetic value of your newly conditioned injectors. These are the same shims used to set the pressures when your injectors were first produced at the factory. We stock the complete range fine tolerance shims and adjustment pins which permits us to accurately set any pressure desired with a level or precision simply not possible at any other injection repair shop.
Unfortunately we have found failed attempts at working on injectors often these attempts results in the use of shims made from much softer stainless steel typically used by other shops when they have attempted to set the break pressures only. Use of stainless steel shims results in flattening and eventual disintegration of the shim within the injector. The failure of the shim is due to the extreme pressures generated by the rapid cycling of the nozzles and their internal mechanisms.Welcome to Kermatdi!
KermaTDI is the combined effort of a group of really bright and enthusiastic people who are passionate about the turbo diesel market. Headquartered in Colorado, we first made our name by introducing nozzle upgrades to the diesel world in more than a decade ago and focused our resources on Turbo Diesel Innovation.
By so doing, we started an entirely new automotive performance niche. The existence of more powerful fuel injectors drives the need for supporting components, such as turbos, camshafts, and clutch upgrades, and of course ECU tuning to tie it all together. Shop By Vehicle Find parts for your specific vehicle! Price Match We will match our competitors price. Parts Request Form Can't find what you are looking for, request it now!
Top Vehicles. Top Categories. Colt Cams. Fuel Injection. Horsepower Kits. Intercooler and Plumbing. Top Brands. Top Products. Bench Tuning OBD Flash Tuning Kerma Mk6 Coolant Refresh Kit. Series 7 Borg Warner Turbocharger V. Series Resistor for Blower Motor Mk4. Learn More.Probably the biggest factor in injector wear rates if fuel quality. Good fuel, along with a lubricity additive like Stanadyne or Opti-Lube, will help injectors last longer.
And if one injector is fueling heavier than others, the amount of additional smoke may be minor. But low power, more smoke, and a loss in fuel economy are the most common symptoms of injector wear. Nozzles are the biggest wear item. Impurities in the fuel change the shape of the nozzle orifice, which in turn changes the amount of fuel delivered and the spray atomization of that fuel.
Ironically, the worn nozzle holes may deliver less fuel, not more. But not always: sometimes worn injectors will stream fuel into the cylinder. At any rate, worn injectors can cause engine damage.
Streaming injectors can melt pistons. They also wash fuel down cylinder walls, which can cause excess cylinder wear. Cars that are persistently underfueled will make more turbo boost to compensate, stressing the turbo more than normal.
And in extreme cases, overfueling can bend connecting rods in some vehicles. As shown above, Injectors have multiple moving parts that operate for each engine revolution. The consequence is usually lower fuel pressure and earlier injection. Both are bad for power, fuel economy, and engine life. And nozzle sizes are identified in multiple measures, which makes it more confusing. Second most common is Bosio, who translate the sizes into their own numbers.
When replacing nozzles in an unmodified TDI not chip tunedmany owners will increase the nozzle size one step. That means.