I need to see pics of the 1.6 TD IP ports that the front and rear fuel return lines (from front and rear injectors) go to on the pump.
Then, which port on the IP is return to fuel tank? Pics please.
Next, are any clamps used on the boost signal line from intake manifold neck to LDA (pump top)?
What do those clamps look like?
I'll try to get that tomorrow if it isn't pouring rain again
I need to see pics of the 1.6 TD IP ports that the front and rear fuel return lines (from front and rear injectors) go to on the pump.
Then, which port on the IP is return to fuel tank? Pics please.
Next, are any clamps used on the boost signal line from intake manifold neck to LDA (pump top)?
What do those clamps look like?
There's only one return line from the injectors to the pump. The leftover port is plugged. The return from the injectors goes to the double outlet banjo fitting at the distributor end of the pump. The fuel enters the pump at the pulley end of the pump.
I use small regular hose clamps on the LDA with no problems.
I don't like using the plug so I tried something different on a recent VNT Rabbit conversion:
Hard to see in the pic but the 2 end barbs go to a "T" in the center.
The early pumps didn't have the pedistal, the banjo sits low and tubing can rub on the accelerator lever.
This one has the MK2 pedistal, it helps keep it up high and out of the way.
Here's another angle:
Luv the T idea. That's a winner for me.
The guy in Salt Lake City who originally diagnosed my shot rings (via sadly low compression, remember frankenmotor 1.8T bottom/1.9 top?, that's me again) had stoutly refused to stab the injectors back in and at the time, I couldn't figure out why. He gave me the injectors and all lines back in a bag after rebuilding the nozzle in #2. (That's why I've never seen the proper assembly) After I dragged the POS home, I found the injector with the rebuilt nozzle was missing an outlet port, probably the victim of the shop monkey with the wrong socket (nice kid, but a little slow). That explains why he felt bad about charging me full shop rate for full hours spent for not getting anything fixed or working with me 3 states from home.
What's the pressure inside the return line?
Since there are no clamps that I can see, it must be pretty low.
Also the volume must be very low since the return line is tiny, compared to a late model injected gasser.
Even a 1 liter gasser has a bigger return line than the vw diesel.
The dressed engine goes into the zuki chassis this weekend for intercooler fitment and hood interference studies. I don't know how much hood I'll have to cut yet, but if the hole is narrow enough, I want to run a dual carb blower style hood scoop "shaker style" attached to and covering the rocker cover and turbo intake assy. If the hole is way too wide, I'll have to opt for a cowl induction style scoop instead, which has it's own visual appeal.
The pressure in the return lines should be as close to 0 as posible.
Flow should also be low. The only return flow that should be coming out of the injectors is what leaks passed the needle in the nozzle. This is a controlled amount and is for lubricating the nozzle. Excessive return flow is a sign of worn nozzles.
Tyler, very useful answer.
Which begs the question:
Which of the grades of available pump diesel have the best lubricity?
California has totally screwed up smog laws about diesel so the good stuff is probably not availa
you cant buy good diesel at a pump anymore.. you have to add stuff to it.