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Check rail pressure when engine is off, it should be 0 PSI (+/- 500 PSI).Check glow plug system operation when cold.The intake air temperature, coolant temperature, inlet air temperature and battery temperature should all display normal ambient temperatures when cold.Possible bad injector, leaking at the nozzle tip.Cold temperatures, high altitude and excessive idle time all mean incomplete combustion. Blue white smoke that burns your eyes is UN-burnt fuel. If the smoke clears in less than 1 minute, this could be normal depending on temperature and altitude. The exhaust may need disconnected or a test pipe temporarily installed to diagnose smoking issues. *Smoke may not be visible on DPF equipped vans. Verify fuel pressure solenoid (in the rail, see below) operation before replacing the fuel quantity solenoid in the high pressure pump. It may be a bad fuel quantity solenoid valve (FCA) in the CP pump. Actual versus desired too far apart, map the fuel pressure graph, if you have a fluctuation over 500 psi this may cause a surge.Restricted or aerated fuel supply to the high pressure pump.Acceptable values between two cylinders must be equal to or less than 15 rpm. There is a relative compression test available using the wiTECH scan tool.If not, they could stretch and allow combustion gasses to blow past the injector, which can overheat the injector and cause it to fail. Injector hold down bolts must be replaced if they are removed, they are a torque to yield bolt.A bad or incorrect torque on an injector, missing or damaged chamber gasket, low compression, excessive valve lash, flat lobes on camshafts could all cause a miss.Plugged intake manifolds and/or defective swirl valves.VGT turbo sticking and/or not operating properly.Exhaust leaks or Boost leaks, you can usually hear a boost leak as a high-pitched squeal under load.Black smoke related problems will often cause frequent regenerations and premature DPF loading. If the above tests pass and rail pressure is still below spec, try unplugging the Fuel Quantity Control Valve (FCA) in the CP pump and see if the pressure goes up.See “Fuel Pressure Solenoid, or Flow Control Valve” below for more information. If the injectors check good, the fuel pressure solenoid should hold 870-1450 psi when unplugged during cranking. Perform the fuel rail pressure solenoid leak quantity test to determine if it is faulty.
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There should be no fuel coming out of the solenoid while cranking. Leaking fuel pressure solenoid (in fuel rail).No smoke from the tailpipe after about 10 seconds of cranking means no fuel is getting into the cylinders. See injector section for further diagnostics. If not, one or more internally leaking injectors can cause a hard start.
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Injectors monitor rail pressure and see if you have over 3600 PSI, or 1.0 volt, during cranking.No or low fuel supply pressure to the high pressure injection pump (CP).If the rail pressure does not reach desired, continue with fuel system diagnosis. If rail pressure matches desired and the engine will not start, there is another problem causing the no start. First, verify rail pressure while cranking.Verify that cranking speed is above 200 rpm.Verify that battery voltage is above 12.0 volts.Ensure that you have a good clean fuel supply.Record and repair any active DTC, they may be related to complaint.Do Not use your fingers to find leaks! High pressure fuel entering your bloodstream may result in amputation or loss of life.
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The fuel system contains high pressure fuel up to 23,500 PSI. If the valve seat in the injector is leaking or the pressure regulating valve leaks then it will not build enough rail pressure to start the engine. When energized, the piezo crystals expand, lifting the control valve off of its seat via a hydraulic coupler (connecting plunger below) to begin injection. The injectors have a piezo stack instead of an electromagnetic solenoid. The fuel pressure regulator in the high pressure pump and the pressure regulating valve in the rail control rail pressure. The high pressure pump builds rail pressure and delivers it to the fuel rail manifold where it flows through the injector lines to the injectors. Piezo High Pressure Common Rail Basic Information If you don’t have service information you can buy a subscription online at or. In order to do proper diagnostics you will need a scan tool and some special tools available from Mopar Special Tools. Sprinter Diesel Diagnostics 2007 – 2009 Sprinter OM642 Diagnostics | 2001 – 2006 Sprinter Van DiagnosticsĢ007– 2009 Sprinter OM642 Diagnostics PDF: 2007 – 2009 Sprinter Van OM642 Diagnostics