3500 diesel

[KQueen]

Having trouble starting my 3500 dodge. Runs okay once engine has started. Any ideas?

 

[jgillott]

What year is your truck? 5. 9L or 6. 7L? Miles, other symptoms, etc?

 

[KQueen]

2003 model, 5. 9l 130,000 miles, no other symptoms. Just long cranking starts

 

[jgillott]

The long crank times are often associated with one or more injectors that are going bad. Have you noticed any drop in fuel mileage, increase in oil level, or different exhaust smoke?

 

[BILLUA]

Is it always the same starting routine with the long cranks then fire? Or, is it an intermittent problem?

 

[JFought]

load test batteries just in case

 

[JJPage]

Have your cross tubes re-torqued to 37 ft lbs.

 

[HBarlow]

Isn't there a crankshaft or camshaft sensor that has to sync and produce a signal before the ECM fires the injectors? Does that sensor fail?

 

[JJPage]

Isn't there a crankshaft or camshaft sensor that has to sync and produce a signal before the ECM fires the injectors? Does that sensor fail?

The OP did not mention codes... my experience has been low rail pressure equating to long crank times. Whether a bad injector or excessive return flow, from different possibilities. Re-torque the cross tubes first. Many folks have replaced injectors, problem solved, but guess what? While replacing injectors you have to re-torque the tubes.

If the tubes are loose, fuel will bypass through the head to the return line back to the CP3, no leaks visible. this condition will cause low rail pressure at crank, until it builds up and eventually fires. So many folks have replaced injectors, when all that was necessary was making sure the cross tubes were properly torqued to the injector body.

 

[HBarlow]

Thanks. That's an excellent explanation.

 

[Wayne M.]

The OP did not mention codes... my experience has been low rail pressure equating to long crank times. Whether a bad injector or excessive return flow, from different possibilities. Re-torque the cross tubes first. Many folks have replaced injectors, problem solved, but guess what? While replacing injectors you have to re-torque the tubes.
If the tubes are loose, fuel will bypass through the head to the return line back to the CP3, no leaks visible. this condition will cause low rail pressure at crank, until it builds up and eventually fires. So many folks have replaced injectors, when all that was necessary was making sure the cross tubes were properly torqued to the injector body.

Torquing the tubes is viable, but isn't there a cranking test to measure return flow? I know that won't single out a particular injector or tube leaking, but it will effectively and quickly eliminate any guessing and test the entire H. P. system integrity. . Not enough flow= leaky nozzle, Too much flow= what's described here.

Chrysler and most other gas MPI engines have a crank/ cam phasing that causes starting problems.

 

[Wayne M.]

The OP did not mention codes... my experience has been low rail pressure equating to long crank times. Whether a bad injector or excessive return flow, from different possibilities. Re-torque the cross tubes first. Many folks have replaced injectors, problem solved, but guess what? While replacing injectors you have to re-torque the tubes.

If the tubes are loose, fuel will bypass through the head to the return line back to the CP3, no leaks visible. this condition will cause low rail pressure at crank, until it builds up and eventually fires. So many folks have replaced injectors, when all that was necessary was making sure the cross tubes were properly torqued to the injector body.

Torquing the tubes is viable, but isn't there a cranking test to measure return flow? I know that won't single out a particular injector or tube leaking, but it will effectively and quickly eliminate any guessing and test the entire H. P. system integrity. . Not enough flow= leaky nozzle, Too much flow= what's described here.



Chrysler and most other gas MPI engines have a crank/ cam phasing that causes starting problems.

 

[Wayne M.]

The OP did not mention codes... my experience has been low rail pressure equating to long crank times. Whether a bad injector or excessive return flow, from different possibilities. Re-torque the cross tubes first. Many folks have replaced injectors, problem solved, but guess what? While replacing injectors you have to re-torque the tubes.

If the tubes are loose, fuel will bypass through the head to the return line back to the CP3, no leaks visible. this condition will cause low rail pressure at crank, until it builds up and eventually fires. So many folks have replaced injectors, when all that was necessary was making sure the cross tubes were properly torqued to the injector body.

Torquing the tubes is viable, but isn't there a cranking test to measure return flow? I know that won't single out a particular injector or tube leaking, but it will effectively and quickly eliminate any guessing and test the entire H. P. system integrity. . Not enough flow= leaky nozzle, Too much flow= what's described here.



Chrysler and most other gas MPI engines have a crank/ cam phasing that causes starting problems.

 

[JJPage]

Yes Wayne, here is a wonderful link with photos by sag2 to perform the test.

https://www.turbodieselregister.com...jector-return&highlight=test+injector+return?

 

[KQueen]

Can anyone tell me where to locate the crossover tubes? Thanks for your responses to my post.

 

[KQueen]

My problem was with the crossover pipes. torgued and so far truck is starting fine. Appreciate all the replies received, very helpful.

 

[JJPage]

Your Welcome KQ!
Hope it continues to start easily from here on out. Mine had almost identical issues, and is going on 3 years since re-torqing the tubes.
Thanks for following up and keeping us informed.
Jess