Here I am

3500 diesel

Attention: TDR Forum Junkies
To the point: Click this link and check out the Front Page News story(ies) where we are tracking the introduction of the 2025 Ram HD trucks.

Thanks, TDR Staff

Post accident Mechanical Issues

Replacement Batteries

Status
Not open for further replies.
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?
 
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?
 
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.
 
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.
 
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.
 
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.
 
My problem was with the crossover pipes. torgued and so far truck is starting fine. Appreciate all the replies received, very helpful.
 
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
 
Status
Not open for further replies.
Back
Top