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Fuel delivery?

I think you're confusing 2 parts - - NAPA confuses the issue a bit more...

The *TunaCan* isn't an EGR, it's a CDR (Crankcase Depression Regulator), but NAPA calls it a PCV. The EGR is a whole different thing (and you don't want one anyway - Even if you need one).
 
Turbine Doc said:
Buddy some L65s do have EGR, depends where sold, and emission requiresments where sold, some 2500s are classed as LD which require EGR.
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Those 2500s are "S" VIN engines too, or L56s as far as I can tell, but I have never heard of a 3500 "S" L56 engine.

I just put the SSDS link for info as it said, I wouldnt buy it from them either out of the country.
 
buddy said:
Those 2500s are "S" VIN engines too, or L56s as far as I can tell, but I have never heard of a 3500 "S" L56 engine.

I just put the SSDS link for info as it said, I wouldnt buy it from them either out of the country.
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No 3500's with S/L56, some 2500s with F/L65 & EGR and vin marked as F (mostly Canada, or US trucks built for Canada that didn't make it), now really odd ball is 1500 burb and common misconception "all 1500s are EGR".

Exception F enginened burbs C1500 like mine that are L65 F engine/VIN, near as I can tell has to do with weight of vehicle & towing capability, L/D tow weight rate <6000# in US gets, S engine, not sure where line of demarkation is for Canada or other non US trucks with harder look at emission on what they consider to be a LD rating.

As with everything these trucks some oddball option trumps most assumptions that roam the net, like no F engined 2500s with EGR, they do exist.
 
Thanks for the responses everyone, I live about one and a half hours from the border with Texas and I do have a mailbox in there so thats where I get stuff I buy online.. Overseas?:nono: geez!! theres only a river between Mexico and gringoland but I digress

I blew air into the tank from behind the LP, today I started the truck and let it idle for a while and even rev'd it up a bit hoping the engine would die when the air inside the fuel line made its way into it but no luck, killed the engine and about an hour later when I turned it back on guess what? it died after 5 seconds like it used to.. again bled/purged the air from the fuel filter and Tvalve and it worked again.. I run a wire from the battery to the LP relay (the two prong connector thing near the firewall on the drivers side) to avoid having to crank to get the LP going and bleed all the air out.. Im at a loss as to what to do now.:dunno:
 
Check to make sure all the rubber hoses under the fuel filter assembly are tightened down and you dont have any wet areas or damaged hoses.

Might have to drop the tank to inspect whats inside. If there is any object obstructing flow.

Are you sure the LP is working normally when youre not jumpering it?
 
I hear the LP ticking when I run the wire from the batt positive to the relay. the truck only dies when its restarted after it ran for a while, so Im guessing the LP is good.. I'll check under the fuel filter tomorrow, any other ideas?
yesterday saw some cracked rubber lines under the truck while blowing air to the tank but they were dry, no signs of leaks, thanks again for the help
 
it must be running if its coming out of the t-valve when you jumper the relay. but is the relay and OPS working correctly when you run the truck? Can you hear it running after you turn off the truck, or when the truck is running if you get close to it. The LP will keep running for about 10 seconds after you shut it off because the OPS keeps power applied until oil pressure drops too low, and it should make noticeable noise. At least my 94 does.

Have you tried repeating all of this with the fuel cap off of the tank? Does your fuel cap say diesel on it?
 
Yeah I have a diesel fuel cap, dont think I've heard the LP running after killing the engine, will check on that tomorrow if it doesnt stay on means the OPS is going bad?
 
Nico said:
Thanks for the responses everyone, I live about one and a half hours from the border with Texas and I do have a mailbox in there so thats where I get stuff I buy online.. Overseas?:nono: geez!! theres only a river between Mexico and gringoland but I digress
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Saw the NL in location when I 1st glanced at it, which is Netherlands, re-read after your comment on the Mexico, since you can get to USA easily most part stores carry or can get same CDR SSD sells nothing extra special on theirs.
 
If you can test the fuel pressure when you get it running that would be best, just attach a guage to the t-valve output with the t-valve open and turn on the truck to see lift pump output. The very least you should be able to open the filter bleeder when its running and have fuel shoot up an inch or two.

When the truck doesnt have oil pressure but you are cranking the relay powers the lift pump, but as soon as it fires up and oil pressure comes up the OPS take over powering it. So that might be why it would die after 5 seconds.

Its also a quick way to kill the IP, so you want to verify the LP is working.

I dont know if it not staying on after you shut down means its bad, but ever since I changed my OPS and LP I notice it a lot more. You'll need a certain socket to replace the OPS if you do that

KD tools makes the socket… socket # K-D 3458. it is 3 3/16 inches overall length, 7/8 hex head on top with 3/8 square drive hole for rachet, extensions and so on.
OPS # OP6677 Napa / Echlin brand

Not sure if there is any difference in the OPS and lift pumps but the ones on SSDiesel say they are Heavy Duty, but I imagine any you buy anymore would be the same.
 
so basically OPS is more likely to be the culprit?
hmmmm, maybe doing a mexican fix will cure the ailment, running a jumper wire into the LP relay with an in cab switch to bypass the OPS and run LP on demand. unwise I know but the price for parts keeps adding up and the USDollar MXN Peso exchange rate is pretty high, close to 14 pesos to a dollar

ps a mexican fix is something supposed to get you out of the pinch but usually stays like that permanently.
 
Yeah, I was going to say to do that very thing, but glad you said it and not me.

I think it would be good to verify it as the problem first seeing that its not working now.

I wouldnt normally think it would kill your truck at idle, since the IP can pull the fuel, which is why I didnt initially think it would just be an OPS. I'd still look for possible loose hoses, who knows what happened in the 8 years the guy couldnt get it working.
 
Thanks I had already gone through that thread.. I crawled under the truck to see if LP stayed on after turning off the engine, it doesnt, while under there I saw a fuel leak probably from blowing air into the tank, I believe bending such old and crusty hose made it crack so I just replaced all rubber fuel lines with new ones, now Im gonna take it for a spin and see if I can replicate the dieing issue.
 
Make sure the LP is working before driving it much more, as it leads to a much more expensive problem if the IP gives up, which mine did after getting lots of air in the IP, and I think inoperable lift pump. A vac/pressure guage doesnt cost much. You know $2000 later I at least have that guage.

Another thing that might happen with air in the fuel is that the IP could go into a mode that the ECM stops sending signals, another thing to confuse a mechanic to think the ECM is bad.
 
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