EGTs high, Truck Sluggish: IP banjo filter clogged

[AKcub]

Well Shoot,
No wonder there wasn’t one on my rig. Sorry for the obfuscation and patient clarification!

Also- how come everyone else's engines are so clean?

Scott

[Lapprentis]

So thanks all and Growler for making the remedy less esoteric for most of us I would not even have notice that hole on the side of the bolt, sooooo tinny... And what looks like a spring (the picture with the measuring tape) is in fact the screen Will keep in touch if I have it in my Van and if it changes something

Lapprentis

[weelsey]

Good thing not to remove it. I found this Bosch training manual that described the function:

Overflow restriction

overflow_restriction_ve.jpg (29.74 KiB) Viewed 13354 times

The overflow restriction (Figure 6) is screwed into the injection pump’s governor cover and connected to the pump’s interior. It permits a variable amount of fuel to return to the fuel tank through a narrow passage. For this fuel, the restriction represents a flow resistance that assists in maintaining the pressure inside the injection pump. Being as inside the pump a precisely defined pressure is required as a function of pump speed, the overflow restriction and the flow-control valve are pre- cisely matched to each other.

But apparently stuff gets to there

I found silicone caulking around my fuel inlet (OMG no!) and am having some trouble somewhat like yours. I wonder did you have leaks included in your symptom's, Ralfph in Winnipeg? Perhaps fuel pushes past my drive seal because so much fuel gets pushed back to the supply side by the pressure control valve (due to an overly restricted overflow).

[Lapprentis]

So, still need your help.....Automatic Transmission, L300 with « apparently » new engine head (Hyundai ?) + Gasket + valve cover. Catch Can Installed.

-New Radiator and hoses
-New OEM Thermostat
-New Fan Clutch assembly
-New-Air-Filter
-New Oil+Oil filter
-New Fuel filter
-Recent (new) Timing Belt
-Overflow valve Bolt Cleaned (Acetone cleaned) and checked for the hole to work properly !
-New Engine Temperature Probe/Sensor
-New (changed) EGT probe to corroborate previous results......
-No Oil Leak in the turbo/engine area.

On Flat Highway (NO wind): +-100KPH (indicated) = +-2750RPM = +-1000F on the EGT...........

Edit: at 90KPH - on flat road, when O/D off, EGT will stay about the same or for sure will not increase

Next steps: Injection pump tuning (any tuning tips) ? If not working: Injecion pump rebuit + Tuning after reinstalled, if not working, sending it to the moon...... I am going to send Murphy (this asshole) along with it so his insame Law do not boader anyone on earth anymore....

-Could a clogged Manifold contribute to this problem ?

Any advices ?

Lapprentis

[sk66]

On Flat Highway (NO wind): +-100KPH (indicated) = +-2750RPM = +-1000F on the EGT...........

That doesn't seem excessive to me. I run at 500-550c (1000f +/-) at typical highway speeds (90-100kmph, 55-65mph) and I'll see 600 +/- trying to maintain 112kmph (70mph) on the flats. Long low grades will push it to mid 600s (pushing 1200f), and short steep grades will see 700+ (1300f, dangerous for any length of time). If I hold the EGT's above 600 for any length of time the coolant gauge will go as high as 3/4 with no signs of overheating/overpressure/venting.

Those temps are pre turbo (lower blocking plate) and I'm running 15-16psi boost. Growler noted similar temps on page 1 of this thread.