Warren us guys that have been watching you know that you don’t know everything but you know close to it all. Bar none. You are the only one in my book honest and true, don’t let anyone’s badmouthing detour you, your bills get paid every month don’t let anyone influence you to think any different, we wouldn’t know or. Think of half the stuff we do if it wasn’t for you
Cranking fuel pressure should be at least 14.5 PSI= 1 Bar, but they will start with as little as 2.9 PSI if no air. The ball in the secodary fuel filter is a NFNR valve, No filter, no run so you can just take it out. The ball does wear over time and can block fuel from entering gallery in block to feed EUP's. There is a pressure regulating valve that is banjo fitting in back of block that regulates fuel gallery low side pressure. During cranking, requested common rail pressure will be between 3626-7250 PSI. Need minimum of 1600 PSI before ECM commands injector duty cycle and 2600 PSI before they mechanically will open. You wanna see more than 2900 PSI to start. When cranking common rail should say fillling until enough pressure to start then will go to pump unit only. The engine can run and start with only one or other on cam or crank signal. The next issue could be a stuck open injector, but it seems like a low side fuel issue. I would be glad to help anyway I can. Thanks
I have seen many computer controlled engines run without cam sensors but I have only seen a couple that will run without a crank sensor. From what I have seen it usually takes a few more cranking revolutions before the engine starts when running on just the crank sensor since the ecu doesn't know if the engine is on compression or exhaust so it needs those extra cycles to determine cam position. It's logical that the ecu can determine cam position after a few crankshaft revolutions. Engines with variable cam timing usually won't run without proper cam signals due to the added variables.
Eyup mate, my pal at work put me onto your channel. Looks like your not scared of anything !! All the paccar engines in the DAF we have here in England are a bastard and you usually have to slacken the injector pipes off to get them bled. So much so we used to ensure all ours had 17mm and 19mm spanners incase they ever ran out of diesel. Shit really for a common rail. My initial thought was you were getting a excessive volt drop on cranking, usually most European stuff doesn't give injector pulse if they drop below 19v. Anyway great job, thought I'd leave a comment as another know it all as I think it helps your channel. Keep on spannering.
Sir I have been binge watching everything you put out for days now and you are a mechanical genius in a class of very few. You work extremely hard so I hope you get financially compensated for it. Unfortunately like all of us age will catch us in life and cause us to start pushing the brake pedal a little more than we want though and that’s why you should have somebody full time that you can train. You might even one day consider teaching this in some kind of trade school so that the next generation coming up can learn from a true hands on mechanic. Thanks for all the videos.
It’s pointless in today’s world to try and train anyone to do this unless they are your kid. 99% think they know it all when they don’t know shit, and should get a pat on the back just for showing up. The only way it could be done without them jumping ship after a year or 2, is if they went into it knowing they would be taking over ownership of the business one day. Can’t trust anyone to even change my oil ffs. Nobody gives a shit today. I could go on forever…
Whenever you get a chance you need to watch Eric O at SMA. That guy is a wizard with a oscilloscope. He recently determined a bad rocker arm on a jeep by watching different waveforms. I was completely amazed how you can come to that conclusion.
I was thinking the same thing. Warren mentioned needing a scope. I was thinking that he needs to see the waves before he mentioned it. Maybe that was something I picked up from Eric O, Diagnose Dan, and Ivan.
Warren, I had one that showed low primary fuel pressure like yours was doing at the beginning, and showed within spec after a new transfer pump, but within a day was showing low fuel pressure again. I had to drain the tanks and change the perforated plastic socks on the pickups in both tanks. They looked clean but were causing a restriction. The plastic was softened from the fuel or additives that the perforations were closing up under high flow rates. Good luck, you have way more patience than I do.
I feel your pain and frustration. We're kinda like family here and we warch your vids because we have developed huge respect for you aa a person and your abilities. Venting and expressing your frustration demonstrates why we respect you so much. You are part of a dying breed mechanics that repair things. So many "mechanics" these days are just fitters. Fit new components until the problem is gone without finding out the reason why. Ignore the negative comments and keep doing what you're doing 😊
I never understood why people would make negative comments or criticism if you have knowledge of something or a certain repair or such why would you not share it so a person can learn or learn a easier way of going about something, I never criticize someone for trying and a old saying is you learn from your mistakes
Hey Warren, don't hold back, tell us how you really feel. That's what make the video good brother. You're always holding back let it go man speak your mind!😅
Hi Warren, former Peterbilt DTM here. This issue is likely caused by dry firing the injectors while attempting to start. Injectors on this model open at 2610psi. If above that threshold with no smoke, injector pintles are stuck. If you replace 1 injector and it fires on that hole, it will confirm you need 6 injectors.
Noone is born expert (except the mouth breathers in the comment sections) and to be an expert on anything is a learning curve. That's the way it is. You're a hard working, honest man putting food on the table for your family, and I learn something new every video you make. Thanks!
Warren I see you doing a lot of diagnostic work when it comes to electrical, please invest in a small scope so you can look at signals and peak to peak voltage readings, it'll be worth it's weight in gold.
Thanks for another great video, Warren. We have all been there with a frustrating problem, and you want to pull your hair out. It’s nice to have some people to call or run things by. From my own experience, those are the problems you remember for years. Sounds like you’re on the right track. Looking forward to seeing it run. Thanks Again, you earned your money on that troubleshoot.
Warren, I’ve been watching your channel for years. I have learned so much from you and videos like this one fascinate me. Watching you figure things out never ceases to amaze me. Anyone with anything negative to say has issues. Thanks so much for the education you’ve provided me….
Warren I hope you have a chance to read this.We have a 2020 Peterbilt with an X15 in.We were getting the black fuel filters just like those.We put algae killer fuel conditioner.I talked to my driver today after watching this and he said it is starting to clear up. I this we used Power Service Bio clean.We were changing filters every 2 weeks up till us adding that fuel treatment.Thanks for all your videos. I learned so much from you.
I think that you are on the right track I had a similar problem with a paccar and I changed the transfer pump but it still ran like crap. Ended up being the exhaust back pressure valve. I hope this helps you
Warren, I love watching your videos, especially the ones like this that take tenacity and thoughtfulness. Just ignore the critics and naysayers and keep doing what you're doing. Teddy Roosevelt's "The Man in The Arena" sums it up: It's not the critic that counts...
Hi Warren, that john doe guy must dream of being in a morgue, because isn't the origin of the name john doe for unidentified corpses that end up at the county coroner's department lol. I don't get people, if you have helpful knowledge to share, then why would you get on here and cause a bunch of grief instead of sharing that knowledge. You have shared so much of all the year's of experience and knowledge with us, and have helped me, as well as the people i see commenting over here. You know a lot about repairing many type's of machinery and you can fabricate some stuff most guy's would run from, but nobody has every piece of equipment figured out. As far as i see thing's, only the honest and good mechanics show their mistakes, and the stuff that is giving them trouble figuring it out. IF i thought i had an answer that would help somebody out, I'd share it happily without being a jackass. Anyway, thanks for all the great content that you put out, best channel on youtube. G-d bless.
They can be a real bear to get started been working on them for 10 years and still get some that fight. They get air pockets. I like to leave a injector line loose and hand primer until it is flowing good. You can disconnect the return line at the supply/return manifold and hand prime it and then relive the pressure by sticking your finger in the return line fitting there’s a check valve. The davco primer works ok as does a mighty vac. Also a quick check on the unit pumps you can disconnect one at a time and it should run. You can go drive it with one disconnected and it should run fine on one. Another trick is to disconnect the rail pressure sensor. The injectors won’t fire until Rail pressure is above 3400psi disconnecting it defaults it to max rail.
Warren I feel your frustration. I just did battle with a 60 series Detroit that would not start. It turned out to be a bad ECM. I did confirm power and ground to the ECM. The only way I had to diagnose it was a hammer. I don`t have the software for trucks. I started by checking the TRS sensor and cleaning the oil out of the connecter. But after viewing other videos I tapped on the ECM and the it started. In the process of unhooking a trailer the engine died. It would not start again so with the key on I tapped on the ECM and I heard a click. Then it started again. Go have a cold beer and relax I know you will figure it out.
Try not to pickup the Sledgehammer to put this Packard Engine out of it misery!!!! Hopefully your coming to a solution to this engine start!!! Rooting for your solution to this terrible motor!
Congratulation's Warren another one done and dusted and out the door... I'm guessing it was all fixed before this blinder, teaser video was posted but regardless very enjoyable it was. I find the comment's interesting, a good read when I'm bored. Wishing you all the best for when it's Christmas, stay warm, from Sussex, Eng. ....lol
When the agent and their tech guys don't know, it means its something weird...and that's when you Shine Warren, because your logical and diagnostic mind will help work it out. Here we have an expression which says 'sterkte' or strength and I know you will have it whipped. Thanks for the video hope you have her running so you can have a better week end.💪
I've been watching you basically since day 1 and it never cease to amaze all of us with you abilities! Hell of a mechanic, would love to have a beer with you
Hey Warren, you definitely have serious patience my friend. I think I may have pulled that thing out and blew it up in those four days! I know you got the and it will be a learning experience. Thanks much for sharing your video!
I had several Mx13, l thought l would be able to learn them and stay ahead. No matter how much I worked on them there was always something else goin bad. Got so l didn't want send them out anymore. Sold them just to get rid of them. It's the only way to make the problems stop.
Understand your frustration on this. Maybe do a live stream when you come across a problem like this. !hr or so may trigger someone who is an expert or knows exactly whats what. People want to help. Your effort doing the videos is appreciated by many on here.
I have the blue 4 channel Micsig oscilliscope. They are around 6 or 800 depending on model ya get. Iv had it for 4 years and its been great. Not a Pico which is by far the best. You would benefit so much from having one. Other thing is also make sure that the cam sensor is seated the whole way down into the hole before ya put the bolt in.
If the cam sensor does not fix your problem check the fuse panel on the firewall. There are a couple fuses that go to the ECM in there and for whatever reason I have seen them get corrosion to the point where they will no longer allow voltage through. Had a Peterbilt 567 with an MX13 doing almost the exact same thing almost to a T, and we went down almost the exact same diag path that you have with the fuel system. I ended up checking the fuses "just because" and found that problem. I filed some of the corrosion off of the terminals in the fuse panel and the truck fired right up. The ECM has 2 or 3 powers I can't remember, but I could communicate with it just fine the whole time I guess I just wasn't getting enough power to fire the injectors. I also have some crank no-start diagnostics for these I got from the KW dealer. Would be happy to send them your way if you'd like. They are what lead me to find the fuse problem. Paccars sure are a basket case lol.
Hey Warren. Love your channel. The breadth of knowledge you possess is extraordinary. The fact that you shy away from no challenge, is testimony to your confidence and ability. Keep those videos coming, my friend.....they're inspirational. PS: Fuck the haters!!
I just went through this last week on a Mercedes Diesel. The engine has been sitting for some years but I'd dropped the sump and changed timing parts and injectors. Cranking it didn't do anything except flatten the battery. I checked the crank sensor which was a bit out of spec but nothing was obvious.As you saw,even a small amount of fuel in the injection pump will look like fuel is being pumped,and the lift pump was working perfectly. I'd seen this once before...the damn fuel rack was stuck .a quick wriggle with a screwdriver saw it move a little bit ,but enough to get the pump elements working. As you noted,No smoke is a bad sign.
What a pile. Makes a guy miss the good old deisels that worked for a million miles before they needed any rebuilding. Sorry for your frustrations, Warren.
We’re all human and no one know everything , there will always be the negative nellies out there. But if we’re willing to learn then that’s all that counts.
Hey bud, try the fuel return valves back of head drivers side rear corner. If theirs crap stuck in the return valve it may be messing with your rail pressure and not allowing it to start. You could also try resetting the fuel rail pressure control valve in the repair support function in the Paccar program.
any time I would get these problems it would be in wiring harness, sometimes you just need to take a break from it because you can get blind to it, being right in front of you.
@1:03 I just read within the last few days that Cummins is making the Paccar engines to the Paccar standards. A couple of years ago, I was in about a 3-year-old Kenworth that had a paccar and that crappy crap crap crap Eaton auto shift. In the rolling hills of West Central Wisconsin, I would just ignore the ding ding ding from the dashboard and keep it in manual mode on the transmission. I have to say, for a 13-liter, if it came with even a 10-speed, but especially if a 13-speed, I would not have minded driving the engine one bit in the Midwest. This may have been the only 13 liter engine that accelerated enough on an entrance ramp to a highway where I wasn't disappointed in its torque.
We have six MX engines, they are all a pain in the butt when it comes to bleeding air from the system. We've had numerous issues with getting them primed when filters are being changed, and have had the regulator on the block fail twice on each of them. As was said earlier they'll start with as little as 2-3 lbs of supply pressure when they are fully primed and bled. It sounds like there is an airlock based on how it's cranking.....ours sound just like that for a LONG ass time while we try to bleed them and it normally takes two people to do it--one to crank and someone else to pressure bleed it. We have also had those filter housings crack near the fitting ports where someone at DAF/PACCAR overtightened them--found that by accident one day when we broke one off trying to bypass the system--and they suck air making them near impossible to restart after loss of prime. I hate them and feel for ya.
Statistically lift pumps on these engines are very solid an almost never fail. And previously someone commented that around 3 psi on low side is enough to start if high side is good. I would try yo disconnect high pressure pumps electrical connectors one by one and try. Also disconnect ePRV and try again. Also I had occasion when injector hold down bolt was loose and compression went inside fuel injectors fuel supply gallery in cylinder head. You would have air bubbles on fuel output back to tanks even if input fuel is without air. Hope this can help. Best of luck !
I have the Powerprobe 4, just the one You have Waren. I ordered it a couple of years ago from the USA. We in Europe coudn't buy it that time. I also ordered the accesorykit. The pins for puncuring cables where in there.
Hey Warren, I just started watching this video and I am sure it will have some great points. I just want to make you aware that the left sound channel does not work on your recordings. I think you recently received a different camera from another RUclipsr. I think this is about when this started. I often listen with ear phones and this can be a bit annoying. Sorry if this fits into your category of petty complaints but just wanted to make you aware of it. All in all great videos, been a subscriber for 4 or 5 years.
Thanks for sharing partner and Happy Belated Thanksgiving! Sorry I missed you I’ve been going non stop just trying to keep everyone running! Keep plugging away my friend 👍
Had a Scania 6 months ago do the same thing with the vgt. It was stuck and engine would not start , arm would cycle but the ring was stuck closing off the exhaust. Kicked my but for a day till I figured it out.
Good night warren ....check the power steering pump internal drive coupling ...i see one kw t660 truck the steering wheel was hard and the engine stoped...was the steering pump
After retiring after 40 plus years of doing mobile service work theres allways one or more projects like yours where your ready to throw your hands up and walk away but we're too stubborn to do that .Good luck Warren i'll soon be in your rear view mirror😁
You’re on to it with the leakage. It reminds me of the Mercedes MBE4000. When they had leakage between the fuel transfer tubes and the injectors they would not start. Mercedes had a whole procedure to torque them in and seal correctly. We were not allowed to reuse them at our dealership.
What a mess eh . You will get to the bottom of it Awsome video Warren. Thx for sharing Safe travels. Have an awsome day . Looking forward to the second part of this video Cheers
You right about the prime in the system, i been call to do a simple oil change an after replacing the fuel filter can't start the thing, when a fuel system is week, that happens sometimes
You haven't put a voltmeter or pico waveform thing on the injectors yet? Is there a way to crack open the injector's final fuel fitting before it enters the block? Should see fuel squirting out during crank. I know these are elementary ideas, so is it that this machine won't let you do elementary checks and forces you to rely on computer readouts? Is there a compression release for easier starting that is stuck open? or a security immobilizer stuck, or any kinda kill-switch for safety, such as the hood latch or something dumb?
I don't have any of them leads yet but I got some of the back probes that Snap-On sells. They're a real small thin sharp needle attached to an alligator clip.
The black residue on the filters is asphaltine. This is normal for common rail fuel systems. The high pressure & heat in the rail molecularly changes the fuel back to its base asphalt component. The fuel supplier I worked for added Power Service to their fuel to combat Asphaltine.
Also check the screen inside the primer pump for being plugged or possibly damaged. Also did you soak the unit pump lifters in oil to prime before install? The orings that seal the fuel filter housing to block also have issue’s. Not sure if you pulled it off when you did the engine work, but a new redesigned filter housing was also updated to help rectify issue’s with sealing along with new updated fuel lines from pump to housing. Also check the fuel lines at the manifold with the compucheck fitting. Is it possible you crossed the lines from the separator when you reconnected? Just trying to throw ideas at you.
fn engines/mechanics so frustrating. Always something. Thats why i hate working on stuff. so praise to you, you will get it goin. great videos as always
Warren, I know you hate the way the engine is built, designed, and how service works on it, don’t give up on it. Master this beast. Keep doing more Paccar stuff. No one else but the dealers are doing these. Be the only other one man. You’ll have customers lined up.
We had one like that one time our engineer measured the voltage from a mag pickup and found it a little low. That sensor when you install it you turn it in till it contacts a gear tooth it is looking at and back it out 3/4 of a turn and lock the jam nut. So he decided to just turn it in a little bit to get more voltage out of it. There was a slight buzz as the machine was running and he backed it out slightly and locked the jam nut. The voltage never changed so he left it. A year later the customer called the unit was shutting down for no reason. I went out and it was an intermittent problem but it was getting worse. After looking high and low for three days we pulled that speed sensor mag pickup and found the thin metal cap between the outside world and the coil unit inside had been sheered off. No apparent other damage was visible just the end cover was gone. The customer helping me then told me the story of my engineers folly from the year before. We replaced it,set it right and the unit ran up no problems. The coil wire in those is as small as a fine hair and we figured there was a break in it that would lose the signal for enough time to stop outputting but it would not throw a speed sensor fail because it would start reading right away again. One other thing about this unit it has two speed sensors on it. One feeds the panel indicator and the other goes to the controls. The one we replaced was the control unit one.
Warren us guys that have been watching you know that you don’t know everything but you know close to it all. Bar none. You are the only one in my book honest and true, don’t let anyone’s badmouthing detour you, your bills get paid every month don’t let anyone influence you to think any different, we wouldn’t know or. Think of half the stuff we do if it wasn’t for you
Cranking fuel pressure should be at least 14.5 PSI= 1 Bar, but they will start with as little as 2.9 PSI if no air. The ball in the secodary fuel filter is a NFNR valve, No filter, no run so you can just take it out. The ball does wear over time and can block fuel from entering gallery in block to feed EUP's. There is a pressure regulating valve that is banjo fitting in back of block that regulates fuel gallery low side pressure. During cranking, requested common rail pressure will be between 3626-7250 PSI. Need minimum of 1600 PSI before ECM commands injector duty cycle and 2600 PSI before they mechanically will open. You wanna see more than 2900 PSI to start. When cranking common rail should say fillling until enough pressure to start then will go to pump unit only. The engine can run and start with only one or other on cam or crank signal. The next issue could be a stuck open injector, but it seems like a low side fuel issue. I would be glad to help anyway I can. Thanks
I have seen many computer controlled engines run without cam sensors but I have only seen a couple that will run without a crank sensor. From what I have seen it usually takes a few more cranking revolutions before the engine starts when running on just the crank sensor since the ecu doesn't know if the engine is on compression or exhaust so it needs those extra cycles to determine cam position.
It's logical that the ecu can determine cam position after a few crankshaft revolutions. Engines with variable cam timing usually won't run without proper cam signals due to the added variables.
Eyup mate, my pal at work put me onto your channel.
Looks like your not scared of anything !!
All the paccar engines in the DAF we have here in England are a bastard and you usually have to slacken the injector pipes off to get them bled.
So much so we used to ensure all ours had 17mm and 19mm spanners incase they ever ran out of diesel.
Shit really for a common rail.
My initial thought was you were getting a excessive volt drop on cranking, usually most European stuff doesn't give injector pulse if they drop below 19v.
Anyway great job, thought I'd leave a comment as another know it all as I think it helps your channel.
Keep on spannering.
Few people will experience this type of ass kicking throughout their life. Good job, you’ll get it figured out as always Warren.
Sir I have been binge watching everything you put out for days now and you are a mechanical genius in a class of very few. You work extremely hard so I hope you get financially compensated for it. Unfortunately like all of us age will catch us in life and cause us to start pushing the brake pedal a little more than we want though and that’s why you should have somebody full time that you can train. You might even one day consider teaching this in some kind of trade school so that the next generation coming up can learn from a true hands on mechanic. Thanks for all the videos.
It’s pointless in today’s world to try and train anyone to do this unless they are your kid. 99% think they know it all when they don’t know shit, and should get a pat on the back just for showing up. The only way it could be done without them jumping ship after a year or 2, is if they went into it knowing they would be taking over ownership of the business one day. Can’t trust anyone to even change my oil ffs. Nobody gives a shit today. I could go on forever…
Whenever you get a chance you need to watch Eric O at SMA. That guy is a wizard with a oscilloscope. He recently determined a bad rocker arm on a jeep by watching different waveforms. I was completely amazed how you can come to that conclusion.
I was thinking the same thing. Warren mentioned needing a scope. I was thinking that he needs to see the waves before he mentioned it. Maybe that was something I picked up from Eric O, Diagnose Dan, and Ivan.
Warren, I had one that showed low primary fuel pressure like yours was doing at the beginning, and showed within spec after a new transfer pump, but within a day was showing low fuel pressure again. I had to drain the tanks and change the perforated plastic socks on the pickups in both tanks. They looked clean but were causing a restriction. The plastic was softened from the fuel or additives that the perforations were closing up under high flow rates. Good luck, you have way more patience than I do.
I feel your pain and frustration. We're kinda like family here and we warch your vids because we have developed huge respect for you aa a person and your abilities.
Venting and expressing your frustration demonstrates why we respect you so much. You are part of a dying breed mechanics that repair things. So many "mechanics" these days are just fitters. Fit new components until the problem is gone without finding out the reason why. Ignore the negative comments and keep doing what you're doing 😊
You are correct Jimmy, anyone can fire the parts cannon.
Don't worry about it, you just keep doing your thing. I would bring my stuff to You any given day. Keep up the good Work
I never understood why people would make negative comments or criticism if you have knowledge of something or a certain repair or such why would you not share it so a person can learn or learn a easier way of going about something, I never criticize someone for trying and a old saying is you learn from your mistakes
It’s called envy
Helper gets frustrated when tech don't take advice , looking from sidelines seems easy and helper gets so frustrated with tech not following orders .
Hey Warren, don't hold back, tell us how you really feel. That's what make the video good brother. You're always holding back let it go man speak your mind!😅
Warren, I treasures your integrity. I’ve enjoyed watching your channel. Extremely educational. Thanks again.
Hi Warren, former Peterbilt DTM here. This issue is likely caused by dry firing the injectors while attempting to start. Injectors on this model open at 2610psi. If above that threshold with no smoke, injector pintles are stuck. If you replace 1 injector and it fires on that hole, it will confirm you need 6 injectors.
Noone is born expert (except the mouth breathers in the comment sections) and to be an expert on anything is a learning curve. That's the way it is. You're a hard working, honest man putting food on the table for your family, and I learn something new every video you make. Thanks!
Warren I see you doing a lot of diagnostic work when it comes to electrical, please invest in a small scope so you can look at signals and peak to peak voltage readings, it'll be worth it's weight in gold.
Great video Warren thanks for being a real person honest and hard working. Great wealth of knowledge you should teach !!
Thanks for another great video, Warren. We have all been there with a frustrating problem, and you want to pull your hair out. It’s nice to have some people to call or run things by. From my own experience, those are the problems you remember for years. Sounds like you’re on the right track. Looking forward to seeing it run. Thanks Again, you earned your money on that troubleshoot.
Warren, I’ve been watching your channel for years. I have learned so much from you and videos like this one fascinate me. Watching you figure things out never ceases to amaze me. Anyone with anything negative to say has issues. Thanks so much for the education you’ve provided me….
I feel the frustration this electronics on everything is something else. I believe your on the right path.
Ain’t nobody can know everything, but you come damn close Warren. I’m certain there ain’t much you can’t figure out.
If I had a 1/5th of this guys persistence, I would still not be at his level.
Same here
Warren I hope you have a chance to read this.We have a 2020 Peterbilt with an X15 in.We were getting the black fuel filters just like those.We put algae killer fuel conditioner.I talked to my driver today after watching this and he said it is starting to clear up. I this we used Power Service Bio clean.We were changing filters every 2 weeks up till us adding that fuel treatment.Thanks for all your videos. I learned so much from you.
The Bio diesel that we are getting is what’s wrong with the fuel. Some truck stops are using B20 or more.
You gotta love it Warren when you call the manufacturer and they don’t have a clue!
Good to hear from you Warren
Dang, I'm glued to this now.
I think that you are on the right track I had a similar problem with a paccar and I changed the transfer pump but it still ran like crap. Ended up being the exhaust back pressure valve. I hope this helps you
Warren, I love watching your videos, especially the ones like this that take tenacity and thoughtfulness. Just ignore the critics and naysayers and keep doing what you're doing. Teddy Roosevelt's "The Man in The Arena" sums it up: It's not the critic that counts...
Hi Warren, that john doe guy must dream of being in a morgue, because isn't the origin of the name john doe for unidentified corpses that end up at the county coroner's department lol. I don't get people, if you have helpful knowledge to share, then why would you get on here and cause a bunch of grief instead of sharing that knowledge. You have shared so much of all the year's of experience and knowledge with us, and have helped me, as well as the people i see commenting over here. You know a lot about repairing many type's of machinery and you can fabricate some stuff most guy's would run from, but nobody has every piece of equipment figured out. As far as i see thing's, only the honest and good mechanics show their mistakes, and the stuff that is giving them trouble figuring it out. IF i thought i had an answer that would help somebody out, I'd share it happily without being a jackass. Anyway, thanks for all the great content that you put out, best channel on youtube. G-d bless.
Another good reason why I'm glad I no longer work on semis. Every truck we had at my last job had Paccars and they always had issues.
They can be a real bear to get started been working on them for 10 years and still get some that fight. They get air pockets. I like to leave a injector line loose and hand primer until it is flowing good. You can disconnect the return line at the supply/return manifold and hand prime it and then relive the pressure by sticking your finger in the return line fitting there’s a check valve. The davco primer works ok as does a mighty vac. Also a quick check on the unit pumps you can disconnect one at a time and it should run. You can go drive it with one disconnected and it should run fine on one. Another trick is to disconnect the rail pressure sensor. The injectors won’t fire until Rail pressure is above 3400psi disconnecting it defaults it to max rail.
Days like this are extremely tough on a guy. You will get it tho! Keep chewing man!
Warren I feel your frustration. I just did battle with a 60 series Detroit that would not start. It turned out to be a bad ECM. I did confirm power and ground to the ECM. The only way I had to diagnose it was a hammer. I don`t have the software for trucks. I started by checking the TRS sensor and cleaning the oil out of the connecter. But after viewing other videos I tapped on the ECM and the it started. In the process of unhooking a trailer the engine died. It would not start again so with the key on I tapped on the ECM and I heard a click. Then it started again. Go have a cold beer and relax I know you will figure it out.
Try not to pickup the Sledgehammer to put this Packard Engine out of it misery!!!!
Hopefully your coming to a solution to this engine start!!!
Rooting for your solution to this terrible motor!
You stayed at it longer then me.i got a lot of quit in me. Great video.
Thanks for your time and consideration Warren very much appreciated 👍🚛🚛🚛🚛🚛🇬🇧🇺🇲
Congratulation's Warren another one done and dusted and out the door... I'm guessing it was all fixed before this blinder, teaser video was posted but regardless very enjoyable it was. I find the comment's interesting, a good read when I'm bored. Wishing you all the best for when it's Christmas, stay warm, from Sussex, Eng. ....lol
When the agent and their tech guys don't know, it means its something weird...and that's when you Shine Warren, because your logical and diagnostic mind will help work it out. Here we have an expression which says 'sterkte' or strength and I know you will have it whipped. Thanks for the video hope you have her running so you can have a better week end.💪
Start collecting all the mechanical diesels you can
They will be the only one on the roads
Warren you are an absolute genius and anyone would be proud to have even 10% of your knowledge and experience. Keep up the good work!!
I gotta say you’re more thorough and honest and very knowledgeable. I’m glad I’m learning from you.
Thanks for sharing hope your weekend goes better than this for you love watching and listening great stuff buddy
I've been watching you basically since day 1 and it never cease to amaze all of us with you abilities! Hell of a mechanic, would love to have a beer with you
Hang in there Warren, your persistence will prevail..
Hey Warren, you definitely have serious patience my friend. I think I may have pulled that thing out and blew it up in those four days! I know you got the and it will be a learning experience. Thanks much for sharing your video!
I'm not an expert but the cranking sounds funny, can't wait to find out the problem.
your still the king , these things are just the Yugos of Truck engines. Thanks for sharing Warren.
I had several Mx13, l thought l would be able to learn them and stay ahead. No matter how much I worked on them there was always something else goin bad. Got so l didn't want send them out anymore. Sold them just to get rid of them. It's the only way to make the problems stop.
Same kit I use with my VOM. It comes in handy.
Warren. Your the best. Most of the guys that watch you Love your show. And the experience of all the trucks tractors. And what ever you work on!!!
Much respect to you warren. When cranking it sounds like maybe 1 cylinder is trying to fire or 1 cylinder is dead. Not a smooth crank
Understand your frustration on this. Maybe do a live stream when you come across a problem like this. !hr or so may trigger someone who is an expert or knows exactly whats what. People want to help. Your effort doing the videos is appreciated by many on here.
I have the blue 4 channel Micsig oscilliscope. They are around 6 or 800 depending on model ya get. Iv had it for 4 years and its been great. Not a Pico which is by far the best. You would benefit so much from having one. Other thing is also make sure that the cam sensor is seated the whole way down into the hole before ya put the bolt in.
If the cam sensor does not fix your problem check the fuse panel on the firewall. There are a couple fuses that go to the ECM in there and for whatever reason I have seen them get corrosion to the point where they will no longer allow voltage through. Had a Peterbilt 567 with an MX13 doing almost the exact same thing almost to a T, and we went down almost the exact same diag path that you have with the fuel system. I ended up checking the fuses "just because" and found that problem. I filed some of the corrosion off of the terminals in the fuse panel and the truck fired right up. The ECM has 2 or 3 powers I can't remember, but I could communicate with it just fine the whole time I guess I just wasn't getting enough power to fire the injectors. I also have some crank no-start diagnostics for these I got from the KW dealer. Would be happy to send them your way if you'd like. They are what lead me to find the fuse problem. Paccars sure are a basket case lol.
Hey Warren. Love your channel. The breadth of knowledge you possess is extraordinary. The fact that you shy away from no challenge, is testimony to your confidence and ability. Keep those videos coming, my friend.....they're inspirational.
PS: Fuck the haters!!
I just went through this last week on a Mercedes Diesel. The engine has been sitting for some years but I'd dropped the sump and changed timing parts and injectors. Cranking it didn't do anything except flatten the battery. I checked the crank sensor which was a bit out of spec but nothing was obvious.As you saw,even a small amount of fuel in the injection pump will look like fuel is being pumped,and the lift pump was working perfectly. I'd seen this once before...the damn fuel rack was stuck .a quick wriggle with a screwdriver saw it move a little bit ,but enough to get the pump elements working. As you noted,No smoke is a bad sign.
What a pile. Makes a guy miss the good old deisels that worked for a million miles before they needed any rebuilding. Sorry for your frustrations, Warren.
We’re all human and no one know everything , there will always be the negative nellies out there. But if we’re willing to learn then that’s all that counts.
Thanks for the video Warren. You got this bud
I'm still learning things every video....thank you
WoW Warren. OMG. Was going to say none return valve stuck open. Tech is to much now. Your the best mate.
Warren that's some puzzle you have there but you are the man to solve it without a doubt
Hey bud, try the fuel return valves back of head drivers side rear corner. If theirs crap stuck in the return valve it may be messing with your rail pressure and not allowing it to start. You could also try resetting the fuel rail pressure control valve in the repair support function in the Paccar program.
I got the fix for it Warren 🔥
Warren, don't give up, ever day that learn something is a good day.
any time I would get these problems it would be in wiring harness, sometimes you just need to take a break from it because you can get blind to it, being right in front of you.
Thanks Warren, please keep us up dated. Like to see what you find, sure you will get it running.
We love this guy, he can fix ANYTHING..!
Keep fighting it Warren 👍🏻
Warren,your the best thing on youtube
Warren you the man! God Bless!
Good morning
Man what happen to the days of changing oil and regular up keep and getting years of little problems
@1:03
I just read within the last few days that Cummins is making the Paccar engines to the Paccar standards.
A couple of years ago, I was in about a 3-year-old Kenworth that had a paccar and that crappy crap crap crap Eaton auto shift.
In the rolling hills of West Central Wisconsin, I would just ignore the ding ding ding from the dashboard and keep it in manual mode on the transmission.
I have to say, for a 13-liter, if it came with even a 10-speed, but especially if a 13-speed, I would not have minded driving the engine one bit in the Midwest.
This may have been the only 13 liter engine that accelerated enough on an entrance ramp to a highway where I wasn't disappointed in its torque.
Your a hell of a good mechanic. Most would have just thrown in the towel and never finished the job. You’ll get it figured out I’m sure.
Warren, thank you for sharing the video with us, I appreciate it!
We have six MX engines, they are all a pain in the butt when it comes to bleeding air from the system. We've had numerous issues with getting them primed when filters are being changed, and have had the regulator on the block fail twice on each of them. As was said earlier they'll start with as little as 2-3 lbs of supply pressure when they are fully primed and bled. It sounds like there is an airlock based on how it's cranking.....ours sound just like that for a LONG ass time while we try to bleed them and it normally takes two people to do it--one to crank and someone else to pressure bleed it. We have also had those filter housings crack near the fitting ports where someone at DAF/PACCAR overtightened them--found that by accident one day when we broke one off trying to bypass the system--and they suck air making them near impossible to restart after loss of prime. I hate them and feel for ya.
Love your videos warren you teach me so much. Thank you 11:51
👍👍👍👍👍👍👍👍👍 keep it up warren theres no such word as can,t do it!!
Statistically lift pumps on these engines are very solid an almost never fail. And previously someone commented that around 3 psi on low side is enough to start if high side is good. I would try yo disconnect high pressure pumps electrical connectors one by one and try. Also disconnect ePRV and try again. Also I had occasion when injector hold down bolt was loose and compression went inside fuel injectors fuel supply gallery in cylinder head. You would have air bubbles on fuel output back to tanks even if input fuel is without air.
Hope this can help. Best of luck !
I have the Powerprobe 4, just the one You have Waren. I ordered it a couple of years ago from the USA. We in Europe coudn't buy it that time. I also ordered the accesorykit. The pins for puncuring cables where in there.
I had the same problem with my fuel filter plug-up. The truck stop I was using was dumping old motor oil from oil changes in with their fuel.
Hey Warren, I just started watching this video and I am sure it will have some great points. I just want to make you aware that the left sound channel does not work on your recordings. I think you recently received a different camera from another RUclipsr. I think this is about when this started. I often listen with ear phones and this can be a bit annoying. Sorry if this fits into your category of petty complaints but just wanted to make you aware of it. All in all great videos, been a subscriber for 4 or 5 years.
Thanks for sharing partner and Happy Belated Thanksgiving! Sorry I missed you I’ve been going non stop just trying to keep everyone running! Keep plugging away my friend 👍
Had a Scania 6 months ago do the same thing with the vgt. It was stuck and engine would not start , arm would cycle but the ring was stuck closing off the exhaust. Kicked my but for a day till I figured it out.
Good night warren ....check the power steering pump internal drive coupling ...i see one kw t660 truck the steering wheel was hard and the engine stoped...was the steering pump
After retiring after 40 plus years of doing mobile service work theres allways one or more projects like yours where your ready to throw your hands up and walk away but we're too stubborn to do that .Good luck Warren i'll soon be in your rear view mirror😁
You’re on to it with the leakage. It reminds me of the Mercedes MBE4000. When they had leakage between the fuel transfer tubes and the injectors they would not start. Mercedes had a whole procedure to torque them in and seal correctly. We were not allowed to reuse them at our dealership.
What a mess eh . You will get to the bottom of it
Awsome video Warren. Thx for sharing
Safe travels. Have an awsome day . Looking forward to the second part of this video
Cheers
I had a jcb with a faulty stop switch on the pump . Wander if your motor has the electrical stop.or a separate switch .say for theft protection .
You right about the prime in the system, i been call to do a simple oil change an after replacing the fuel filter can't start the thing, when a fuel system is week, that happens sometimes
You haven't put a voltmeter or pico waveform thing on the injectors yet? Is there a way to crack open the injector's final fuel fitting before it enters the block? Should see fuel squirting out during crank. I know these are elementary ideas, so is it that this machine won't let you do elementary checks and forces you to rely on computer readouts? Is there a compression release for easier starting that is stuck open? or a security immobilizer stuck, or any kinda kill-switch for safety, such as the hood latch or something dumb?
I don't have any of them leads yet but I got some of the back probes that Snap-On sells. They're a real small thin sharp needle attached to an alligator clip.
The black residue on the filters is asphaltine. This is normal for common rail fuel systems.
The high pressure & heat in the rail molecularly changes the fuel back to its base asphalt component. The fuel supplier I worked for added Power Service to their fuel to combat Asphaltine.
😂
Also check the screen inside the primer pump for being plugged or possibly damaged. Also did you soak the unit pump lifters in oil to prime before install? The orings that seal the fuel filter housing to block also have issue’s. Not sure if you pulled it off when you did the engine work, but a new redesigned filter housing was also updated to help rectify issue’s with sealing along with new updated fuel lines from pump to housing. Also check the fuel lines at the manifold with the compucheck fitting. Is it possible you crossed the lines from the separator when you reconnected? Just trying to throw ideas at you.
fn engines/mechanics so frustrating. Always something. Thats why i hate working on stuff. so praise to you, you will get it goin. great videos as always
Great work boss 👏... only the strong survive ,, your smart I think you'll figure this one out eventually keep us informed
Warren, I know you hate the way the engine is built, designed, and how service works on it, don’t give up on it. Master this beast. Keep doing more Paccar stuff. No one else but the dealers are doing these. Be the only other one man. You’ll have customers lined up.
i love your work, you are a legend
Yeah, I’m in a similar situation with the generator I just hope I can get on the right track too
We had one like that one time our engineer measured the voltage from a mag pickup and found it a little low. That sensor when you install it you turn it in till it contacts a gear tooth it is looking at and back it out 3/4 of a turn and lock the jam nut. So he decided to just turn it in a little bit to get more voltage out of it. There was a slight buzz as the machine was running and he backed it out slightly and locked the jam nut. The voltage never changed so he left it. A year later the customer called the unit was shutting down for no reason. I went out and it was an intermittent problem but it was getting worse. After looking high and low for three days we pulled that speed sensor mag pickup and found the thin metal cap between the outside world and the coil unit inside had been sheered off. No apparent other damage was visible just the end cover was gone. The customer helping me then told me the story of my engineers folly from the year before. We replaced it,set it right and the unit ran up no problems. The coil wire in those is as small as a fine hair and we figured there was a break in it that would lose the signal for enough time to stop outputting but it would not throw a speed sensor fail because it would start reading right away again. One other thing about this unit it has two speed sensors on it. One feeds the panel indicator and the other goes to the controls. The one we replaced was the control unit one.
A great big Hello from Canada, Warren. Kindest regards,Bill 🇨🇦