greiswig wrote:
Easy, there. I didn't see anything where you hadn't touched the rail. In fact, the low pressure lines are not on the rail, and you said you unplugged a line on the rail, so by inference...
I wasn't trying to be a Richard, was just trying to make sure that what i did read out and was understood correctly, that is all. Sorry if it came across wrong!
gmctd wrote:
Correct, and my bad - I was mentalizing the fuel rail pic I had posted which was actually shown down-side up, making the fuel-return port appear to be on the passenger-side
At IGN on, begin crank , ECM commands FQS solenoid open and RPS solenoid closed, allowing instantaneous rail pressure rise to operational level - KJ may start at ~1800psi, but fast-idles around 5500~6000psi - ECM then regulates rail pressure by pulsing the FQS solenoid to control pumped volume into the rail, and pulses RPS soleniod to bypass excess unused fuel in the rail back to tank - if the fuel-return is gushing fuel during crank, could be a problem with the RPS fuel pressure solenoid -
However, there is never ever a fire-hose volume gushing thru the fuel rail, so normal bypassed fuel return should be minimal, even with injector-return, because ECM controls all volume thru the injectors, measured in CMM's cubic millimeters to CC's cubic centimeters - that is not a constant flow, but is the excess left over after each injection event, which at cranking should be minimal - faulted flow should be only somewhat more, and could be faulty injector - excessive fuel-return volume would cause excessive foaming in the tank - ECM controls fuel-return volume by regulating input fuel volume pumped from the tank - IIRC FSM indicates return flow rates
So by association, if the fps is letting fuel through during crank intervals, and it is supposed to be close ld without returning any fuel, this is an indication it is bad, correct?
Thank you for the valuable information!