To attach a .rec file, open the Diacom 'record' file and right click on the file or files you want to attach. Select "Compress to...", and select 7z file.
It will take a few seconds before the 7z file shows in the folder. These can be attached.
I'm air grabbing here.
I suspect the high pressure relief fuel goes back into the fuel supply port's line against its 65 psi max pressure. The diagnostic manual states the supply pump is PWM to regulate its pressure, so I assume it would back off to compensate. ....haven't seen this on with...
Still digesting what I've learned from you and @muc.
HPFP is PWM.
Earler this summer I was chasing a performance problem on my G5 250 hp engne. Muc suggested my low cranking voltage, similar to yours, could be messing with the ECM initialization. I replaced my four year old battery and saw some...
I'm seeing the same data.
I took a closer look at the engine workshop manual and sure enough, a connector is shown on the rear of the HPFP. Also spent time studying the ECM wiring. Each rail has a connector, and per the OP the starboard gets a signal from the ECM for fuel pressure.
I got bleary...
I'm trying to invalidate my theory that the HPFP displacement is fixed. I'm mostly relying on VP's part diagrams per the attached link. I'm using my 2022 250 hp G5 engine s/n which I believe is identical to yours sans ECM.
The HPFP shown doesn't show a harness connection. But both port and...
Great, I see you also have the ECG diagnostics manual. When I say X-fer I'm referring to the two stage supply pump.
I've been searching the manual for an ECM pin out diagram to see where/if the ECM regulates HPFP pressure. I can't find anything. The previous page 54 states the ECM is comparing...
Sounds like you have Diacom or similar. I believe the 2000+ psi direct injection pump is unregulated from what I see. It is cam driven and reaches max pressure at fairly low engine rpms. There may be a return/relief valve, but I don't recall seeing it in my manual. The injectors are PWM...
I had some good learning with my G5 VP 4.3 direct injection. The fuel is delivered to the rail through a two stage electric transfer pump. IIRC the low stage delivers 10-20 psi, the high stage 55-75 psi. Both stages have pressure test ports.
The fuel is sent to a cam driven high pressure direct...
Thanks @muc. Per your longer reply, I'm not too worried about U joints or a gimbal bearing in a dry DS bellows. VP recommends changing this @ four years. I'm getting due, but have to fab up an adapter for my chain hoist to pull the drive. ....long swim platform complications. Alpha II was all...
Makes sense. My local shop rate is $150/hr. Likely $300 for the R&R. OEM assembly $700+.
I've replaced Alpha II Unis several times. Hydraulic press, plates and two different size sockets should work on a VP drive shaft. New crush sleeve and cap screw are peanuts.
Sierra and GLM have substitute...
I'm a long way from needing major repairs on my VP drive, but I've been checking the manual, special tools etc so I'm ready.
Volvo Penta Shop and my drive manual both say the U joints aren't replaceable. I'm having a hard time swallowing this.
Is it true?
Is there a VP p/n for these Unis? ...or...
A few years ago I bought a prop with a RubX and was using a 1/2" drive ratchet with the drive in gear to set the hub. I was surprised when I turned the prop shaft in either F or R. The plate clutch was slipping. I know my 250 hp 4.3 produces well over 300 ft/lb torque and I didn't come close to...
My pal is replacing the points on one of his Cruisers 350 cu in SBC engines with a hall effect replacement. He's asked me to help him time the engine.
If I can get him to get the engine s/n before then I will. Otherwise we will check the current timing one each engine an hope this is correct...
