Hi team,
makes sense to eliminate by checking any possibilities that come to mind or mentioned--that part can likely be crossed of a list of probables and not cloud judgement to seeing other issues.

I was always taught to start with the simplest things and work your way through even seemingly not related conditions.
Have fixed things fixing seemingly unrelated issues and finally had a beast that worked as designed.

Other thing is if this engine has a rack limiter plunger for low oil pressure, as TC Tractors describes, is to crank until oil pressure shows on gauge, quickly move operators Gov. control to Shut Off and immediately back to half speed.
The rack lever can hold tight enough against the oil moved limiter plunger and restrict it from retracting and so allowing full governed rack for starting--used to see this often on fresh rebuilt engines I ran on the dyno.
More often than not once initial start has taken place the engine usually started with the limiter in play.

Sorry for more waffle.
Cheers,
Eddie B.

Edit,
removed wrong style rack limiter--Thanks OM for pointers to true type

That's not at all like the rack limiter works on the D9G. There is no plunger. Start up rpm is controlled through the decelerator using engine oil pressure to couple governor control.

I would like to bring up post 34 as a few verbs are tagged together on the rack limiter, no oil pressure no throttle, anyhow the pump case has a plate on the bottom that can be easily removed to check out the camshaft, just a thought under the new hand primer their is a valve housing has this been stripped and checked? I did notice the bleed valve on the pump has no hand wheel? is it still workable? tctractors

"tctractors" wrote:

I would like to bring up post 34 as a few verbs are tagged together on the rack limiter, no oil pressure no throttle, anyhow the pump case has a plate on the bottom that can be easily removed to check out the camshaft, just a thought under the new hand primer their is a valve housing has this been stripped and checked? I did notice the bleed valve on the pump has no hand wheel? is it still workable? tctractors

Not sure what you mean by bleed valve on the pump? Are you referring to the Vent Valve where the service manual says to bleed from... When looking at it it appears not to be correct meaning the setup seems like someone took it out and put something else back in its place...I have used it and followed the correct procedure according to the service manual... Let me know maybe I need to replace that and re-bleed the system....I know it is not the correct vent valve.... Can Someone send me the correct part number for the air vent valve...

According to the service manual the air vent valve is located on fuel filter housing adapter. It is between the filters and the injection pump housing.

Hi, gvanhouten.
Looking at your last video. it appeared that the smoke from the exhaust changed from white to grey after the first couple pf rotations. If I am right, this would seem to indicate that the engine is TRYING to fire. It may be that it is not getting enough fuel or it may be lack of compression but I'm noe 'ex-spurt' so I'll leave it at that.

Just my 0.02.

"gvanhouten" wrote:

Not sure what you mean by bleed valve on the pump? Are you referring to the Vent Valve where the service manual says to bleed from... When looking at it it appears not to be correct meaning the setup seems like someone took it out and put something else back in its place...I have used it and followed the correct procedure according to the service manual... Let me know maybe I need to replace that and re-bleed the system....I know it is not the correct vent valve.... Can Someone send me the correct part number for the air vent valve...

According to the service manual the air vent valve is located on fuel filter housing adapter. It is between the filters and the injection pump housing.

The needle assembly is a 2A1927 plus gasket 2A3885. If the valve seat is buggered up that's a 8F1397.
tc is referring to the two check valves in the base of the hand priming pump.

I don't know what your expecting to come gushing out of the injection pumps.
Under test at a 0.175" (full load) rack setting it would take 250 strokes at 125 rpm to produce 91 to 97 cubic centimeters of fuel to pass requirements. That's about 0.0128 ounces per stroke. Barely if even detectable.

Good bit of mathematics O.M. also correct on the vent wheel and valves below the hand pump, the rack travel on D9's is not great from the Zero position using the gauge, anyhow this must be something simple stopping the start up. tctractors

Still waiting to hear what the decompression shaft position is in. The decompression position just barely lifts the intake valves, maybe still enough back pressure to get some chuffing but no go.

"Old wrote:

Still waiting to hear what the decompression shaft position is in. The decompression position just barely lifts the intake valves, maybe still enough back pressure to get some chuffing but no go.

It’s spinning over pretty well to me. I’m wondering if the compression is a bit low from sitting. Two cylinders seem to almost catch better than the others in George’s last video. If the decompression is ok and he gets it running, he should work it hard for a bit to seat the rings again. This was my experience compression wise on the d6b anyway.
Feels like it’s close to lighting off.

"Dizzel" wrote:

It’s spinning over pretty well to me. I’m wondering if the compression is a bit low from sitting. Two cylinders seem to almost catch better than the others in George’s last video. If the decompression is ok and he gets it running, he should work it hard for a bit to seat the rings again. This was my experience compression wise on the d6b anyway.
Feels like it’s close to lighting off.

Is there anything I can do to help seat those rings??? I have soaked the cylinders with Mystery Oil with the glow plugs out overnight and then turned over the engine to prevent hydro lock...