his profile is here
https://www.pajeroclub.co.za/forum/memb ... ile&u=2023
Hi Chris,
Sorry but I was out of town. Please check your PM. Most big Bosch Diesel workshops should can test the injectors. SAC i Pretoria tested mine.
I will defenately start by replacing that diesel filter. The symptons points to a blocked filter.
Waldo Fourie
Sorry but I was out of town. Please check your PM. Most big Bosch Diesel workshops should can test the injectors. SAC i Pretoria tested mine.
I will defenately start by replacing that diesel filter. The symptons points to a blocked filter.
Waldo Fourie
Ek het laas week pryse gekry by die stealerships op injectors vir my 2001 3.2.
Die prys was R1449.93 +Vat per injector.
Die prys is eintlik nie sleg nie as jy dit vergelyk met 'n 2.5 Triton wat se injectors R3599.15 +Vat per injector is.
Dit lyk my die comon rail injectors is maar 'n duur storie.
Die prys was R1449.93 +Vat per injector.
Die prys is eintlik nie sleg nie as jy dit vergelyk met 'n 2.5 Triton wat se injectors R3599.15 +Vat per injector is.
Dit lyk my die comon rail injectors is maar 'n duur storie.
Just got a price for my 3.2 2006 injectors @ R1653 incl, - same as yours.
Part #: LME203961
Have decided to have the fuel filter replaced and then to take vehicle to reputable diesel workshop (thinking of Dup's Diesel) to hear what they have to say before I start buying anything else.
Part #: LME203961
Have decided to have the fuel filter replaced and then to take vehicle to reputable diesel workshop (thinking of Dup's Diesel) to hear what they have to say before I start buying anything else.
2006 Gen 3 Pajero 3.2 DiD SWB (aka Sho't Left)
Drawer System DIY
Burnco Front and Rear Bars
Hannibal Roofrack
Drawer System DIY
Burnco Front and Rear Bars
Hannibal Roofrack
If you injectors were that damaged you would be billowing black smoke out of your exhaust such that your rear view mirror would be black! Poor injector spray pattern through weak springs or worn nozzles causes incomplete combustion resulting in clouds of black smoke - especially under load.
There is a bug that prevails in diesel lives in the water and feeds off diesel. Once in your tank the diesel is turned into a sludge and eventual starts restricting your lines to the primary fuel pump before the diesel common rail HP pump. This restriction, reduce the flow and thus the engine is incapable of providing the flow required to go up even mild inclines.
The fuel filter will be blocked almost totally. If you start the job the first thing to do is remove the fuel filter break it open and inspect it for sludge type sediment. If found then have your tank cleaned and the lines to your fuel filter cleaned as well. There are products available from major oil companies to clean out the bug. They are all aware of it as it is bad news if it gets into a retail dispensing underground tank.
To do a test if your injectors are really shot have someone drive behind you when you approach a steep incline. If black smoke emissions from your exhaust increase considerably - like big time, then your injector are probably in need of an overall. Bottom end with springs are normally the answer. Some like to replace the entire unit but this is a waste and an expensive unnecessary exercise. Before replacing the injector ask the shop what is the break pressure range ( for when the spring retaing pressure is overcome) and what pressure your injectors are spraying at. More than 10 less means you need and overall. If they are nice guys they might also show you the spary pattern for each unit. This is done onto a flat surface where a thing diesel proof type paper is mounted. The spray pattern indicates wear of the atomising nozzles. Sophisticated shops have a photo triggered device that cpatures this on a fast digital shot at about 1/2000th. Quite a nice picture.
If you do find you have the bug, try to fill up at a place that has high turnover of diesel. If you suspect your tank is contaminated, unless it is cleaned the problem will always be there and you will be changing fuel filters on a weekly basis, with deteriorating success.
Good luck.
There is a bug that prevails in diesel lives in the water and feeds off diesel. Once in your tank the diesel is turned into a sludge and eventual starts restricting your lines to the primary fuel pump before the diesel common rail HP pump. This restriction, reduce the flow and thus the engine is incapable of providing the flow required to go up even mild inclines.
The fuel filter will be blocked almost totally. If you start the job the first thing to do is remove the fuel filter break it open and inspect it for sludge type sediment. If found then have your tank cleaned and the lines to your fuel filter cleaned as well. There are products available from major oil companies to clean out the bug. They are all aware of it as it is bad news if it gets into a retail dispensing underground tank.
To do a test if your injectors are really shot have someone drive behind you when you approach a steep incline. If black smoke emissions from your exhaust increase considerably - like big time, then your injector are probably in need of an overall. Bottom end with springs are normally the answer. Some like to replace the entire unit but this is a waste and an expensive unnecessary exercise. Before replacing the injector ask the shop what is the break pressure range ( for when the spring retaing pressure is overcome) and what pressure your injectors are spraying at. More than 10 less means you need and overall. If they are nice guys they might also show you the spary pattern for each unit. This is done onto a flat surface where a thing diesel proof type paper is mounted. The spray pattern indicates wear of the atomising nozzles. Sophisticated shops have a photo triggered device that cpatures this on a fast digital shot at about 1/2000th. Quite a nice picture.
If you do find you have the bug, try to fill up at a place that has high turnover of diesel. If you suspect your tank is contaminated, unless it is cleaned the problem will always be there and you will be changing fuel filters on a weekly basis, with deteriorating success.
Good luck.
2004 3.2DiD LWB, 2006 Club Cab 4x4
Hi Nicbasnicbas wrote:...There is a bug that prevails in diesel lives in the water and feeds off diesel. Once in your tank the diesel is turned into a sludge and eventual starts restricting your lines to the primary fuel pump before the diesel common rail HP pump. This restriction, reduce the flow and thus the engine is incapable of providing the flow required to go up even mild inclines.
Good luck.
Yesterday I had the fuel filter replaced.On inspection, rust particles and water was found in the filter
I also had the EGR valve inspected and it was found to be leaking. So I had the valve inlet and outlet blanked off.
I asked someone to drive behind me and I accelerated out a steep hill. There was no smoke whatsoever. I also did not feel any sluggishness. I guess that is insufficient proof as I still want to take her on a longish drive to see what happens at high(er) speeds when attempting to accelerate on a steep incline. Need to check fuel consumption as well, so too soon to celebrate but i feel positive about this...
2006 Gen 3 Pajero 3.2 DiD SWB (aka Sho't Left)
Drawer System DIY
Burnco Front and Rear Bars
Hannibal Roofrack
Drawer System DIY
Burnco Front and Rear Bars
Hannibal Roofrack
Hi Marius4ePikanini wrote:....Another possibility is that your egr system is finally causing problems (egr recycles exhaust gasses back into the intake for euro emission reasons - ............., a good idea would be to block off the egr system for the future)
Thanks for all the advice - appreciated.
WRT blocking off the EGR system, will there be no negative consequences as a result?
I noticed in another response you provided, you mentioned that "chipping may be necessary to avoid CEL" when blocking off the EGR...? Please explain and do i need to do the same now that I had the EGR blocked off?
Also, what is the purpose of the so-called "catch can" you also recommended?
Thanks
2006 Gen 3 Pajero 3.2 DiD SWB (aka Sho't Left)
Drawer System DIY
Burnco Front and Rear Bars
Hannibal Roofrack
Drawer System DIY
Burnco Front and Rear Bars
Hannibal Roofrack
Affiliate Member
on the gen3 chipping may not be necessary. In some gen3's and gen4's blocking the egr gets picked up by the ecu and it throws a check engine light on the dash (and sometimes send the car into limp mode)
There is plenty on google regarding oil catch cans but this link should get you started on how it works and what it's for
http://forums.vwvortex.com/showthread.php?3248273
There is plenty on google regarding oil catch cans but this link should get you started on how it works and what it's for
http://forums.vwvortex.com/showthread.php?3248273
With the EGR valve in place a certain percentage of the exhaust gas is recirculated to the intake manifold when the EGR valve is opened in response to ECU commands. When the EGR system is blanked off, all of the exhaust gas is obviously channeled out the exhaust at all times. This means that more exhaust gas (and gas at higher pressure) flows through the turbo charger turbine at certain times than was originally intended by the designers. Higher exhaust gas flow means that the turbo charger compressor can generate higher boost pressure than intended (a.k.a. over boost). This might be the reason for the check engine light and limp mode?
Gerrit Loubser 
2003 Toyota Land Cruiser 100 VX TD
2003 Mitsubishi Pajero 3.2 DiD LWB A/T Gone & missed
1999 Nissan Patrol 4.5E GRX M/T: Gone & missed
1996 Toyota Land Cruiser 80 VX 4.5 EFI A/T: SOLD
2003 Toyota Land Cruiser 100 VX TD
2003 Mitsubishi Pajero 3.2 DiD LWB A/T Gone & missed
1999 Nissan Patrol 4.5E GRX M/T: Gone & missed
1996 Toyota Land Cruiser 80 VX 4.5 EFI A/T: SOLD
Affiliate Member
I hate to argue with you as I'm probably going to end being wrong but hey, that's how we learn right.....Gerrit Loubser wrote:With the EGR valve in place a certain percentage of the exhaust gas is recirculated to the intake manifold when the EGR valve is opened in response to ECU commands. When the EGR system is blanked off, all of the exhaust gas is obviously channeled out the exhaust at all times. This means that more exhaust gas (and gas at higher pressure) flows through the turbo charger turbine at certain times than was originally intended by the designers. Higher exhaust gas flow means that the turbo charger compressor can generate higher boost pressure than intended (a.k.a. over boost). This might be the reason for the check engine light and limp mode?
The egr is never used at WOT so boost changes shouldn't be an issue.
On the other hand, if it had changed the boost the wastegate should take care of that???
If anything shouldn't the turbo spool up quicker lower revs but still peak at max boost allowed by the wastegate?