CIS gurus, please advise (tech)...

[bmcgarvey at gmail.com (Brian McGarvey)]

Allyn,
Brian H. just had a very similar problem. It turned out to be a
thermal expansion problem. The plate was probably centered when the
weather was cold. as the weather got hotter the plate expanded (round
== in all directions) and touched the side of the housing getting
stuck until it is sufficiently cold.

Try a re-alignment on the plate.

Brian


On 8/23/06, Allyn <amalventano1@tds.net> wrote:
> Fellow listers,
>
> OK, so the Rieger is playing games with me as of late.
>
> Background:
> A few months back, on a particularly hot day, wouldn't start after being shutdown hot for 5 minutes.  Gave an initial sputter but no
> continuous fire, suggesting there was some fuel, but not continuous.  After 10 more minutes of waiting, fired right up.  Problem did
> not reappear until recently (below).
>
> Problem:
> After filling up on gas (also a pretty hot day, a few weeks ago), no start.  Acting identical to last time (brief sputter as
> cranking begins, but no complete start).  I let it sit for a day - no dice.  Have to pull 'er home from the base.  Weeks go by -
> still no dice.  I start troubleshooting:
>
> - spark perfect (as suspected).
> - Cracking a fitting loose reveals cold start injector has full fuel pressure and flow supplied from fuel distributor.
> - Cracking an injector line fitting loose reveals no (0) fuel pressure or flow from the injector line outlet of the fuel
> distributor.
> - I crack the other 3 lines - same result.
> - With all 4 lines cracked, and the air flow sensor plate lifted, I cycle the fuel pump again - no flow.  I note that sensor plate
> does not appear to have 'normal' resistance to lifting (it has significantly less).
> - In this condition, I crack the cold start injector line again - plenty of pressure and flow.
> - I lower plate, secure fuel pump, allow all pressure to bleed away through cold start line.  I then lift the plate.  Doing so
> causes further fuel to come from the cracked fitting (from the top of the control plunger I assume - the volume seemed sufficient).
>
> So... I'm thinking DPR, but I've honestly never seen one fail in such a manner.  It would have to have failed completely shut (or
> for some reason being given full reverse current from the controller), in order to cause these symptoms.  Is there some other path
> through the fuel distribution block that I should check on?  Any other imput here is welcome, as I intend to tear into it further in
> the morning.
>
> Thanks in advance
> Al
>
>
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