I can imagine the fault codes appearing if the pump was disconnected, especially if ignition was on when done so.
Robski wrote:I would deploy 3 Channels at the fuel pump connector end to get an idea whats happening first, power,ground & current.
Either way you will see what is shorting whether its to ground or positive, & also a look at the pumps internal integrity, as those codes suggest,but i would get it on IDS also to verify those two codes .
Then the issue can be traced.
Good point.
One thing (of many) to check with the current clamp is how much is the pump drawing.
High can mean the pump is turning too slow - say fuel filter, grit or bearings.
Low can even mean the pump is blocked on input, running dry!
Best compared with a known comparison, or even if a fuel pressure sensor is scoped (the above 2 will read low pressure).
Knows pre-2000 Fords and R33's better than the back of my own hand.
Anything newer... I'm probably driving it
Sorry to interfere but would just to add a bit, over here on this rock Ive had loads of Mk1's all with fuel pump failure, our Foad main dealer keeps next to nothing in stock, everything has to be ordered in, I was very surprised they had a pump unit in stock, not 1 but 3, they parts guy said there cant be any Mk1's left on the road thats still running with the original f\pump, they all fail. I was also very surprised at the price the tank unit was just over 100 quid for a genuine Ford part, again the parts guy said Fords have done them cheaper cause they all fail
Thanks (again) guys. I am hoping to scope this Saturday afternoon if it stays dry...worst case I'll clear the garage ajnd do it in there, but it might be tight.
Key on, Engine off. Here we have the old pump (this is where the pump runs for 2 seconds at switch on to pressurise the fuel lines).
..and the new pump Key on, Engine off (where the pump runs for 2 seconds at switch on to pressurise the fuel lines).
However, we also have some interesting additonal waveforms..
Key on, Engine on (first start after installation of new pump). A few anomalies in the pattern, and also a steep drop off in current after each rotor. Could this just be the rotors needing to wear in?
Key on, Engine on, after a short drive to the fuel station and an elongated route home. Low current points look clean, however at about ¾ current there is an unusual shoulder present on every segment – what would cause this? Approx 5.03 -> 6.77A drawn
Key on, Engine on, with the engine running and additional loads applied (front & rear heated screens, full beam lights & fogs). Wave looks a lot cleaner, and closer to what was expected, although the peaks still seem to be flattened.
Current has now dropped to approx 4.37 -> 5.86 A (based on previous observations this is because the supply voltage will have dropped from the usual 14.4V to now being almost 12V – the Focus doesn’t not seem to cope well with both screen heaters on!).
Key on, Engine on,Taken immediately after previous, but now with the additional loads (f/r heated screens, lights & fogs) switched off. The shoulder has reappeared on the pattern. The current drawn has increased to 4.83 -> 6.38A (presumably as a result of the supply voltage now recovering back to approx 14.4V as the additional loads have been removed).
Thanks, my thoughts were similar. Allow the brushes to wear in, and do another test. Wasn't sure if anyone had seen these signs before, rather than us just assuming.