Kubota V2203 in a Carrier Ultima 53 Reefer Unit. NEED HELP please

[boost7]

Need help with my Carrier Ultima 53 unit. I recently had a friend of mine rebuild the Kubota 2203 motor which blew last summer. When it was disassembled, it was discovered that cylinder 3 ran lean and bent the rod and blew the piston ring. Long story short, i put the motor in a few months ago; however, am having problems getting it running properly. By no means am I a diesel mechanic, so I am having problems troubleshooting the unit.

>When i turn on the unit for the motor to start, it goes through starup diagnostics and attempts to turn over, however, it just cranks. If I push on the throttle slightly, it will eventually start up but this is when all **** breaks loose. The motor immediately goes into a very rough idle, AT FULL THROTTLE with plenty of white smoke coming out the exhaust. If I power down the unit, the motor will not shut off and keeps running AT FULL THROTTLE. Only way I can shut the motor off is if I cover the intake feed tube. My suspicion is it is not running on fuel and strictly buring oil which is why it is not responding to the shut off, but I honestly do not know. Please, anyone familiar with diesels, I can use your help.

I have already replaced the the fuel pump puller/primer assembly and have also tested the engine stop solenoid and both the holder and the pull function are working correctly. Am I not priming the motor properly, is there something I am over looking.

PLEASE HELP..

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[JRLIII]

First guess bad fuel injector. If a injector is stuck open it will spray fuel into the cylinder till the engine stops due to constant pressure in the fuel system

 

[junkyardwarrior]

First guess bad fuel injector. If a injector is stuck open it will spray fuel into the cylinder till the engine stops due to constant pressure in the fuel system

Very possible that it's running on it's own oil, but for that to happen, there has to be an avenue for oil to get into the top end of the engine. Some (many) diesels are required to re-route crankcase gases back to the intake manifold. Usually there'll be a hose that runs from the valve cover to the intake manifold. If you remove the hose from the intake and plug the hole, then start the engine, you'll know real quick where the problem is. If there is a lot of oil coming out of the hose, then you either (1) have a lot of blowby or (2) the oil level could be over-filled (3) there could be diesel in the oil-causing it to be overly-full, which then allows the diluted oil to puke through the vent hose and into the intake manifold. If you find fuel in the oil, it's entirely possible that the lift pump has died. Normally Kubota's will have a little mechanical fuel pump that supplies the injection pump. The mechanical pump (lift pump) is run off of the fuel camshaft and has a diaphragm inside of it. IF the diaphragm ruptures, it will fill the crankcase will fuel. I doubt there's an injector problem....with these mechanical injected engines, fuel is shut off at the injection pump rack, as opposed to electronically turning off the injectors on an electronically injected engine.


I've seen a handful of failed lift pumps over the years, and on the newer ones that have CCV (closed crankcase ventilation) it will self-sustain and run away if the oil level gets really diluted. Turning off the injection does nothing. You'd have to cut the air to stop the engine in a case like this.

It is possible that the injection pump itself could have a problem as well. Not likely, but I've seen that too...where the shutoff solenoid wouldn't move the rack (stuck) and it would run away. One of them I saw pegged the 4k tach, tech could not get to the air supply to kill it and it self destructed.

Never messed with reefer engines, always tractor engines-and I'm assuming that the governor and injection pump are similar.

 

[Recoveryhill]

Very possible that it's running on it's own oil, but for that to happen, there has to be an avenue for oil to get into the top end of the engine. Some (many) diesels are required to re-route crankcase gases back to the intake manifold. Usually there'll be a hose that runs from the valve cover to the intake manifold. If you remove the hose from the intake and plug the hole, then start the engine, you'll know real quick where the problem is. If there is a lot of oil coming out of the hose, then you either (1) have a lot of blowby or (2) the oil level could be over-filled (3) there could be diesel in the oil-causing it to be overly-full, which then allows the diluted oil to puke through the vent hose and into the intake manifold. If you find fuel in the oil, it's entirely possible that the lift pump has died. Normally Kubota's will have a little mechanical fuel pump that supplies the injection pump. The mechanical pump (lift pump) is run off of the fuel camshaft and has a diaphragm inside of it. IF the diaphragm ruptures, it will fill the crankcase will fuel. I doubt there's an injector problem....with these mechanical injected engines, fuel is shut off at the injection pump rack, as opposed to electronically turning off the injectors on an electronically injected engine.


I've seen a handful of failed lift pumps over the years, and on the newer ones that have CCV (closed crankcase ventilation) it will self-sustain and run away if the oil level gets really diluted. Turning off the injection does nothing. You'd have to cut the air to stop the engine in a case like this.

It is possible that the injection pump itself could have a problem as well. Not likely, but I've seen that too...where the shutoff solenoid wouldn't move the rack (stuck) and it would run away. One of them I saw pegged the 4k tach, tech could not get to the air supply to kill it and it self destructed.

Nice reply, very concise and accurate reply.

What I didn't understand in the OP's description is having bent a rod and damaged rings from the #3 cylinder "running lean". Running lean implies insufficient fuel injected into a cylinder. How could this condition bend a connecting rod? On a diesel a bent rod usually implies hydrolock or perhaps crazy overspeed? Am I correct to perhaps consider that the present issue with oil or fuel oil mix being dumped to the intake could cause a degree of hydrolock and both the initial failure and present problem are related? The volume of air in the combustion chamber must be within a close range of what the piston/rods are designed to compress. Any excess liquid in a chamber raises compression beyond design tolerances and the rings and connecting rods are the weak links.