Ok peeps.

After taking the injectors to a specialist to be tested and then being told that it would be a week before I got them back (after the mofo said it would be next day on the phone) I decided to drag the Multipla back home so it could die on the driveway in dignity. Before I could do that I had a text from a good mate who told me he had manky Multipla in his field that he was going to weigh in next week, and would like any bits from it before it went? Naturally I begged the injectors from him and drove down today to extract them.

Three of the injectors came out fairly easily but the fourth just wouldn't budge. Without access to an extractor I was pretty stumped so I did what any hardcore Fiat fan would do and used a crow bar with a scaffold tube extension. After 45 minutes of sheer mechanical carnage the injector was out, however the engine in the area around the injector was completely destroyed by my crowbar antics, I also bent the injector.

Back at the garage I stuck the injectors in and churned the engine over...... nothing.... a bit of easy start and off it went! Even the bent injector is working OK.

The guy at the garage looked amazed when it burst into life, as he was sure that the injector pump is borked. He's still convinced. We'l see. It felt good driving the Multipla away anyway.

I dunno why they need to be coded in, as it still runs even with totally alien injectors fitted, maybe its to fine tune the pulses or something?

Now, the engine isn't running A1 and the "new" injectors are pretty noisy- they came from a 250k engine so as soon as the other injectors are tested/fixed i'll stick them back in.

Oh, and the MOT ran out last week. Feck.

In summary. Any injector seems to work, these ones are from an X reg.
Also, I shouldn't be allowed near cars with a socket set.

Next day, no start. No fuel at the injectors from what I can see.

BALLS.

Hi, I am new to the forum, can you tell me if the replacement sensor needs to have an identical part number and if it can only be purchased from a FIAT dealer? Cheers

Hi, I got the crank sensor from Euro car parts, just have them my reg and they supplied the correct Bosch part.

Bit of an update on this, The guy testing the injectors says one was stuck open and was dumping fuel into the cylinder, so that would explain the low rail pressure. All could do with new nozzles though! I've now got a usable set but I'll need to get some new injectors eventually. I recon the current non starting issue will be down to one of the injectors being physically bent. I don't see how it can be working properly anyway. I'll chuck a set of known good injectors in and will hopefully have a fully working Multi!

The fella is sure these Injectors DON'T need coding, infact, he told me to ignore anybody who says otherwise.

Tested injectors back in complete with new washers, till no start. There is fuel getting to them though, although I don't think the pressure is very high. I cracked off an injector pipe and there was a bit of a hiss and a dribble of fuel. I was under the impression it would explode and a jet of diesel would sever my head or something.

Do these HP pumps have a stop solenoid on them? Is there a fuse or relay that controls them?

I'm getting fed up now

Have you tried lashing easy start down it's throat?

Yes, lashings and lashings of easy start. It will go (sometimes) but won't start the next day.

The overflow pipe from the HP pump is pumping fuel out when the engine is turned over, surely that's not right?

Right, got stuck in to this, on my day off work.

Swapped the pressure regulator- DID NOT WORK.

Decided to change the whole HP pump- I found this can be done pretty quickly as you can bolt the pulley to the backplate through a couple of holes and this negates the need to take the cam belt off. Of course I ballsed this right up by turning the engine over the wrong way on the cam pulley bolt and causing the cam belt to slip over the crank pulley!:bang:!

After taking everything to bits I found the pump came off very easily, I wasn't looking forward to this job but it's all very straightforward.

Stuck it all together again and guess what? It still doesn't bastarding work!

I have no idea what the problem is now, but it seems like I've swapped the pump for no reason.

Have you a spare rail pressure sensor you could sway in/out??... When it detects high enough pressure on the rail it tells the injectors to open.

Also I'm sure there was a post very similar to this on the forum.. Battery was definitely mentioned...
How's your battery???

Found that thread. Twas the pump in the end!!

I do have a spare sensor, but I don't have a socket big enough to get the original out.

The battery was duff, but I've stuck in a nice big diesel job with plenty of power to spun the lump over.

Does the system need to be bled after taking the pump off?

Does it need to be programmed in or married to the ECU?

Well, this seems to be irreparable within a reasonable timescale, if at all so i'm going to bin it and get a ford Galaxy or similar.

To revisit an old thread: In reading up on injectors, I found this very useful thread:

http://www.alfaowner.com/Forum/alfa-147-156-and-gt/589081-156-jtd-injectors-important-update.html

which finally clarifies what does/does not require coding when it comes to injectors. Assuming, of course, those involved know what they're talking about!

In summary, all roundnose JTD's are CF2 or CF3 type (CF3 for the later 115 engines) and use the same injectors. Differences in Fiat part numbers are down to very minor variations in spec. Early squarenose Multiplas were also CF3 (i.e. the 115hp models). If you've got a CF4/Multijet 120 diesel, then the injectors are different to the earlier models and these do need coding to the ECU.

I had a long chat with one of the guys at the refurb place shown in the video earlier in this thread. As a guide, he said that JTD injectors are normally good for 120k+ miles before you need think about having them checked/refurbished.

Apologies for any misleading comments I made in earlier posts.