Thread: New Hilux Fuel Consumption

Rite the s in scv is for suction, it is pre high pump pressure, works totally opposite to the way you are thinking
Your data logger may not be fast enough operating speed to see the whole picture
And 13 is two full years before the mk1 face lift let alone mk2 but sweet as

Originally Posted by longrange308

Rite the s in scv is for suction, it is pre high pump pressure, works totally opposite to the way you are thinking
Your data logger may not be fast enough operating speed to see the whole picture
And 13 is two full years before the mk1 face lift let alone mk2 but sweet as

Dragging this back up from the dead - replaced the fuel pressure modulation valve (what is commonly called the SCV) and yep that's the cause of the fault. Bosch uses the SCV to control pressure delivered by the injection pump to the rail - that's why in their lingo it's called a fuel pressure modulation valve and not a suction control valve. It took a look at the Bosch schematic of the system for me to understand the difference there, between the injection pump and the common rail the only item that exists is the 'SCV' valve which on the schematic is labelled the 'Fuel Pressure Modulation Valve' so this is the only thing that can control fuel rail pressure. Very definitely the cause of the fault, not only did it fix the limp mode issues I was having it also fixed a few other issues like running on after key off and occasional hard starting. I've got the old valve sitting there, at some stage I'll open it up for a post mortem and see what's died in it.

This ute is definitely PXII on the data plate - it has the 3500Kg tow rating (PXI were all 3250Kg as I understand it and Ford needed to change model classification to change the towbar rating - 3500Kg was a requirement for this vehicle for me purchasing it and the earlier version didn't have this). I hear what you are saying re the facelift, the facelift PXII's were 2014 model year onwards. There was about three minor changes between PXI and PXIII that didn't get a change in designation, a couple of internal freshen ups and the facelift.

Re: the datalogger, this thing is settable for it's sampling rate down to something like 20 or 30 times a second - problem is you can't store the data it generates at that sampling rate. The good thing with the fault I had is that it was very slow in terms of drop of pressure in the common rail in that the fuel modulation valve wasn't opening when the ECU demanded it which meant the "Fuel Rail Pressure Demanded" line from the ECU dropped to something like 1000Bar but the "Fuel Rail Pressure Actual" stayed much higher up near 2000Bar before slowly dropping back. "Fuel Rail Pressure Sensor Volts" (the actual raw readout in volts from the common rail pressure sensor) reflected the fuel rail pressure actual as it should have - the one thing I couldn't get was the duty cycle for the modulation valve and that's me not being able to find the code for the readout from the ECU not because the gear couldn't pull it off. This setup is able to do everything if not more than Ford's gear including coding replacement injectors and other offsets as well as the usual reading resetting or acknowledging DTC's - but I can tell you my confidence is far more of a limiting factor haha. No intention of bricking my vehicle through ignorance thats for sure!