I always thought this was the shutoff solenoid. I've been reading the manual too much or not enough today, and now I'm not sure. There is also a solenoid somewhere on the pump that controls timing for emissions control. I can't find clearcut info in the manual as to which is which.
and at Al's post offering a complete IP for sale, I don't think that is the shutoff solenoid. The shutoff should be further down on the pump, on the distribution head. I hope this one or its control circuit doesn't object to me force feeding it 12 VDC+
Matt B.
83 Maxima Sedan, LD28, 5 speed, white, 130k miles. My original Maxima.
83 Maxima Sedan converted from gasser, LD28, 5 speed, 2 tone blue, 230k miles 82 Maxima Sedan, LD28, 3 speed auto, 2 tone Gray/Silver, 140k miles
81 810 Sedan, LD28, 3 speed auto, rust, rust, and more rust!
The fuel cut solenoid is on the IP's head (that's the cast steel part that the high-pressure lines attach to), the lowest solenoid, vertical orientation, black wire.
Photo a little blurry but looks to me like that is the "Injection timing control solenoid valve." Above and slightly to the front of the HP distribution head, horizontally screws into the IP body. Electrical terminal faces rearward. Also has hose nipples for the injector spill tube and IP return fuel.
Don't think you hurt it by supplying it w/ 12VDC. Testing procedure lists this as a test ("check that it makes clicking sounds"). Of course that is with the ring terminal disconnected.
My '82 FSM shows clear location diagrams in the Emission Control System section, pp. EC-29, 30.
Yeah, after looking at it further, I came to the same conclusion. I tend to not trust color coding for positive ID, but in this case, it seems to be consistent.
This solenoid thing brings up another question. Why not use the electric solenoid timing advance as a cold start advance? The two systems seem to be redundant unless there is an appreciable difference in the amount of advance.
Matt B.
83 Maxima Sedan, LD28, 5 speed, white, 130k miles. My original Maxima.
83 Maxima Sedan converted from gasser, LD28, 5 speed, 2 tone blue, 230k miles 82 Maxima Sedan, LD28, 3 speed auto, 2 tone Gray/Silver, 140k miles
81 810 Sedan, LD28, 3 speed auto, rust, rust, and more rust!
Photo a little blurry but looks to me like that is the "Injection timing control solenoid valve." Above and slightly to the front of the HP distribution head, horizontally screws into the IP body. Electrical terminal faces rearward. Also has hose nipples for the injector spill tube and IP return fuel.
Don't think you hurt it by supplying it w/ 12VDC. Testing procedure lists this as a test ("check that it makes clicking sounds"). Of course that is with the ring terminal disconnected.
My '82 FSM shows clear location diagrams in the Emission Control System section, pp. EC-29, 30.
Thanks Carimbo,
The lack of an index can really make the FSM frustrating. I can remember having seen stuff that I can't find when I need it. The pages you reference do show the timing solenoid, but in my manual at least, don't show the shutoff solenoid.
Matt B.
83 Maxima Sedan, LD28, 5 speed, white, 130k miles. My original Maxima.
83 Maxima Sedan converted from gasser, LD28, 5 speed, 2 tone blue, 230k miles 82 Maxima Sedan, LD28, 3 speed auto, 2 tone Gray/Silver, 140k miles
81 810 Sedan, LD28, 3 speed auto, rust, rust, and more rust!
goglio704 wrote:Why not use the electric solenoid timing advance as a cold start advance? The two systems seem to be redundant unless there is an appreciable difference in the amount of advance.
The CSD affects the timing from zero to some RPM (and props the idle up, which is definitely needed in cold weather), and then has no effect. This differs from the EGR timing advance, which does not affect low RPM operation much, if at all.
Not to drift OT too far but it's a reasonable place to ask how the idle control gets bumped when the AC comes on? Although mine doesn't work I noticed when the button was engaged that the idle came up.
Yet another solenoid on the passenger strut tower, two vacuum lines to it (one falls off just about anytime you reach down to do anything with either fuel or oil filter). Triggered by the thermostatic switch in the evaporator, same as the compressor clutch.
Sends vac to the can on the cables sheave on the intake manifold, where you do not adjust the curb idle, only the A/C fast idle!
