1) Safety and preparation
- Theory: fuel systems can be under high pressure, are flammable and contaminate-sensitive. Isolating the system and protecting yourself prevents injury and new faults.
- Do: stop engine, cool, disconnect battery, relieve fuel pressure at the test port or by opening bleed screw, wear gloves/eye protection, contain fuel. Have the MF20 service manual/specs to hand.

2) Confirm symptom and narrow cause
- Theory: symptoms (hard start, loss of power, black/white smoke, rough running, visible leak, fuel smell) point to either low fuel pressure/flow, poor injector spray, or external leak. Distinguishing electrical/air issues from fuel is first.
- Do: note exact symptoms and when they occur (idle vs load, warm vs cold). This determines whether the rail, injectors, pump, regulator, or lines are suspect.

3) Visual inspection of external components
- Theory: external leaks, cracks or loose fittings reduce rail pressure and allow air in; contamination ingress causes blockages.
- Do: inspect rail body, fittings, hoses, banjo bolts, clamp brackets, and return lines for fuel, corrosion, cracks or loose fasteners. Tighten fittings to spec or replace damaged hoses/banjo bolts.

4) Check supply and feed (low-pressure side)
- Theory: the rail relies on a steady supply from the lift/transfer pump and clean fuel from the filter. Restricted feed starves the rail even if high-pressure pump and rail are fine.
- Do: inspect/replace primary/secondary filters, check lift pump operation and inlet for air leaks, confirm unrestricted feed by observing pre-filter fuel flow or using a hand pump test. Repair/replace filters, lines, tank screen as required. Fixes low-pressure starvation and air ingestion.

5) Relieve and test rail pressure (diagnostic)
- Theory: the rail must hold a specific pressure under load. A pressure gauge (installed at the correct port) shows whether the high-pressure pump and regulator/relief are working and whether the rail leaks down.
- Do: attach a calibrated fuel-pressure gauge to the test port, crank/run and observe pressure against MF20 specs at idle and under commanded load. If pressure is low/unstable, the problem is pump/regulator/leak. If pressure is correct but engine runs badly, suspect injectors or injectors’ spray pattern.

6) Leakdown test and visual leak check
- Theory: a cracked rail, leaking injector seals or loose fittings will allow pressure to bleed off and/or spray fuel externally or into cylinders.
- Do: pressurize rail to spec with gauge, isolate and watch for pressure drop. Locate external leaks visually. Fixing the leak (replace rail or seals) restores the rail’s ability to maintain design pressure.

7) Inspect and service injectors and their seals
- Theory: injectors return flow to the rail and must seal at the rail-to-injector interface. Worn injectors can leak internally, return excessive fuel, or have poor spray leading to misfire, smoke or high return flow that drops rail pressure.
- Do: remove injectors, inspect nozzle and body for wear, carbon and sealing washers/O-rings. Test nozzle spray patterns on a bench or by professional injector tester; measure return flow. Clean or replace injectors and replace all sealing washers/O-rings. Replacing bad injectors restores correct atomization and prevents pressure loss through excessive return flow.

8) Check and service rail pressure regulator/relief valve
- Theory: the regulator controls rail pressure by bleeding excess back to tank. A sticking or worn regulator causes overpressure spikes or inability to build pressure.
- Do: remove, inspect and bench-test or replace the regulator/relief valve and its spring/seal. Cleaning sometimes helps but replacement is common. Fixing the regulator restores correct set pressure and stable fuel delivery.

9) Clean or replace the rail if internally contaminated or cracked
- Theory: internal debris, corrosion or cracks in the rail restrict flow, block ports to injectors, or cause internal leaks and pressure instability.
- Do: remove the rail, flush with clean solvent/approved cleaner, blow through feed and injector ports, inspect for cracks or pitting. If internal contamination cannot be removed or if cracks/corrosion exist, replace the rail. A clean/undamaged rail restores equal distribution and prevents intermittent starvation.

10) Replace fuel lines, banjo bolts and seals
- Theory: degraded fuel hoses, collapsed lines or damaged banjo seals let air in or lose pressure at fittings.
- Do: replace any suspect low- or high-pressure hoses and all crush washers/seals on banjo fittings. Proper seals and hoses eliminate leaks and air ingress.

11) Reassembly with correct torques and new seals
- Theory: correct assembly torque and fresh seals prevent leaks and ensure proper clamping and alignment.
- Do: install injectors/rail/fittings using new seals, torque fasteners to MF20 specs. Improper torque or reused crush washers cause leaks that recreate the fault.

12) Post-repair pressure and leak test
- Theory: verifying pressure and leak-free condition under operating conditions confirms the repair.
- Do: prime fuel system, run the engine while monitoring rail pressure under idle and load, recheck for leaks. Pressure within spec and stable under load means the repair fixed the root cause.

13) Functional verification under load
- Theory: some faults only show under load (pressure drop, injector return flow issues). A road/test bale verifies reliability.
- Do: operate the baler under typical load, watch for smoke, poor running, or pressure dips. If symptoms persist, repeat targeted diagnosis (injector bench test, pump inspection).

How each repair step fixes typical faults (summary)
- Replacing seals and O-rings: stops external leaks and air ingestion, allowing the rail to hold pressure and preventing vapor lock/pressure loss.
- Replacing or servicing filters and lift pump: restores steady clean feed so the high-pressure pump and rail are not starved.
- Cleaning/replacing rail: removes blockages and eliminates internal leaks or cracks that cause uneven distribution and pressure loss.
- Servicing/replacing regulator/relief valve: restores correct set pressure and stability, preventing both over- and under-pressure faults.
- Testing/replacing injectors: restores proper spray pattern and limits excessive return flow; fixes misfire, smoke and pressure bleed-through.
- Replacing damaged hoses/banjo bolts: eliminates leaks and maintains pressure integrity at connection points.

Final notes
- Always match parts and pressures to the MF20 specifications. Incorrect pressures or torques create new failures.
- After repair, monitor for recurrence; recurring leaks or pressure loss usually points to a missed leak, failed component (regulator or pump), or contaminated fuel source.
rteeqp73

Massey Ferguson 20 Bailer Knotter Trouble! Part 1. Hay Making With Old Machines The knotters are giving trouble. At the end of last season she missed to tie the last four bales. I did them by hand as I had almost ...

Massey Ferguson 128 baler cutter removal

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