Diesel World - - Tech Discussion -

to rust and cor­ro­sion prob­lems that can cause stick­ing in­ter­nals, mean­ing poor ef­fi­ciency and con­tin­ued run­ning prob­lems. Sim­ple things like reg­u­lar fuel fil­ter changes, adding a qual­ity fuel treat­ment or even just buy­ing fuel from the right place can re­ally go a long way to­ward over­all in­jec­tor longevity. On some mod­els, crack­ing of the in­jec­tor body can also be an is­sue when run­ning ex­treme rail pres­sures.

After re­ceiv­ing a set of core in­jec­tors to be re­built, there are quite a few steps fol­lowed to en­sure that a “like new” topqual­ity prod­uct is as­sem­bled and resold. Re­plac­ing the com­mon fail­ure items, clean­ing ev­ery­thing in an ul­tra­sonic cleaner, mea­sur­ing tol­er­ances, flow bench test­ing and per­fectly matched in­jec­tion noz­zles are all used to en­sure you re­ceive a com­pleted set of in­jec­tors that can max­i­mize ef­fi­ciency, per­for­mance and driv­abil­ity. While a ba­sic re­man­u­fac­ture to stock spec­i­fi­ca­tions is most com­mon, In­dus­trial In­jec­tion can also re­build an in­jec­tor to ex­ceed fac­tory per­for­mance with their ex­trude honed in­jec­tion noz­zles and other in­ter­nal mod­i­fi­ca­tions. Us­ing a state-of-the-art ex­trude hone ma­chine, tech­ni­cians can run brand new OEM Bosch in­jec­tion noz­zles through the hon­ing process to en­large the holes in the noz­zle to im­prove fuel flow. There’s ev­ery­thing from a mild 50-hp noz­zle that can im­prove a truck’s mileage, power and street-ablilty with­out putting undo stress on the pow­er­train to all-out, com­pe­ti­tion-only, 500+ horse­power noz­zles for those want­ing to make a state­ment on the sled pull or dragstrip. Over the course of the last year, with the help of a new in-house en­gine dyno, In­dus­trial In­jec­tion has pushed mul­ti­ple Cum­mins past 2,500 hp us­ing their cut­ting-edge com­mon rail Cobra in­jec­tors.

Here you can see how ef­fec­tive the ul­tra­sonic cleaner can be in bring­ing this in­ter­nal pin­tle back to near-per­fect con­di­tion. The pin­tle in­side the in­jec­tor is what moves up and down to con­trol the in­jec­tion event. As fuel rail pres­sure builds and the in­jec­tor so­le­noid is sig­naled to move the ar­ma­ture, the pin­tle will move and al­low fuel to run to the noz­zle and be in­jected into the cylin­ders.In­dus­trial In­jec­tion’s com­mon rail in­jec­tor spe­cial­ist Coy Larsen in­stalls a com­pleted set of 5.9L in­jec­tors into the test bench to check them for proper func­tion and run­ning con­di­tion. The flow bench is elec­tron­i­cally con­trolled and uses a fac­tory CP3 in­jec­tion pump to give as close to an “in the truck” run­ning test as pos­si­ble. The test bench can check each in­jec­tor and find any is­sues be­fore they are sent out. If any in­jec­tor is found to be out­side the OEM spec­i­fi­ca­tion, or just not bal­anced well with the rest of the set, the tech­ni­cian can re­move it from the bench, ad­just and re-test as needed.

With the ar­ma­ture and other in­ter­nals re­moved from the bad in­jec­tor, you can see that the cor­ro­sion just gets worse the fur­ther into it you get. Rust and pit­ting all along the in­side of the in­jec­tor and threads tell the story. Proper fuel fil­ter changes, good clean fuel, fuel treat­ment and even the ad­di­tion of af­ter­mar­ket fuel fil­tra­tion sys­tems are all great ways to com­bat these sorts of is­sues.

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