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Tell us the life story of the injectors? OEM factory line, miles, fuel filtration, any water, 100% life on German quality diesel?

Rough running, hard starting, white or black smoke out the exhaust, white smoke out the crankcase vent tube.

Run a cylinder contribution test, I like to compare that with individual injector leak tests.

NEVER replace questionable injectors without running cylinder compression tests on these, may be putting $500 injector into dead hole that can eat a new injector like a chunk of gold.

Pull oil sample and send in to oil lab for diesel contamination in the oil, leaking nozzles are a fast engine killer on these. Leaking nozzles are a dirty bed partner of leaking return valves/connector tubes. EU car owners love their oil tests.

Engine testing is like investigating adultery, 1+1+1+1 =s winner winner she's out eating chicken dinner with another guy in bed.

In Germany? Only one choice for replacements, call Big Bang the Real Top Gun Bosch boys
 

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Whole injection system on the HPCR is "noisy". Worst is fuel line #1, no NVH snubber. Are the other 55 snubbers torqued down tight and locked with Permatex Blue?
You may have some wear in valve train, bent pushrods, worn cupped lifter face or sticky in bore, rough cam lobes, sticking valve stems.

Test the individual injector leakage amounts and post up after you make your blockoff tool.

Don't have time to research how Smarty displays cylinder balance.
Call Martin or his partner with the numbers and Smarty info, they have a close business working relationship with MADS Smarty. Will know how Smarty sequences their cylinder balance.

BBIs are the smoothest running injectors on the market for the 5.9/6.7. Should see much less variation on rail pressure at idle. <300 psi when all is correct with the 0.5s.

Don't rule out ring/piston/cylinder/valve damage until compression test is ran as last resort. I know, the truck owning mechanic is always perfect.
Eyeball blowby test on these is worthless

Any roughness problems with the connector tube threads in the head. These rust and throw off the torque down. Old tubes rusted?

Good luck.
 

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Those injectors will have the spray pattern of a Russian fire brigade with no water pressure. Build up of carbon affecting holes spray angles.

Soak ends of injectors in high strength solvent, MEK if you can get it otherwise acetone until clean.
Do you have VCO or SAC nozzles? Solvent soak will clean the SAC nozzles better, less pintle contact.

"Normal" wear for Cummins rocker wear. Smear with high moly ZDP assembly lube and put back together, will go for another 300K miles. Add extra ZDDP moly additives to your oil if you can still get the stuff in EU.
Use a high moly high ZDDP 15w40 diesel rated oil if you can still get the stuff in EU. The 15w40 does not drain off as much at shutdown, leaves more residual oil on valve train to withstand 0 oil pressure startup loads

LiquiMoly used to make some quality products that prevented most startup metal<>metal 0 oil pressure contact wear until there was an oil load bearing film

Looked like a pretty BIG ball to me to be sucking up?
But, then I'm no expert on balls
 

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Hope that was air from a compressor with a HEPA filter on the output to remove particles down to 0.3µ micron, 90% at 5µ.
Straight air compressor is as dirty or worse than the shop floor or gravel road
 

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Would not sweat the difference between 37lbs ft and 44lbs ft with new hand picked die besten Jungs BBI injector German high strength steel and the best HD Bosch 6.7 tubes.

Hell, English subs in WWII hit crush depth long before the German Uboats. It's the steel and construction. Favorite trick of the German U boat commanders, get the British sub in high speed pursuit, then head deep at steep dive angle. Horrible crunch sound on sonar

There's mathematical theoretical limits and then there is "Goddamn, I'm still alive" limits
 
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