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Discussion Starter · #1 ·
I am a little confused about my result of the injector return fuel test. At idle fca plugged in 100ml per 1minute. That would be ok. With fca unplugged and 1000rpm I get 300ml per 15 sec. Should be max. 180ml in 30sec?! Can anyone help please? And yes, i'm only measure the injectors.
 

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Discussion Starter · #4 ·
Hi all,
the truck configuration is also in the footnote. but here: bbi .5 maybe 8 weeks old, FASS100 about 12 weeks old, performance and sound (no tick) were 2 weeks top of the tops, better than new, then starts ticking again. that's why i once filled up a tank of premium diesel. i´m read a lot about uls diesel. now it was quiet again for 2 weeks. 2 weeks later starts ticking again. now i added a little 2-stroke oil. again 2 weeks quiet. and now, exactly, ticking again. the ticking is over the whole speed range. at idle in P a little quieter, idle in D much louder. with 3/4 throttle to full it is not noticeable anymore. the exhaust is louder then. where i don't hear anything anymore is in pushing mode in cc lock. where according to smarty no injection takes place. does it make a difference if stock or over stock injectors for the Leak test?? i have measured with warm engine, FCA unplugged, 1000rpm, CP-3 in a separate bucket, PRV in separate bucket, injector return measured separately. Waited 10 sec. to stabilize. --300ml in 15sec. then i stopped. i think i don't need to wait 30 sec. i always hear a fuel tick. warm it gets better, but it is always there. no starting problems cold or hot. short loop after starting which is not showing in the dash but to hear and feel. maybe 8 sec. light grey smoke at idle and a smell of "coal" maybe. i can´t say diesel, but a strong smell. cold anyway. warm still quite easy. strong beating/bucking in cruise with od off and cc lock. Act.RP varies between 6500-7500 at idle speed. on the highway between 17000-21000. FCA and RP sensor are Bosch new. absolutely no blowby cold or warm, idle or speed up. i have taken an oil sample this weekend. still waiting for the results. oil level is always the same though. I still have to do a compression test, but the mileage is only 76K. i re-tightened the x-tubes with 57nm - 42ft/lbs two weeks ago.
then this weekend the leak test as above with these strange results. then checked the x-tubes again and tightened them with 42 lb/ft. maybe there were 1-2mm left to turn. did the leak test again with the same result.
I would like to rule out all forms of personal negligence before contacting Martin. He is really a great guy with a great product. i have to find the fault myself first and repair it if possible. so here are my many questions and descriptions.
I have checkt the balancing on the smarty. there are always 2 injectors from that range. what does smarty mean by bal#5. is this cylinder number 5 (i don't think so) or is that in the firing-order number 5 what cylinder 2 would mean?! however, if i remove the cable from cylinder 2, bal#5 will go all the way up. then i have exchanged the injector of cylinder 2 with the one of cylinder 3. now the imbalance is at bal#3 means cylinder 3. now the injector of cylinder 2 is in there and i have imbalance at bal#3. that would make sense, wouldn't it?
i´m also make 3 vids from RP and ticking catched with a stetoskop and put it in utube. it is allowed to link this here?
thank you already for reading the long post :nerd:
 

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Discussion Starter · #5 ·
pic1:
Injectors still in the "original" position

Pic2:
Injector from cylinder 2 and 3 swaped
 

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Discussion Starter · #6 ·
does anyone know the bosch-number (if they exist) of the rail plugs. where i can shut off single cylinder connections. sure on ebay, but it takes too long to ship. here at our hydraulic supplier the cones don't have the right angle. at 23000psi it should fit without damage the rail cone. i have an old injection pipe, i can weld it in case of need.
 

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Discussion Starter · #7 ·

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Discussion Starter · #9 ·
By the way, no codes all the Time. Unless I unplug cables.
 

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Discussion Starter · #12 ·
Hello rghavana, I have changed my injectors because they have started to cause problems. Rpm stuck at 3000rpm for 3-4 sec. Delayed and stuttering drop in rpm. Loud nailing and dropouts. I did not want to risk piston damage. I read a lot on the net, in forums and manufacturer websites and then decided on the right injectors. I have already welded the blockoff cap today. But I won't be coming to the individual injector test until the weekend. Like I said, Daily driver. I made a video with the ticking and the link is at the top of the article. I used an electronic stetoscope and held the headphone of it directly to my Samsung. Your linked instructions I have to read tonight if I missed something.
 

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Discussion Starter · #13 ·
Has anyone listened to the video with the tick? What do you think? Cylinder 2 sounds very different from 3,4,5. Cylinder 1 is also slightly louder. So I switched this injector from cyl.2 with an injector from cyl.3. The loud noise went along with cylinder 3. Go to cyl.2
 

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Discussion Starter · #14 ·
i got the result from the oilcheck - good to go
no water or diesel in that oil. wear sound normal.
enough zinc for lubrication
i marked green
 

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Discussion Starter · #15 ·
hi steelhead1,
it's not just a noise. it's a relatively loud metallic ticking. the RP fluctuates so much that you can feel it in the acceleration. absolutely want to avoid further damage to pistons or cylinder surfaces. i have checked all clamps of the injection lines several times. line #4 is the update cummins with the new wide clamp. i have had all pushrods outside. all perfectly straight. no broken valve spring. valve stem seals all good (no leakage towards valvecover). all rocker arms are good. all oil bore in rocker arm and shaft are free. minor polishing of the lower tread on the trunions. there was a single broken plastic retainer on the rocker tip. i removed it before it fell off. valve clearance checked. all within tolerance. nevertheless all set to .010 and .026. all valve heads smooth and flat, no camber. valve bridges all smooth and even, no cracks on the edges.
x-tubes: the old removed ones were still good. no rust, straight, threads good. threads in the cylinder head are perfect. no rust or similar. when installing the new x-tubes i used engine mounting grease. all kept super clean with blind plugs or rubber plugs. injector installation procedure followed exactly. torque wrenches are checked yearly in our workshop. we are ISO9001 certified. so it is required.
i am now looking for an adapter for the compression test. my tester only has adapters for glow plugs or threaded injectors. then i can do it on the weekend together with the blockoff test. the oil check that was made says good to go. normal wear in oil. no diesel, water or carbon in oil. then i can almost exclude broken piston rings. but the compression test will show that.
then i have to see who can give me an injector contribution test. i personally have no possibility for that.
last possibility then: call martin
I want to rule out everything else first.
 

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Discussion Starter · #16 ·
something else occurred to me:
Would it be possible for the FASS100 to pump air forward despite all of its filters and separation systems?
I noticed during the last injector leak test (transparent hose on the return pipe at the original filter place) that there are also small air bubbles with the return diesel. there was also a slight fog. like finely atomized fuel. At first I thought this hose sucked air in itself. then attached a clamp. air bubbles anyway.
but could be normal due to cavitation through this high pressure lekage that I am looking for all the time right?
 

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Discussion Starter · #18 ·
Okay. Thanks a lot. Perfect info. I'm looking to make a short transparent hose with matching connectors that fits directly onto the cp3. Then I can test the very last piece before the cp3 if there is air coming from the Fass100 system.
All Coper washers installed. On injector 2,3 are new this Weekend Where I had swapped them. That sound moved with them.
 
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Discussion Starter · #19 ·
Just a quick info. There are absolutely no leaks to the outside. None of the fuel lines. FASS100 sounds perfectly normal. Quiet and no noise from Sucking air.
 
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Discussion Starter · #20 ·
Just a short Update. All injectors are out for double checking. Filmed all pistons. Cyl 2. Vid 1 is fresh injector out. Is this a incorect spraypattern. The darker dry Position at the edge of the ball?
Hotspot?
Vid 2 is the same cyl2 blown out with shopair. I have this dark Spots at 2+3. The others are wirhout dark Spots.
https://youtu.be/8DNcIGumPlE
https://youtu.be/8DNcIGumPlE
 

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Discussion Starter · #23 ·
Today I wanted to check the compression. I found a pushrod without a "ball". See the other thread. I hope an admin can merge the two threads.
As I said, I could not measure compression without pushrod. I also couldn't find an adapter that would fit. I ordered one.
In my first video of cylinder2 you can see these dry black spots. Are they hotspots, soot deposits? If they are from the old injectors. I don't know. Let's replace the pushrod and measure the compression. But the cylinder surface still looks quite good. Even the scorch marks are still visible. Rghavana wrote about the oil analysis. 2mg aluminium and 14mg iron in the oil after about 1000 miles. Lab says okay. But no diesel or carbon. I'm waiting for the compression. Except for the hotspots on the piston, it still looks good. At least it hasn't melted. Ho ho ho. The highest exhaust temperature I've seen on Smarty was 1100 for a very short time. Full throttle on the highway when overtaking. Just a few seconds. Haven't had a load in a long time either. Mostly empty.
By the way, thanks to all of you for your help.
Have a nice sunday. Here with me it is now 6pm.
 

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Discussion Starter · #24 ·
By the way, the loud ticking on cylinder2 with injector2 moved with the exchange on cylinder3. So there is definitely something wrong with injector2 which is now in cylinder3. The broken pushrod does not explain the high return fuel quantity. I forgot to tell you that I already built my rail blockoff cap yesterday. Not welded, but with hydraulic bolts. Did not take any pictures in the pushrod excitement. No matter. Then I disconnected and blocked cyl. 1.2.3. Then watched the RP on the smarty. Without change. Idling between 6,000 and 7,500, up and down. Not continuous. 4.5.6 not yet blocked. Since I suspect the problem at one or/and two. I have also filmed all other cylinders. I didn't see any black hotspots.
I think the other bumps on the pistons are just dirt from the injectors. The resolution of the camera could be better.
 

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Discussion Starter · #25 ·
i also tested for air bubbles in the fuel line. transparent hose directly in front of the CP3. pressure measured.
No bubbles. 15 psi at idle and throttle. constant, no fluctuation
https://youtu.be/gk4cQBO-cLU
 
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