Can't belief 8 finally found your videos...great honest content from a man in this day and age is pretty unique. Thank you. I will be in touch for a new pump asap.
What I thought was just a video about injectors turned out to be a drop of some major truth bombs. I did indeed understand where you were going at about the 19:20 mark. May God help us all.
right. nicely done. it aint rocket science. installation of new parts fuel system intrusion,can be a huge factor. be ever so careful. its ever so nice to get a southern fried sermon on these things. especially when in just a few minutes in this garage, new ( hopefully Bosch) injectors are going in. new tubes, etc. always a value in your videos thx
Now living in sheer terror of the CP4 on my 2015 duramax 😖 I buy only Sunoco premium diesel and run no additives. Now I have to go to the dealer once a month and start stockpiling injectors and other parts 🤪
Air is a gas and is compressible, at common rail operating pressures the air bubble size would be drastically reduced, and seems it would certainly affect drivability. Whether that is a real concern or a common issue in common rail, I have not seen it very much, other than the early days 1/4 tank fuel slosh and the engine cuts out momentarily. What I do know, is that when fuel is not present pressure is at a total loss. Air will not actuate the injectors. However if enough air molecules were present and mixed into the fuel, the engine could run, but the thermal power output would be down in direct proportion to the amount of air present. What I am saying is: the performance would be so bad, I think the one suffering from the condition would want to get the issue repaired. Whether or not it would cause premature wear in the injectors, well it would be hard to prove or even replicate in a controlled environment, furthermore I am quite certain that the Bosch common rail pumps are designed to return the air to the tank via the cascade overfill valve. I know when I put a pump on the test stand, I can clearly see the air being purged from the pump once I turn on the supply pump. Furthermore, air tends to get trapped in the highest point of the system via gravity. Generally the return is the higher than the inlet. I am just giving evaluations and throwing some ideas and thoughts out there. Someone likely, somewhere has done some in depth studies of this, and I would feel certain Bosch has built in some fixes for this into designs. The venerable "what if's" scenario, that all engineers must consider.
Our test bench is equipped with a DRV valve which is a pressure control valve. It has a small low micron filter as it's inlet. A new CP3 after only being tested for a few minutes, makes the filter look like a porcupine. So the answer is not when, but really when does it become significant enough to cause greater issues. And the answer to this is subject only to individual experience. That is why the injectors are essentially guarded with an inlet filter, or pulverizers that use high pressure fuel to erode away the metal particles, until the metal can go through the injectors and wear them out quicker. Of course this is a slow process, taking many thousands of miles.
Interesting, so they start to make metal when they’re brand new . My cp3 has 385k on it . Injectors have probably 100k . I put one of your arson 3 kits on my cp3 years ago and I noticed there was wear on the end of the shaft where the pump drives the gears . I didn’t think a hole lot about it . But after seeing the shaft in that video …. Wonder what mine looks like now 😬
Can't belief 8 finally found your videos...great honest content from a man in this day and age is pretty unique. Thank you. I will be in touch for a new pump asap.
Thank you very much.
What I thought was just a video about injectors turned out to be a drop of some major truth bombs. I did indeed understand where you were going at about the 19:20 mark. May God help us all.
right. nicely done. it aint rocket science. installation of new parts fuel system intrusion,can be a huge factor.
be ever so careful.
its ever so nice to get a southern fried sermon on these things. especially when in just a few minutes in this garage, new ( hopefully Bosch) injectors are going in. new tubes, etc.
always a value in your videos thx
Thank you
You just got another Sub!
Now living in sheer terror of the CP4 on my 2015 duramax 😖 I buy only Sunoco premium diesel and run no additives. Now I have to go to the dealer once a month and start stockpiling injectors and other parts 🤪
Sorry....it is worse for the Ford 6.7
@@MotorsportDiesel I heard from another diesel channel that the 6.7 is a 100K disposable engine.
What about air in the system? What would that do to the injectors if you had a bunch of air from a faulty lift pump?
Air is a gas and is compressible, at common rail operating pressures the air bubble size would be drastically reduced, and seems it would certainly affect drivability. Whether that is a real concern or a common issue in common rail, I have not seen it very much, other than the early days 1/4 tank fuel slosh and the engine cuts out momentarily. What I do know, is that when fuel is not present pressure is at a total loss. Air will not actuate the injectors. However if enough air molecules were present and mixed into the fuel, the engine could run, but the thermal power output would be down in direct proportion to the amount of air present. What I am saying is: the performance would be so bad, I think the one suffering from the condition would want to get the issue repaired.
Whether or not it would cause premature wear in the injectors, well it would be hard to prove or even replicate in a controlled environment, furthermore I am quite certain that the Bosch common rail pumps are designed to return the air to the tank via the cascade overfill valve.
I know when I put a pump on the test stand, I can clearly see the air being purged from the pump once I turn on the supply pump. Furthermore, air tends to get trapped in the highest point of the system via gravity. Generally the return is the higher than the inlet. I am just giving evaluations and throwing some ideas and thoughts out there. Someone likely, somewhere has done some in depth studies of this, and I would feel certain Bosch has built in some fixes for this into designs. The venerable "what if's" scenario, that all engineers must consider.
Can you tell me what part of the commins common rail injector fails that causes the engine to come back down to idle slow and copper thanks
I just subscribe 👍👍👍
How can rust form inside the fuel system if its always soaked in high pressure diesel fuel as its oil to begin with?
@MrFantasylover1 Oil and water do not mix ua-cam.com/video/vWYnN_pHLEw/v-deo.html
Assuming Fuel is clean and you have the proper lubrication. How long does a cp3 live before it starts to make metal ?
Our test bench is equipped with a DRV valve which is a pressure control valve. It has a small low micron filter as it's inlet. A new CP3 after only being tested for a few minutes, makes the filter look like a porcupine. So the answer is not when, but really when does it become significant enough to cause greater issues. And the answer to this is subject only to individual experience.
That is why the injectors are essentially guarded with an inlet filter, or pulverizers that use high pressure fuel to erode away the metal particles, until the metal can go through the injectors and wear them out quicker. Of course this is a slow process, taking many thousands of miles.
Interesting, so they start to make metal when they’re brand new . My cp3 has 385k on it . Injectors have probably 100k . I put one of your arson 3 kits on my cp3 years ago and I noticed there was wear on the end of the shaft where the pump drives the gears . I didn’t think a hole lot about it . But after seeing the shaft in that video …. Wonder what mine looks like now 😬
How do we get in touch with you?
motorsportdiesel@hotmail.com