Diesel performance is nothing new. What is new is the level of interest in diesels for all kinds of racing; everything from traditional truck and tractor pulling to drag racing, […]
Diesel Injection Components: Coming To Terms With The Common Rail Diesel Injection System Is Not An Easy Task
For some time now, most of the development in diesel technology has been aimed toward making the engines environmentally friendly. But as diesel engines have become cleaner, the power levels […]
Tech Tip: Saving Your 6.0 Powerstroke – How to Extend Injector Life
In this Tip Clip, Taken directly from Ron Bilyeu’s Saving Your Powerstroke Course, Ron discusses various ways raise the oil pressure in the 6.0 in order to greatly extend the […]
Tech Tip: Saving Your 6.0 Powerstroke – Delta Force Tuning
With all the inherent problems with the 6.0 powerstroke, you might be a little apprehensive to even think about performance modifications. But the powerstroke fails with stock parts, so why […]
The 2000-2006 Dodge/Mercedes-Benz/Freightliner Sprinter cargo van may seem unique for its small displacement diesel engine and large hauling capacity. But, at the wheels, the brakes are very conventional. There are […]
In this clip, taken directly from Robert Bosch, LLC’s live streaming TPMS class, Bob Pattengale explains how the high pressure fuel pump on the first generation Sprinter function and the […]
In this clip, taken directly from Robert Bosch, LLC’s live streaming TPMS class, Bob Pattengale goes into some detail about the first generation Sprinter. Please enable Javascript to watch this […]
I think of the Ford/International 6.0L platform as a “bridge” because it spans the gap between the 7.3L with electric-over-hydraulic injectors and the coming 6.4L common rail engine. Common rail injection, made possible by today’s powerful on-board microprocessors, will be the industry standard for a long time to come. The fuel rail pressure, ranging from 5,000 to more than 20,000 psi, is controlled by the electronic control module (ECM). The operation of the injectors is very simple: They still pop, but high fuel pressure on top of the injector piston prevents it until the ECM or fuel injection control module (FICM) sends about 90 volts to operate the injector solenoid, which opens a pressure bleed in the chamber above the piston.
Scan tools are only part of the key to the diagnostic process, knowing when to use them is equally important. If a vehicle comes into your shop with a drivability complaint, should plugging in your scan tool be the first step in diagnosing the problem? Probably not — keep in mind that even though modern engines have sensors and computers that monitor just about every aspect of their operation, deep down they’re still machines that require air, fuel, and oil to run. Remember — a reflash won’t fix everything.
