gnxtc2
Active member
I park my trailer and shut off the motor to finish unloading it. I go to restart the motor and I was met with an extended crank when hot. I thought that possibly the IPR o-rings were damaged. I continued to drive my truck for the week. When cold, the motor started instantly but when hot, there was an extended crank. As time progressed, then the motor would have an extended crank when cold but it would start. When the motor started, it ran fine....no smoke, full power.
Until two days ago, the motor would not start. ICP pressure would get up to 400 range and go no further. So I had a set of IPR o-rings and decided to change them. I pull out the IPR, everything was fine. So I changed the o-rings anyway. Try to start the motor...nothing; no ICP over 400. I was able to start the motor by shooting it with ether. Yea I know, I don't like it either.
I bring it by my diesel mechanic buddy. He isolates the HPOP from the heads and installed a manual gauge. With the banks isolated, the driver side was building no pressure and the passenger side was building over 1500 ICP.
So we take the driver side valve cover off. He plumbs and air source into the HPOP fitting on the head. To determine which injector, he pressurizes the rail with shop air. Find that #2 injector was leaking. We pull that injector and find this:
I was expecting that the top o-ring was gone. I show him the injector and he says that all of the orings he replaces, they are cut in the same area by the metal ring parting line. I start removing the o-rings and he tells me not to remove the metal ring. He started doubling up on the metal rings to give a tighter fit. The metal ring gaps are set 180* apart. He also stated that he is finding with higher mileage motors, that a groove is developing in the injector bore resulting in cut orings. My injector bores were fine.
So I replace the orings and put the injector back in. Re-pressurize the HPOP rail and find that #8 is now leaking. I pull #8 out and find that the top orings are also cut. Since 50% of the orings were replaced on the driver side bank, I pull out the rest of the injectors. Oh yea, I had reservations at Ruth's Chris with the gf for her birthday and she kept calling if I was going to make it. I pull #2 and #6 and find this:
#2
#4
I try to figure out why things fail and look for a cure if possible. What bothers me is why the square oring which is by the metal ring, gets cut. With all three rings installed, there is play. With the double metal rings, there is no play and the injector has a tighter fit.
I installed the injectors this past December. The truck is not raced, it's just daily driver/tow vehicle. With both top orings cut, I had no evidence on the ScanGauge (reading ICP and ICP%) that the orings were cut.
I am going to replace the passenger side for good measure this coming week. The orings I used are from International.
I know that orings go bad but is this going to be a common problem? This NO reflection on the injector builder or tuner.
I had to move the reservation one hour later which she didn't have an issue with. She was happy in the end; that's what mattered the most.
Thoughts/discuss?
Billy T.
[email protected]
Until two days ago, the motor would not start. ICP pressure would get up to 400 range and go no further. So I had a set of IPR o-rings and decided to change them. I pull out the IPR, everything was fine. So I changed the o-rings anyway. Try to start the motor...nothing; no ICP over 400. I was able to start the motor by shooting it with ether. Yea I know, I don't like it either.
I bring it by my diesel mechanic buddy. He isolates the HPOP from the heads and installed a manual gauge. With the banks isolated, the driver side was building no pressure and the passenger side was building over 1500 ICP.
So we take the driver side valve cover off. He plumbs and air source into the HPOP fitting on the head. To determine which injector, he pressurizes the rail with shop air. Find that #2 injector was leaking. We pull that injector and find this:
I was expecting that the top o-ring was gone. I show him the injector and he says that all of the orings he replaces, they are cut in the same area by the metal ring parting line. I start removing the o-rings and he tells me not to remove the metal ring. He started doubling up on the metal rings to give a tighter fit. The metal ring gaps are set 180* apart. He also stated that he is finding with higher mileage motors, that a groove is developing in the injector bore resulting in cut orings. My injector bores were fine.
So I replace the orings and put the injector back in. Re-pressurize the HPOP rail and find that #8 is now leaking. I pull #8 out and find that the top orings are also cut. Since 50% of the orings were replaced on the driver side bank, I pull out the rest of the injectors. Oh yea, I had reservations at Ruth's Chris with the gf for her birthday and she kept calling if I was going to make it. I pull #2 and #6 and find this:
#2
#4
I try to figure out why things fail and look for a cure if possible. What bothers me is why the square oring which is by the metal ring, gets cut. With all three rings installed, there is play. With the double metal rings, there is no play and the injector has a tighter fit.
I installed the injectors this past December. The truck is not raced, it's just daily driver/tow vehicle. With both top orings cut, I had no evidence on the ScanGauge (reading ICP and ICP%) that the orings were cut.
I am going to replace the passenger side for good measure this coming week. The orings I used are from International.
I know that orings go bad but is this going to be a common problem? This NO reflection on the injector builder or tuner.
I had to move the reservation one hour later which she didn't have an issue with. She was happy in the end; that's what mattered the most.
Thoughts/discuss?
Billy T.
[email protected]
