How can I protect, prolong and improve the reliability of my diesel fuel injection system?

Modern diesel fuel injection systems are designed to operate on clean 2D diesel fuel.  Standard maintenance practices include:

A couple of issues have recently complicated the use of diesel fuel.  With the increase in the number of diesels operating throughout the world, more diesel fuel is being refined from more diverse crudes.  The ultimate quality of the diesel fuel is based on the grade of crude oil from which it is made.

The mandate for low-sulphur fuel has also influence fuel quality.  The sulphur content of the crude oil determines the severity of treatment required to make the resulting diesel fuel meet the requirements of low-sulphur fuel.  While sulphur does not cause lubricity in fuel, the hydrotreating process, which removes the sulphur from the fuel, also removes or lower the lubricity of the final product.  All diesel fuel injection systems, to some degree, depend on fuel for lubrication.  Lower lubricity results primarity in accerlerated wear and shorened useful parts life.  It is then necessary to restore the lubricity qualities of fuel to maintain reliability.

While many fuel refiner and fuel wholesalers treat their fuel with lubricity enhancers, your best solution to be sure you address this problem of lubricity is regular treatment of your diesel fuel with Stanadyne"s Performance Formula.  Tested and proven by Southwest Research, Stanadyne's Performance Formula contains lubricity enhancers, cetane improvers, pour depressants, and detergents.  All of these make Stanadyne's Performance Formula an excellent year-round fuel treatment.

Why do I sometimes have problems starting my diesel engine in cold weather?

Diesels are compression ignition engines.  The compression developed in the cylinder creates the necessary heat to ignite good quality diesel fuel.  In cold weather, the piston and the cylinder are cold.  They are surrounded by cold coolant.  The lube oil is cold which creates drag and slows cranking speed.  When we crank the engine and get the piston up toward top-dead-center, we then spray cold fuel into the cylinder.  All of these factor stack up against good startability.  If these factors are combined with fuel of questionable combustibility, engine wear, ineffective starting aids, an inefficient starter or batteries, then cold weather starting will indeed be troublesome.

Prior to the onset of cold weather, a simple check of all relevant factors will ensure good cold weather performance.

A well maintained diesel engine, in good condition, will perform well in all types of weather.

Why should I consider purchasing a diesel pickup?

The reliabilty and durability of current diesel engines used in light-duty trucks is very high, and manufacturers' warranty policies reflect this.  these new turbocharged diesels have more than enough power for the light-duty application, and are extremely fuel efficient when compared to the alternative engine with similar power output.  These diesel engines also meet current emission standards.  Diesels are inherently fuel efficient and produce fewer harmful emissions.  With current design enhancements, they are even more efficient and clean.

These facts make diesels the long-term, low impact choice from both efficiency and environmental viewpoints.  Besides, they are fun to drive!

For more information on this subject: you might also visit www.dieselforum.org.

My turbocharged 6.5L Chevy has oil leaks around the turbo compressor housing and from the crossover hose.  Has my turbo failed?

While the presence of engine lube oil in and around the turbo compressor housing may indicate turbocharger failure, proper diagnosis in this particular situation may prevent unnecessary turbo repair or replacement.

this particular engine, as well as most aftermarket turbocharger applications, route oil-laden crankcase gases into the turbocharger inlet through a crankcase pressure control valve.  The function of this valve is to control excessive crankcase pressure and, to some extent , capture and drain lube oil back into the engine.

Under normal conditions these turbochargers might be called " wet housing" turbos.  It is a normal condition to have lube oil in the compressor housing, and in the case of the 6.5L diesel, to hve some leakage from the crossover hose.  The question then becomes, " Is it normal or is it failure?"

Lube oil leaks due to turbo failure are almost always accompanied by turbo bearing failure.  Is there an oil consumption problem with this engine?  If not, the oil presence is normal.

It there is a definite oil consumption issue, check the turbo bearings.  Remove the compressor inlet hose and move the turbine shaft in a side-to-side (radial) motion.  Does the compressor wheel touch the housing?  If so, the turbo bearings have failed and could be causing the oil leakage.  If the bearings "feel" good, the oil consumption is due to another cause and not due to turbo failure.

My older Ford 7.3L IDI starts good but then runs rough and sometimes even stalls.  What might be the cause?

Negative fuel systems, where the fuel tank is lower than the engine, are susceptible to a fuel drain-back condition.

If there is a "vent" on a negative system, the fuel will drain away from the engine and toward the tank allowing air into the fuel lines.  There normally is enough fuel at the pump inlet to start the engine, but as the air is introduced into the injection pump, a surge will occur and in most cases the engine will stall requiring the system to be primed.

If there are fuel leaks in the pressure side of the fuel supply pump, including the injection pump, they are probably the vents causing the drain-back.  If there are no leaks on the pressure side, the vent is on the suction side of the fuel supply pump.  Vents on the suction side are difficult to find as the system must be sectioned and vacuum tested.

My PowerStroke will not start at all.  Any idea why?

Accurate diagnostics are the "key" to cost effective repairs.

The vehicle should always be tested for the cause of a hard-to-start or no-start condition prior to any parts replacement.  However, a no-start condition with the PowerStroke is usually due to a failed glow plug relay, failed glow plugs, or a combination of these failures.  Sometimes an ECM failure to switch the relay ground can also cause a no-start condition.

Why don't you have a question in your "Tech Tips" about problems encountered with Dodge diesels?

Dodge diesels do not have any problems.

I accidentally filled my fuel tank with gasoline.  Have I damaged anything?

In most situations, if the fuel system is completely drained and the fuel filters are replaced, normal performance will be restored.

In cases where the mixture of gasoline and diesel fuel is such that the engine continues to run, problems or damage may occur to the engine and/or the fuel injection system.

I don't live in Grand Junction.  Where can I obtain service for my diesel equipment?

Please consider calling one of the following Independent Diesel Repair Facilities in your community:
 

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Last modified: 02/07/05