What actions would a Dodge dealer take if the dealer suspected intermittent
injector failure with a 3rd generation Cummins ISB powered truck? I ask this
question because the correct action would be to remove the injectors and
test them on a test bench. Here's the rub. Very few Dodge dealers could
justify the cost of an injector test bench. So if they don't have a bench,
how is the customer's problem resolved? Are all the injectors just changed?
Does Chrysler allow the dealer to use an external injector repair/testing
service or do they insist the dealership invest the thousands of dollars
this facillity costs?
There is not one dealer with in a 50 mile radius where I live that can do
any type of injector work and there are about 30 dealers in that circle. The
majority of the dealers send the diesels to a local truck shop and I suspect
this is the norm. If you find a dealer with all the equipment to work on
diesels they are probably 1 in a thousand.
Thanks for the reply. It makes financial sense as well. I have an injector
problem that is intermittent. It occurs above 2200 rpm and gets worse with
the rise in rail pressure, but it won't start happening until 30 minutes of
continuous runnig of around 50% power or more. I believe the firing solenoid
is sticking on at least one of the injectors. I have correct feed pressure
and engine temperature. I have 12K miles on the truck and it is under
warranty, but my local dealer does not have a test bench and I have the only
Cummins he services, neither one of us knows the norm. He is a friend, so I
do not wish to create a problem with Chrysler for him by requesting service
he cannot supply. If Tom Lawrence is reading this, I would appreciate his
confirmation. Further complicating this is that I have the only 3500 Cummins
in Germany, if not all of Europe.
"Coasty" <uscg_ret at comcast dot net> wrote in message
Hmmm.... Banks Six-Gun, right? :) I'd take that off before taking it in
for service. I don't know about over there, but here in the States, this
will get you bounced out of the "warranty" queue real quick.
That aside, the typical way injectors are diagnosed is to use the DRB3 to
shut down each injector in sequence, but this is only valid when the problem
is continuous (or at least occurring steadily while being diagnosed) - the
idea is that the faulty injector won't cause a drop in RPM when it's shut
off, because it's not firing anyway.
Another slightly more non-conventional approach would be to put the truck on
a load dyno, bring it up to temp, load it down, and check the exhaust runner
temps with an infrared thermometer, looking for a differential outside the
norm (expect the rear-most cylinders to run a little hotter than the front
ones). This isn't something a dealer would be able to do - none that I know
of have load dynos.
What a dealership over here would do is replace all 6 injectors. However,
STAR (Chrysler technical assistance) has diesel injectors on restriction,
meaning you (the dealer) need to explain to them why you need them, and
usually the truck has to be inspected first. This is where any trace of a
pressure box would immediately nix the warranty service.
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