cooked my 2003

[sfritts]

in my 2003 I cooked # 1 cylinder the service manager said the piston is missing a third of the top and 1 intake valve seat came loose, due to the cylinder was over fueled i assume that the injector was hung open. they suspect the Van Aiken box caused it but the EGT gauge never read over 1,000 deg. I think the injector was stuck open and caused the over fuel and some have told me that the high pressure fuel pump may be getting ready to fail and is spitting out crap. would appeciate any insight you guys might have.

 

[p-Bar]

Sorry to hear that . Yes probably a bad injector and of course they will blame the box thinking it's a pressure box . The Van Alken box is not a pressure box it was one of the better ones out there. Have never heard of a CP3 spitting out crap . I know valve seats were an issue on the earlier HPCR . Curious how many miles on it? Are you going to rebuild ? Don't use rebuilt injectors buy new. Good luck

 

[JJPage]

p-Bar, VA built pressure and duration fuel boxes that you could stack together.

 

[sfritts]

I've heard that some rebuilt injectors are not very long lived, I told the service manager that I wanted NEW injectors. They are trying to find a Cummings reman. engine should know today I hope on when and how much!!!!!!!!:

 

[p-Bar]

p-Bar, VA built pressure and duration fuel boxes that you could stack together.

Ah didn't know that

 

[cerberusiam]

If the CP-3 caused the failure the results will be in the edge filters of the cross over tubes. If you can knock any stuff out of them that looks like fine metal filings you probably need a CP-3, rail, and all the rail lines plus injectors and cross over tubes. Consistent low LP pressures will cavitate the gear rotor pump on the CP-3 beating the gears and wear plates to death. Guess where all the filings go?

Lacl of EGT's is no guarantee a piston will not suffer failure from excess heat. The mixed temp reading at the turbo will not show high temps if an injector just sticks and puts too much heat into 1 cylinder. All the heat stays in the cylinder and does not go out the exhaust, that is what melts pistons. Running boxes that alter pressure and duration with no idea what timing ramps are in effect is good way to find out just how far off the timing is. It was likely a combination of injector failure and fueling boxes but it is almost impossible to prove either way.

 

[dusturbd]

Consistent low LP pressures will cavitate the gear rotor pump on the CP-3 beating the gears and wear plates to death. Guess where all the filings go?



I'm curious, how is this so the Duramax uses a CP-3 and has no lift pump at all
just wondering.

 

[cerberusiam]

I'm curious, how is this so the Duramax uses a CP-3 and has no lift pump at all
just wondering.

You will find many more D-max pumps suffering this failure than the Cummins\Dodge install because of that. The D-max gear rotor pump is a different design, the lines are large for less resistance and the relationship of the pump to the tank is different. Even so, a lot of the early dmax injector failure were directly due to ingesting metal from the pumps beating themselves to death. The addition of an LP to a Dmax is worth 20-30 HP on a stock engine so that is not a good comparison.

 

[sfritts]

I had just changed the lift pump about 1,000 miles ago when the low pressure light started coming on at full throttle. It did not flash the light on under normal driving, but I knew it was on it's way out.