While I commend you sir, on being the first person who shows how to properly set the injectors on an N14 Celect plus. However, injectors are adjusted atop of the power stroke, 45 degrees before top dead center. Other than that you are spot on.
On modern computerized electronic diesel engines, if the injector calibration codes are not entered into the ECM program after replacement, this to will cause issues with the way an engine runs. I learned this the hard way after I had a six-pack done on my DDEC-4 Detroit Series-60. Those codes make a huge difference in the way the engine runs smooth or rough. After running that truck for 12-years, I just recently sold it and all my trucking equipment. Done being an owner-operator after 17-years, back to company driver now in my 39th year driving. No more working on trucks/trailers. Funny how this owner thought he had a six pack done when only a single injector was replaced. Six packs are not cheap costing thousands of dollars in parts/labor.
I’ve never had that problem I have a 1999 n14 with 30,000 hours with the original inj in it I run 6 n14s. And have had great results no injectors problems at all
@@bw5559 my dad works at a truck shop. He said when injectors went out if he seen the wrong number of fuel filter on it that Cummins did not warranty them injectors.
If it helps i had the same issue on a m11 celect plus engine it is as if the engine would shut down dead and start back up intermittently on its own. It had nothing to do with the injectors I later found the 12v power rail inside the ecm was dropping out caused by the Horton fan clutch solenoid it didn’t like being connected to the switch I disconnected that and the fan runs all the time and it’s fixed. It must have been to much current for it
I got a small miss fire every time I switch gears after 4 gear but it only happens as soon as I switch then it goes away after I 3-5 seconds it kinda feels like I’m at a low rpm on a high gear for a few then it rides smooth. Could this be an injector or fuel issue?
That sure does sound very similar to this one. I was more easily able to duplicate this fault with a load and then make an early shift and let it lug down low and give it lots of throttle. Then it would shake for a brief bit.
Missfire on gearchsnge can be tricky to find,you need to get insite on single cyl cut out snd a spare person and cut injectors till you find s double miss that goes away.it will most more than likely be an injector.the other way is replace 2 injectors,and move them along until miss is found.
Get a noid light unplug one cylinder at a time . See if engine changes sound . If it don’t its a bad injector ! Unless your not getting fire at all from ecm . Stick noid light pins in harness and see if your getting fire from Ecm ! If your noid lights blinking your harness is good and ecm is good . Plug it back up . Check next cylinder . If all this is good . Check the plate behind ecm for fuel blockage . Check both check valves . If thats good then more than likely your fuel tubes in the heads are bad . To determine which one ! Pull intake . The wettest one will be the culprit !
Sorry you feel that way. My customer didn’t pay for anything he didn’t need. Siezed release bearing on clutch is cause for replacement and if you are there it’s the time to do it. The rest of the parts were test parts that I’ve bought from core engines in the past. And swapped the injector to ensure that was the issue and he did only replace the one injector. Truck is working flawless and customer is happy so I guess your thoughts are irrelevant
I did, problem was not frequent enough to duplicate. I’ve seen broken flywheel bolts a few times and the RPM sensor was damaged (sits in flywheel housing) so I went to check that first.
@@lenhofer3214 other than a clutch this customer did not pay for anything he didn’t need. And we only ended up doing the one injector. I’ve worked on a ton of these and have purchased parts off of core engines to quickly swap out for the purpose of troubleshooting such as the ECM. But I don’t need to justify my work to you My customer is happy!
That is not the correct way to calibrate the injectors of an N-14 celect plus, it is calibrated with a dial clock at 0.29 degrees, others come at 0.25 degrees after adjusting them with a torque of pounds / inches at 125, it depends on the description that Bring the engine tag, this is the reason why the injectors do not work correctly, it is due to poor calibration.
While I commend you sir, on being the first person who shows how to properly set the injectors on an N14 Celect plus. However, injectors are adjusted atop of the power stroke, 45 degrees before top dead center. Other than that you are spot on.
Honestly I think the N14 select plus is the best engine Cummings ever made !!
Best engine built. 17 in oil field fleet. Know lots of tricks. Know every bolt on 2002 and older cummins.
17 N14’s that’s great!
I was viewing watch wes work videos and TH-cam recommended your channel. Yours are the same style so I've subscribed. Look forward to seeing more
Thanks sir. Hope you enjoy
So did you say that another shop put in injectors? so it should be some kind of warranty left on the other ones I am guessing
On modern computerized electronic diesel engines, if the injector calibration codes are not entered into the ECM program after replacement, this to will cause issues with the way an engine runs. I learned this the hard way after I had a six-pack done on my DDEC-4 Detroit Series-60. Those codes make a huge difference in the way the engine runs smooth or rough. After running that truck for 12-years, I just recently sold it and all my trucking equipment. Done being an owner-operator after 17-years, back to company driver now in my 39th year driving. No more working on trucks/trailers. Funny how this owner thought he had a six pack done when only a single injector was replaced. Six packs are not cheap costing thousands of dollars in parts/labor.
Yes I’m not sure how he got that confused.
Well enjoy the change that’ll surely be less stress to bear.
Very true statement, but not true of a N-14 CELECT or any CELECT injector (Bendix).
@@stevesauerland223 yes never a problem on n14
I heard of a problem like this, it turned out to be the injector harness.
Excellent systematic diagnosis. N14’s are great work horses only downside is eatin injectors!
I’ve never had that problem I have a 1999 n14 with 30,000 hours with the original inj in it I run 6 n14s. And have had great results no injectors problems at all
@@sirmister4411 what’s your secret? Do you run additives? Fass or Air dog systems??
@@bw5559 my dad works at a truck shop. He said when injectors went out if he seen the wrong number of fuel filter on it that Cummins did not warranty them injectors.
If it helps i had the same issue on a m11 celect plus engine it is as if the engine would shut down dead and start back up intermittently on its own. It had nothing to do with the injectors I later found the 12v power rail inside the ecm was dropping out caused by the Horton fan clutch solenoid it didn’t like being connected to the switch I disconnected that and the fan runs all the time and it’s fixed.
It must have been to much current for it
👍. Piss on the know-it-alls. If they knew as much as they think they do they’d have their own channel with a million subscribers 😂.
What causes N14 to free speed good ,but no power,no smoke,sluggish accelerate,and slow decrease of RPM,like air in system?
Some times injector pass through plug cracks and is intermiten will show continuity untill it gets hot
Skip the dielectric grease in the plugs man that can actually cause a bad connection between pins
I got a small miss fire every time I switch gears after 4 gear but it only happens as soon as I switch then it goes away after I 3-5 seconds it kinda feels like I’m at a low rpm on a high gear for a few then it rides smooth. Could this be an injector or fuel issue?
That sure does sound very similar to this one.
I was more easily able to duplicate this fault with a load and then make an early shift and let it lug down low and give it lots of throttle.
Then it would shake for a brief bit.
Missfire on gearchsnge can be tricky to find,you need to get insite on single cyl cut out snd a spare person and cut injectors till you find s double miss that goes away.it will most more than likely be an injector.the other way is replace 2 injectors,and move them along until miss is found.
Good work bro.
Check emc wires at the battery box . Or it’s a fuel restriction .
It is neither
Get a noid light unplug one cylinder at a time . See if engine changes sound . If it don’t its a bad injector ! Unless your not getting fire at all from ecm . Stick noid light pins in harness and see if your getting fire from Ecm ! If your noid lights blinking your harness is good and ecm is good . Plug it back up . Check next cylinder . If all this is good . Check the plate behind ecm for fuel blockage . Check both check valves . If thats good then more than likely your fuel tubes in the heads are bad . To determine which one ! Pull intake . The wettest one will be the culprit !
@@seasonmechanic where is the other check valve? The only one I know is the one that comes out of the computer back plate
Typical that people can't find the war out seals on the end of the injectors that are shorting out and frying out the ECM
The ECM was not the issue here.
Trucks been running over a year issue free with 1 injector changed. No change to ECM.
Get good injectors that aftermarket shit is junk.
Check cam end play
Sounds like you are a parts changer .
Sorry you feel that way. My customer didn’t pay for anything he didn’t need. Siezed release bearing on clutch is cause for replacement and if you are there it’s the time to do it. The rest of the parts were test parts that I’ve bought from core engines in the past. And swapped the injector to ensure that was the issue and he did only replace the one injector. Truck is working flawless and customer is happy so I guess your thoughts are irrelevant
That's what I was thinking. Real mechanics diagnos the problem instead of firing parts at it. This could get really expensive.
Maybe you should have done a cylinder cut out test before pulling the Trans.
I did, problem was not frequent enough to duplicate. I’ve seen broken flywheel bolts a few times and the RPM sensor was damaged (sits in flywheel housing) so I went to check that first.
Engine shake, change front damper
hello where are you located?
Consul SK. it is the very south west corner of Saskatchewan. Also service from her to Medicine Hat and area
@@PrairieMechanic I thought those bull haulers up thiere was rich. They alwayse drive brand new peterbuilts.
@@shawnrice7179 haha ya there is lots of those guys.
reminds me of shooting the parts Canon first....then do the diagnostics ...lol
@@lenhofer3214 other than a clutch this customer did not pay for anything he didn’t need. And we only ended up doing the one injector.
I’ve worked on a ton of these and have purchased parts off of core engines to quickly swap out for the purpose of troubleshooting such as the ECM.
But I don’t need to justify my work to you
My customer is happy!
Maybe if your going to work on diesels you should buy a real 3/4 drive racket and and 1 5/16 socket.
The truck is kicking your ass because you don't really know what your doing.
Yep you got that right!
That is not the correct way to calibrate the injectors of an N-14 celect plus, it is calibrated with a dial clock at 0.29 degrees, others come at 0.25 degrees after adjusting them with a torque of pounds / inches at 125, it depends on the description that Bring the engine tag, this is the reason why the injectors do not work correctly, it is due to poor calibration.
Nothing you described makes sense.
This truck has been running flawlessly and the procedure is is 100% word for word out of Cummins quickserve.