trying to become a diesel mechanic with no experience is difficult. I do gotta say most of my interviews they were impressed I knew so much without having experience. Thanks to you Adept Ape!
If you enjoy this stuff, you'll make a great apprentice as it won't seem like work. And if you are mechanically minded, you'll do fine in an interview with general questions. Tell them what you know. Stress your passion for diesel mechanics and tell them you'll get the answer if you don't know it. Good luck. We need more passionate folks turning wrenches these days!
Being a heavy equipment mechanic for 20 years, you still learn all the time. I love watching your videos to see if I can learn anything new, or even just to brush up. Thanks again for all you do!
I have a question. I removed the front head from a big cam 350 cummins. A ntc 855. It was for an oil leak around the push rod gallery. After removing it, I noticed #1 piston was clean on top. #2 had some soot build up on top. Think the injector on #2 might need attention?
@@danielgore886 normally in an 855 , if the piston has no carbon it indicates a leaking injector tip and excess fuel has " washed" the piston head clean. It is a good idea on any diesel to use a laser temp gun to check temperature at the exhaust ports with the engine running At or close to operating temp..it can give you a good idea of any problems before you ever put a wrench on it. Any big differences in port temp indicates a problem..
I want to become a diesel mechanic.Because I keep getting screwed over. Every time I go to a truck shop there's more problem After I leave like they did something wrong.
I had to give the owners, managers, and other mechanics all an in depth description on how the emissions systems on these trucks work. I was hired as a welder.. Let that sink in, I greatly appreciate these series as I can just point them to these videos. And my time is spent much more efficiently on the projects I am supposed to be working on. Keep them coming brother!
I loved working with computers and doing mid range IT work but it really didn’t pay all that much. I got into trucking and noticed there’s a glaring need for competent emissions mechanics that genuinely understand how it all works together. That might be my future career. I’m getting tired of driving even with my own business and truck. It’s not a life out here.
Clearly they have alot of confidence in you to give you an assignment outside of your professional scope like that. Hope the presentation turned out well. Great job! Dan
Thanks for continuing on with the "101" course series. It's nice to learn from an actual professional with years of hands on experience. Looking forward to the next class. Cheers!
You are so good at breaking down complex physics principals and then keeping the relevant info and tying it all together without making it overwhelming!
You are awesome man. There are a lot of diesel channels on TH-cam but you are by far the best. You can make difficult concepts easy to understand. Too bad being a diesel tech instructor doesn’t pay very good because you would be the best.
Thank you very much. I am a Diesel Instructor technically on TH-cam since people watch the videos. I've taught more people about Diesel Engines than any in person instructor ever could.
I love your work, I am a new watcher and can get a decent understanding just by listening to you. I am blind and you do a very very good job of explaining so thank you and keep it up.
All those who are looking that are looking to get in this trade, my advice as a 30 year experience, ive worked on heavy duty trucks, excavators, dozers, buckeye trenchers, go into with confidence, but be humble, go in as someone who has the feeling you can do it, but never talk as though you know it all, even to this day im still learning, always more to learn, and things change. Be willing to do the bottom of the chain work for few years, and in about 5 years you will quickly rise up in the chain. You are lucky today, because have youtube and internet to be able to learn alot quicker and with far more range of equipment. Dont let others discourage you and listen when people are giving advice.
I've just bought a Kubota L3800 and slasher. This class has been invaluable for someone who needs to sort out little issues on the run. Thank you heaps. Mike from Australia 🇦🇺
Amazing job, I just got into the field as a fire truck and ambulance mechanic. Better known as an “EVT” this is extremely helpful in clarifying certain things . Thank you!
Thank you for making these videos! As a student in Canada going through the required schooling to become a diesel apprentice, these videos are invaluable.
Biggest problem was to get them to shut down.. Keep a board, piece of hard stock plastic, whatever around when starting to block off the intake in case of a runaway.. LOL
Hello, I worked for a factory distributor for Detroit Diesel engines 20 some years ago. Detroit Diesel had unit injectors like you described so very well. Back then, Detroit engines were all two stroke cycle engines. Now days, they have the 60 series engines that are four strokers. Looks like the later engine models of all brands have sort of used the best ideas or each other. After the time with the distributer, I went to work with a Ford truck dealership and we worked on all engines that were placed in Ford trucks. i thought that experience was great to see all the different kinds of engines and various fuel systems. Other than the two strokers, diesel engines where similar across brands all but the fuel systems. All fuel systems have the same components. Getting fuel to a pump, a rack to control how much to inject and when...etc.
I saw a cool experiment by kt3406e where after he disassembled the runaway detroit and hit the top of the injector with a sledgehammer while in the air to demonstrate how it sprays
This is so great. I’m fairly proficient at troubleshooting our old gas tractors. Just impulse bought my first diesel tractor at auction so I need to be brought out to speed
Love your videos man ! I started watching years ago when I was just a rookie CDL driver and I’m just so impressed with how much you have grown as a TH-cam content creator !
Hi Adept Ape, my question to you is does adding 2-Stroke Oil into Diesel fuel increase its lubricity and therefore extending the life of diesel injectors? Given the low sulphur diesel on the market today it is said that the lubricity of fuel has drastically decreased?
Hello. My name is Chad. I really love your videos specially on how you teach on what and how thing's work on the Diesel Engine's. I went to school for Diesel Technician and I absolutely love this kinda stuff. I did the Drive Train and then we were gonna be getting into the Engine stuff and that's when Covid hit so I wasn't able to know alot about the Diesel engine on how the fuel system works common rails pressure system emissions electrical etc. Great video's please keep them coming. Thank you, Chad
Its fun learning all of this. Im looking forward to understanding how equal amounts of fuel are used and the excess returned to the tanks. My tanks are rarely equal and they dont have a line between them to make their levels equal. Cinfounding how this works.
I just came here to ask if you have made a video about 3 stage jakes? How do they work? Like is 1st stage just one piston and 3rd 3 pistons or all pistons?
Stage 3 is all cylinders...Stage 2 is 3 cylinders....Stage 1 is 1 are 2 cylinders.....the older isx's also using the camshaft to improve Jake braking efforts and the newer ones uses the vgt to charge the cylinders to slow them down in the Stage 3 setting
@@nicholicampbell138 ok, thanks, u by any chance know how the jakes on a Volvo Vnl 760 with an X15 work? shit has like 6 positions and doesn’t even slow down as good as a cascadia that had a DD15 and normal 3 position jake that I drove in training, also it’s stops slowing down after like 35 mph
Hey Josh can you please put all the class videos in a Playlist or however you want because I really like them the more I rewatch them the more I understand 👍
That is a good idea. The lapel mic syncs well actually, but my nice microphone is always out of sync with my new camera. I believe the problem is actually my editing software though, as they are in sync when watching the videos, until I go to edit them.
Thank you. I had a course in diesel engines but it didn't teach us about older fuel systems. Only common rail. We do have older engines on trucks at the shop sometimes. I've only seen the type with the pump not the unit injectors.
Detroit uses the mui system on the older mechanical engines. I've worked on plenty of Detroit. I'm working on a Cummins 6bta 5.9 engine that has the injector nozzles. Here in the Bahamas there's a lot of mechanical engines around so you see plenty of these fuel system here.
This was AMAZING! Very easy to follow. I cant wait for my 3406e injector. Like "Old Smokie" mine also has smoke at first start-up for the day (especially when cold outside) that goes away in around 3 min. So i think i have an injector going bad.
Adept ape! I am a new diesel technician and got hired in a shop where instead of doing basic repairs on tractors im working on all sorts of different diesel trucks. They do not offer training and I was wondering what would be the best way for me to gain more knowledge. Is there a free schooling i can do to learn troubleshooting techniques, the correct ways to adjust and assemble components and other diesel repair stuff. I dont want to just learn through trial by fire.
Do you have access to SIS, Quickserve and the other manufacturer websites? They are great resources once you know where to find the "how this system works" articles, they can give you a great amount of insight into the systems. Some people can retain this info from reading it, others have to do hands on to learn though.
Caterpillar has a free online Technician class that is self study and earns you a Certificate of Completion that you can find with a Google search. They say it takes up to 6 months, but I did it in 6 very long days. I paid the price for it too as my back went out on said 6th day from sitting on my butt 😂 so don't do what I did unless you have a standing desk set up.
Josh I give you an A for explanation and a F- on your drawing skills. Need to take a art class, ASAP. When I hired in forged body was already gone. It was big, I mean VERY BIG, fuel was cheap and engines was precombustion chamber. Then the came out with what was called compact scroll. Basically similar to what you said. The nozzles was called capsule type. They screwed onto a nozzle body and set in the precombustion chamber, (PC). VOP was 450-750 PSI. Only had one spray hole out the bottom. As it sprayed fuel into the precombustion chamber then down on the piston. As EPA became stricter, Cat was forced into Direct Injection or commonly called DI. VOP on the nozzle increased, had several small holes in the tip. PC engines had to be phased out. Again EPA ups the emissions and compact scroll wasn't efficient enough to meet EPA. So the B model came out and Cat called it New Scroll Fuel System, (NSFS) the nozzle became a pencil type, 7000 series. As EPA keeps raising the standard, injection psi keeps going up until we get to the last fully mechanical 3406C, or 8PN and it is a POS because what was required to meet EPA law. Old timers refer to this system as pump and line. I was told that fuel line psi in a 3406C can be 17,500 psi. The plunger and barrel in the main pump are mated and are not to be mixed with other ones. The other parts are interchangeable, bonnet, spring, check valve so forth. The P&B has a fill port and a spill port. The helix on the plunger as Josh mention determines the amount of fuel being injected. As the plunger rotates in the barrel, from the rack by governor control. So if the distance between the small part of the helix to the spill port is short. Plunger lift is very little until helix reaches spill port. If governor demands more fuel, rack moves, rotates plunger so helix is opened up more and a longer stroke is required to reach spill port. Check valve in top of pump on a B model is around 100 psi. This keeps and fuel from draining back out of the lines. Also all the injection lines are the same length so the same about of force is applied to the nozzle. Another fuel system that was used on trucks, 3208 mostly was called sleeve metering. The entire fuel system ran in diesel fuel. Water in the fuel was the killer on this system. The Plunger had a extra part called the sleeve. No helix, the plunger was hollow from the top down to the fill port and spill port. You had levers that the sleeve would set in. All timed and as the governor moved the levers up and down, it determined at what point the the spill port opened up out of the sleeve. On sleeve metering, barrel, plunger and sleeve are mated.
I'm sure you've forgotten more about mechanical Cat fuel systems than I know about them. Yes, I'm no artist, but the concepts are more important than the drawings of them.
My only question is how exactly is the pressure created? How does the nozzle create enough pressure for the fuel to be sprayed? You said high pressure fuel pump doesn’t create the high pressure needed for the injector. That’s the only part I’m lost at
Any idea what causes a P1211 code on a 1996 7.3 powerstroke? The HPOP has been replaced, new IPR solenoid as well as ICP sensor, and fuel pressure looks good. Any idea what the problem could be? Could really use your help. Thanks👍
@@garykirk1968 That’s great advice thank you! It runs great until you hit about 35-40mph and then the check engine light comes on throwing the p1211 code and feels like I loose power especially going up hills. Then when I turn the truck off and restart it the truck acts perfectly normal🤷🏼♂️
I was hanging with you pretty good until the rack part. I don't understand how it works. I understand that is a variable orifice but I don't understand how it gets varied. Hopefully my Cummins ISB 6.7 doesn't have one. I'm assuming that the fuel supply in a MUI has a check valve to keep the high pressure in the MUI from backfeeding the fuel system. Is this correct? Keep the good stuff coming.
Read my comments below on pump. This type of mechanical governor has flyweights, spring, servo, main parts. When the engine is started and you depress the throttle half way (proper way on mechanical). Fuel is in the on position and as soon as it starts and you release the throttle, spring force and flyweight force are equal. You have a low idle set screw as you turn in or out changes spring force. When you throttle, spring force increases and flyweights move fuel on, until the two forces are equal again. You have a high idle screw, again you determine how much force is at the top by hitting the stop of the screw. So as your going down the road and you have throttle pressed lets say at 1500 RPM point, both forces are equal. Now you come to a hill and RPM's slows down. Spring force is greater than flyweight force and forces fuel more in the fuel on position. The spring becomes the master and the weights become the slave. Now you over the hill and start picking up speed. The flyweights open up and over comes spring force. Turning the fuel off and the flyweights are the master and the spring becomes the slave. Hit the bottom of the hill and both are at equal force again. The servo or piston valve assembly, connects the rack to the governor.
In a mechanical unit injector system with pumps directly above each cylinder, the check valves are located in the injector itself, at the tips. If it's a pump-line-nozzle configuration (like a mechanical 3406), the pump builds pressure and sends the fuel through the lines to the cylinders, but there is a check valve in each nozzle that prevents pressure waves from inducing unwanted extra injections. A common rail system is basically a pump-line-nozzle system. The difference is that the fuel pump is the thing that builds high pressure, unlike the unit pump systems. And the check valves don't "respond" to the pressure increase from the pump but are electronically controlled, both to determine how much fuel is injected _and_ to prevent unwanted secondary firings.
Don’t want to sound like an a-hole but, the first 25% of this “class”, was on Pascal’s law. If you’re a technician and you’re working on diesels, you “should” know this. What you need to be teaching is advanced engine performance, then about fuel rails and fuel pumps and high pressure ejectors. Also turbo performance can affect fuel consumption. Diagnostics is so important when it comes to fuel because just like you said it’s very complex
4:15 heat is not getting compressed rather molecules are smashing against each other much more often therefore heat builds up (temperature accumulation as well unless dissipated fast enough) or you may use typical Charles or Boyle`s Law or Standard gas equation which states if you decrease volume you are increasing pressure and temperature. p*V = nRT where pressure * Volume = weight of molecule of one mole * Gas Constant (8.314) * Temperature in Kelvins. 6:43 we say atmospheric pressure for world 101,325kPA at 0m I think less above more below imagine weight of mass of air above you. There is certain vacuum inside the bottle which is 101.325kPA - the amount of air pressure escaped or extracted therefore you either say there is i.e. 70kPA absolute pressure or 31.325kPA Vacuum. is 31:45 PD system on VW diesel vehicles-cars not trucks(2001-2010) where pump is part of the injector literally meaning PUMP Injector system? Thank you
Dawned my snowshoes yesterday and went out and found 50 gallons of fuel ⛽️ in the old 1957, 955E. Umm 🤨 it has been parked here for at least 3years here and who knows before that. The orangey 🍊 fuel don’t look like any off road fuel I’ve seen before. Grab me a siphon some and siphon me some good ol solvent.
Just question years ago I had a 3406 cat that started running on one cylinder at idle . Ran great off idle so I got in to the local Cat dealer and we got new diesel mechanic. Engine ran let John deere tractor from the 1950 . Running only on number 2 cylinder . The guy thought it must have a rod bearing problem. I said it's fuel problem. But we got a new rod bearing a free oil change . Long story but the new guy spent about a week to find the problem It was a piece of rubber oring stuck in the oil line of fuel rack . So fuel was just slamming ahead so that it only needed fire 🔥 once per rotation. Years later this is the guy you want working on something. Back then they made him finish the job.
So when 12V Cummins boys say they moved the governor plate all the way out that means extra fuel is going to the injectors all the time but it’s still controlled.
trying to become a diesel mechanic with no experience is difficult. I do gotta say most of my interviews they were impressed I knew so much without having experience. Thanks to you Adept Ape!
If you enjoy this stuff, you'll make a great apprentice as it won't seem like work. And if you are mechanically minded, you'll do fine in an interview with general questions. Tell them what you know. Stress your passion for diesel mechanics and tell them you'll get the answer if you don't know it. Good luck. We need more passionate folks turning wrenches these days!
@@giggiddy Thank you I am determined to make this work. I finally found my passion
I got a job being a diesel tech!!!!
@@dieseldemon2197 Good for you brother. Stay excited and hungry. You'll do very well!!
hell yeah brother! Just remember that you'll learn something new everyday. Never stop learning grinding bro🤟
Being a heavy equipment mechanic for 20 years, you still learn all the time. I love watching your videos to see if I can learn anything new, or even just to brush up. Thanks again for all you do!
I have a question. I removed the front head from a big cam 350 cummins. A ntc 855. It was for an oil leak around the push rod gallery. After removing it, I noticed #1 piston was clean on top. #2 had some soot build up on top. Think the injector on #2 might need attention?
@@danielgore886 normally in an 855 , if the piston has no carbon it indicates a leaking injector tip and excess fuel has " washed" the piston head clean. It is a good idea on any diesel to use a laser temp gun to check temperature at the exhaust ports with the engine running At or close to operating temp..it can give you a good idea of any problems before you ever put a wrench on it. Any big differences in port temp indicates a problem..
I want to become a diesel mechanic.Because I keep getting screwed over.
Every time I go to a truck shop there's more problem After I leave like they did something wrong.
What do we use for diesel fuel line? I got some copper nickle brake line but it's too soft.
I had to give the owners, managers, and other mechanics all an in depth description on how the emissions systems on these trucks work. I was hired as a welder.. Let that sink in, I greatly appreciate these series as I can just point them to these videos. And my time is spent much more efficiently on the projects I am supposed to be working on. Keep them coming brother!
I loved working with computers and doing mid range IT work but it really didn’t pay all that much. I got into trucking and noticed there’s a glaring need for competent emissions mechanics that genuinely understand how it all works together. That might be my future career. I’m getting tired of driving even with my own business and truck. It’s not a life out here.
Clearly they have alot of confidence in you to give you an assignment outside of your professional scope like that. Hope the presentation turned out well. Great job! Dan
Fuck emissions systems
@@markm0000 I wish I’d done it years ago. I’m too old to make that change now, especially with owning a small fleet, but trucking sucks. LOL
@@thetowndrunk988 If you own a small fleet sell the entire business for a few million and go do something else.
Your diesel 101 videos taught me so much thank you for taking the time to make these
Thanks for continuing on with the "101" course series. It's nice to learn from an actual professional with years of hands on experience. Looking forward to the next class. Cheers!
You are so good at breaking down complex physics principals and then keeping the relevant info and tying it all together without making it overwhelming!
I thoroughly enjoyed this class. The explanation was so simple and straightforward.
You are awesome man. There are a lot of diesel channels on TH-cam but you are by far the best. You can make difficult concepts easy to understand. Too bad being a diesel tech instructor doesn’t pay very good because you would be the best.
Thank you very much. I am a Diesel Instructor technically on TH-cam since people watch the videos. I've taught more people about Diesel Engines than any in person instructor ever could.
Actual bar lmao
I'm not a mechanic but I understood your explanation. You have teaching skills. Maybe you should be in a technical school. Great video.
I love your work, I am a new watcher and can get a decent understanding just by listening to you. I am blind and you do a very very good job of explaining so thank you and keep it up.
Thanks for clearing that up. I didn’t know how exactly a high pressure pump worked I always thought it was just a black box of magic.
All those who are looking that are looking to get in this trade, my advice as a 30 year experience, ive worked on heavy duty trucks, excavators, dozers, buckeye trenchers, go into with confidence, but be humble, go in as someone who has the feeling you can do it, but never talk as though you know it all, even to this day im still learning, always more to learn, and things change. Be willing to do the bottom of the chain work for few years, and in about 5 years you will quickly rise up in the chain. You are lucky today, because have youtube and internet to be able to learn alot quicker and with far more range of equipment. Dont let others discourage you and listen when people are giving advice.
I've just bought a Kubota L3800 and slasher. This class has been invaluable for someone who needs to sort out little issues on the run. Thank you heaps. Mike from Australia 🇦🇺
the best teacher or presenter
Amazing job, I just got into the field as a fire truck and ambulance mechanic. Better known as an “EVT” this is extremely helpful in clarifying certain things . Thank you!
"This goes into there." HA, excellent. Well done, great video.
Thank you for making these videos! As a student in Canada going through the required schooling to become a diesel apprentice, these videos are invaluable.
Thank you for the refresher.I already completed 2 levels of schooling for my 310T apprenticeship. I learn something every time I watch Your vids.
Enjoy these classes.
Would really love a down and dirty diesel trucks for dummies... Like a first time owner's guide.
I like the older diesels that can pretty much run on any type of oil
I remember diesel fuel systems class at UNOH in the early '80s. No electronics, port& helix, cummins PT, Detriot rack systems.
Biggest problem was to get them to shut down.. Keep a board, piece of hard stock plastic, whatever around when starting to block off the intake in case of a runaway.. LOL
Great job Josh. As a novice I’m enjoying all the 101 videos. Can’t wait for the next fuel video as well. Great information.
Hello, I worked for a factory distributor for Detroit Diesel engines 20 some years ago. Detroit Diesel had unit injectors like you described so very well. Back then, Detroit engines were all two stroke cycle engines. Now days, they have the 60 series engines that are four strokers. Looks like the later engine models of all brands have sort of used the best ideas or each other. After the time with the distributer, I went to work with a Ford truck dealership and we worked on all engines that were placed in Ford trucks. i thought that experience was great to see all the different kinds of engines and various fuel systems. Other than the two strokers, diesel engines where similar across brands all but the fuel systems. All fuel systems have the same components. Getting fuel to a pump, a rack to control how much to inject and when...etc.
I saw a cool experiment by kt3406e where after he disassembled the runaway detroit and hit the top of the injector with a sledgehammer while in the air to demonstrate how it sprays
Thank you sir for the long informative video. Love the lengthy videos. Thanks for doing this.
This is so great. I’m fairly proficient at troubleshooting our old gas tractors. Just impulse bought my first diesel tractor at auction so I need to be brought out to speed
Love your videos man ! I started watching years ago when I was just a rookie CDL driver and I’m just so impressed with how much you have grown as a TH-cam content creator !
Thank you very much! for this class, very strait forward and easy to learn from.
Always incredible content even for us non mechanics.
Thank you Larry!
what's fascinating is that watching 1 video ended up subscribing to this channel and now i say oh man time for class. XD
Hi Adept Ape, my question to you is does adding 2-Stroke Oil into Diesel fuel increase its lubricity and therefore extending the life of diesel injectors? Given the low sulphur diesel on the market today it is said that the lubricity of fuel has drastically decreased?
I poured a quart in a full tank of a tired old truck last month. I felt it ran better.
Very interesting video, don't worry about it being "too long" :)
Hello. My name is Chad. I really love your videos specially on how you teach on what and how thing's work on the Diesel Engine's. I went to school for Diesel Technician and I absolutely love this kinda stuff. I did the Drive Train and then we were gonna be getting into the Engine stuff and that's when Covid hit so I wasn't able to know alot about the Diesel engine on how the fuel system works common rails pressure system emissions electrical etc. Great video's please keep them coming.
Thank you,
Chad
Thanks for watching Chad, hopefully they are helpful to you.
Its fun learning all of this. Im looking forward to understanding how equal amounts of fuel are used and the excess returned to the tanks. My tanks are rarely equal and they dont have a line between them to make their levels equal. Cinfounding how this works.
As usual you make a complex subject easy to understand
Thank you, this series is awesome.
I work on CAT natural gas engines and found this very informative. Thanks
Thank You for continuing the series... It is helpful to teach my 12 year old about these issues... It explained so he follow it no problem. Great Job
I just came here to ask if you have made a video about 3 stage jakes? How do they work? Like is 1st stage just one piston and 3rd 3 pistons or all pistons?
Yea basically
Stage 3 is all cylinders...Stage 2 is 3 cylinders....Stage 1 is 1 are 2 cylinders.....the older isx's also using the camshaft to improve Jake braking efforts and the newer ones uses the vgt to charge the cylinders to slow them down in the Stage 3 setting
@@nicholicampbell138 ok, thanks, u by any chance know how the jakes on a Volvo Vnl 760 with an X15 work? shit has like 6 positions and doesn’t even slow down as good as a cascadia that had a DD15 and normal 3 position jake that I drove in training, also it’s stops slowing down after like 35 mph
To be honest...naa but would assume the sixth position would be the strongest setting.
What about what makes it ignite? Is it the pressure generated by the piston upwards, or simply the pressure of the injectors?
This couldn’t come at better time for me ty.
These are greatly appreciated. Thank you
Thanks for watching.
Hey Josh can you please put all the class videos in a Playlist or however you want because I really like them the more I rewatch them the more I understand 👍
I put a Diesel Classes playlist on the channel last night, so check it out. Has all 6 classes in it.
Helpful tip: If you’re using a separate recorder for the lavaliere mic you can clap your hands at the beginning to easily sync the audio.
That is a good idea. The lapel mic syncs well actually, but my nice microphone is always out of sync with my new camera. I believe the problem is actually my editing software though, as they are in sync when watching the videos, until I go to edit them.
Thank you. I had a course in diesel engines but it didn't teach us about older fuel systems. Only common rail. We do have older engines on trucks at the shop sometimes. I've only seen the type with the pump not the unit injectors.
Detroit uses the mui system on the older mechanical engines. I've worked on plenty of Detroit. I'm working on a Cummins 6bta 5.9 engine that has the injector nozzles. Here in the Bahamas there's a lot of mechanical engines around so you see plenty of these fuel system here.
Great! I like how simple. Bring em back too school! 👍
This was AMAZING! Very easy to follow. I cant wait for my 3406e injector. Like "Old Smokie" mine also has smoke at first start-up for the day (especially when cold outside) that goes away in around 3 min. So i think i have an injector going bad.
Very good and informative video.
Bravo as always sir. You make a killer professor!
Excellent video! I really enjoy your educational videos, thank you for taking the time to make these for us.
Excellent viso Josh, thank you sir. TMP from N.J.
Thanks for your teaching
Thanks for this video. Can't wait for the one on the Heui system, which is in my 3126.
Awesome video.
Adept ape! I am a new diesel technician and got hired in a shop where instead of doing basic repairs on tractors im working on all sorts of different diesel trucks. They do not offer training and I was wondering what would be the best way for me to gain more knowledge. Is there a free schooling i can do to learn troubleshooting techniques, the correct ways to adjust and assemble components and other diesel repair stuff. I dont want to just learn through trial by fire.
Do you have access to SIS, Quickserve and the other manufacturer websites? They are great resources once you know where to find the "how this system works" articles, they can give you a great amount of insight into the systems. Some people can retain this info from reading it, others have to do hands on to learn though.
Caterpillar has a free online Technician class that is self study and earns you a Certificate of Completion that you can find with a Google search. They say it takes up to 6 months, but I did it in 6 very long days. I paid the price for it too as my back went out on said 6th day from sitting on my butt 😂 so don't do what I did unless you have a standing desk set up.
Will you be making a playlist of the fuel systems 101?
Should have looked before posting. It’s there now.
Where do we find the steel fuel line?? What is it called? I got some copper nickle brake line .028" wall but it seems too soft.
Unit injector has what is know as a "helix" is where the fuel control. What about the mixed system as a Cummins PT system?
Josh I give you an A for explanation and a F- on your drawing skills. Need to take a art class, ASAP.
When I hired in forged body was already gone. It was big, I mean VERY BIG, fuel was cheap and engines was precombustion chamber.
Then the came out with what was called compact scroll. Basically similar to what you said. The nozzles was called capsule type. They screwed onto a nozzle body and set in the precombustion chamber, (PC). VOP was 450-750 PSI. Only had one spray hole out the bottom. As it sprayed fuel into the precombustion chamber then down on the piston. As EPA became stricter, Cat was forced into Direct Injection or commonly called DI. VOP on the nozzle increased, had several small holes in the tip. PC engines had to be phased out. Again EPA ups the emissions and compact scroll wasn't efficient enough to meet EPA. So the B model came out and Cat called it New Scroll Fuel System, (NSFS) the nozzle became a pencil type, 7000 series. As EPA keeps raising the standard, injection psi keeps going up until we get to the last fully mechanical 3406C, or 8PN and it is a POS because what was required to meet EPA law. Old timers refer to this system as pump and line. I was told that fuel line psi in a 3406C can be 17,500 psi. The plunger and barrel in the main pump are mated and are not to be mixed with other ones. The other parts are interchangeable, bonnet, spring, check valve so forth. The P&B has a fill port and a spill port. The helix on the plunger as Josh mention determines the amount of fuel being injected. As the plunger rotates in the barrel, from the rack by governor control. So if the distance between the small part of the helix to the spill port is short. Plunger lift is very little until helix reaches spill port. If governor demands more fuel, rack moves, rotates plunger so helix is opened up more and a longer stroke is required to reach spill port. Check valve in top of pump on a B model is around 100 psi. This keeps and fuel from draining back out of the lines. Also all the injection lines are the same length so the same about of force is applied to the nozzle.
Another fuel system that was used on trucks, 3208 mostly was called sleeve metering. The entire fuel system ran in diesel fuel. Water in the fuel was the killer on this system. The Plunger had a extra part called the sleeve. No helix, the plunger was hollow from the top down to the fill port and spill port. You had levers that the sleeve would set in. All timed and as the governor moved the levers up and down, it determined at what point the the spill port opened up out of the sleeve. On sleeve metering, barrel, plunger and sleeve are mated.
I'm sure you've forgotten more about mechanical Cat fuel systems than I know about them. Yes, I'm no artist, but the concepts are more important than the drawings of them.
@@AdeptApe Not your time frame, how's the headache?
You sound like Jim Rohn.
Great video series!❤
You’re doing a great job dude
I have a different question.
Any opinions on adding zinc additive in motor oil of pre emission Cat C 12 ?
Any input would be welcome
Do all diesel engines have a governor? Thank you.
My only question is how exactly is the pressure created? How does the nozzle create enough pressure for the fuel to be sprayed? You said high pressure fuel pump doesn’t create the high pressure needed for the injector. That’s the only part I’m lost at
LOOKING FOR DG CHART ON NO CK OR INTAKE HEATER LIGHTS.
Thanks for your time..
Very nice brother.
Is diesel fuel additives and injector cleaner helpful?
Do you have any experience of using them?
Are they effective ?
Thank you.
Thank you very well done . Luke
Can i ask U bro, my diesel generator CAT C18 ACERT any problem…. Thanks
Any idea what causes a P1211 code on a 1996 7.3 powerstroke?
The HPOP has been replaced, new IPR solenoid as well as ICP sensor, and fuel pressure looks good. Any idea what the problem could be? Could really use your help. Thanks👍
Check that the red wire on the IPR is not shorted to ground, and that the red and white aren't shorted to one another..
Hopefully it's not an ECM problem, most of the time it is a broken wire somewhere. Hope this helps.
@@garykirk1968 That’s great advice thank you! It runs great until you hit about 35-40mph and then the check engine light comes on throwing the p1211 code and feels like I loose power especially going up hills. Then when I turn the truck off and restart it the truck acts perfectly normal🤷🏼♂️
Simp not simple🤣🤣🤣🤣♥️
Love you man♥️
Love you broski. GREELEY CO.
I was hanging with you pretty good until the rack part. I don't understand how it works. I understand that is a variable orifice but I don't understand how it gets varied. Hopefully my Cummins ISB 6.7 doesn't have one. I'm assuming that the fuel supply in a MUI has a check valve to keep the high pressure in the MUI from backfeeding the fuel system. Is this correct? Keep the good stuff coming.
Read my comments below on pump. This type of mechanical governor has flyweights, spring, servo, main parts. When the engine is started and you depress the throttle half way (proper way on mechanical). Fuel is in the on position and as soon as it starts and you release the throttle, spring force and flyweight force are equal. You have a low idle set screw as you turn in or out changes spring force. When you throttle, spring force increases and flyweights move fuel on, until the two forces are equal again. You have a high idle screw, again you determine how much force is at the top by hitting the stop of the screw. So as your going down the road and you have throttle pressed lets say at 1500 RPM point, both forces are equal. Now you come to a hill and RPM's slows down. Spring force is greater than flyweight force and forces fuel more in the fuel on position. The spring becomes the master and the weights become the slave. Now you over the hill and start picking up speed. The flyweights open up and over comes spring force. Turning the fuel off and the flyweights are the master and the spring becomes the slave. Hit the bottom of the hill and both are at equal force again. The servo or piston valve assembly, connects the rack to the governor.
In a mechanical unit injector system with pumps directly above each cylinder, the check valves are located in the injector itself, at the tips.
If it's a pump-line-nozzle configuration (like a mechanical 3406), the pump builds pressure and sends the fuel through the lines to the cylinders, but there is a check valve in each nozzle that prevents pressure waves from inducing unwanted extra injections.
A common rail system is basically a pump-line-nozzle system. The difference is that the fuel pump is the thing that builds high pressure, unlike the unit pump systems. And the check valves don't "respond" to the pressure increase from the pump but are electronically controlled, both to determine how much fuel is injected _and_ to prevent unwanted secondary firings.
Well done bro..
keep going ^^
nice quality song and image ^^
Don’t want to sound like an a-hole but, the first 25% of this “class”, was on Pascal’s law. If you’re a technician and you’re working on diesels, you “should” know this. What you need to be teaching is advanced engine performance, then about fuel rails and fuel pumps and high pressure ejectors. Also turbo performance can affect fuel consumption. Diagnostics is so important when it comes to fuel because just like you said it’s very complex
4:15 heat is not getting compressed rather molecules are smashing against each other much more often therefore heat builds up (temperature accumulation as well unless dissipated fast enough) or you may use typical Charles or Boyle`s Law or Standard gas equation which states if you decrease volume you are increasing pressure and temperature. p*V = nRT where pressure * Volume = weight of molecule of one mole * Gas Constant (8.314) * Temperature in Kelvins.
6:43 we say atmospheric pressure for world 101,325kPA at 0m I think less above more below imagine weight of mass of air above you.
There is certain vacuum inside the bottle which is 101.325kPA - the amount of air pressure escaped or extracted therefore you either say there is i.e. 70kPA absolute pressure or 31.325kPA Vacuum.
is 31:45 PD system on VW diesel vehicles-cars not trucks(2001-2010) where pump is part of the injector literally meaning PUMP Injector system? Thank you
Interesting 👍🏻 I have a 1.4tdi car from VW that are equipped with electronic unit injectors
great info. has anybody told you , that you sound like inspector gadget?
How do they convert diesel trucks to run on natural gas
#DieselClass finally you're back. 😁Thank you
You should have been an artist.
Lol sure, not really my calling
i appreciate your video.
SUBSTANTIAL Adept Ape
👍
My Mentor Adept Ape
From Nick Ayivor from London England UK 🇬🇧
Dawned my snowshoes yesterday and went out and found 50 gallons of fuel ⛽️ in the old 1957, 955E. Umm 🤨 it has been parked here for at least 3years here and who knows before that. The orangey 🍊 fuel don’t look like any off road fuel I’ve seen before. Grab me a siphon some and siphon me some good ol solvent.
I still love my 3406B
Ok, I’ve been watching you for awhile, you do such a great job. why don’t CAT sponsor you yet ?
@ 5:40 was that a chicken clucking?
Just question years ago I had a 3406 cat that started running on one cylinder at idle .
Ran great off idle so I got in to the local Cat dealer and we got new diesel mechanic.
Engine ran let John deere tractor from the 1950 . Running only on number 2 cylinder .
The guy thought it must have a rod bearing problem.
I said it's fuel problem.
But we got a new rod bearing a free oil change .
Long story but the new guy spent about a week to find the problem
It was a piece of rubber oring stuck in the oil line of fuel rack .
So fuel was just slamming ahead so that it only needed fire 🔥 once per rotation.
Years later this is the guy you want working on something.
Back then they made him finish the job.
That was great thanks
So when 12V Cummins boys say they moved the governor plate all the way out that means extra fuel is going to the injectors all the time but it’s still controlled.
How can I get in contact with you?
Thank you.
I like your drawings they're cute not too bad funny though when you know how it works I do enjoy your videos
Buen maestro!
Thank you much learned
Finally engine isnt giberish for me anymore 🤣 you dont even know how you saved my life hehe
Apprentice heavy duty mechanic 🤘
Is that all the compression a C15 has?? 16.5 to 1..... I had expected it to be in the 30's.
Or did i fuck up the math
Leaving off at the fuel pump as he said it’s complicated and it’s 1 am.