Other than hearing a different diesel knock, what will the other symptoms be? Higher than normal EGT's if the control solenoid stick open?

 

A sticking solenoid puts fuel into the combustion chamber, not the crankcase. Two different things as far as I know.

 

I am 100% positive the 600 and 610 engines are exactly the same. Injectors are different between 555 and 600/610's.

 

I think the fuel drained past the pistion rings into the crankcase.

Or the injector body cracked and the fuel drained to the crankcase via the pushrod bores.

I too want to know how it was determined the 2 injectors failed. Smellin fishy per the usual.

 

"I think the fuel drained past the pistion rings into the crankcase."

To put gallons of fuel into the crankcase via piston rings would require raw fuel leaking into the combustion chamber. This would have symptoms like massive smoke, knocking, rough running, etc. Maybe hydrolocking the engine.

This had nothing to do with a sticking solenoid as far as I can tell. None of those symptoms were present. His first indication was a low fuel gauge.

This was a physical leak of fuel outside the combustion chamber into the crankcase. I gave a list of possible routes in my first post. I've heard of several of these cases, but I've never gotten a first hand account of the path the fuel took.

 

How about a first hand account of fuel going past the o-ring on the CP3 drive shaft/drive gear, down the front geartrain, into the crankcase?

I've seen that fill the crankcase very quickly with no performance change (until the crankcase breather system gets pressurized).

 

Actually, I did hear of that once now that you mention it. It was hearsay.

Is it common ? Errr... was the engine stock ?

 

Not common. Usually due to mis-installation bt tech.

 

You guys mention that the injectors are prone to malfunction. Is this a problem withonly the 3stage style 600/610 injectors or do I have something to worry about with my 305/555?

 

Yes the body cracked. above the o-rings under the silinoid thing on top. I was standing next to the mechanic the whole time while he troubleshooted it and replaced the injector.
Yes the box was on BUT This happened while it was idleing for a long period of time... I was waiting in a jobsite for an hour with below freezing temps so I idled it up to 1500 and sat in the truck with the heat on. When I was getting unloaded I noticed it was puffing a little "blue" smoke and when I got back in it blew blue/white smoke for a long time (5 miles) and never stopped until I had the oil changed.

 

Superduty , difference from the CR to the 24 valve is both use a fuel connector tube, but the CR has a constant high pressure fuel in the tube at all times with the engine running and why we call them common rail, Cummins has a note saying always replace the connector tube with the injector or always keep them together, dont miss match them with other injectors , the 24 valve fuel connector tube has high press. fuel only during the injection firing for that injector and can reuse the connector tube over with another injector. if an injector tip ever let lose on a CR injector , and I have seen the result and it destroyed that cylinder because there is a constant fuel pressure at the injector and as high as 16 bar and higher, in fact Cummins say if that ever happens, remove the head and piston for inspection. reason is liquid is not compressible and it does not take that much fuel in a cylinder at TDC to lock that engine up. so no that fuel is not going down the cylinder, and that much fuel will score up a cylinder wall. I have seen a fuel in the oil and 99% of them are from lose injector hold down. the other percent I couldnt tell you cause with even dye in the fuel it is very hard to see where that fuel is coming from and they alway go back to the factory. in the last four years, the ISBe has been out since middle of 01 for the trucks , I have seen one with a CP3 causing fuel in the oil.

I dont understand the misinstallation of the CP3 by the tech comment.... it doesnt just bolt up to the housing with flat mating surface. the CP3 is a press fit into the housing and can be a real bear to remove from the engine especially in tight quarters.