Unless you can validate a cross over tube problem, that pretty much points to the injectors and needing a whole set. That many low and high indicates multiple issues. Trying to fix just one or 2 gets to be hit or miss without more in depth work. Just depends on how much info you need to convince yourself.

 

I am convinced it is injectors, but that high price tag makes me doubt myself if you know what I mean. If I had a cross-over tube problem I would have fuel in my oil, correct?

Now, as it looks like I will be buying injectors I will go ahead and throw it out there. New or re-man?

 

Nope, the cross over tubes are wholly contained in the fuel return passage of the head. You would see high return rates but no fuel in the oil. Fuel in the oil is a cracked injector body or a cracked tip and bad seats. Something that would let fuel into the cylinder at the worng time or into the head under the VC.

Just to rule out other issues I would retorque the tubes and run a return flow test for peace of mind.

Considering the cost of the injectors, the cost of an injector failure, the utterly dismal failure rate of remans, I would NEVER reccommend remans at this time. NOBODY, even Bosch, has proven to me its worth the risk. Go new or sell if for a gasser.

Harsh truth but a $5k engine rebuild\replace from a reman that is bad ain't funny.

 

Wrong, an injector tube issue will most definitely put fuel in the oil. Pitted sealing surface, loosened tube nut, loose injector hold down bolts will cause a high pressure leak at the sealing surface of the injector/tube interface flooding the engine oil with fuel.

 

Read this,

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Some of this information above is incorrect.

This may be long, but bare with me:

Starting in 2006 Bosch started using new steel in the South Carolina plant that was originally designed to aid in machining processes and work with their current heat treating equipment. The new steel is not stainless and never has been. The new steel alloy is a hot rolled, tempered material as delivered. The old steel was a low alloy, hot rolled, annealed as delivered. Tool wear was lowered and heat treating response was higher/better VS the old alloy.

As of now, new injectors for the older generation engines are hard if not impossible to find. Many of the "new" injectors being sold by many many shops are actually Bosch re-mans and could have either the newer steel or have bodies of the older steel that are reused from cores. Last month I had my supplier check all of his Bosch injectors on the shelf. Of 30, 25 were the old steel bodies that were reused during re-manufacturing.

One of the benefits of the new steel is the pulsation fatigue is lower. With your injectors being exposed to billions of pulses throughout their lifetimes, anything to reduce that fatigue is a good thing. This includes not elevating pressures in the system for maximum life.

Bosch part numbers for dealers are always marked as re-mans and always have been, but we all knew that if you ordered a re-man, you always received a new injector. That is no longer the case.

The new style injector is a rear guided pintle style. This started around 2007-2008, but was not really everywhere in the market until last year. There are also some changes to the control valves and control rods. A micro-cracked, hard chrome valve ball seat is one upgrade. Don't let the term; "micro-cracked" scare you. It is a good thing, not bad. While the hard chrome is resistant to water and trash in your diesel fuel more so than the older valve was, they tend to have a higher leakage rate faster than the older style. This is in finding that many current Diesel owners just dont do the filter changes as often they should, run off-road fuel from small tanks, or buy from off brand fuel stations with perhaps older, water laden fuel in thier storage tanks.

 

Nope, can't happen. The return gallery is isolated form the engine oil by the o-ring seal on injector. The gallery handles injector return fuel at around 10-12 psi. The cross over tubes meet the injector in this gallery so any leaks are returned to the fuel tank not dumped into the oil.

If by any chance those conditions were bad enough to cause much leakage the truck won't start at all or be very hard to start. It woud be rather silly, like a GM design, that would allow fuel from leaking connections into the oil.

With the mileage the OP has its unlikely the tubes are leaking as the hard start would be very noticeable. However, the edge filters in the cross over tubes plugging with debris from a CP-3 shelling itself or water causing rust is a definite possibility.

 

So it must have been my imagination when I found a #5 injector tube spraying fuel past the injector like a geyser all over the rockers dumping fuel directly into the engine oil. Remanned injector and new tube and good to go. Truck started and ran fine prior to repair. only signs of an issue were a slight noise and rapid fuel/oil dilution.

You usually offer great info here, however you are "completely" wrong here.

 

interesting stuff here.

Mr. Don Householder from Cummins in Dearborn MI (Cummins top instructor) taught me the water trick 25 years go? i thought is was silly until he showed us a engine on a test stand that had 1 injector flowed 20% low and watched the evaporation. try it sometimes. it will isolate your search and simply saves you some time, it puts you in the problem area on where to look. then you can swap injectors around and see what happens. it is free.

the inferred gun is too sensitive, temps jump all over the place.

as far as engine hotter in rear, maybe the coolant, #6 is the farthest away from the water pump. if you have 6 matched GOOD injectors and all cylinders in good shape, the EGT's should be the same.

I'll let you guys fight out the jumper tube


ding ding ding

 

Look at the picture. The injector return and and cross over tube are below the sealing ring. The gallery is is only pressurized to 10-12 psi by a check ball. Leakage below the o-rings flows back thru the return gallery.

The injectors crack in the body between the hold down and sealing ring. That will push fuel right up into the oil.

Now, if that sealing ring is cut on installation or fails the return gallery pressure can be enough to push diesel back into the rocker area.

Let me re-phrase that for clarity. As long as the sealing ring does not fail return gallery fuel and\or cross over tube leaks will not put fuel into the oil.

Cracked injector body or sealing ring failure will cause fuel in the oil.

 

Thanks for all the help. I will get a set of injectors on the way this week. Now as far as better filtration is a fass system worth the money or should I just get a 2 micron spin on filter to go under the hood?

 

I don't know what you're planning on doing for injectors, but in the truck I just did, he bought his injectors from Pensacola Fuel Injection for $225 a piece. Cheapest price we could find. I believe they are remans.

 

In the process of buying and changing injectors myself. Great read you guys!!! Love DTR Where else can you learn so many diagnostic tips. I have access to an injector shut down test and I as well am having a hard time figuring out what injector or injectors are bad. Found a lot out while looking for new ones. Cheap ones, bosch bodies, after market nozzels (not brand name) old style,not bosch parts are $230 each. Bosch bodies, bosch nozzles,all bosch parts new style $275. Bosch bodies, new style, bosch parts, dragon fly nozzles 60hp $309. Best prices I can find

 

These were the cheapest I could find....
http://pensacoladiesel.com/dodge-5-9...-injector.html

 

Not bad price cool! They compare for price without the sale. I was listing price through diesel auto power

 

a friend of mine bought a "P" pump there for a 12 valve, another bought a VP-$$ there for a 01, both still running.