![]() ![]() I remember when it was the average horse, with alot of 290s, 300s, 318 Detroits, and 310 Cats out there too.Course, then there were the guys in the left lane with the 420 magnums, 475 twin turbos, KTAs, 475 silvers, 1693 425s, 3408s,ect,ect.I think watching, and hearing, all those big hammers going by while I was watching the 4 way flashers of the guys in front of me and behind me in those long nightime lines on eastcoast hills is a good part of why I would never buy a low power truck.Been there, done that, why go backwards ?,lol.John You can’t have a reliable high performance diesel engine without this extra attention to detail.An' I remember when a 350 small cam was a BIG horse. They are then tested, checked for leaks, and calibrated to match flow. If the customer wants to keep their original set of injectors, we can perform what we call a “clean and check” where they are disassembled, cleaned, and reassembled with new O-rings. Now the owner-operator has a blueprinted set of injectors all match flowed. First we do the leakage test to check the barrel and plunger tolerance, check the plunger to injector cup for leakage and seating, and then the recalibration to increase the flow for more horsepower, and then adjust the top stop setting. Our new injectors are from Cummins ReCon. For injectors, we like to setup and blueprint every set of new injectors. ![]() We work with the customer to pick the best code for each application and set it up according to their needs. ![]() There are thousands of pump codes for different horsepower and torque curves. It then goes on the pump stand to be tested. We then reassemble the pump with new springs, gaskets, seals, and O-rings. With the pumps we start off by disassembling them, cleaning, and replacing all worn parts. Many ask us what all goes into rebuilding fuel pumps and injectors. ![]()
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