I guess its time-
Well my beloved 2011 GMC had the high pressure fuel pump grenade sending metal into the injectors... A very expensive repair for a truck with 110k miles on it. I had really wanted to wait another y...
Forum Discussion
Wonder if this is considered part of the SMOG component/system?
If it is, Federal EPA/SMOG mandate and Federally Illegal to mess with it
Not a diesel guy, but continue to read up on it and all of these threads confirms
my choice to pass on diesel. Of course just for me
Now know that the higher BAR/PSI is for finer fuel droplet spray. IIRC CP3 is
in the neighborhood of 1,500 PSI and CP4 around 2,900 PSI. Initially didn't think
much of the 200 BAR number...till looked up the conversion to PSI, of which
am more knowledgeable. That is a 14.5 factor (1 bar = 14.5 PSI)
Both have the dumb designed crank/cam to connecting rod not connected to the
piston bottom.
Made worse using diesel as the crank lube.
Wonder if the failure continues to be what Rick's thread(s) taught me. The
bottom of the piston is hammered by the connecting rod and the debris gets into
the lube for the crank/cam-follower...which has DLC (diamond like carbon coating),
which is a GREAT non-stick...therefore the diesel will have to have supreme
lube film strength...which is does NOT have
Anyone have the failure percentage of current models? From all OEMs ?
If it is, Federal EPA/SMOG mandate and Federally Illegal to mess with it
Not a diesel guy, but continue to read up on it and all of these threads confirms
my choice to pass on diesel. Of course just for me
Now know that the higher BAR/PSI is for finer fuel droplet spray. IIRC CP3 is
in the neighborhood of 1,500 PSI and CP4 around 2,900 PSI. Initially didn't think
much of the 200 BAR number...till looked up the conversion to PSI, of which
am more knowledgeable. That is a 14.5 factor (1 bar = 14.5 PSI)
Both have the dumb designed crank/cam to connecting rod not connected to the
piston bottom.
Made worse using diesel as the crank lube.
Wonder if the failure continues to be what Rick's thread(s) taught me. The
bottom of the piston is hammered by the connecting rod and the debris gets into
the lube for the crank/cam-follower...which has DLC (diamond like carbon coating),
which is a GREAT non-stick...therefore the diesel will have to have supreme
lube film strength...which is does NOT have
Anyone have the failure percentage of current models? From all OEMs ?
