07-15-2012 04:33 AM
Before we where always overhauling injectors in Tyne injector remanufacturing.
but the quality was always very poor. if you got lucky you managed to get a few K hours. if not so lucky you could get like 5 hours and then they all seized.
Caterpillar 3600 reman and UK (cat approved overhaul location) has been very poor ever since.
my suggestion. buy only new injectors, this problem is already present for more then 10 years.
i hope i wake up some sleeping dogs.
07-17-2012 01:49 AM
You are very correct!!!!.
First time I have seen someone give fare feedback. Although Cat will not agree with this statement but this is the fact. We can not throw these engines; hence we have decided to adopt such solution.
In fact design on such injector is really a CATs failure. CAT has to accept this fact even after world best R n D can make mistake and this design is not at all fuel economy as they claim.
Hope any CAT reps will read this feedback and tried to do somthings.
04-18-2013 05:05 PM
What are the pressure(suction) readings to the inlet of the engine mounted transfer pump at highest rpm and load? (Install vacuum or compound gage at tee before transfer pump inlet)
What is the fuel pressure reading after the secondary filter?
04-22-2013 03:23 AM
Thanks for your feedback.
Transfer pump is running with positive head pressure. However there is no vacuum gauge install before transfer pump inlet.
Pressure after secondary filter we always maintained more then 600 Kpa and never dropped less then 550 Kpa
04-22-2013 04:53 PM
To pinpoint whether causal factors are operational or component (i.e. injector), would you advise the following:
1) Did a Cat dealer have the unit injectors inspected and provide a report on the failure mode?
1b) If so, what was the failure mode?
1c) What did the dealer recommend for any change in operation or component?
2) What is the pressure (or suction) reading at the tee before the transfer pump inlet at 1000rpm and full load, AND with all engines running, i.e. also the 3616 1PD0358, the 3512B and the 3412B? (tee conn is Caterpillar PAR code 961)
2b) What other engines are supplied by the FO line supplying 1PD357?
2c) What is the temperature of the fuel at the transfer pump inlet? (Cat PAR code 935)
2d) You stated that the transfer pump is under head pressure- What is generating the head pressure? (i.e. elevation, or booster pump, or both)
3) Your 1PD357 3616 build parts list shows p/n 2W-2683 FO Primary Filter Group, with filter GP 4W-5421 and filter elements p/n 4W-2609.
3a) What filter element p/n is installed during filter replacement? And what is the micron rating?
3b) What is the pressure drop across the primary at 1000rpm with new filter? (kPa)
3c) At what pressure drop reading are you having the elements changed? (kPa) How is the reading taken? i.e. gauges before and after the primary? Or a differential gauge across the primary.
4) Fuel pressure regulator valve pressure setting-
4a) What is the fuel pressure reading at the gauge port on the FPR valve at 1000rpm and full load? (kPa) (no Cat PAR code)
04-28-2013 07:25 AM
you might aswell try to put a thickwall transparant plastic pipe and tap the fitting (1") sizes in it.
I seen before when the day tanks are above the enignes that solenoid valves are used in the fuel intake line.
these cause a restriction which creates air bubbles inside the fuel system.
fuel pressure is still good but when you have the transperant pipe installed in the suction to the boosterpump, you might be able to spot bubbles.