Baileys Diesel Trade

Are Remanufactured Fuel Injectors Good?

Thu, 09 Oct 2025 00:48:09 GMT

A diesel engine is made up of many moving parts that must work in harmony to deliver power, efficiency, and reliability. From pumps and turbos to filters and injectors, every component drives how well the engine performs.

Among these, the fuel injector is one of the most critical, as its role is to deliver the right amount of fuel into the combustion chamber at exactly the right moment. When injectors are worn or faulty, the whole system suffers, resulting in poor fuel economy, smoke, loss of power, and in the worst-case scenario, major engine damage.

This leads many diesel owners to an important question: should they replace their fuel injectors with brand-new ones, or are remanufactured fuel injectors a smart alternative? Here at Baileys Diesel Group , this question is something that we hear often.

So to give you the right insight, let’s explore what remanufactured fuel injectors are, how they are produced, and whether they’re a good choice for your vehicle.

Should I Get Remanufactured Fuel Injectors?

Remanufactured fuel injectors (or reman injectors) are diesel injectors that have been taken back to a near-new condition through an extensive rebuild and testing process. Unlike a simple “second-hand” or “used” injector, remanufactured injectors are carefully inspected, cleaned, repaired, and tested to meet or exceed OEM (Original Equipment Manufacturer) standards.

Choosing remanufactured fuel injectors is often a smart option because they:

Provide performance that is equal to or better than new parts when manufactured by experts.
Reduce costs compared to buying brand-new injectors.
Support sustainability by reducing waste and re-using materials that are still serviceable.

For many drivers, remanufactured fuel injectors are the ideal balance of reliability, affordability, and environmental responsibility. However, the key lies in where you source them from. A properly reman injector from a reputable facility like the Baileys Diesel Technology Centre is very different from cheaply refurbished fuel injectors with limited testing, and we’ll explore why that difference matters later in this blog post.

How Long Do Remanufactured Injectors Last?

A common concern is whether reman injectors can last as long as new ones. After all, the word remanufactured can give the impression of something second-hand or worn-out rather than a precision-engineered component. The reality, however, is that when the work is carried out to the highest standards, remanufactured injectors can perform every bit as well as new ones.

At Baileys Diesel Group, every injector goes through a blueprinting process , which means it is not just restored but carefully calibrated to improve performance and efficiency. This level of precision allows our injectors to last just as long, if not longer, than many factory-supplied injectors.

Typically, a properly reman injector can last 150,000–200,000 kilometres, depending on the engine, operating conditions, and how well the vehicle is maintained. Factors such as regular servicing, keeping fuel free from contamination, and using high-quality filters all work together to extend injector life, whether new or remanufactured.

What Is the Difference Between New and Refurbished Injectors?

It’s easy to confuse “remanufactured,” “refurbished,” and “reconditioned.” For many drivers, these labels sound similar on the surface, but they actually describe very different levels of work and reliability. Here’s what sets them apart:

New Injectors

Brand new injectors are manufactured by the OEM or supplier, never used. They come with factory specifications and warranties, but are usually the most expensive option.

Refurbished Fuel Injectors

Generally, refurbished fuel injectors have had minimal work done, often just cleaning or replacing a few worn parts. They may look better cosmetically, but performance and reliability are not guaranteed. In many cases, refurbished injectors are presented as a budget-friendly option, but like reconditioned injectors, they lack the full disassembly, precision measurement, and testing that a modern engine requires.

Remanufactured Fuel Injectors

Remanufactured fuel injectors, or reman injectors, are essentially rebuilt injectors. These are stripped down completely, inspected, and rebuilt with new or re-engineered components. They are tested on advanced equipment to verify they meet or exceed OEM standards.

The critical point is that remanufacturing is a full process of rebuilding and testing, not just a cosmetic clean-up. That’s why Baileys Diesel Group applies world-class testing and blueprinting methods, so customers receive fuel injectors that consistently outperform refurbished injectors and provide the same, if not greater, reliability and OEM performance as new injectors.

How Do They Remanufacture Fuel Injectors?

When people ask how they remanufacture fuel injectors, the answer can vary depending on the workshop. Standards differ widely, and in some cases, “remanufactured” might mean little more than a clean-up and reseal. These are often sold as refurbished fuel injectors, but the problem is they skip the critical steps of full disassembly, measurement, and calibration, which leaves the part looking new but unable to deliver the performance a diesel engine truly needs.

At Baileys Diesel Group, we take a very different approach. Every fuel injector is put through a structured, multi-stage process that aligns with OEM specifications and is enhanced by our own blueprinting methods.

Inspection and Disassembly

Each fuel injector is identified, documented, and stripped down to its smallest components. Nothing is left unchecked, and any signs of wear or damage are recorded for replacement.

Thorough Cleaning

Components are ultrasonically cleaned and flushed to remove carbon deposits, dirt, and fuel residue. This restores the fuel injector to a clean baseline for accurate rebuilding.

Measurement and Replacement

Critical parts are measured against strict tolerances. Anything that doesn’t meet current OEM specifications is replaced with new or upgraded components such as seals, nozzles, and springs.

Precision Reassembly and Blueprinting

Injectors are reassembled with new parts and then carefully blueprint-calibrated on advanced test benches. This allows BDG to optimise spray patterns, fuel flow, and timing, improving combustion efficiency beyond standard factory settings.

Rigorous Testing and Validation

Finally, every injector is tested under conditions that replicate real-world engine performance. Only those that pass BDG’s stringent benchmarks are released to customers.

This process means every injector that leaves Baileys Diesel Group has been rebuilt to exacting standards, blueprint-calibrated for optimal combustion, and verified under real operating conditions. The result is a part that customers can rely on for consistent performance, fuel efficiency, and long service life.

Why Choose Baileys Diesel Group for Remanufactured Injectors?

Baileys Diesel Group has been at the forefront of diesel innovation for over 50 years. From our facility in Wollongong, we produce remanufactured fuel injectors that are internationally recognised for quality and reliability. Many workshops may offer refurbished fuel injectors, but the difference lies in the depth of engineering, testing, and validation we apply to every unit. That reputation comes from the way we approach every stage of the process and the standards we hold ourselves to:

Each fuel injector is tested and validated against OEM benchmarks.
Warranty protection is provided for peace of mind.
Our fuel injectors deliver measurable gains in fuel efficiency, reduced emissions, and extended engine life.
We contribute to sustainability by reducing waste and aligning with the UN 2030 Agenda on greenhouse gas reduction.

By combining expertise in fuel injection systems with decades of hands-on experience, Baileys Diesel Group gives drivers confidence that their diesel engine is supported by technology and workmanship trusted worldwide.

Final Thoughts

So, are remanufactured fuel injectors actually good? With the right expertise and equipment behind them, the answer is yes. They are essentially rebuilt injectors, after all. A properly remanufactured injector offers the cutting-edge performance and reliability of a new part, often at a fraction of the cost, while also reducing environmental impact. Unlike refurbished injectors that may not undergo the same rigorous process, quality remanufacturing restores and validates every component to exacting standards, making it a reliable choice for any diesel engine.

At Baileys Diesel Group, this standard is at the core of what we do. Our team has more than five decades of experience in diesel combustion efficiency, and every injector we supply is built, blueprint-calibrated, and validated to perform. If you’re considering your options, we can help you find the right solution for your vehicle and give you the confidence that it’s backed by proven results.

Speak with the experts at Baileys Diesel Group and we’ll help you choose the right solution for your engine.

Fault P0046

info@baileysdiesel.com.au (Baileys Diesel) — Thu, 15 Feb 2024 22:12:17 GMT

P0046 Turbo/Supercharger Boost Control Solenoid Circuit Range/Performance

The P0046 fault code indicates a problem with the range or performance of the turbocharger or supercharger boost control circuit solenoid. It is a diagnostic trouble code applicable to all vehicle manufacturers, meaning any vehicle equipped with a turbo charger or supercharger, including diesel engines, can trigger it. This solenoid controls the boost pressure provided by the turbocharger or supercharger, playing a crucial role in the engine's forced induction system.

Turbochargers use exhaust flow to spin a compressor wheel that forces air into the engine. And on variable geometry turbochargers (VGT), the vane position is actively controlled to match engine speed and load, which is precisely where the boost control solenoid comes in.

The engine control unit (ECM) sets this fault code when the vehicle detects that the operation of the boost control solenoid is outside the expected range or is not performing as intended, which can lead to issues with the engine's power output and efficiency.

It is important to resolve the P0046 fault code promptly. Left unattended, it can result in reduced power, poor fuel economy, and potential internal engine damage.

What Does "Range/Performance" Mean in the P0046 Fault Code?

The 'Range/Performance' designation in the P0046 fault code implies irregular system communication or output that falls outside expected parameters, as opposed to a straightforward 'Circuit' fault code which points more directly to an electrical issue within the system circuit. In practice, the P0046 code often involves a combination of both electrical and mechanical factors, which is why a systematic diagnosis is required. It is also closely related to fault codes P0045, P0047, P0048, P0049, and P004A. If any of these appear alongside P0046, they can help narrow down whether the fault is electrical or mechanical in origin.

Symptoms

Before diving into diagnosis, it helps to know what to look for. Common symptoms of the P0046 fault code include:

Check Engine Light illumination
Low or no boost, often detected first through the boost sensor
Poor acceleration and loss of power
Poor engine performance across the rev range
Erratic boost readings
Unusual noises from the engine bay
Poor fuel economy

Possible Causes

The following are the most common causes of the P0046 fault code:

Malfunctioning or seized turbocharger vane assembly
Leaking vacuum hoses or vacuum switching valves
Faulty turbocharger/supercharger boost control solenoid or related components
Wiring or connector issues in the boost control solenoid circuit
Poor electrical connections in the boost control solenoid circuit
Malfunctioning ECM, although this is less common
Faulty stepper motor
Faulty stepper motor driver
Malfunctioning wastegate
Worn or damaged supercharger parts
In high-mileage vehicles, internal component failure within the turbo actuator itself

Diagnosing

Visual Inspection: Start with a visual inspection of the boost control solenoid and its associated wiring and connectors. Look for damaged wires, poor connections, or corrosion that could affect performance. Ensure all connectors are free of corrosion and securely seated before proceeding further.

Solenoid Resistance Check

Measure the resistance of the boost control solenoid using a multimeter. Compare this to the manufacturer's specifications. A solenoid that is out of specification can cause performance issues.

Voltage Supply Check

Ensure the solenoid is receiving the correct voltage. Check the voltage at the solenoid connector with the engine running. Compare this to the specifications. A voltage that's too high or too low can affect solenoid performance.

ECM Signal Analysis

Use an oscilloscope to examine the control signal from the ECM to the solenoid. Look for a consistent pulse-width modulated (PWM) signal. Irregularities or inconsistencies in the signal could point to ECM issues or wiring faults affecting the circuit performance.

Solenoid Function Test

If possible, activate the solenoid manually using a scan tool. Observe its operation and listen for irregularities in its movement or sound. Alternatively, apply a direct power source to the solenoid (if safe and appropriate for your specific vehicle) to test its operation outside the circuit.

Circuit Integrity Check

Perform a continuity test between the solenoid connector and the ECM connector. This checks for broken wires within the circuit. Conduct a short to ground test on each wire in the circuit to rule out short circuits.

Back-Probing and Load Testing

Back-probe the connector at the solenoid and the ECM and conduct a load test. This ensures the circuit can handle the current required under normal operating conditions.

Compare with Known Good Data

If available, compare oscilloscope waveforms and multimeter readings with known good data for the same make and model.

Check for Vacuum/Boost Leaks

For turbocharged systems, check for any leaks in the vacuum lines or intercooler system that might affect the turbo's performance. Also inspect the intake manifold for signs of boost leaks, as these can trigger the P0046 fault code even when the solenoid itself is functioning correctly. Check boost pressure during operation to confirm it is within the normal range and not erratic.

Scan Tool Data Analysis

Use a professional-grade scan tool to monitor real-time data from the boost control system. Pay close attention to boost sensor readings and look for discrepancies between expected boost pressure and actual values. It is also good practice to regularly inspect wiring, connectors, and vacuum lines between diagnostic sessions, as gradual deterioration is one of the harder faults to catch.

Takeaway

Remember, the P0046 fault code often arises from a combination of electrical and mechanical issues. While the focus is on the electrical circuit, do not overlook the mechanical operation of the turbocharger system. The solenoid's performance can be affected by issues elsewhere in the turbocharging system. In many cases, replacing the boost control solenoid or actuator is the most reliable way to fix the P0046 code.

However, on high-mileage vehicles, internal component failure within the actuator may mean the entire unit needs replacing rather than just the solenoid. Poor engine performance that persists after solenoid replacement should be investigated further, as there may be underlying mechanical issues still contributing to the P0046 fault code.

To reduce the risk of this fault recurring, we recommend that you regularly inspect the boost control solenoid, associated wiring, and vacuum lines as part of routine maintenance.

Please call us direct for further free tech support on (02) 4272 2600, or browse our full range of diesel engine parts if you've already identified the faulty component.

Fault P0200

info@baileysdiesel.com.au (Baileys Diesel) — Mon, 05 Feb 2024 22:19:37 GMT

P0200 Injector Circuit Malfunction

The P0200 fault code is set when the Engine Control Module (ECM) detects a malfunction in the fuel injector circuit. The P0200 code stands for 'Injector Circuit Malfunction': a general fault indicating the PCM has detected a problem with the operation of the fuel injector circuit, which may include out-of-range voltage, an open circuit, or a short circuit. Understanding the severity of this fault is important. It is a serious code that can result in expensive engine damage if not addressed promptly.

This code can be triggered by various issues related to the fuel injectors or their control circuits. Fuel injectors are responsible for delivering fuel into the engine's combustion chambers, and any malfunction in their circuitry can affect the timing, amount, or pattern of fuel delivery. This can lead to problems such as engine misfires, poor engine performance, increased emissions, and poor fuel economy. The cause could be a faulty injector, wiring issues, problems with the injector driver in the ECM, or other electrical faults within the circuit.

Symptoms

The most noticeable symptom of a P0200 error code is the Check Engine Light illuminating on the dashboard. You may notice this appearing on a cold start before any other symptoms become obvious. Beyond that, you may also experience:

Engine misfires
Rough idle or rough running under load
Poor acceleration
Reduced fuel efficiency
Stalling, particularly at idle or during low-speed driving

In some cases, symptoms may be intermittent — the vehicle may seem to run normally at times, which can make diagnosis harder. It is also worth noting that P0200 belongs to a group of related error codes that may appear simultaneously, including P0201, P0202, P0203, and P0204. These cylinder-specific codes can help narrow down which injector or circuit is at fault, so always check for companion codes when P0200 is present.

What Causes the P0200 Code?

Fuel injectors
Wiring or connectors for the fuel injectors
Injector driver or related circuitry in the Engine Control Module (ECM)
Fuel injector relay or fuse
Potential short or open circuits in the injector wiring
A blown fuse or faulty relay in the injector circuit
An open or shorted injector coil indicates a failed injector and should prompt replacement. Check out our full range of diesel injectors to find the correct match for your vehicle.

Diagnosing a Fault in the Fuel Injector Circuit

Diagnosing a P0200 code is a multi-step process that requires the right tools and a methodical approach. An OBD-II scanner is the necessary starting point — plug it into the DTC connection port under the dashboard to confirm the P0200 code and check for any companion codes.

Inspect Fuel Injectors

Begin by visually inspecting the fuel injectors. Look for signs of physical damage or leakage. Also check for blockages, corrosion, or carbon buildup around the injector body. Make sure they are properly seated and connected.

Wiring & Connector Check

Examine the wire harness and injector connector leading to each fuel injector. Look for damaged wires, frayed insulation, or corrosion at the connector pins. Pay particular attention to signs of chafing, melted insulation, or rodent damage in the injector wiring harness, as these are commonly overlooked. Repair or replace any faulty components.

Injector Resistance Test

Use a multimeter to measure the resistance of each fuel injector. Compare the readings to the manufacturer's specifications. As a general guide, injector coil resistance typically falls between 2 and 17 ohms depending on injector type, with high-impedance units generally measuring 12–17 ohms and low-impedance units measuring as low as 2–5 ohms. Always compare against the manufacturer's specification for your specific injector.

An injector outside of the specified range may be faulty. An injector circuit open reading, where the circuit shows infinite resistance, means the injector coil has failed completely and is not firing, meaning no fuel is being injected into that cylinder. This condition will confirm the fault in the fuel injector circuit and the injector should be replaced.

If the resistance test confirms multiple injectors are out of specification, replacing the full set with a genuine injector bundle is often more cost-effective and reliable than replacing individual units.

Power and Ground Check

Verify that power and ground are pulsing correctly at each injector using a noid light or multimeter. This step confirms whether the ECM supplies the correct signal through the injector control circuit and helps isolate whether the P0200 code is originating from the injector itself or the wiring and circuit upstream of it.

Fuse and Relay Check

Check the fuel injector fuse and relay as part of the diagnostic process. A blown fuse or faulty relay can cause the entire injector circuit to fail and is a quick and inexpensive thing to rule out early.

ECM Check

If all other possible causes have been ruled out, the ECM should be checked for internal malfunction. This is the least common cause but should not be overlooked in cases where no other fault can be found.

A Note on Replacement Parts

When replacing fuel injectors to resolve a P0200 code, always use OEM-quality parts matched to your specific vehicle make, model, and production date. Non-OEM injectors may appear identical but can differ in resistance values, spray patterns, and response times, all of which can cause the fault to persist or introduce new issues that cost more money to fix down the line. One of the most common fixes that resolves P0200 for good is a correctly matched OEM or Blueprinted replacement injector. If you need a replacement, our team can help you find the correct unit for your vehicle.

If you're unsure where the fault lies, our team offers fuel injection diagnostics and services to pinpoint the root cause. Or call us direct for free tech support on (02) 4272 2600.

Fault P1251

info@baileysdiesel.com.au (Baileys Diesel) — Wed, 10 Jan 2024 03:43:59 GMT

P1251 is a common code on many 1kd-ftv equipped vehicles

This code is common when a larger exhaust has been fitted or other modifications have been carried out, however it can occur on completely stock vehicles.

P1251 is most often defined as... "Stepper motor intermittent"

Where in fact this code is an over boost code, the stepper motor gets the blame as its in control of the VNT and therefore the boost control.

How the system works:

In the lower load levels, the ECU does not ‘close loop boost control’. Basically, the ECU has a predetermined ‘VNT position’ table based on the loads. This dictates ‘roughly’ the boost levels, and given the low loads, close enough is seen as good enough. When the load levels come up, the ECU gets into its closed loop, and therefore will do whatever is required to maintain its ‘target boost levels’.

Common causes of P1251:

Basically, anything that causes the engine to produce more boost than it should. some examples are:

High flow exhaust added

This is one of the most common 4wd upgrades done and therefore one of the higher contributors to these issues.

Piggyback chip

As a piggyback chip is designed to ‘trick’ the ecu, there ends up being more fuel than the ECU knows about and thus creates more exhaust gasses which in turn ‘over spool’ the turbo.

*This is NOT the case for remap!

Higher flowing injectors / nozzles

For the same reason above!

Failed Stepper motor

Due to the failing stepper motor, it holds the VNT in the incorrect position and causes the issue.

Failed Turbo

Least commonly of all, the actual VNT assembly itself has failed or become physically seized within the turbo.

Please call us direct for further free tech support 1800 465 328.

P0400 EGR Insufficient Flow / Malfunction

info@baileysdiesel.com.au (Baileys Diesel) — Sun, 17 Dec 2023 22:42:16 GMT

Diagnostic trouble code (DTC) P0400 stands for "Exhaust Gas Recirculation (EGR) Flow Malfunction." Code P0400 is logged once the flow of exhaust gas recirculation is lower than what the powertrain control module (PCM) expects.

What Is Exhaust Gas Recirculation (EGR) System?

The Exhaust Gas Recirculation (EGR) system is a key part of your vehicle's emission control setup. It works by directing a portion of exhaust gases back into the engine intake to lower combustion temperature. Maintaining adequate EGR flow is what makes this process work. This process lowers peak combustion temperature by introducing inert exhaust gas into the intake charge, which acts as a heat sink during combustion. It is this reduction in combustion temperature, not simply a reduction in oxygen, that minimises the production of hazardous nitrogen oxide (NOx) gas. Beyond emissions, a properly functioning exhaust gas recirculation system helps your engine run efficiently and consume less fuel. When it stops functioning properly, combustion temperatures rise, which can cause engine damage over time and lead to increased tailpipe emissions.

In modern vehicles, the EGR valve is controlled by the PCM. Older vehicles typically rely on engine vacuum to operate the valve.

Symptoms

The common symptoms of code P0400 go beyond just the check engine light. You'll usually experience engine hesitation, rough idling, reduced power, poor acceleration, engine knocking (or detonation), and poor fuel economy. In some cases, if the EGR valve is stuck open, the car may experience a rough, fluctuating idle or stalling. There may also be noticeable engine pinging under throttle load or during acceleration. In certain situations, the vehicle may exhibit no symptoms at all other than an illuminated check engine light or malfunction indicator lamp (MIL). A failed emissions test due to excessive NOx emissions is another possible outcome.

If the PCM detects that there is insufficient exhaust gas being sent into the engine, the P0400 code will be triggered. This means that the system is not recirculating exhaust gas under conditions that require EGR.

Common Causes

Carbon build up causing the EGR valve to become stuck

Electronically or mechanically failed EGR valve
Damaged wiring
Dirty or faulty air flow sensor
EGR blanking plate fitted
Damaged or faulty EGR temperature or pressure sensor
Blocked or restricted intake manifold
Cracked or disconnected EGR tube restricting exhaust gas flow
Deteriorated vacuum hose or split hose affecting valve actuation
A loose or missing plug on the EGR circuit

Different manufacturers can often label P0400 as the following:

EGR valve stuck
EGR insufficient flow
EGR valve malfunction

Most Common Causes

EGR Valve Carbon Buildup — The Most Common Culprit

Often due to the nature of the EGR system, carbon will build up around the valve causing it to become jammed. This is the most likely cause of code P0400. Carbon deposits can also clog the EGR passages and tubes, further restricting EGR flow and triggering the P0400 code. It's worth noting that the same carbon buildup often affects the turbocharger system simultaneously. If you're dealing with EGR carbon issues, our turbocharger and air charging services can help assess whether the turbo has been affected as well.

An EGR blanking plate may have been fitted. Often a 7mm hole is required in the blanking plate to allow partial flow to be detected by the ECU.

A faulty EGR valve solenoid can also prevent the valve from opening or closing correctly, disrupting exhaust gas flow even when the valve itself is physically clean.

A dirty air flow sensor is another frequent culprit, as it is this sensor that measures the air being consumed by the engine. When a certain percentage of EGR gas is requested, the ECU expects to see this amount subtracted from the total air consumption value.

Diagnosing the P0400 Code

A scan tool should be used first to confirm the presence of code P0400 and check for any related trouble codes that may point to the root cause. Live data from the scan tool also verifies whether the EGR valve is responding to PCM commands during operation, which can save significant diagnostic time. From there, a technician will conduct a visual inspection of the EGR system, checking the valve and related components for damage, leaks, or disconnected fittings. A multimeter may be used to test the EGR valve electrically. Removing the EGR valve, cooler, and tubes may also be necessary to properly inspect or clean them.

How to Fix the P0400 Code

To resolve code P0400, the exact cause must be identified first. Cleaning the EGR valve and passages is often all that is needed when carbon buildup is the problem. If the valve itself has failed, replacing it is the most common fix. The EGR system should also be checked for any restrictions and cleaned where necessary.

When Does Code P0400 Trigger?

Code P0400 is set when the PCM determines that the EGR system is not delivering the expected flow of exhaust gas back into the intake under conditions that require it. This can happen gradually as carbon builds up, or suddenly following a component failure. The code will remain stored until the fault is repaired and the PCM confirms normal EGR operation across a full drive cycle.

Why You Shouldn't Ignore It

Leaving a P0400 code unattended is not recommended. Without proper EGR function, combustion temperatures increase significantly, which can lead to serious engine damage over time. Driveability concerns such as surging and worsening fuel economy are also likely to develop the longer the issue goes unresolved. And prolonged high combustion temperatures can accelerate wear on diesel injectors and fuel system components beyond just the EGR system itself.

Fault P0088

info@baileysdiesel.com.au (Baileys Diesel) — Fri, 15 Dec 2023 03:46:21 GMT

P0088 Fault Code: Fuel Rail/System Pressure – Too High

The P0088 code stands for "Fuel Rail/System Pressure – Too High," which means the powertrain control module (PCM) has detected a fuel rail pressure or fuel pressure sensor voltage input that's higher than the set specifications.

This error code indicates the fuel rail system pressure is too high on Bank 1 and is most commonly found in diesel-powered vehicles with common rail injection systems, as well as petrol vehicles with Gasoline Direct Injection (GDI).

The high pressure detected by the PCM can stem from several components in the fuel system, and it is important to resolve the P0088 fault promptly. Driving with this code active is not recommended due to the risk of fuel leaks and potential engine damage if left unaddressed.

Common Causes of P0088

A failed fuel pressure regulator or suction control valve — when the fuel pressure regulator fails, it cannot relieve excess pressure, allowing the rail to exceed safe operating limits
A malfunctioning high pressure pump that outputs pressure higher than specifications, overwhelming the fuel system
A restriction in the fuel system, including clogged fuel filters or carbon buildup in fuel lines that restrict flow and lead to pressure spikes triggering P0088
Air in the fuel system
A faulty fuel rail pressure sensor (see note below)

The fuel rail itself contains key components including the fuel pressure sensor and regulator, which work together to maintain optimal and reliable fuel pressure. When any of these components fail, the entire system is affected and the PCM will log P0088 to alert you to the issue.

High Fuel Pressure Symptoms

The Check Engine Light is one of the first indicators of P0088. Look out for the following symptoms:

Poor engine performance and reduced fuel economy
Inconsistent power delivery and compromised throttle response
Rough or unstable running when engine idling, which is often one of the more noticeable early signs
In severe cases, high fuel pressure can lead to oil dilution, where excess fuel contaminates the engine oil. This is a serious consequence that can cause rapid engine wear if not caught early

When left unresolved, P0088 and excessively high fuel pressure are responsible for a range of engine issues that worsen over time. If you are experiencing symptoms at idle or while the engine is idling after a cold start, this is worth investigating early before further damage occurs.

Diagnosing Fuel Rail Pressure Issues

P0088 can be caused by a faulty fuel rail pressure sensor, however this is less common. To diagnose this error code properly, connect an OBD-II scanner to your vehicle's OBD port and check the live fuel rail pressure data. The diagnostic process starts with the ignition on but the engine off — at this point, the fuel pressure reading should be close to zero or atmospheric pressure. A significantly elevated fuel pressure reading at this stage points strongly toward a faulty fuel pressure sensor rather than a mechanical pressure issue. Once the engine is idling, monitor the live data for any fuel pressure spikes or erratic readings that could confirm the underlying cause.

Diagnosing P0088 also involves verifying fuel pressure manually and inspecting fuel lines for restrictions or damage. Always follow the manufacturer's diagnostic procedures for your specific vehicle, as these can vary significantly between makes and models.

This is a process that both DIY enthusiasts and professional mechanics can work through systematically. However, if the fault persists after basic checks, professional mechanics with access to advanced diagnostic equipment will be better placed to resolve it. Repairing the P0088 error code and finding a reliable fix typically involves replacing the faulty component, whether that is the fuel pressure regulator, a malfunctioning fuel pump, or fuel pressure sensor.

A Note on Injectors

Injectors themselves will not cause the P0088 error code. This is one of the more common misconceptions we encounter when customers first see P0088 appear. If this fault is present, the diagnostic focus should remain on the fuel pressure regulator, suction control valve, fuel pump, and pressure sensor rather than the injectors. If you've been chasing injector-related faults and are still seeing P0088, browse our full range of diesel fuel system components to find the correct replacement part.

Need Help Resolving P0088?

If you've confirmed a P0088 fault and need replacement components, our team of professional mechanics and technical advisors has the expertise to help you find the right parts for your specific vehicle. Our fuel injection diagnostics and services cover the full scope of high pressure fuel system faults, or browse our website for a full range of fuel system components. Getting the right parts the first time gives you the security of knowing the fault is properly resolved and helps protect your engine from similar issues in the future.

Call us direct for free tech support: (02) 4272 2600

BDG Open over Christmas Break and New Year

info@baileysdiesel.com.au (Baileys Diesel) — Fri, 15 Dec 2023 03:38:57 GMT

Opening Hours

Dear Valued Customers,

As the festive season approaches, we'd like to assure you that Baileys will maintain regular operations during the Christmas and New Year period.

Please note that our closure will only be observed on the following public holidays:

• December 25, 2023 (Christmas Day)

• December 26, 2023 (Boxing Day)

• January 1, 2024 (New Year's Day)

Our team will be available to assist you throughout the break on business days from 8:00 AM to 4:00 PM. Additionally, don't forget about our Baileys online store—place your orders, and we'll promptly ship them on the next working day!

Visit https://www.baileysdiesel.com/

For any parts inquiries or tech support needed, please contact us at 1800 465 328.

We extend our warmest wishes to you and your families for a delightful holiday season filled with safe travels, joy, and prosperity.

Best Regards,

Stephen Bailey and all the Baileys Team

Changing high pressure fuel lines

info@baileysdiesel.com.au (Baileys Diesel) — Mon, 30 Oct 2023 03:42:22 GMT

When and Why Change fuel lines

Baileys Diesel Group highly recommend changing high pressure fuel lines on any vehicle when replacing the injectors.

High pressure fuel lines start to internally deteriorate after 120-150K km’s.

When the steel inside the fuel lines starts to break up, the only place it can go is straight into the injectors.

Please note: These particles will not be large, only visible under magnification (e.g. microscopic camera) however they are large enough to cause damage to your brand-new injectors.

When replacing injectors NEVER bend the fuel lines out of the way to remove the rocker/tappet cover or any other component.

Bending of the fuel lines creates weakness and you will often have a fuel line crack and leak not too long after being manipulated back and forth to remove/replace components.

Call the customer service team to add to your order 1800 465 328

Fault P0093: What You Need to Know

info@baileysdiesel.com.au (Baileys Diesel) — Fri, 20 Oct 2023 03:31:57 GMT

The P0093 diagnostic trouble code is a generic OBD-II error code that signals a fuel system large leak detected in the high-pressure fuel system. However, it is important to understand that this code refers to an internal pressure loss and a large leak within the system, not a physical external fuel leak. The Powertrain Control Module (PCM) logs the P0093 code when it detects a significant drop in fuel pressure within the common rail high-pressure fuel rail. This is an urgent fault that requires immediate attention, as ignoring it can lead to engine damage and unexpected engine stalling.

Symptoms

Before diagnosing the root cause, it helps to recognise what P0093 looks and feels like. A fuel system large leak of this nature can produce a range of symptoms that affect engine performance. Common symptoms include:

Check Engine Light illumination
Significant power loss, which may trigger limp mode activation as the PCM attempts to protect the engine
Engine stalling or hard starting due to low fuel pressure
Hesitation under acceleration
In diesel vehicles, thick white smoke from the exhaust due to unburned fuel
The engine running rough or losing power as fuel pressure drops

Is It a Fuel Leak or an Internal Pressure Drop?

One of the most important things to understand about P0093 is the distinction between an internal and external fault. While the code name references a large fuel leak, in most cases there is no visible fuel leak at all. The fault is typically an internal pressure drop within the high-pressure rail circuit rather than fuel escaping the system. This distinction matters because it directly shapes your diagnostic approach, chasing an external leak that doesn't exist will waste time and may lead to unnecessary parts replacement.

Fuel System Causes of P0093

Diagnosing the root cause of P0093 is complex due to the multiple components in the fuel system that can fail. This error code can be triggered by both internal leaks and sensor or component failures that cause pressure loss on the high pressure side of the common rail system. The most common causes are:

Pressure relief valve on the high pressure fuel rail, where a drop in fuel rail pressure is one of the first indicators.
Excessive injector backflow caused by faulty fuel injectors. Note that worn or leaking fuel injectors can cause significant pressure loss without any external symptoms. If you suspect this is the cause, our full range of diesel injectors covers most common rail applications.
Piggy back style rail pressure chip adding additional fuel pressure beyond what the system is designed to handle.
Air in the fuel system. A clogged fuel filter or a failing lift pump can introduce air into the system, and an air leak in the intake system can also contribute to this in certain vehicle models. Regularly replacing the fuel filter is one of the simplest ways to prevent this cause.
Worn suction control valve (SCV) causing high fuel pressure, often accompanied by P0088.
Faulty fuel pump, fuel pressure sensor, or fuel temperature sensor.
A cracked or loose fuel line on the high pressure side, which can cause intermittent pressure drops.
Contaminated diesel fuel, which can accelerate wear on internal components and contribute to this fault over time.

Point #2 is more common with Bosch fuel systems and less common with Denso fuel systems.

Diagnosing P0093

Visual inspections across the vehicle's fuel system and checking for loose connections and wiring faults are critical first steps. Inspect every fuel line on the high pressure side for signs of wear, cracking, or seepage. Using a scan tool to monitor live fuel rail pressure numbers can help identify discrepancies that indicate a large leak or component failure. If fuel pressure readings are inconsistent or drop significantly under load, this points toward an internal leak rather than a sensor fault.

Checking the Fuel Rail Pressure Sensor

A faulty fuel rail pressure sensor or fuel pressure sensor can also trigger this error code without any actual leak being present, so always verify sensor operation before condemning mechanical components.

Important safety note: never work on the fuel system with the engine running or the battery connected, as this can create ignition sources near fuel components.

Note on Pressure Relief Valves

Replacing the pressure relief valve is not always successful, as the seating surface inside the high-pressure rail can be damaged and a new valve will not fix this. This is often overlooked — never assume that replacement of the pressure relief valve alone will resolve the issue. Even when the valve is replaced, poor fuel delivery to the rail can persist if the underlying cause has not been addressed.

After any repair, it is important to confirm that the error code has cleared and monitor fuel pressure to verify the fault does not return. If you see the same code reappear shortly after repair, the seating surface inside the rail is the most likely culprit and a full rail replacement should be the next step.

Replacement of the complete fuel rail assembly is recommended.

As a general note on prevention: running high quality diesel fuel and replacing the fuel filter at regular service intervals goes a long way toward protecting the high-pressure components in your system. A blocked fuel filter places additional strain on the fuel pump and can affect components further downstream, including intake valves and the throttle body in some configurations.

Call us for free tech support:

(02) 4272 2600

info@baileysdiesel.com.au

Baileys Diesel Group recommend DC Automotive

info@baileysdiesel.com.au (Baileys Diesel) — Fri, 20 Oct 2023 03:00:04 GMT

DC Automotive

Family-owned car repair workshop. Our head mechanic and auto electrician has over 35 years’ experience and a team of mechanics from various background experience.

We look after your everyday vehicle as well as fleets and work vehicles.

We do pink and blue slips.

We perform Log book Servicing as well as fitment of new Brake pads, clutches and oil changes.

Our qualified mechanics also look after Engine, Gearbox, Differential and Suspension repairs.

We also look after vintage cars.

We do wheel alignment and use “safety stop” to perform brake tests which can be used for engineering reports.

Simple mechanical or electrical issues through to complete engine rebuilds - We do the lot.

We also repair small trucks, trailers and floats. We provide street and race engine development.

We offer Ultrasonic Cleaning service for the Automotive industry for Diesel servicing, coolers, EGR, Manifold, DPF and Diesel carbon.

Unit 2, 17 Sovereign Place South Windsor NSW 2756

02 45779635

https://dcautomotive.bapnet.com.au

repairs@dcautomotive.com.au

Baileys Diesel Group recommend Powertune 4x4 as a Diesel Repair Specialist

info@baileysdiesel.com.au (Baileys Diesel) — Fri, 20 Oct 2023 02:05:38 GMT

We are a family-owned business Committed to Safer Motoring and helping your vehicle last for longer

We are a family-based business that has been providing our services to the Ipswich area for over 50 years. We service and repair all Cars, 4WD's light trucks, commercial vehicles, trailers and caravans. Our workshop is fully equipped with the latest technology. Our focus is on increasing the safety, reliability, functionality and versatility of your vehicle - irrespective of how you use it. Our valued service professionals use their experience to make the right decisions for the longevity of your car. The quality parts and accessories we use and recommend gives you the option to customise your car the way you want, at an affordable price. With lots of experience in the motor industry we will ensure your vehicle is in the best hands.

Our registration numbers are:

MVR Licence: 7967

ARC Licence: AU39798

Kind Regards

Miriam Monteith

Powertune

450 Warwick Road

Yamanto 4305

P: 3281 1050

E: ptmanager@powertune4x4.com.au

powertune4x4.com.au - adasautospecialists.com.au - powertunewheelsandtyres.com.au

facebook.com/powertune 4x4

Baileys Diesel Group recommend LOCKED IN GARAGE

info@baileysdiesel.com.au (Baileys Diesel) — Wed, 18 Oct 2023 23:09:18 GMT

LOCKED IN GARAGE - Diesel Repair Specialist

Locked in Garage have the knowledge and skills to get your diesel performing to its fullest potential. From repairs and diagnosing to pushing the limits of performance, our specialist team has the expertise and passion to get your rig performing to its best.
Closely working with Baileys Diesel Group allows us to service and replace all your diesel fuel needs, with access to injectors, fuel pumps, and secondary filter kits to suit almost everything diesel.

With a combined 60 years experience in the diesel industry you can be sure to count on Locked in Garage to turn your dreams to reality.

From specialty tuning, and log book servicing to injector replacement, lift kits, and turbo upgrades, we can tackle all your 4x4 needs.

36 Bickley street, Naval Base 6165

08 6186 6350

https://lockedingarage.com.au

office@lockedingarage.com.au

Common Rail pump

Wed, 18 Oct 2023 09:53:00 GMT

Common Rail Pump:

Introduction:

Ever wondered what goes into a Blueprinted Common Rail Pump ?

How they work:

Common Rail pump are pretty basic in reality. Firstly, the fuel is sucked into the pump by a Gear pump which is at the back of the pump.

From there, the fuel passes through the Suction Control Valve which feeds a metered amount of fuel into the pumping pistons, which then obviously pump that volume of fuel into the rail.

Over 2200Bar (32000PSI +) – SAY WHAT???

They achieve these pressures by VERY fine machining tolerances. This minimises the losses that would normally get past the plunger as it lifts.

thanks to www.akautomotivetraining.co.uk for the image.

What makes a ‘BLUEPRINTED common rail pump’

Baileys Diesel Group have very Extensive rebuild programs. This is of course extended to our range of CR Pump.

All pumps are:

After it passes all of those will it be put on the shelf for sale.

To see our full range of pumps Click here

Whats Next?

Baileys Diesel Group are (im)patiently waiting for delivery of our new Cylindrical Grinder. This unit can produce tolerances down to 0.0001mm! Which is more than accurate enough for machining out common rail pumps. It will be used as a part of the refurbishment program and used to bore out these pumps in order to fit oversized plungers to produce more fuel!

The post common Rail pump appeared first on Baileys Diesel Group .

HELP! I Can Not Code My Injectors

Tue, 17 Oct 2023 17:21:00 GMT

What Is Injector Coding?

Injector coding is the process of programming your vehicle's ECU to recognise the specific fuel injectors fitted to your engine. This is a crucial step in any injector replacement or service, particularly for common rail injectors where precise calibration directly affects fuel efficiency and emissions output.

By coding the injectors, the ECU can adjust its fuel maps and ensure each injector delivers the precise amount of fuel required for optimal engine performance, fuel consumption, and emissions compliance. Reprogramming the injector code into the ECU is the only guaranteed way to validate that each injector is coded correctly and performing to OEM standards across the entire engine operating range.

If you're wondering what happens if you don't code injectors, the short answer is: a lot can go wrong. And we cover that in detail further down.

Why Can't I Code My Injectors?

There are really only two possible causes as to why you cannot code the injectors, or if you're trying to install calibration codes and the ECU is not accepting it.

Cause 1: Software Glitch or Scan Tool Issue

The first and fairly rare is a situation where you have a software glitch, either with the chip or the scan tool, or the program that you're using to enter the calibration code. This is exceptionally rare with the ECU, and in such instances it's worth double checking or using another scan tool, and confirming you're following the exact procedure outlined in your service manual.

You could also reset or reboot the factory ECU, which is basically disconnecting the batteries for a period of time. Keep in mind that injector coding requires a diagnostic tool that connects to the vehicle's OBD-II port and supports ECU-level programming functions, not all scan tools support this.

It's also worth checking whether your tool's instructions are aligned with the ECU manufacturer's specifications for your specific vehicle, as this is one of the more common and overlooked reasons the process fails.

Cause 2: Wrong Injectors for Your ECU

The more likely situation is that you're probably trying to put the incorrect fuel injectors into the car. Most people don't know, but the very first two digits of the injector code actually dictate the injector part numbers, and these must match your ECU exactly. We regularly get phone calls from people who have fitted second hand engines and they're trying to install it complete. They can't enter the calibration code from the engine because they're trying to use the wrong injectors for their ECU. This is a particularly common problem with common rail injectors, as the calibration data is highly specific to each unit.

When ordering replacements, always provide correct vehicle details including the VIN to confirm you're getting the right match. This is also an issue when replacing injectors in a vehicle that has done an engine swap.

It's also worth noting that some vehicles, particularly those fitted with Bosch Piezo injectors, may refuse to start altogether if the ECU does not recognise the new injector values, so getting the right match from the outset is critical.

(Another common issue is physically entering in the wrong digits. The codes are 0-9 and A to F ONLY, and it's common to mix up B and 8.)

What About Second Hand Engines and Engine Swaps?

Now when people buy second hand engines, it is quite common to try to purchase the newest one with the lowest mileage. If they're trying to put that into an old car, this can represent significant issues — and is one of the more common causes of injector coding failure that we see.

To give you a practical example: if you have a 2010 or newer engine going into an earlier car, you have more significant issues than most people realise. The fuel injectors in these engines went under quite significant changes between 2009 and 2010, and ultimately a 2010 engine will have approximately 15-20% more fuel delivery capacity. The ECU uses the calibration code to compensate for this and pull them back, but remember you can't put that code in! That means you will be 15-20% over-fueling in this car, which can lead to significant vehicle issues including a bad injector situation where even a brand new unit causes damage because the ECU cannot control it accurately.

This level of over-fueling can push rail pressure beyond its intended range, trigger a persistent check engine light, cause rough idle and misfires from an imbalanced fuel-air mixture, and produce excessive black or white exhaust smoke from incomplete combustion.

For common rail injectors, this mismatch is especially problematic as the entire system relies on precise calibration across all cylinders. They also did a lot internally with the injectors to make their reaction time respond faster — which is why an injection pilot relearn procedure may be required after fitting, to allow the ECU to recalibrate pre-injection quantities. That means your pilot fuel quantity will be significantly higher as well, probably in the order of about 100% more pre-injection fuel.

Obviously your main duration fuel will be about 15-20% over, so in these sorts of circumstances you obviously want to limit the excess fuel, particularly if the engine has just blown up. You don't want to create a position where you're then running that much extra fuel and that much extra heat with a brand new engine.

What Happens If You Don't Code Injectors?

Skipping the injector coding procedure after a replacement isn't just an inconvenience. It can lead to serious engine damage. Uncoded injectors cannot deliver fuel to the correct cylinder at the right volume and timing, which means the ECU is effectively flying blind. Common consequences include:

Rough idle and misfires from an imbalanced fuel-air mixture
Loss of power under acceleration
Persistent check engine light from performance discrepancies
Excessive black or white exhaust smoke from incomplete combustion
Cylinder washdown, where excess fuel strips cylinder wall oil and causes rapid wear of pistons and rings
A malfunctioning injector effect where even a brand new unit causes damage due to the ECU being unable to control it accurately
In severe cases, lean overheating can occur if an injector delivers too little fuel, potentially leading to melted pistons or cylinder head damage

Always Test After Coding

Once the injector coding process is complete and the calibration code has been entered correctly, always test the system before returning the vehicle to normal use. Clear any remaining fault codes, check idle quality, and do a short test drive to monitor for smoke or power irregularities.

If you want the confidence of OEM-level calibration from the outset, our Fuel Injection Systems Service at Baileys Diesel Group remanufactures and certifies injectors to 99.9% accuracy, which takes the guesswork out of the entire process.

KRAL Flow Meter: What You Need to Know

Tue, 17 Oct 2023 03:58:35 GMT

The KRAL flowmeter is a positive displacement meter that uses a rotating piston to measure the volume of fluid flowing through it. It is one of the most popular types of flowmeters on the market today and is used in a variety of applications, from measuring fuel consumption in vehicles to monitoring water usage in industrial settings. But how does this versatile flowmeter work? And what do you need to know before purchasing one?

The KRAL flowmeter consists of a housing, a rotor, and a measuring chamber. The housing contains the inlet and outlet ports, as well as the drive shaft that turns the rotor. The rotor has a series of vanes that divide the measuring chamber into a series of small compartments. The measurement chamber consists of the casing and two screw spindles.

As fluid flows through the meter, it turns the rotor, which causes the vanes to move and displaces a volume of fluid equal to the number of compartments that have been filled. The precise measured value is calculated from the known measuring- chamber volume and the spindle rotation speed.

This displacement is then translated into a flow rate reading by an electronic sensor that is connected to the KRAL flowmeter. This sensor converts the flow rate into a signal that can be displayed on a digital readout or transmitted to a remote location for monitoring.

The uses range from a low viscosity range of liquids such as petrol, acids, and bases to high viscosity liquids such as paint colours or coal tar. Their products and solutions for flow measurement and fuel consumption measurement are frequently utilised by many customers, particularly for fuels such as diesel, heavy fuel oil, and marine diesel, as well as lubricating or cylinder oil.

The KRAL flowmeter is a versatile and accurate way to measure fluid flow in a variety of applications. If you are considering purchasing one for your needs or business, keep the following factors in mind:

The type of fluid you will be measuring: The KRAL flowmeter is designed for use with liquids, but it can also be used with gases and vapours if special fittings are installed.
The maximum flow rate: The KRAL flowmeter is available in a variety of sizes, each with a different maximum flow rate. Choose a size that is appropriate for the application you are using it in.
The operating environment: The KRAL flowmeter can be used in both indoor and outdoor applications. If you are using it in an outdoor setting, make sure it is rated for use in that environment.
The accuracy: The KRAL flowmeter is accurate to within +/- 0.25%. Choose a model with the high accuracy you need for your application.

KRAL flowmeters are accurate to 0.1 percent across a wide flow and viscosity range, and their repeatability is greater than 0.01 percent.

Now that you know how the KRAL flowmeter works and what to consider when purchasing one, you can be confident in your decision to add this versatile tool to your arsenal.

KRAL Flowmeters OME Compact Series

A compact three-in-one device that is excellent for diesel and light oil applications, including fuel consumption measurement.

In all design sizes, KRAL measurement devices from OME flow metres always measure in both flow directions. The 3-in-1 sensors, which detect a change in flow direction automatically and quickly, make this possible. Another advantage is the built-in Pt100 temperature sensor, which detects the temperature of the medium as well.

OME series measurement devices are available in a light form, specifically for measuring light oil consumption, for sectors such as inland waterway transport or power production, by employing aluminium for the housing. Because of the exact measurement chamber, a range of 1:100 is also possible for the OME series, as with all KRAL flowmeters.

Thus, OME stands for combined exact flow measurement, flow direction, and temperature – all in the shape of a small, light, and durable metre.

KRAL Flowmeters OME Compact Series

A compact three-in-one device that is excellent for diesel and light oil applications, including fuel consumption measurement.

Thus, OME stands for combined exact flow measurement, flow direction, and temperature – all in the shape of a small, light, and durable metre.

Contamination of Common Rail Diesels

Fri, 11 Oct 2019 04:02:00 GMT

If you own a common rail diesel, it's important to be aware of the risk of fuel contamination. Fuel contamination can cause a number of problems, ranging from engine damage to fuel systems failure. In some cases, it can even lead to fires.

Here at Baileys Diesel Group , we see too many fuel contamination cases and repeated failure of replaced components due to incorrect repair of the injection system. To avoid fuel contamination, it's important to use only high-quality, clean diesel fuel. If you're unsure about the quality of the fuel you're using, have it tested by a professional. If you contaminated fuel, take action immediately to clean your system and prevent further damage.

Here at Baileys Diesel Group we see too many cases of fuel contamination and repeated failure of replaced components due to incorrect repair of the injection system. Contamination can be caused by a wide range of things including but not limited to; water, particulates and petrol or other non-diesel liquids. We would like to cover a few things in regard to the prevention and correct repair of contaminated common rail diesel fuel injection systems…

What is fuel contamination?

Fuel contamination occurs when diesel fuel enters an oil system, such as the fuel lines or injection pump. The dirty fuel enters the diesel engine with fuel contamination and creates a build-up of sludge, gum, and varnish in the fuel system.

The build-up restricts fuel flow, causing the engine to limit the amount of fuel it will accept. Eventually, the parts of the engine that require the cleanest, most consistent flow of fuel wear out or fail.

As they fail, they create a new pathway for the rest of the fuel systems to become contaminated. This can create a huge and expensive headache for a trucking company.

How Fuel Contamination Occur

One of the main reasons fuel contamination occurs is because of improper maintenance. For example, it’s important to drain the fuel tank before replacing a fuel system component. If the truck is being maintained while the fuel storage tank is still full, fuel can get trapped in areas that shouldn’t be and become contaminated. Dirty hands and tools can also transfer debris from one fuel component to another, creating a pathway for contamination.

Another way contaminated fuel can occur is from an external source. If someone is siphoning diesel from a truck, the dangerous, unsecured fuel source can transfer contaminants all over the truck. Once contaminated, the truck can transfer it to other trucks on the property or to other locations.

Most Common Causes of Fuel Contamination

Diesel fuel contamination can be caused by a wide range of things including but not limited to; water, particulates and petrol or other non-diesel liquids. We would like to cover a few things in regard to the prevention and correct repair of contaminated common rail diesel fuel injection systems.

Water

Water in diesel fuel can come from the service station, moisture created in the tank from the cooling of fuel or even sucked in when submersing the tank in water i.e. a river crossing.

Water going through your fuel injection system creates many fuel problems. From lack of lubrication compared to that of diesel to the ability to almost instantly rust components of the fuel systems due to the temperature of the fuel and components. This rust then creates contamination particles causing fuel stability, however we are already past the fuel filters and this only ends up at the injectors.

While the injectors will usually be the failing component, the damage has also been done to the rest of the system i.e. rust in the fuel rail, fuel pump and fuel lines. In some cases, even the fuel tank/s will need replacement as many metal tanks will rust if water has sat in them. This means a thorough inspection of fuel tanks is essential to eliminate all rust from the system. If all components are not replaced this rust will dislodge and end up passing into the brand new set of injectors or stop the pump from working eventually.

In many cases, water contamination does not set off the factory water alarm whether this is because it has been emulsified or the filter has not displaced a large enough amount to bring on the warning lamp. In this case, the vehicle will usually run as usual however rapidly wearing components. Once stopped these vehicles can often present a non-start condition or hard to start condition. Once running, lack of power and rough idle are indications contaminated fuel may be the issue.

While modern diesel vehicles are equipped with OEM water traps and sensors in their fuel filters, often this is not enough or they do not alert the operator quick enough.

This is where extra preventative measures should be taken.

Look for reputable service stations with high turnover as there is less chance of large amounts of water being in the fuel. Always keep your fuel receipts!
If you have access to “cheap” diesel through the workplace or farm tanks, avoid this in your common rail vehicles it will NOT save you money in the long run.
Ensure tank breathers are not blocked and if possible extended above where you may get water to save the fuel storage tank from pulling in a large amount of water in a water crossing event.
Fit a secondary filter, we recommend a 2-micron secondary filter that also includes its own water trap. This gives you some water trap capabilities after the main filter and warning indicator, that way if water is coming through your main filter but it hasn’t yet set off the indicator you should catch what water makes it past until the indicator is set off.
Installing a pre-filter will separate water yes, however when the water indicator is triggered you now have water in both your pre and main filters with the main filter now reaching its water trapping capabilities meaning the indicator is the last line of defence leaving you clueless to water in your system until a lot of the time it’s too late.
If you do happen to have your water indicator go off in your vehicle, stop driving immediately and drain your filter. We would also recommend reporting fuel quality issues and having your fuel tanks drained and cleaned as soon as possible whilst getting your fuel systems checked for any signs that the water made it past the filter.

Pure microbial contamination is not the same as water contamination. When you have more Fatty Acid Methyl Ester (FAME) and less sulfur, it speeds up the process. As more water is added, bugs have a lot more room to grow at the point where the fuel meets the water.

Microbial growth can cause blockages, just like with water however these are usually more difficult to diagnose as you may not have a water in fuel indicator. Engine running rough, low power and black smoke are all indications of microbial contamination.

Above (L-R): Separated water, emulsified water

Above (T-B): Separated water, emulsified water

Particulates

Particulates can end up in the fuel systems in many ways including, poor cleanliness during maintenance, dirt ingress when refueling through the tank filler, dust through tank breather and diesel bug (usually grows when water is present).

These particulates do not have to be large, it’s the smallest particulates that will cause the damage. With most factory filters ranging between 5-10 microns and injector clearances down to 2 microns. Anything between 2 and 5 microns will cause premature wear in your common rail injectors.

For example on how small this is the average human hair is around 60-80 microns in diameter, so these particles damaging your fuel systems are virtually invisible. This is the biggest reason we recommend installing a 2 micron secondary fuel filter on your common rail vehicle. Many people will say a 2 micron filter will cause restriction however our fuel manager 2 micron filter flows at 300LPH the exact same flow rate as a 30 micron fuel manager filter.

If your 2 micron filter becomes blocked after catching all the particles your factory filter has allowed through causing a fuel restriction this is better than those particles going through your injectors considering a replacement fuel filter will set you back $40 and can be kept in the vehicle rather than thousands for injectors.

To keep chances of particulate contamination to a minimum, take extra caution when replacing fuel filter or working on any part of the fuel system. Try to keep the engine bay and areas around fuel filler and tanks as clean as possible.

Above (L-R): Undamaged valve plate under microscope, valve plate erosion due to contamination under microscope, spindle damage due to contamination under microscope

Example of diesel bug

Petrol or Other Non-diesel Fuels or Liquids

Filling a diesel vehicle with petrol happens more regularly than you would think. However there are usually two outcomes. One being you realise before starting the car or you drive the car until an issue arises.

If you do happen to fill your diesel with petrol and do not start the vehicle, get the vehicle towed to our workshop or your nearest mechanic. If the vehicle is not started the tank can be drained and re-filled with diesel with no issues. Some tanks may need to be removed to achieve proper draining of petrol.

If the vehicle is started and driven, once the petrol reaches the injection system the damage is almost instant. Although it may take a while for the car to “sound bad” or not “run well” the damage starts occurring straight away. Unlike diesel, petrol has dramatically less lubrication properties and the diesel fuel injection system relies on the diesel to lubricate all the components.

This causes all components to become much hotter than usual and running with no lubrication and a greater amount of heat, rapidly increased wear occurs. Once petrol has run through the diesel injection system no matter the amount, all components should be replaced, thus preventing premature failure.

If only failed components are changed i.e. injectors, the premature failure of other components not replaced can then produce contaminate particulates which will then be passed through the new injectors likely causing them to fail again much sooner than expected.

Above (L-R): Intake pickup, tank internal photo after draining through bung

Recommended Repairs

For warranty purposes replacing all components is necessary to ensure warranty of new products is not affected.

These components are what we recommend to be changed when repairing a fuel systems that is contaminated.

Injectors
Fuel Lines
Fuel Rail
Pump to Rail Fuel Line

Fuel Pump
In-tank pickup assembly (cleaned or replaced)
In-tank pump if applicable (if damaged or no longer operating)
Fuel tank cleaned and replaced if necessary (if any sign of rust)

Checking for Contamination

There are two easy to see tell tales of contamination when replacing injectors. The first would be the fuel filter. If your fuel filter is completely black or “sludgy” and “slimy” there is a good chance your vehicle has suffered a contamination related failure.

The second is the inlet filter in the injector itself. Here are pictures of contaminated and non contaminated.

Above (L-R): New, rust particles, severely contaminated

Severely contaminated fuel filter

Insurance

Many of the vehicles we do this work on are covered through their comprehensive insurance policy. We highly recommend knowing whether your vehicle is covered for contamination and confirming with your insurance company what their coverage is.

Often claims require receipts of recent diesel purchases so this is a big reason to hold on to your fuel receipts. The insurance company should be notified asap when contaminated fuel is found and can aid in what they require for the claim to be processed. Never continue with the repair until confirmed by insurance.

Final Words

We hope you never have to experience this type of problem, but unfortunately it is something that does happen from time to time. If you do, please give us a call at 1800 465 328 and we will endeavour to get your vehicle back on the road asap.

Baileys Diesel Group is your one stop shop for all things diesel. From common rail injectors to DPF regeneration, our team of experts can help you with any problem you may have.

Toyota Stepper Motor Failure

Fri, 13 Jul 2018 05:40:00 GMT

The Best (And Cheaper) Solution To Toyota 1KD Turbocharger Stepper Motor Failure

At Bailey’s Diesel, we’ve been receiving an increased number of phone calls for Toyota 1KD, or Toyota Hilux , Prado and Hiace fitted with 1KD engines, and turbocharger Stepper motor related fault codes, or running engine problems.

The Problem

Generally speaking, they will throw a code that states faulty stepper motor. It can be a bit of a troublesome fault code to solve, because it’s quite common that the Stepper motor driver, which is an external computer system or external ECU from the main ECU, has failed, not the actual stepper motor.

Before replacing a complete turbocharger with the Stepper motor assembly, it is worth ensuring that the external Stepper motor driver is not the issue, before spending the money.

The Solution

The next situation is that in many instances, the actual Turbo charger itself is fine, but the Stepper motor itself has failed. Where previously you would have to replace the entire turbo-charger at a cost of $3,500 dollars, Bailey’s Diesel now has the Stepper motor available as a separate item, which saves the customer a few grand in the process. It’s a simple solution to a simple problem.

The post Toyota Stepper Motor Failure appeared first on Baileys Diesel Trade .

Nissan Navara YD25 Blowing Black Smoke

Fri, 13 Jul 2018 05:36:00 GMT

Nissan Navara YD25 Blowing Black Smoke

Navara D40’s in particular are known for blowing black smoke. This situation with the fuel system itself is due to the fact they have a large nozzle and therefore makes them susceptible to over fueling, especially once wear sets in or if you have rail pressure issues. Any time you have a diesel blowing smoke, ultimately it means the air to fuel ratio is rich or incorrect

It’s advantageous to have a look first at the air side of things, because the D40s can have an intake manifold carbon build-up problem, similar to Tritons. however not as bad, but fairly close and they also are susceptible to an EGR fault. The EGR valve will fail and leak exhaust gas into the intake manifold, therefore further suffocating the combustion process. It is also worth checking the boost levels from the turbo, these YD25’s have a boost control solenoid which can cause the turbo to cease making boost. Generally speaking, it can still be the fuel system, be it rail pressure, or (particularly after about 150,000 km) the nozzle wear is such that you will get a black smoke issue. This is because they run a fairly rich tune from the factory.

Before spending significant amounts of money on the fuel system side of things, it always pays to make sure the intake manifold is clean, that the EGR is correct and closing and opening as should be, and that the engine is breathing effectively and making good boost. Black smoke is always due to it being rich, but it will pay to make sure that is due to fuelling, and not a restriction in air before giving us some of your hard-earned.

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ZD30 VP44 ICV Problems

Fri, 13 Jul 2018 05:32:00 GMT

Nissan Navara D22 ZD30 Black Smoke and Low on Power

The ZD30 have a VP-44 fuel system, which feature an electronically-controlled traditional-style rotary fuel pump. With the electronic control, there is finer tuning of engine timing throughout the rev range, and ultimately these pumps simply wear out. The main failure is the fact the engine can no longer reach full advance.

What ends up happening is the engine is therefore running retarded, and because it is retarded it is no longer making power efficiently. The driver then puts more throttle in and effectively you end up with a situation where the engine is now over-fueling. One check that can confirm is looking at the spill valve percentages. A new pump or a decently equipped setup is somewhere in the order of 50-70% in terms of spill valve percentage. At hot + idle, a dead pump will be anything less than around 20%, and generally you start to see symptoms at 28% and lower.

The way the timing works inside the pump is effectively governed by the internal pump pressure. It’s also worth noting that this internal pump pressure can be influenced by outside factors. The most common one is usually aerated fuel supply. If the fuel supply to the pump is aerated the pump cannot compress the fuel properly, which means it won’t get a decent internal pump pressure, and therefore can’t get internal pump pressure. It’s highly important that it’s without air and it’s also important the fuel flow to the pump is unrestricted. If you have a big vacuum on the pump-supply side, then obviously the pump isn’t getting the fuel. It’s losing internal pump pressure and therefore losing advance.

So first thing, always check the spill valve percentages (sometimes called ICV percentage). We always have a clear piece of fuel line with a T-piece to a vacuum gauge, and we just attach that on every car. It takes five seconds or five minutes to go for a quick run around the block to make sure there’s no air or vacuum in the fuel supply. This one quick step is the most vital to ensure a few thousand $$$$ is not lost in a miss diagnosis.

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YD25 Suction Control Valves

Fri, 13 Jul 2018 05:29:00 GMT

Suction Control Valves for Nissan Navara’s yd25 engine

All common rail engines use a suction control valve (SCV) or metering unit which is responsible for controlling fuel pressure in them. The SCVs use extremely fine tolerances and are quickly affected by dirt and contaminated fuel. When the SCV is affected by wear or dirt, they will cause the common rail pump to deliver an inconsistent fuel pressure to what is being demanded by the factory ECU. ECUs’ ability to control the rail pressure is quite limited under these circumstances. This problem occurs consistently in Nissan Navara; particularly the models with the D40 engines. These models can suffer from malfunctioning SCVs, causing running issues such as a sudden lack of power, which can be intermittent.

Long-term solutions for faulty SCVs

Though cleaning or rotating the SCV at 90 degrees may fix the problem for a short period, sooner or later the SCVs will need to be replaced. You can also reset the normal operating condition by stopping and re-starting the engine. However, the problem will re-appear in a short while.

The control valves which are fitted to the high-pressure fuel pump are replaceable items. At Baileys we check and replace SCVs as a mandatory item after the vehicle crosses 60,000-80,000 km. We also recommend a relearn of the factory ECU that is done every time the fuel filter is changed so that it finds the correct operating fuel pressure.

Check the injector from time to time

A small fluctuation of rail pressure can create a huge variation in engine performance and the engine will experience surging as the ECU tries to find the correct operating fuel pressure. If the varying pressure moves past a pre set limit, the vehicle will go into limp mode. In order to get the best result from the engine performance, it is advised to change both the SCVs and injectors at the same time.

As SCVs ensure the smooth operation of the rail fuel injection system, it is important to ensure that your replacement suction control valves and injectors are of the highest quality. It is easy to remove a SCV and check the valve piston which should be ideally smooth and clean like chrome. However, it is generally found with marks and so it’s mandatory to check the valve piston while checking the SCV.

Watch the rail pressure when idle

It is also compulsory to watch the rail pressure fluctuation when the vehicle is idle and hot. At Baileys, checking the rail pressure is part of our pre injector works diagnostics and we would be able to properly assess and detect any sort of rail diesel engine faults.

It is important to ensure that your replacement suction control valves and injectors are of the highest quality. At Baileys, we have solutions for any injector failure and SCV replacement and can ensure that our suction control valves will deliver more power over any other standard unit by allowing the rail pump to make available more fuel for the ECU to take control of your vehicle.

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The Suction Control Valve

Fri, 13 Jul 2018 05:24:00 GMT

Diagnosing Common Rail Diesel Faults – the Suction Control Valve

As was mentioned in an earlier post , the suction control valve plays a critical role in the common rail diesel injection system, and is also one of the “usual suspects” in common rail diesel faults.

For the average owner, looking to diagnose an issue with his vehicle, we are going to explain here the part the suction control valve plays in fuel delivery, and why when you start trying to diagnose common rail diesel faults, you should often start here, rather than the injectors. For the pros and smarties among us, let Matt Bailey explain the common rail pump in a little more detail.

The suction control valve in the common rail fuel system basically acts as the throttle to the fuel pump, conserving energy in the system by allowing only the required amount of fuel to be pumped through the system. When trying to diagnose common rail diesel faults, the suction control valve is often overlooked, when in many cases, it should be the starting point.

The suction control valve, like every other part in the later common rail diesel injection systems, operates at tight tolerances. Fuel contamination and wear inside the valve means that the ECU cannot command the correct fuel pressure to the injectors. Keeping in mind the incredible pressure (thousands of psi) inside the fuel rail, and that a faulty valve means that pressure is jumping around quite extremely, it makes sense that when diagnosing common rail diesel faults that involve drivability, this should be one of the first places your technician suspects.

Some of our customers have experienced their truck going into “limp mode”, and that is often due to the fuel pressure varying one way or the other past a limit set by the ECU. After a few hundred sessions of stopping, turning off the switch, and restarting to reset the computer, it is time to head to your shop, where there are those who start with the suction control valve (not cheap, but not reeeally expensive) or you can head right for the injectors. The fact is, when diagnosing common rail diesel faults that involve drive-ability, replacing the suction control valve should be the first place you check, as it is relatively inexpensive, and as we said before, it is a wear item, just like the injectors, and crossing it off the list of maintenance items for your common rail diesel is a good thing in itself.

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P1089 Fuel Pump Fault Code

Fri, 13 Jul 2018 05:19:00 GMT

P1089 Fuel Pump Fault Code – Nissan Patrol ZD30CRD

Fault Code P1089 in Nissan Patrols can be a real annoyance, because ultimately the ECU has registered that the fuel rail pressure is not within acceptable tolerance (in terms of the target rail pressure). Therefore, it has lodged a code to say that the fuel pump is not doing its job.

The issue with this particular model is that nine times out of ten we find the pump is not the problem. The injectors are the culprit because they may suffer excessive leak-back. There is also a pressure limiting valve within the fuel rail, which can also leak, and because it doesn’t leak externally, you can’t see it. It just leaks through the leak-off back into the fuel tank.

Whenever we get this P1089 code, the first thing we do is make sure that at idle there is no fuel whatsoever coming from the pressure relief valve. This relief valve is not due to open until 2000 bars, so if you have any fuel flowing from there at 320 bar (approximate idle pressure), you obviously have an issue. Also with the leak-back for the Bosch fuel injectors, at idle we don’t want to see any more than 20cc’s per minute. 8-10 is quite normal, a dead injector or a couple dead injectors, but a single dead injector will flow something like 300cc’s per minute at idle if there is a problem. Hence, it’s very stark and noticeable.

Double check these things first, and then before changing the complete pump, we would suggest changing the suction control valve first, or the inlet metering valve. This depends on who you talk to, because on average that is usually the issue before the pump is. So I hope that provides some help.

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Why Common rail Injectors Fail

Thu, 12 Jul 2018 19:21:00 GMT

Symptoms and Causes of Common Rail Injector Failure

In over 40 years of diesel combustion research, Baileys has seen, repaired and prevented just about every cause of injector failure, and in this post we have compiled some of the most common symptoms, causes and ways to prevent the premature replacement of your common rail injectors. While most of this post directly addresses the injectors BDG manufactures and sells, the info will be relevant to all common rail diesel vehicles.

Why does my Hilux (Prado) blow white smoke and cold start rattle?

Chances are the problem is internal injector leakage caused by seal failure. As this seems to be a common problem on our Facebook page and the forums, and the dealers all seem to be explaining it away, I took a quote from Matt Bailey at BDG:

“The sealing washer that goes around the nozzle starts leaking oil into the cylinder overnight. Worse however is when the combustion gases, particularly carbon, leak past, ending up in the oil, blocking the oil pick-up in the sump and starving the engine. CATASTROPHE.”

A simple check for this is to leave the nose of the car pointed down overnight. If the symptoms are worse, the sealing washers are faulty.

Remember that common rail systems run at enormous pressure, so avoid tuning that increases pressure in the rails.

Why does my Hilux (Prado) rattle at low RPMs?

Under light loads (+/- 2000 RPM) these engines go into a high advance, so some engine rattle is normal. If you do notice it getting worse, we suggest you first pull the filter for inspection. If it is full of “black stuff”, replace it. ** We know Toyota has stated that the filter does not need changing.. Our experience is different.

Another common cause of Hilux low RPM rattle is a dirty or clogged intake manifold. It is worth trying (and good maintenance practice) to remove and clean the intake. The EGR system feeds exhaust gasses back into the intake, including carbon, which builds up over time. We regularly see cars with 35-50% of the inlet blocked up where the EGR links in. Once we have cleaned this out, the rattle has seemed quieter. Either way, this is good maintenance practice, as it balances out the AFRs (air-fuel ratios), giving some fuel economy gains.

It is also worth keeping an eye on rail pressures comparing actual to requested to ensure they are in sync with each other, the SCV can also cause a rattle on light acceleration buy supplying the incorrect rail pressures to the injectors.

Why does my Hilux (Prado) injectors to fail?

We all know that these common rail injectors are likely to fail at around 120-140,000 km’s. Symptoms of a failing injector are a loud knock that is audible with the windows down. You hear this sound best when the vehicle is cold, or when sound bounces back to you from another car or wall. It is loud and nasty, and usually goes hand-in-hand with poor fuel economy and sometimes a rough idle. We have seen injectors start to fail as soon as 75,000, and last as long as 250,000 + km – so what makes the difference?

Wear and tear – These common rail injection systems operate with 30-100% more pressure than previous systems. This has a definite impact on injector longevity. Next, these injectors fire four to five times per combustion stroke, instead of just one. That is a lot of additional work. Lastly, they have a much smaller operational tolerance than previous injectors. It is a miracle they last as long as they do!

Fuel factors – We all know that foreign matter in the fuel is no friend. The physical tolerance within these injectors can be as little as 1 micron. Therefore, for obvious reasons, we recommend fitting the smallest micron filter available. Fuel in Australia contains chemicals that will corrode the injector body, leading to problems. The best way to avoid this is to not let the fuel “sit” – Drive your beast regularly!

Other than taking these precautions, the only real fix, once the problems have set in, is to replace the injectors.

The post Why Common rail Injectors Fail appeared first on Baileys Diesel Group.

Why Coding is important

Thu, 12 Jul 2018 19:18:00 GMT

Why we CODE the ECU when we change the Injectors.

Here is a quick video that explains what coding the ECU is all about, and why it is so important that it gets done when you fit Baileys injectors. It is a great, short explanation and touches on why our blueprinted common rail injectors are so much more efficient than factory injectors, and how we translate that greater efficiency into fuel savings for your customers.

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What is a DLC Common Rail Injector

Thu, 12 Jul 2018 19:14:00 GMT

What is a DLC Common Rail Injector?

Lately, there has been quite a bit of chatter amongst the forums and message boards concerning the new DLC common rail injectors, and just what, exactly, makes them so much better. Let’s clear away some of the mystery and see what the DLC injector means to your vehicle, because at $3000+ per injector change, we all need the info, not the hype.

What is DLC, or Diamond Tip?

While the DLC, or Diamond like Coating, is certainly a massive advance on the longevity of the Common Rail injector, the term “Diamond Tip” is really nothing more than a selling tool by the manufacturer. DLC is actually a metallic coating, which can be applied only to specific metals, with specific properties, under specific conditions. The method of actually creating this metal, and bonding it to the base metal, is actually quite complicated, and reads more like an episode of Star Trek. Whilst the technology for this process is fairly new, one of the first practical applications of DLC was with large, medium speed Diesel Injection engines utilising heavy oil as a fuel source. This is a market where Baileys Diesel Group has its roots. Here is what you need to know..

A surface with a DLC coating is up to five times harder than hardened tool steel, with a friction coefficient of around half (and with a dry friction coefficient of five to six times better). What does this mean for the injector? Essentially, it means that the DLC Common Rail injector operates far more efficiently, and experiences much less wear and tear. As an added benefit, the DLC injector is somewhat more tolerant to fuel contamination (and to a lesser extent, the poorer quality fuel available in Aus).

When we talk about a DLC Common Rail injector, the DLC coating has actually only been applied to certain parts of the injector. The Denso DLC injector, for example, has only had this coating applied to the actuating armature at the top of the injector, and the nozzle needle at the tip of the injector. The problem with this approach, as we have seen, is that about 95% of the time, the Common Rail injector failure occurs with the main spindle down the centre of the injector.

As you can see, while the new DLC injectors are certainly a step up from the previous generation of Common Rail injector, they are not yet the cure-all that they have been billed to be. While they are providing a higher level of reliability and performance that vehicle owners and service facilities have been demanding, the main cause of failure has not been addressed. Until this happens, the OEM DLC injector will still have room for improvement.

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What Does Common Rail Injector Failure Mean?

Thu, 12 Jul 2018 19:11:00 GMT

Looking at the situation from the outside, these newer injectors have to work at pressures that are basically double what the older systems worked at, and they are required to inject three to five times per stroke, which is of course three to five times more often. To make these pressures and number of injections possible, tolerances have been reduced, and new technologies have been employed. The fact that many of these injectors will see upwards of 150,000-200,000 kms is therefore quite impressive.

These injectors have done an awful lot of work by the time that 150,000-odd kms come around. But what exactly makes them fail? To date, BDG has blueprinted thousands of these injectors, and here are the three main common rail injector failures that we discover.

The Three Main Causes of Common Rail Injector Failure

In our experience, this failure is caused by the main spindle down the centre of the injector. It starts to “pick up” in the bore, just like a seized liner and piston, only on a smaller scale. The issue is most prominent when the vehicle is cold, and the tolerances are at the minimum. Friction is at its highest, and actually holds the injector open for longer, over-fuelling the individual cylinder.

The post What Does Common Rail Injector Failure Mean? appeared first on Baileys Diesel Group .

What Causes the Hilux and Prado Clogged Oil Sump Pickup Problems?

Thu, 12 Jul 2018 19:07:00 GMT

What causes the Hilux/Prado clogged oil sump pickup?

The main cause of this is failure of the common rail injector seal. When the seal around the tip of the injector starts to fail and leak, oil drips into the cylinder overnight. Worse is when the carbon gases blow by, fouling and thickening the oil, blocking the oil pickup, and starving the motor. Nightmare.

The best way to prevent the oil sump pickup getting clogged is proper maintenance and inspection. At BDG, we have seen the Hilux and Prado go from perfectly in specs injectors and a squeaky clean oil sump pickup to leaking injectors, smoke-blowing and a clogged oil sump pickup in less than 10,000 km. The first point is to make sure your maintenance is done on time, and to check and see if you have a clogged oil sump pickup screen every time you change your oil. The second point is to know the symptoms and causes of injector failure, and catch this early on before the damage is done.

In a previous post, we covered the symptoms and causes of common rail injector failure, but here might be a good time to cover the highlights.

Your Hilux or Prado has white smoke and a rattle after cold start . This is usually caused by the leaking injector seal we talked about. A simple check for this is to park the truck, nose down, overnight. In the morning, if the symptoms are worse, your common rail injectors are failing. Remember, when this starts happening, your oil sump pickup screen is getting clogged, and it takes no time for the damage to be done.

Hilux and Prado low rpm rattle . This is usually caused by a clogged EGR and manifold. It is a good policy, and good maintenance, to remove, clean and inspect the intake each time you change the oil.

I do all of my maintenance, why do my injectors fail? The fuel your truck burns and normal wear and tear is the cause of most injector failure. The new common rail injector operates under extremely high pressure, and this speeds up the failure. They also fire more times than previous injection systems, so bingo. Next, we know that the chemicals in our diesel fuel, and particulate in the fuel, are the death sentence for common rail injectors. What to do? Baileys recommends a one micron filter, and driving the beast on a daily basis, to minimize the fuel related problems.

Lastly, while a clogged oil sump pickup is a devastating event, a costly failure on the Hilux and Prado, the good news is that it is easy to inspect and check at every service, whether you service it yourself or take it to the dealer. Take off the oil sump covers, take out the screen, and spray it with carb cleaner or degreaser, then put it all back, making sure to seal everything properly.

The post What causes the Blocked Sump Pickup appeared first on Baileys Diesel Group .

The DLC Difference

Thu, 12 Jul 2018 19:03:00 GMT

What injectors are you really putting in your car!

Interesting developments in the common rail injector marketplace. Firstly, we’ve been made more than aware that BDG injectors certainly aren’t the only ones looking for more permanent fixes to the common failure modes, but also a renewed push from the diesel additives promising to ‘maybe’ fix your injector knock… (although clearly took aim at us with their line ‘some companies have a vested interest in selling injectors’ – shame they don’t have the experience to know what actually fails, but after a few minutes of your time here, you’ll know what the right solution is).

Injector failure modes:

Man, we have said this a million times, if not more. Most common form of injector failure is a seizure based failure of the spindle in the centre of the injector.

(Here’s a couple of month’s worth) like this under microscope

These failure modes are very much like a seized liner and piston. Piston and liner are both damaged and with common rail, the main problem is the additional friction impairing normal opening and closing upsetting both timing and quantity. Just like a seized engine, it’s not a simple fix unfortunately, and putting some oil in there certainly cannot undo that sort of significant damage, even if it may slightly ‘reduce symptoms’

So what can you do about it?

Have genuine injectors built before 2013 or are to suit cars prior to 2010? We strongly recommend the use of an additional form of lubrication (and have done since early 2014). This is due to your injector having the same uncoated venerable piston above.

Why the specific years? Check out what EVERY manufacturer is doing (including Denso – selectively):

Notice that all 3 on the left are ALL DLC coated on the spindle? Think that’s new? BDG was one of the first in the world to use DLC in Heavy fuel (shipping / power generation) nearly 12 years ago. It’s now so common place that it’s hard to buy elements without it – here is a photo from industrial division this morning:

That small plunger and barrel in the front is out of a 550HP truck, the unit at the back (with the coated plunger) is from a 25,000hp stationary generator.

Anyway, moral of the story is that if you would like your injectors to last longer this time ‘round, you should be using the best technology available. We have VAST experience in all types of Diesel fuel systems, have rebuilt thousands of common rail injectors and were first to market with DLC coated spindles. Still not convinced? Bosch and VDO thought it was a good enough idea to run with, Even Denso has joined the party – so long as you drive a 2010 or newer Hilux.

Own an older Hilux, Navara or Triton? Choose BDG.

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Seat Washers – White Smoke on startup

Thu, 12 Jul 2018 18:55:00 GMT

The Simple Solution to Toyota 1KD White Smoke On Start-up Problem That Could Become Worse and Seize Your Engine

1KD white smoke on start-up

While generally well-known in the mechanic community, consumers should be made aware that Toyota 1KD engines have a very specific problem. ‘The 1KD white smoke on start-up, besides the obvious white smoke is symptoms of rattling / knocking noise in the first two or three seconds after start up.

The issue may clear up quite quickly and then dissipate, until the engine runs perfectly and no further issue is presented. It can also be noted as ‘when I park nose down’ symptom.

The Problem

The problem that creates this situation is the nozzle washer, or the little copper washer that sits underneath the injector or around the injector, located inside the head assembly. The problem exists because the injectors are actually inside the oil gallery.

If the copper washer has failed or is leaking; the oil can run down past the injector and into the cylinder chambers overnight. When you start the vehicle, you get the clouds of smoke and the rattling from this oil burning off.

The bigger problem is the fact that when you are driving, the hot combustion gases are leaking up the other way and into the oil gallery. This creates a problem because the oil is burned off, leaving a bitumen-like residue. If left unchecked for an extended period of time, this oily bitumen substance will actually block some pick up oil, starving and seizing the engine.

This is an important situation to be aware of.

The Solution

If you follow the Toyota repair manuals correctly, the injectors are supposed to be removed every 40,000 km for a tappet check, and the seals changed out. Reading between the lines, Toyota has a lifetime on this part of 40,000 km, but we don’t necessarily think it needs to be changed that frequently. You should certainly keep an eye on it however in two ways:

The post Seat Washers – White Smoke on startup appeared first on Baileys Diesel Trade .

Replacing Common Rail Injectors - Baileys vs New

Thu, 12 Jul 2018 18:51:00 GMT

Replacing Common Rail Injectors – Baileys versus New

As the new vehicle market has taken a turn for the worse, vehicle manufacturers have become fierce in their competition for maintenance and repair of out of warranty cars and trucks. Every automotive ad warns you to use “only genuine replacement parts”. But is this always for the best?

When deciding whether to use OEM (original equipment) or remanufactured or aftermarket parts for an out of warranty vehicle, the deciding factor is usually price. The normal assumption is that OEM parts will work and fit better, while the remanufactured parts are cheaper but of lesser quality. This is not always true.

OEM parts meet or surpass factory OEM specifications. Baileys remanufactured diesel injectors and fuel pumps exceed those specifications, and perform at better-than-factory levels. They also come with twice the warranty at less than half the price. This cost and warranty advantage, along with lower price, means we beat the manufacturer at every level.

With over 40 years as the industry leader in diesel combustion technology, our engineering processes exceed the OEM manufacturer in every aspect of design and tolerance.

New versus Baileys

Factory engine designers work closely with the designers and manufacturers of the diesel injectors to make the injector match the engine. The diesel injector spray pattern must be matched to the cylinder, and must provide adequate atomization of fuel inside the cylinder. The manufacturer allows quite a bit of tolerance in the design, which means that new replacement injectors will work, but not always up to full potential. A Baileys Blueprinted Diesel Injector is optimized for your vehicle and engine to produce atomization at peak levels that OEM replacement injectors cannot achieve. OEM injectors are “good”. Baileys injectors are “exceptional”.

Because Baileys is remanufacturing the factory part, there is no concern with part fit and matching. Every Baileys part fits like a factory part because it is a factory part... only better.

From just a cost standpoint, a new set of diesel fuel injectors is an expensive undertaking for an older vehicle. The cost of a set of new, OEM diesel injectors may cause some to think of either trading their vehicle or letting it run as-is. The cost and warranty of Baileys injectors means that you now have an affordable, reliable alternative to “new” injectors along with confidence that your parts will fit, last and perform better than the OEM alternative.

The post Replacing Common Rail Injectors appeared first on Baileys Diesel Group .

P1601 Solution

Thu, 12 Jul 2018 18:48:00 GMT

Euro 5 Hilux / Prado Injectors: Fault Code P1601

When fitting injectors to the newer Hilux / Prado models ( part number 295050-0460BP ), you may see a fault code of P1601 after coding the injectors to the ECU.

The Baileys R & D team have determined that this is due to these vehicle models having a function called Pilot Quantity Learning , where the ECU can self-learn (forced) the pilot injection quantities, and stores this data in conjunction with the code.

This error arises because you’ve now changed the code, the ECU knows that post-factory injectors have been installed, and is detecting a conflict in the stored ‘learned’ values.

We have the Solution

The process when changing these injectors is:

Interesting Fact:

The Pilot Learning function can in effect ‘recode’ the injector in-situ, and it’s our recommendation that this is completed every 40,000kms and a standard part of the servicing checklist for your vehicle.

Guide for your Diesel Automotive Technician: If you need to print off a copy of this article for your mechanic, here is the PDF version of this article.

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Nozzle Washer Failure

Thu, 12 Jul 2018 18:36:00 GMT

Nozzle Washer Failure – Bosch Injection systems – Save yourself $4.5k for $2!!

Just recently we’ve seen an increase in nozzle washer failures – specifically in Bosch injection systems, which have resulted in a large amount of carbon leaking past the nozzle washer, subsequently forming itself around the injector body. In effect the injector body is welded into the cylinder head.

It is possible to remove them but it’s exceptionally difficult, requiring half the injector to be dissembled in position, and then a large puller fitting used internally to remove the injector. Our recommendation to avoid this problem is to replace nozzle washers every 60 to 80 thousand kilometers. This is applicable across all Bosch injection systems.

Save cash with this one simple trick on Bosch Injection Systems

Examples of Bosch Injection system washer failure:

We recently had a Citroen C3 in our workshop, worth say $5,000 dollars. The injector welded into the cylinder head, we tried to pull it out, and there was so much carbon the nozzle was stuck inside the head. We literally snapped the injector body in half, with half the nozzle left inside the head. We had to remove the head, which for a Citroen C3 or C4, with the 1.6LT HDI in it, is a 19-hour job, plus parts. So before we even blink we’re at $4,500 for a car not worth it.

Think this is an isolated case? Google ‘Mercedes Black death’ – so much carbon escapes that it literally fills the entire tappet gallery, to the point you cannot even see the injectors, just 2 little wires coming from each!

There are many other documented cases, from 1.4TDI Volkswagons to 3Litre BT50 / ford ranger engines.

OUR RECOMMENDATIONS:

It may seem like a pain to take 60-90 minutes to remove and refit injectors, and a couple bucks for the injectors, but we think it’s a pretty good precaution.

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Importance of ‘being clean’ when installing injectors

Thu, 12 Jul 2018 18:32:00 GMT

It’s extremely important that these engines and all equipment are clean before any disassembly or re-assembly takes place. The internal tolerances are a little less than 3 microns in some instances, or around 1/30th of the thickness of a piece of dust.

Working on these units can be a situation of Russian roulette at the best of times, so please minimise the risks as best you can by ensuring the bottom of the bonnet and all areas surrounding the fuel system are clean and free of dust or dirt.

Also, please be aware that ‘blowing’ things off with compressed air can sometimes create a lot of problems, rather than helping as you may be trying to do. In many cases the compressed air is filtered to only 10 or 20 microns, which, as you can see, can give you significant headaches. Spray gun inline filters offer a cheap and effective solution.

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Injector Technology

Thu, 12 Jul 2018 18:24:00 GMT

Engineering that has gone into each injector:

Did you know that BDG has actually custom designed each part of these injectors to promote better life and longevity?

Take, for instance, the main control piston (spindle) of the injector. BDG has a proprietary DLC coating that we use on the commonly seized part—which is the main cause of the cold knocking, which creates a very hard wearing and almost frictionless surface.

Even the manufacturing process is quite involved: the material is sourced in Germany, machining is completed in France, and then it is back to Germany for heat treatment. Then it goes to Australia for QA checks, gets shipped to America for coating, and finally ends up in a laboratory in California for testing. Every single spindle follows this routine before it can be used in a Baileys Blueprinted Injector.

It’s a very similar scenario for the other major component within your injector, the nozzle. BDG specifies materials, tight and unique flow rates, reaction times, a similar DLC coating, and so on.

Baileys Blueprinted Injectors are built by our own team in our purpose-built $2.5 million facility near Wollongong, NSW. This facility is completely temperature controlled, dehumidified, and air-conditioned in order to promote the stability of metallic temperature required to work within a +/-0.001 mm window! Of the parts refurbished for re-use, refurbishment is completed in a manner that results in the end product being at least as good as the new part supplied in a new injector. Things like sealing surfaces are done to a much higher standard, as is the all-important injector body bore, with roundness measured down to 0.00004 mm accuracy (samples need to be sent to Japan for measuring down to this accuracy—it is not physically possible to have tolerances that small measured within Australia).

Lastly, the injectors are dynamically operated and run in a purpose-built test bench which in effect replicates the engine conditions and measures a number of key parameters. We have a two-stage testing process. First is a pass or fail validation to ensure that it meets our much tighter tolerances of fuel flow (for example, it’s possible to use the injector code to correct +/-8 mm3, whereas our internal tolerances would be approximately +/2.0 mm3). Once we’re assured the injector meets BDG standards, then it goes into a coding bench.

By the time each injector leaves, it’s not uncommon that they have completed around 30–40 minutes of running or around 75,000-plus injection pulses. Given that this is a lengthy (but very important) process, BDG has invested into multiple test benches. It’s possible that 18 injectors are being tested simultaneously in our shop at any given hour!!!!

The post Injector Technology appeared first on Baileys Diesel Trade .

Hilux Injectors and Rattles in the Common Rail Engine

Thu, 12 Jul 2018 18:13:00 GMT

Searching the internet will return hundreds of forum and blog articles mentioning Hilux injectors, simply because the Toyota Hilux is the most popular common rail diesel pickup truck worldwide. Most of the information supplied here will be applicable to any late generation common rail diesel engine.

As stated above, low Sulphur levels are a necessary component of the latest, stricter diesel emissions standards. But a nasty by-product of that low Sulphur is an ugly reduction in lubrication in the common rail system, including Hilux injectors and pumps.

Late generation common rail systems are associated worldwide with a variety of problems, not limited to the Hilux, but more evident simply because of the number of trucks on the road. D4D rattle, premature Hilux injector and pump failure, stalling, rapid piston and cylinder deterioration have all been documented in every major common rail manufacturer, some with 50k or less on the odometer.

As mentioned in an earlier post, almost every failure of Hilux injectors and pumps can be traced to fuel, either the quality or the pressure. The incredible pressure that common rail systems operate under causes tremendous heat, which can break down the diesel fuel in the system. Breaking the fuel causes deposits and gumming in the injectors and this problem is compounded when biodiesel enters the mix, as it degrades at a lower temp than regular fuel.

Higher rail pressures in the new fuel systems also place a huge emphasis on diesel lubrication versus older systems. New common rail systems absolutely demand almost perfect filtration, and just a small amount of contaminant or water will very quickly destroy Hilux injectors and pumps(or any common rail system) Anyone who has had the pleasure of purchasing new common rail injectors ($2000 per) knows the pain of that unexpected expense. Beyond the costs (expensive) of these items, a sticking injector can cause fuelling problems that will lead to catastrophic engine failure, so any injector rattle should be seen as a big danger sign. Below, you can see the difference between a properly running common rail engine and one with rattle on this Prado D4D.

The post Hilux Injectors and Rattles in the Common Rail Engine appeared first on Baileys Diesel Group .

Fuel Lines – Do they really need to be replaced?

Thu, 12 Jul 2018 18:05:00 GMT

Changing Fuel lines > is it really Necessary?

Toyota and many of the major manufacturers recommend replacing the high pressure fuel lines between the rail and the injectors at certain intervals. Many of these manufacturers actually claim one time use.
BDG not happy to just ‘waste’ money if not really required went after the facts. With no real information on the internet, we put our R+D team to work. What they came back with was quite interesting.
So what have we learnt?

Claim #1: 1 Time use only because they won’t seal
In our own lab, we grabbed a brand new line set and tested them until failure. Essentially loosening and re-tightening. First time, pulled up really well, as did the second. By the third time, tightening torque was reached before the same rotation degree was reached (went tight) , fourth time, tight with nearly no rotation angle.
RESULT: Definitely fine for 2 times ‘round, 3 maybe, 4 definitely not.

Claim #2: The lines Erode

This is probably the most concerning. From all the used lines returned, there was a point from 100-120 thousand Kms that the flanged sections just before the injectors started to erode really quite badly. Please keep in mind that any material that breaks off here is sent directly through the injectors as this is after all the filtration that there is…
The below photo shows a fuel line out of a Hilux 1KD 2007 model, this line has only 140,000Kms. You can clearly see that there is a shiny polished finish above and below the recessed area, however where the ‘recessed’ area is, you can see where the surface has been eroded away. No prizes for guessing where this went!

What’s BDG’s recommendation?
Our real world testing has shown that these lines should be replaced every 100,000kms or so to be on the safe side, however they are ok to reuse at least once during this period. This is very different from current thinking:

So working with Toyota’s recommendation of one time fit only, it’s been seen that a car has had over 160,000+kms that has never had lines removed and therefore still has the original lines fitted. However a car that might have had tappets done and therefore removed + replaced the lines only 20,000kms ago, is now up for a new set of lines again because of the need of injectors.

Again, this is all in a perfect world scenario. Lines that have been bent overly heated or otherwise probably should be replaced as a matter of caution…

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How to Diagnose 1KD Injectors – Don’t risk engine damage

Thu, 12 Jul 2018 18:00:00 GMT

Introduction:

The Common Rail injectors fitted to 1KD engines can be fairly problematic and cause significant engine damage if left unattended. Most common failure mode is known as ‘cold knock’ which essentially sounds like there is a major fault with a bottom end bearing – only whilst cold.

Fault is caused by the spindle in the centre of the injector seizing / sticking when cold, which causes an excess of fuel to be inputted into the cylinder. It’s for this reason why people usually sight ‘individual injector correction’ for how to diagnose these injectors. Obviously, when an injector starts to dump fuel, the ECU will start to deduct the fuel, and hence this was clearly evident.

The next most common failure mode is the simple wear out of the injectors due to the high pressure erosion. This is most evident from black smoke and a drop off in bottom end power (off idle – although the gradual decline might mean the owner does not notice). As stated, this is caused by the high pressure essentially wearing out the internal components. This normally happens around 250,000kms, which I believe to be the ‘useful’ lifespan of these injectors.

Individual Cylinder Correction> how they work:

There is a lot of importance placed on these individual cylinder corrections for when looking at the condition of the injectors. Whilst these figures are an awesome tool for looking at the injectors, they are not the entire story.

These corrections are derived by looking at the rotational speed of the engine at idle. Essentially, the idea of the system is to adjust the theoretical amount of fuel the ECU thinks its injecting to even out the idle speed and have a nice even idle. Normally, most of the variance from this idle is in fact caused by the injectors, but also things like individual cylinder compression, blocked intake manifolds (which will effect 3+4 worse than 1+2) suction control valves and fuel pumps will also all have an impact.

Therefore, simply looking at this number alone can lead to mis-diagnosis.

This only has an effect at Idle. The ECU has no means to ‘learn’ fuel volume values under load and therefore (despite popular belief) the ECU cannot learn fuel values (although it will learn timing). To put it logically, if the ECU could learn, it would know that one cylinder is dumping fuel in the case of cold knock and correct it quickly, but it doesn’t….

Diagnosing:

By far and away, the most common causes of failure is the cold knock, however to properly diagnose it, it’s only logical that we view the car when cold.

Essentially, we like all of the individual injector corrections to be within +/-2.5mm3 / stroke cold or hot. We normally find that beyond this, cold knock issues will be evident. Obviously the higher the number, the worse the symptoms will be.

In terms of the next common failure mode (standard wear and erosion), we diagnose this when hot. Essentially, we these clearances wear, the internal fuel leakages are higher (coupled with a less effective admission of fuel into the cylinder) which means more fuel comes out the leak off, rather than being put into the cylinder. Therefore, the amount of fuel that the ECU thinks its injecting will be massively increased.

New / Blueprinted injectors will have an injected volume of 4.5-6.2mm3 / stroke to idle when vehicle is up to temperature with no accessories on. We’ve seen these as bad as 13-14mm3 / stroke (i.e. there was that much wear, the ECU needed to hold the injector open 3 times longer just to get the same amount of fuel). We normally recommend that anything over 9.00mm3 / stroke would require changing, especially if you require the seals to be changed.

If you’re one of the more ‘handy’ blokes, you’ll be easily able to take these notes yourself and be able to self diagnose more regularly to ensure your not putting your engine at risk. To take these numbers, you’ll need your Scan Tool handy.

Lastly, don’t stress. Most that have failed, have had cold knock, white smoke, chips or fuel contamination. With support of BDG and some general vigilance like this, your 1KD will be fine!

The post How to Diagnose 1KD Injectors – Don’t risk engine damage appeared first on Baileys Diesel Group .

Modern Diesel Engines and Exhaust Systems

Tue, 10 Jul 2018 03:26:00 GMT

The exhaust system is a crucial part of any vehicle. One of the biggest challenges car owners and enthusiasts face is increasing their engine’s performance. And one way to make an engine more efficient is by upgrading its exhaust system. Many cars manufactured after 2005 might need a tune up or an upgrade of the exhaust system. For upgrading the exhaust system on modern common rail diesel engines, it is preferable to go to an experienced company. As modern engines vastly differ from their older counterparts, it would require someone with experience and technological know-how to tune your car’s exhaust system.

The Early Scenario

Previously, a bit bigger, better flowing exhaust system would give you a slightly better turbo response along with better fuel efficiency and better power potential. It would also give better power straight out of the gate without the need to retune. However, the modern systems run very differently.

The Present Scenario

In the case of modern engines, the biggest difference is the move to entail variable geometry turbo. This means that the way the turbo regulates boost pressure is quite different from the old system. It also means that it is somewhat dependent on the back-pressure of the exhaust. In the case of the new common rail engines, they actually have very specific features for that application with a setup. Therefore, if you change the exhaust system you inherently change the environmental operation or operational environment, which could lead to more problems down the track.

Engine Tuning

Another marked difference is in the way the engines are tuned. In modern times, the engines are tuned even if there is a slight net efficiency gain in terms of the engine performance. The modern engines have so many sensors, which can read and see what is happening with the pressures in manifold air-flows, intake temps and the like. These signals are processed thousands of times in microseconds to ensure that the vehicle is running at its optimum efficiency. It also helps in keeping the emissions at acceptable levels. Hence, in reality, the engine will detune itself to be exactly the same as what it always was. As a result, the modern engines would not show any difference in performance whatsoever when you put an exhaust on to it. It is important to keep this in mind while dealing with performance applications.

Why Tune the Engine

Therefore, the question is, why use an upgraded exhaust at all if there is no difference in performance? For instance, you can put a three-inch exhaust in your car. The exhaust temperatures might be a little lower as it removes the heat faster and more efficiently. It might not lead to dramatic performance gains. Although it is purely a personal choice, it could be beneficial to tune the engine.

Conclusion

It is essential that when you are dealing with exhausts and upgrades, engine tuning or other modifications in general, you choose the right company to partner with. This would ensure that the right outcomes are achieved the first time around.

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Troubleshooting: BT-50 & ZD30 Bosch Common Rail Fuel Systems Hard To Start

Tue, 10 Jul 2018 03:17:00 GMT

The Bosch common rail injectors, or common rail fuel systems, are very robust in their design and mode of operation. This means when a DENSO system starts to fail, you get a significant of signs, such as engine starting to run rough, blow smoke, and rattling engine noises. The Bosch system doesn’t do any of that, so the first problematic sign you have is when the fuel system is almost completely cactus and is struggling for rail pressure.

The Problem

Generally speaking, you’ll find that there’s a high pressure leakage from the high pressure side of the fuel flow circuit to the low pressure of the leak-off part of the fuel pressure circuit. So an easy way to tell if you have a drama with a Bosch equipped fuel circuit system, such as BT-50, Rangers, and ZD30 Patrols, is to first check the leak-offs out of the injectors. The leak-off comes out of the top + center of the injectors so just pull them out for a 30 second test. You can use tubes but it may get a little messy.

The Solution

A good injector will have approximately 10ccs of leak-off per minute, a bad injector will have around 300 – 400ccs. If you’ve got a friend that can watch under the hood, you can try to start the car, and you’ll generally see 1 or 2 cylinders spewing fuel out on the other two, in virtually negligible volumes.

The Alternative Problem

If they’re okay, the other common problem you see is a leaking pressure from the relief valves in the common rail. As a safety feature, the engines have a pressure relief valve which is meant to open at 2,000 bar. But we’ve been getting a number of phone calls for these that are leaking. There will be leak-off lines coming off the end of the rail.

The Alternative Solution

The pressure relief valve looks like a 7 or 8 millimeter hex-head bolt. If you go to the end of it, two black tubes should be coming out for your leak-off, so just pull them off and there should no fuel flow out from the rail at all. If you have fuel flow, then you know you’re losing rail pressure. Replacement pressure relief valves are about $180, so it’s a fairly cheap option rather than replacing the rail. If the injectors have excessive leak back, they will require replacement.

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What is Common Rail Fuel Injection

Sun, 08 Jul 2018 17:23:00 GMT

The greatest difference between common rail fuel injection and gasoline injection systems is the method used to ignite the fuel once it is injected into the cylinder. Gasoline engines ignite the fuel using a spark plug, whilst diesel engines use compression to cause ignition. Since diesel combustion relies on compression, it stands to reason that combustion must be much higher in the diesel engine; air is compressed in the cylinder to such a level that the heat caused by the compression causes ignition of the fuel. Diesel fuel is injected directly into the cylinder, while gasoline is injected and mixed with air in the manifold. Diesel injection systems do not use a throttle to regulate air used during combustion. The RPM and power of the diesel engine is controlled by the amount of fuel injected into the cylinder. More diesel fuel – more energy and power.

Diesel Injection Pressure

Common Rail diesel injection is used by most modern diesel engines. A fuel pump delivers diesel fuel to the injectors at very high pressure. That fuel is sent to the cylinder at pressures measuring up to 27,000 psi. This high pressure is needed to completely atomize the diesel fuel, which increases the surface volume of the fuel as well as the amount that can be injected. The suction control valve is responsible for maintaining and controlling the correct pressure as it gets to the rail. This is a relatively inexpensive, but critical part to the proper operation of the common rail fuel injection system and here is a quick vid to explain what it does and why it is so critical.

Diesel Injection Timing

With common rail fuel injection, an engine Control Unit (ECU) controls the fuel injection and combustion process. The ECU may deliver multiple pulses of fuel through the diesel fuel injectors, depending on operating conditions. The exact timing and synchronization of the fuel pulses, the injectors and the air/fuel mixture directly affects the emissions, power and noise of the diesel engine. The more precisely all of these events can be timed, the more efficient the engine runs.

The first injection is the “pilot injection”, and prepares the cylinder for the main pulse as well as helping to reduce emissions. The pilot pulse pre-heats the cylinder for the following fuel pulses and reduces engine noise. The main pulse is the “power pulse” and produces most of the energy during combustion. The secondary pulse helps to reduce particulate emissions. All fuel pulses are modified in real-time by the Engine Control Unit for optimum performance of the engine.

Diesel Injection Fuel Distribution and Design

Diesel fuel distribution and the design of the injector is critical to maximum fuel economy and minimum emissions. Optimizing fuel atomization and distribution throughout the cylinder is critical to proper operation of the diesel engine. In common rail fuel injection, each injector is designed to work specifically with the cylinder and piston design of the engine.

Engine Control Unit

The complete diesel fuel injection system is controlled by the Engine Control Unit. The ECU monitors and controls all relevant engine information to control and maintain optimum engine operating conditions. Temperature, air volume, pedal angle and RPM are just some of the factors the ECU uses to control injection and ignition.

As you can see, diesel engines with modern Common Rail diesel injection are as, if not more advanced than gasoline injected engines, but produce much higher fuel economy, torque and reliability.

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Why My Mitsubishi Triton Blows White Smoke And Is Missing From 2000-3000 RPM

Sun, 08 Jul 2018 17:18:00 GMT

Mitsubishi Triton’s both the 4D56 and 4M41 engines, have a significantly higher EGR intake manifold build-up problem, more so than many other manufacturers. They present as almost like a fuel system issue, because the miss is so heavy and the white smoke so significant the car is virtually un-drivable.

The Problem

The reality is it’s actually caused by dirty and clogged intake manifolds, this then causes issues with the many boost solenoids, vacuum solenoids, and anything else that relies on air flow through the intake manifold.

The Diagnosis and Solution

So if you get a Mitsubishi Triton with this issue, the repair should be performed in the following steps:

If you still having issues, go chasing from there, however in our experience the intake clean will be the solution.

The post Why My Mitsubishi Triton Blows White Smoke And Is Missing From 2000-3000 RPM appeared first on Baileys Diesel Trade .

The Truth about Adding Two-Stroke Oil to Diesel in Modern Common Rail Engines

Sun, 08 Jul 2018 17:14:00 GMT

It seems counter-intuitive to be utilizing 2-stroke oil in diesel on common rail, low emission vehicles. The actual premise behind adding 2-stroke does carry weight in certain instances. Vehicles equipped with Bosch, Delphi, or even Siemen’s fuel systems generally don’t need it. Therefore, your unlikely to see a significant change in engine performance or noise with the use of 2-stroke in diesel.

However, if you have a 2005-2012 Denso Common Rail equipped system; your vehicle will most likely notice significant changes.

The Theory

You need 2-stroke premixed oil, at a ratio of 300-to-1. This equals about 3ml per litre, of mineral based, low-ash 2-stroke oil. The reason why this mixture creates a beneficial difference is quite simple. With Denso Common Rail operating systems, nearly all failures we have seen at Bailey’s Diesel are seizure related or seizure based failures . The injector becomes sticky; it generally loses tolerance and shows symptoms such as cold knocking. The idea behind adding 2-stroke oil therefore makes a lot of sense, because we’re adding lubrication where the main failure mode is seizure related.

The other interesting thing is that when we fitted all of our injectors with DLC coated injectors; we noticed a significant difference in the engine noise and smoothness. The DLC coatings applied inside our injectors create a permanent, very hard and low friction surface. So I thought if the low friction was worth a try, we should test this 2-stroke myth, and we were surprised when it actually worked quite well.

Our Conclusion

So the reality is if you have genuine Denso injectors or the original injectors in the car, and it’s pre-2012, then adding a little bit of 2-stroke will create a longer service life for the injector, but also make it a little quieter and smoother in its daily operation.

The general premise behind it: mineral-based, 2-stroke, low-ash and 3mil of oil per litre.

The post The Truth about Adding Two-Stroke Oil to Diesel in Modern Common Rail Engines appeared first on Baileys Diesel Trade .

The importance of compression testing when changing injectors

Sun, 08 Jul 2018 17:10:00 GMT

Loss of power, missing on start up, poor running, increased fuel consumption, exhaust smoke…. the problems sounds familiar. The solution – change your fuel injector.

Most people change injectors when the idle feedback values are outside the normal spec, but not a lot of people understand exactly how those numbers are derived. More often, the change in values and symptoms that many attribute to dirty or worn injectors may be related to issues other than injector deposits.

Looking beyond injector replacements

As the fuel injectors play a very important role in the functioning of a vehicle – they deliver fuel to the car’s engine – the idea of identifying problems with a fuel injector comes natural to many vehicle owners. Most car owners may not realize that they should look more deeply into other components, which can save them large sums of money by not needing to bring their cars to service shops for injector replacements.

EGR contamination

While the diagnostic capability of contemporary engines is vastly improved over early models, owners should pay attention when a fault appears. An increase in the number of engines with head or valve seat values – primarily due to the EGR contamination in the intake manifold – has been found.

Rotational Speed

There is a unique relationship between the engine rotation speed and the injection quantity. In other words, the injector feedback values are generated based on the rotational speed of the engine. The ECU keeps a watch of the rotational speed of the engine, the acceleration profile and the individual cylinders combustion. If there is a difference in acceleration profile, be it over or under, then the ECU will correct the value by slightly adjusting the fuel on the cylinder. Correcting the deviation of the injection quantity based on a correction value used in feedback control of rotation speed has been also employed and that adjustment is what we are looking at with the idle feedback values. The adjustment values are quite useful because in injectors, issues or problems or delays are going to be much more significant when there is a lower rail pressure, and therefore lower hydraulic effort or actuation assistance coming from the hydraulics circuit to the injectors.

Compression test

It is important to perform a compression test every time a tune-up is done as part of preventive maintenance and in any instance when the engine is running roughly or is lacking power. If a cylinder is down on compression, which is a serious issue, and the ECU is in the compression stroke, the rotational speed of the engine will not slow down as much as it should, and therefore does not require as much fuel on the combustion stroke to maintain the same peak speed. The cylinder with a lower compression will measure a minus value, say for example, the leaking valve compression test might be 480 on a good cylinder and might be 333 to 350 for a dead one; it wouldn’t be barely noticeable in the vehicle. But this would record the result of around -1.8/- 2.0 give or take on the injector feedback values.

Conclusion

To sum it up, if you changing injectors because of feedback values, make sure that you are doing a compression test and an intake manifold clean to combat EGR build up. By performing a compression test, internal engine malfunctions, such as bad valves, valve seats, piston rings or excessive carbon build up can be detected before they cause irreparable damage. It benefits the owner to be aware of these problems so they can make an informed decision whether to invest in repairs or sell the vehicle.

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The Basics of Diesel Combustion – Old Style Injectors

Sun, 08 Jul 2018 17:09:00 GMT

Some of you are enthusiasts and techies, so our next post will drill down a bit, and get more specific, but this post will cover the basics, and what you need to know as the average owner of an old-style injector diesel.

What Does an Older Diesel Injector Do?

On older systems, the fuel pump is the component in the system that controls timing and injection quantity, so basically, the injector has one job, and one job only. The job of the older injector is to deliver fuel into the cylinder. Comparing to the new injectors, this seems like a relatively simple task. Having said that, there are a few things to look out for, and a few things that can go wrong. Here are the critical parts the old injector plays, as well as some problems and symptoms to look for.

Fuel Atomisation and Diesel Combustion

Critical to proper combustion, your fuel has to be “busted up” into the smallest particles possible to generate the optimum surface area-to-volume ratio for complete and fast fuel burn. Internal high-pressure leaks inside the injector can cause poor atomisation, and may never show any visible signs as the leaked-off fuel is returned to the tank. These sealing surfaces must be reconditioned using special equipment and CANNOT BE DONE BY HAND.

Opening Pressure and Closing Pressure and Diesel Injection.

Opening pressure of the older injector is critical, as it delays the start of injection until the point where the piston in the injection pump has built up enough power to be able to inject the fuel into the cylinder with enough pressure to effectively atomize. Another way to think of this is as “closing pressure”, which is even more critical. If closing pressure gets too low in a worn injector, you are injecting fuel well after the piston down-stroke, causing heat, black smoke, and high fuel consumption.

Fuel Contamination and Older Diesel Injectors.

For the old injectors with Pintle -type nozzles, a build-up can happen on the “spray-surface” of the needle, changing the atomization pattern, causing no end of grief. Also, fuel contamination can simply jam the internal components, meaning the injector cannot completely close or open. This means the opening and closing pressure (above) of the injector is now effectively zero

When Older Diesel Injectors Fail – Warning Signs

Black smoke is caused by poor fuel atomisation, creating a scenario where the fuel-to-air ratio is not sufficient for the fuel to burn quickly and completely, and this incompletely burned fuel comes out as black smoke.
High fuel consumption is also caused by poor atomisation, due to slower burning of the fuel. Slower burn means that it is burning at the least efficient part of the piston stroke, which means to get the required power, you have to inject more fuel.

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Remanufacturing IS Green Manufacturing

Sun, 08 Jul 2018 16:21:00 GMT

What has been lost in the whole “going green” movement is the ultimate in environmentally friendly manufacturing: re manufacturing.

Before recycling, before hybrid vehicles and energy conservation, there was remanufacturing. The impact of purchasing remanufactured products effects almost every aspect of the environment, from conserving resources, to conserving energy, to reducing the amount of waste going to landfills. Purchasing remanufactured diesel fuel pumps and diesel injectors from companies like Baileys is a common-sense step to conserving resources and helping the environment.

Conserving Energy

Remanufacturing automotive parts means new parts do not have to be produced. This saves the equivalent of millions of barrels of oil or its energy equivalent. Using our Blueprinted Diesel Fuel Injectors conserves additional energy by optimizing fuel use in your vehicle.

Resource Conservation

Remanufacturing existing parts means that the natural resources needed to produce new parts can be conserved for later use. Literally millions of tonnes of copper, iron and other metals stay in the earth due to remanufacturing.

Landfill Conservation

Any part that is reused is a part that does not go to the landfill. Baileys Diesel Group has a “core charge” policy that ensures recycling and reuse of automotive parts, reducing the need for landfills.

Air Pollution

Baileys Diesel Group contributes to lessening air pollution in numerous ways. Our “better than factory” diesel injectors optimize fuel use and lessen exhaust emissions. Reusing parts keeps factories from polluting the air while producing new parts.

Fuel Economy

Replacing factory diesel injectors with Baileys Blueprinted Diesel Injectors means increased fuel economy and lower emissions, two additional great benefits to the environment.

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Clean Diesel and the Environment

Sun, 08 Jul 2018 16:04:00 GMT

Here is a quick explanation of Clean Diesel, what makes up the technology, and what Clean Diesel innovation means to the environment.

Clean Diesel Technology

Clean Diesel is a combination of other technologies acting together to produce cleaner emissions from diesel fuel. Advanced electronics, precise control of diesel fuel injection and combustion, treatment of exhaust gas, and fuel formulation all play a part in advancing Clean Diesel technology.

Diesel engines remain the backbone of the commercial transportation fleet because they are the most efficient and reliable combustion engine. Opposition to diesel has been based on two things; particulate and gas (Nitrogen Oxide) emissions. Particulate emissions cause the ugly, black smoke and gas emissions may be related to ozone pollution.

Diesel Particulate Reduction

Newer Diesel engines are Direct Injection, meaning diesel fuel is injected directly into the cylinder. The short time that fuel and air have to mix means that unless the mixture and dispersal of fuel is exact, there is incomplete combustion which results in particulate emission. The current way of controlling diesel particulate emissions involves using a Diesel Particulate Filter, storing excess carbon and occasionally burning it off. Using a DPF is effective in controlling particulate, but it solves a symptom of incomplete combustion rather than solving the problem.

A better way is to control the diesel fuel injection and air systems precisely, resulting in complete diesel fuel combustion and greater engine efficiency. Using a DPF to filter incomplete combustion only treats the symptom. Advanced diesel combustion technology solves the problem.

Nitrous Oxide Reduction

Nitrous Oxide emissions happen when diesel fuel is burned over the optimum temperature. Manufacturers currently use two methods to reduce these emissions. First , using Exhaust Gas Recirculation, diesel combustion temperatures are reduced by introducing inert exhaust back into the cylinder, reducing the volume of oxygen-containing air in the combustion chamber. Less oxygen, less energy, less temperature. Second , Nitrous Oxide is reduced after combustion through a catalytic converter. With the mandate of Ultra Low Sulphur Diesel, these converters are efficient enough to be effective. Again, while both of these methods are effective in reducing emissions, they are treating the symptom, rather than solving the problem.

A better, more efficient way to solve the temperature problem is exact control of all three elements of combustion; fuel, air and compression. If you can manage the complete diesel combustion process precisely, you get a dramatic reduction in Nitrous Oxide gas emissions as a result.

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Filters, Fuel and Common Rail Diesel Problems

Sun, 08 Jul 2018 15:08:00 GMT

Can any fuel and filter combination stop, or avoid, common rail diesel problems?

As you know, if you have been following BDG for some time now, fuel and contamination are the main causes of common rail diesel problems, and the correct filtration is certainly the main and first line of protection in preventing damage to common rail system components. While the older systems used filtration down to approximately 5 microns, the latest low-tolerance and high performance systems are filtering down to a level of around two microns. Will this two micron filtering prevent premature common rail diesel problems and failures? Unfortunately not all the time

The search for cleaner emissions has driven the manufacturers to design common rail systems with higher and higher pressures and tighter tolerances, demanding cleaner fuel to operate. This need to filter out smaller particles and more of the water out of the fuel makes the design and maintenance of the filtration system critical to avoiding common rail diesel problems related to the injection and combustion system.

We all know that the most critical step in maintaining your common rail vehicle is ensuring that the fuel that goes into the system is properly filtered at each step of the injection process. Can the right filtration set-up avoid problems when you receive a really bad dose of fuel? Probably not. But it can make the problems easier to deal with and repair.

Please remember that one of the most important parts of the filtration system is a proper water separator on the delivery rail. If there is any chance of water entering the fuel system, it must be eliminated. Remember, water in the fuel does not just come from a bad tank of fuel. The extreme changes in temperature between daytime highs and nighttime lows cause massive condensation, which must be eliminated.

One last thing to remember when you are taking active measures to avoid early (and unexpected) common rail diesel problems. Proper filtration and water separation are absolutely essential, but they are not the only consideration. Has your vehicle been sitting up for a few days, or a few weeks? Consistent operation of your beast is essential to keeping the entire fuel system clean. In order to achieve the low-emissions goals the government has put in place, your fuel has chemicals which act as contaminants; causing corrosion and making the injectors stick and fail prematurely.

Just remember, filter properly, filter often, and drive your beast regularly to avoid any fuel system problems!

The post Filters, Fuel and Common Rail Diesel Problems appeared first on Baileys Diesel Group .

2 micron filter results

Thu, 08 Mar 2018 06:10:00 GMT

2 micron filter results

Its clear that we strongly feel that 2 micron filter kits are the way to go!
You may have seen that we were offering to refund your filter purchase price if you cut open your 2 micron filter and show us what it caught.
REMEMBER – this is all rubbish that got past your factory filter and WOULD HAVE GONE THROUGH YOUR FUEL SYSTEM!

Our own results

Our resident Operations Manager has a Beloved Ford Ranger that we fitted one of our kits to around 12 months ago. In that time he’s covered 19,000kms – CHECK THAT FILTER!
This material would cause damage to the injectors as the internal clearances within the injectors are less than 2 microns.
Its just simple logic to remove as much crap as possible from the fuel. Lets see someone try to argue against that.

Posts to Facebook:

www.facebook.com/baileysdieselgroup/posts/1632892543413095
www.facebook.com/baileysdieselgroup/posts/1622625367773146

Why 2 micron filter kits?

This we think is pretty straight forward. Theres really only 2 reasons – Water or dirt.

How you can protect your Vehicle:

we have a full range of secondary filter kits here:
OR
If you have a Primary 30 micron set up, you can convert that by purchasing one of our conversion kits

The post 2 micron filter results appeared first on Baileys Diesel Group .

VP44 Fuel pump – how they work and how they break!

Wed, 07 Mar 2018 19:27:00 GMT

VP44 Fuel pump

VP44 fuel pump have proven to be a reliable unit with only some small issues that unfortunately can be costly.

How they Work:

They are very similar to the older style fuel pumps except for the fact that they’re electronically controlled.

The fuel is delivered by the pumping plunger via a distributor head like the older units. These have an internal shuttle valve that replaces the helix on the plunger and allows for electronic metering.

Timing is also electronically controlled, which is done via a spill valve. The way the valve actually works is the same as the previous ‘VE type’ fuel pumps. Fuel pump pressure is applied to one side of the timer piston with a spring on the opposing side.

What Breaks!

How Does Baileys Diesel Blueprint these pumps:

BDG guarantees that we have 100% replaced all the common failing parts of this pump with new and genuine products. All pumps are tested and calibrated on a Certified Bosch Test Bench.

BDG sell on average 20-40 of these units every month. With Competitive pricing and the longest warranty in the business, its easy to see why.

See our range of VP44 fuel pumps by clicking here:

The post VP44 Fuel pump – how they work and how they break! appeared first on Baileys Diesel Group .

History of Baileys Diesel Group

Tue, 06 Mar 2018 10:54:00 GMT

Explore Our Company’s History

The post History of Baileys Diesel Group appeared first on Baileys Diesel Group .

Part 2: Tuning the TD42 The Skid Factory

Tue, 06 Mar 2018 09:02:00 GMT

Part 2: Tuning the TD42 The Skid Factory

AS you may have seen on last weeks blog, BDG launched our new 12mm pump after quite some 18 months in development. We did it in conjunction with ‘The Skid Factory” , a YouTube channel. In that episode, they came down to our shop , we stripped the pump and explained how it worked.

This week, they’ve got it running and now its off to the Dyno to be tuned.

ENJOY.

The post Part 2: Tuning the TD42 The Skid Factory appeared first on Baileys Diesel Group .

How VNT Turbo Work

Mon, 05 Mar 2018 14:09:00 GMT

VNT Turbo Explained

VNT Turbo have been a very common addition to todays 4WD but many do not understand how they work. Or the fact that they are incredibly sensitive.

Today, we wanted to show you how these work and common issues that you may come across.

HOW TURBOS WORK

Before we start, we have to explain how (in a simplistic way) how turbochargers work.

Firstly, exhaust gasses drive the ‘turbine’ which spins the shaft and accompanying compressor wheel which makes the boost.

Previously, we’d mainly adjust the boost response by changing the Tubrine housing A/R ratio. ( https://www.turbobygarrett.com/turbobygarrett/turbine_housing_AR_and_housing_sizing )

In a very simple sense, what this did was change the degree to which we ‘funnelled’ the exhaust gasses. If we didn’t really restrict it through a large funnel, then the gasses would have little restriction to flow. This means it wil not generate a lot of velocity (= slow turbine speed = low boost). Alternatively, if we funnelled it all through a small funnel, it would restrict the flow but create a lot of velocity and therefore build lots of boost (especially at lower RPM).

The problem was always that you wanted the smaller AR (tighter funnel) for boost in low RPM. With the limited back pressure and high RPM performance of the larger AR ratio.

ENTER VNT TURBO – the Solution (mostly!)

These two videos we found on YouTube that excellently show how the VNT works. In essence, it’s a ‘variable funnel’ that allows for the best of both worlds (mostly).

Its an excellent solution that allows us to build boost at a MUCH lower rpm than we could have previously, especially in performance application where we can use bigger turbos and still get them kicking in much lower than traditionally.

You say ‘mostly’ – what’s the go?

The issue is that with VNT turbo, you never really get the PURE top end efficiency of a traditional turbine housing, and therefore a Larger AR ratio housing will produce more top end HP than an equivalent VNT set up (however it will have NONE of the bottom end).

Also, its possible to use Lower AR ratios on the turbine housing to get the bottom end response and then bleed off the excess with a wastegate. Again however, this is not the most efficient way as the exhaust flow is compromised resulting in higher parasitic losses of the engine.

SO, What are the common Problems

there are 2 types of VNT actuators. Vacuum (but the vacuum is supplied by electronic valve) or electronic stepper motor arrangement. The WORST possible scenario is that the VNT assembly is in the ‘closed’ position and over speeds the turbo.

Common issues for Vacuum set ups are a loss of boost due to vacuum lost or solenoid failure. These turbos are designed to go full open VNT (aka no boost or turbine speed) should this failure occur.

Electronic stepper motors have 2 sensors within their arrangement, the actual duty cycle and ‘signal’ from the ecu to the motor – but they also have a failsafe in the form of a ‘position sensor’. This way, if the position sensor records something unusual, the ECU will go into a limp home mode and grossly limit the fuel.

In all cases, the ECU will be targeting a set boost value (if not always, definitely from 50% load and up), and via a closed loop, change the VNT assembly as necessary in order to get that desired boost.

If the boost is too high, and its VNT adjustments don’t appear to be working, then the ECU will limit boost by limiting fuel (and therefore exhaust gasses driving the turbo).

See the full range of Baileys Blueprinted Turbos here

The post How VNT Turbo Work appeared first on Baileys Diesel Group .

TD42 12mm Pump – product release

Mon, 26 Feb 2018 21:47:00 GMT

Product release – TD42 12mm Pump!

After 24 months in development, BDG are ready to release our 12mm pump for the TD42. This pump was featured in the latest episode of ‘The Skid Factory’.

12mm Pump Details

This pump can make more power than the crank can handle! Whilst still maintaining a car that is not ‘painful’ to drive. We’ve utilised a number of parts that allow for decent flat AFR curves (turbo dependant) and good fuel economy on the cruise.

There are many diesel shops that offer a 12mm pump. The problem is however it takes a lot of extra parts than just a plunger to really get a 12mm pump going. The 24 months of research and development went into working out the best combination of all these other parts to not just make power.

We concentrated on these parts to deliver something that’s smooth, (relatively!) quiet and fuel efficient.

Max Power- 270whp (recommend a peak of 235whp if you don’t want to replace the crank!)

How to get one:

Due to a national shortage of TD42 fuel pumps, we only have an exchange core of just 3 fuel pumps. This means that in many cases its faster and easier for you to send your pump in for upgrade.

You’ll be able to find our 12mm upgraded fuel pump by clicking on this sentence.

The post TD42 12mm Pump – product release appeared first on Baileys Diesel Group .

Why Change Diesel Injectors?

Sun, 25 Feb 2018 23:33:00 GMT

Is It Time to Change my Diesel Injectors?:

Its a common question; why change diesel injectors and how to tell when mine are worn?

So we got about answering it:

Difference in Work Load:

One of the most surprising things about common rail injectors is the work load that they are subjected to. The older injection systems operate around 1000 bar and inject once per combustion event. Modern Diesel Injection systems inject up to 5 times per combustion stroke and with anything up to 2200 bar!

Tolerances in these injectors:

The main way these injectors are able to deal with such massive work loads by they employing SUPER FINE Tolerances in order to promote best possible performance.

A great indication of these tolerances was shown in our blog post ‘BDG’s Party Trick’ which you can see by clicking here.

The Bits that fail inside the injector:

Unlike many years ago where a nozzle would simply wear out, metallurgical advancements have moved to such a point where the nozzles are now not really the issue. Whilst they do ‘wear’, its nothing like it used to be despite the much higher work loads.

So what does fail?

The most common failures we see here are Control piston and nozzle needle failures. These are the moving parts that dictate when and how the injector opens and starts injecting. The wear that we see is nearly always seizure related failures which can be due to excessive clearances (ie it worn out). However, its usually accelerated by either a lack of lubrication or physical particles coming through the fuel.

So lets take a look

Lack of Lubrication:

a common reason why change diesel injectors; Lack of lubrication

BDG recommends the use of BP ultimate fuel. Its not just something we say but actually something we do as all our company vehicles have a BP fuel card. We suggest this as BP Ultimate is the only fuel guaranteed to meet Euro grade diesel standards including Cetane rating, lubricity and so on.

Another potential cause of the lack of lubrication can also be water getting through the trap and into the fuel system. Water has no lubrication and under extreme injection pressures does some pretty crazy things. This leads to a highly likely scenario where scoring occurs in moving parts inside the injector. Like a seized liner and piston, once it starts its only going to spread.

The water in the fuel also causes something else which I feel is the bigger issue – RUST.

Rust found inside common rail injectors

Physical particles in the fuel:

This is probably the bigger concern for common rail injection systems.

I actually believe there to be 2 main contributing factors, Rust and ‘Rubbish in the fuel’.

The rust can develop in the fuel rail or certain parts of the injector. After a while it will continue to grow and start to break off sections, which being after all of the filters, will go straight through the fuel system.

Click this link here to see our Blog on what we feel is the best line of defence you can give against the above two .

So How can you tell?

Why change diesel injectors? You’d want to see one of these issues:

So; Why Change Diesel Injectors?

Why change Diesel Injectors? There’s really only 2 reasons:

The post Why Change Diesel Injectors? appeared first on Baileys Diesel Group.

Diesel Injectors New or Rebuilt (non-CRI)

Mon, 19 Feb 2018 03:55:00 GMT

New or Rebuilt Non Common Rail Injectors?

The question of which Diesel Injectors new or rebuilt has come up many times and it did again during our episode of Ask Mattie B Live (on our Facebook page at 1230 Thursday) . This post relates to Non Common Rail Injectors – specifically those found in a 1Hz engine (105 series landcruiser).

So – New or Rebuilt?

Not yet – let me explain how they work first:

How do these injectors work:

These older injectors are VERY basic in comparison to a common rail injector. In essence, they’re not that much more complicated than a garden hose! Basically these older units work on the same principle only difference being is that they have an ‘opening pressure’ that basically dictates the pressure that the injector will open at. This is controlled by a spring and the tension or pre-load its set at.

When the pump injectors, the injection pressure rises, lifting the nozzle needle off its seat. The fuel then comes past this seat, hits the ‘pintle’ at the end and then deflects out. The pintle is the little bit you can see sticking out of the nozzle.

Ok – so what goes wrong?

There’s really only basically 2 issues:

Get to the point! Diesel injectors new or rebuilt?

From my point of view, this is what we do as a part of the rebuild process here at Baileys Diesel Group (very common across the whole industry).

So as you can see from all that, the injectors are in effect (well all the parts that matter at least) as new – or even slightly better.

Therefore there really is no difference between Diesel Injectors new or rebuilt unit with these non Common Rail Injectors.

Click here to see our range of Diesel injectors new or rebuilt.

The post Diesel Injectors New or Rebuilt (non-CRI) appeared first on Baileys Diesel Group .

Replacement Filter Cartridge offer

Mon, 19 Feb 2018 03:16:00 GMT

BDG Replacement Filter Offer:

Baileys Diesel Group are a big believer in using 2 micron secondary filter kits. Check our blog post here for more information on why .

Whats the offer:

Buy this replacement filter Cartridge from us, cut open your old one and post pics up to our Facebook Page . Then message the page and we’ll seek you out and refund you your money! Simple.

The post Replacement Filter Cartridge offer appeared first on Baileys Diesel Group .

Primary or Secondary Diesel Fuel Filter ?

Sun, 18 Feb 2018 22:25:00 GMT

Diesel Fuel Filter – Which is best?

Which Diesel Fuel Filter, Primary or Secondary? This is a question we get multiple times per day. Many people want to look after their 4WD, especially those who tour and want to ensure they have the best reliability possible.

So back to the question:

Primary or Secondary Diesel Fuel Filter

In the Video, we put forward what we believe to be the clear winning option. A lot of our knowledge comes from the fact that we’ve built well over 40,000 injectors (closer to 50,000) and therefore have seen 40-50 thousand failed injectors. We also are very familiar with the tolerances inside these injectors – for more on that, watch our ‘party trick’ video on this blog.

Our Arguments are this:

That’s it. Its really straight forward… As for those companies pushing the primary / 30, you really need to dig into their licensing agreements to understand why!

Ah Crap – What if I already bought a 30 micron Primary diesel fuel filter kit:

Its fine, BDG have you covered with a 30 Micron to 2 micron Diesel Fuel Filter conversion kit. We’re adding to it daily, but you can see whats available by clicking here:

Competition Time:

We need you’re help to put this rumour / argument to rest – the ‘competition’ is this: Buy a 2 micron filter off us, cut open your old 2 micron filter and post up the results to the BDG Facebook page and we’ll refund you the cost of the filter (less the freight) *Limit once per customer + until we close the offer.

We’re going to post this up on our Facebook page to get maximum impact – so make sure you like our page to see the competition and everyone’s results, or check this blog post for details

The post Primary or Secondary Diesel Fuel Filter ? appeared first on Baileys Diesel Group .

Plateau Honing for common rail injectors

Thu, 08 Feb 2018 05:23:00 GMT

Plateau Honing for Common Rail Injectors

In our Technical series spawned from the Ask Matt B Live show co-hosted with 4WD Presenter, Matt B discussed the technology that goes into making the Baileys Blueprinted DLC control piston. One of the key developments required was the methodology of Plateau honing in order to offset the hardness of the DLC coating.

Why Plateau honing is important for Common Rail Injectors

Rough surface finishes provide excellent lubrication as it provides ‘valleys’ for the oil / diesel to sit in, however provides low surface area to distribute the wear and increased friction. Alternatively, a very smooth finish will provide low friction and excellent wear properties, but no lubricity and therefore causes more issues than it solves.

As a result, honing and surface finish quality is always a fine balancing act. Until Now!

Plateau honing allows us to combine the best of both worlds – its just incredibly hard to actually achieve! basically we rough out leaving our large peaks and troughs, then we do a second cut with an ultra fine cutting stone which gives us a VERY FINE surface finish – BUT – we only take off the peaks leaving the troughs there for lubrication!

Pretty neat solution hey?

It allows the Use of DLC coated materials

More information can be seen on our Blog Post here regarding the DLC finish, what it is and what it does.

BDG always wanted to target the use of DLC coatings within their injector, however technically we were unable to achieve this without a great deal of Research and Development.

One key breakthrough that made it possible was the methodology that allowed the use of Plateau honing. There is actually lots and lots of information on the internet about plateau honing, however it all involves the use flexible filaments which will gentle rub the top off the peaks. However its somewhat ‘uncontrolled’ and certainly not ok for tight tolerances used in CRI.

If you missed it, check the Blog post were we try to fit a control piston just 0.001mm larger.

Therefore, we need to be able to achieve the results of plateau honing with the finish quality of honing with highly accurate stones. Our main technical challenge was actually being able to complete a 2 stage honing process (rough out and final plateau) across hundreds of injector bodies throughout a production run.

This is blog post were we talk about the equipment we use

So here you can see a small amount of information of one part of our very detailed work process… This level of technology and detailed engineering is in every Baileys Blueprinted Injector we build.

The post Plateau Honing for common rail injectors appeared first on Baileys Diesel Group .

What SCV (suction control valve) do I need?

Wed, 07 Feb 2018 22:05:00 GMT

How to work out What SCV you need?

When you need to change your SCV, it can be a little hard to work out what SCV you actually need (there are over 20 available). The easiest and most accurate way is observe your CRPump number and then get the correct SCV for that. Previously BDG were using VIN numbers however pumps can be interchangeable it meant whilst we were providing the correct SCV for the car originally, but not for the pump currently on the car.

Finding the pump number

If you’re not sure how to find the pump number, watch the YouTube video below:

The pump number is usually quite easy to access on the vehicle and is a little black tag on the pump housing right where the SCV bolts in!

SCV’s are one of the most commonly replaced Diesel engine part as they are the highest wearing part in the entire injection system. These units are solely responsible for the rail pressure generated (acting like the throttle of the pump), therefore if this part is worn, the rail pressure fluctuates all over the place and results in poor engine performance and noisy engine.

Once you have the pump number, you’ll be able to cross reference the number in our Webstore by looking up the list of available SCV’s for your vehicle, and making sure your pump number its on the list for the one you’re looking to purchase.

Or of course, just call our friendly team on 1800 Injectors ( 1800465328 )

The post What SCV (suction control valve) do I need? appeared first on Baileys Diesel Group .

Why DLC injectors are a good idea

Tue, 06 Feb 2018 23:40:00 GMT

The Advantages of DLC Common Rail Injectors

In this Episode of Ask Matt B Live which was co hosted with MadMatt 4WD, Matt B discusses what DLC is, its advantages and properties and therefore why its important for your injectors’ longevity.

The post Why DLC injectors are a good idea appeared first on Baileys Diesel Group .

Injector Body Refurbishment

Mon, 05 Feb 2018 18:24:00 GMT

BDG on the Honing and Refurbishment of Injector Bodies

Here is just a little clip where we talk about the honing and injector body refurbishment we use. Video was taken during a Ask Matt B Live from the Baileys Diesel Facebook page

The post Injector Body Refurbishment appeared first on Baileys Diesel Group .

BDG’s Injector Party Trick

Mon, 05 Feb 2018 04:54:00 GMT

Injector Accuracy!

We thought its about time to share some cool stuff regarding the build of our famous ‘Blueprinted Injectors’. We always talk about being to a high degree of accuracy, but if you want to see exactly how accurate, this is a great example.

MadMatt (from MadMatt4WD) came in to help host a session of ‘Ask Matty B Live’ (found every Thursday at 1230 Sydney time on our Facebook page ) and was AMAZED at the accuracy of the build, but especially of our party trick. Watch to the end to see his face, its well worth it!

The post BDG’s Injector Party Trick appeared first on Baileys Diesel Group .

Can You Use High Flow Injectors for Hilux?

Fri, 02 Feb 2018 05:01:00 GMT

During an ‘Ask Matty B Live’ on our Facebook page ( www.facebook.com/baileysdieselgroup ) the question was asked about the possibility of dropping in a HFS1 injector into an un-tuned engine.

For more details, Click HERE to read up about it.

The post Can You Use High Flow Injectors for Hilux? appeared first on Baileys Diesel Group .

What You Need to Know About EGT

Thu, 01 Feb 2018 03:53:00 GMT

During a ‘Ask Matt B Live’ the question was asked about EGT and safety. Matt explains that its not all the same and there are a number of things that effect the outcome – probably in a way that you’ve not heard before.

Its a longer one, but well worth the watch.

You can watch these episodes live or replied at our Facebook Page .

The post What You Need to Know About EGT appeared first on Baileys Diesel Group .

P1251 Toyota Fault Code

Mon, 03 Jul 2017 03:27:00 GMT

The P1251 fault code is a common issue on modified Toyota diesel Hilux vehicles. It is commonly reported as an error code on older Hilux models. The fault code itself is due to an overboost condition where the turbo over-boosts in the lower load points. It's described as a 'failed stepper motor' but that's commonly not the case. Common symptoms include reduced power and loss of full power, illumination of the Check Engine Light (CEL), and in more serious cases the car entering limp mode, severely limiting engine power and acceleration.

How the ECU works and causes P1251 Toyota fault codes

In the lower load levels, the ECU does not 'close loop boost control'. Basically the ECU has a predetermined 'VNT position' table based on the loads. This dictates 'roughly' the boost pressure levels, and given the low loads, close enough is seen as good enough. When the load levels come up, the ECU gets into its closed loop, and therefore will do whatever is required to maintain its target boost levels. A faulty MAP sensor measuring intake manifold pressure can also interfere with this process, feeding the ECU incorrect load data and affecting turbo control.

What Causes the P1251 Toyota Fault Code

Basically anything that causes the engine to produce more boost than it should. some examples are:

1. High Flow Exhaust Added

Upgrading to a high flow exhaust system is one of the most common 4WD modifications and therefore one of the higher contributors to these issues.

2. Piggy Back Chip

As a piggy back chip is designed to 'trick' the ECU, there ends up being more fuel than the ECU knows about and thus creates more exhaust gasses which in turn 'overspool' the turbo. This is NOT the case for remap!

3. Higher Flowing Injectors/Nozzles

For the same reason above! If you're upgrading your Hilux, browse our range of diesel injectors , turbochargers, and fuel system components to find parts that work with your setup rather than against your ECU.

4. Failed Stepper Motor

A faulty step motor holds the VNT in the incorrect position and causes the issue. What makes diagnosis tricky is that a failing pressure sensor or map sensor can produce the same issue, making it difficult to isolate the step motor without testing each component individually. It's also worth noting that the actuator driver, which is an external computer system separate from the main ECU, can also fail and produce the same fault, so don't overlook these when diagnosing.

5. Excessive Carbon Deposits on VNT Vanes

Carbon buildup on the variable vanes of the variable geometry turbo (VNT) can cause them to stick, restricting air flow and triggering the P1251 code. Inspecting and cleaning the vanes is a worthwhile first step before replacing any components.

6. Failed Turbo

Least commonly of all, the actual VNT assembly itself has failed or become physically seized within the engine. In these cases, the electronic actuator is often the root cause — it is the most common hardware failure point on Toyota 1KD turbos. Worn or damaged components like the turbo actuator ring (or the nozzle ring/VNT ring assembly) can also contribute to this, and in severe cases a new turbo is the only reliable fix.

If that last one sounds like you, we can help by either supplying the stepper motor itself or a Blueprinted 1KD-FTV turbocharger to get your Hilux back on boost.

Or if you're unsure how to fix the fault yourself, skip the Toyota dealer and come straight to a professional mechanic who specialises in diesel. Our team offers complete turbocharger diagnostics and refurbishment services , so get in touch and we'll help you confirm the root cause and get your Hilux running right.

For more technical information, keep an eye on our Facebook page by clicking here

The post P1251 toyota fault code appeared first on Baileys Diesel Group .

Packing Industrial Injectors

Wed, 10 May 2017 22:56:00 GMT

The post Packing Industrial Injectors appeared first on Baileys Diesel Group .

Some of the Tech That’s In Our Injectors!

Mon, 10 Apr 2017 09:00:00 GMT

Matt: Good day guys, Its Mattie from the Baileys Diesel group again. Meet my buddy Matt its (inaudible) you might remembering from the thing (inaudible) 60 seconds with Matt.

Yeah, we’re just doing a bit of a quick go live now, I’m just gonna walk through common rail workshop and just show you guys a couple of pieces of information particularly around the filter kit as well.

So we’ll get started with Mattie’s currently hooning 300,000—-cc Hooning machine (inaudible) out some of the injectors that we’ve got common (inaudible) probably next week build I guess, so Mattie on your display screen, this number right here is .2/mile?

Matt2: Yes you’re right yeah.

Matt: No it’s not Matt.

Matt2: .2/micron.

Matt: .2/micron, so what we’re measuring down to now is literally 2 decimal places of a microns, so microns is a thousands of a millimeter and we’re measuring that down to.2 of the thousands of a millimeter, that’s pretty impressive, or you can do 2 decimal places so that’s one part of what we’re doing, second part (inaudible) a lot of people talked about 2 micron or 30 micron filters,come with me. A lot of people talked about 30 micron or 2 micron filters now, this topic is pretty close to my heart where you’re always talked to micron filters and here is what , you wanna show us some. He’s prepared earlier, So we’ve talked about our injectors bodies, when we completely sort it out we put new control piece underneath the injector so I’m gonna need grab one out a production assembly.
Hi, so good day to everybody. So I’m just gonna grab one at random from production and we’ll check the injector body so I hope this works.

So this is the auto gauging system, so we’ve got , that’s a millimeter said 0.0040 got down the other end of the Mattie? so we have a 2.2/micron tape from one end to the injector to the other so I cant, tolerance for this is like 2 microns not .2/microns so anyways that’s one is gonna have to give out to production down quarter off, its gonna have to get re-clean again now stop it for the boys. Can you grab that one? We grabbed a control piece in size for it, now its stuck in, so its 40 so we’re gonna grab a control piece in size so it’s .4, gonna grab a 4 piston its in the ball go up 2 micron sizes for me, so this is 2 microns neck, so this is one micron either side of the control piston so we’re going completely 2 microns up it literally doesn’t fit in the injector so when we talked about you don’t want 5 microns work the particle, it did get it in there trouble gettin it out but when we talked about two microns we wanna filter down the 2 microns because that is a, lets take for example worst case scenario we’re gonna have 2 microns on either side of the control piston we just went up only 2 microns so 2 microns in diameter so only one on either side and the thing doesn’t fit in the bloody hole so when we talk about 2 microns filter systems you wanna be able to filter that down as best impossible so this is why we talk about these sorts of things and these sorts of numbers, yeah it can just maybe gettin—— so its all micron that’s why we talkin’ it so yes generally speaking that’s the sort of level of tolerances and numbers that we’re building down to, so here in the common rail we can measure down 2 point single decimal places of the microns so that’s one 10 000 millimeter and the actual hooning machine can go down to a hundred thousands millimeters so that’s pretty damn impressive. We’re gonna do another go live video everyday around the same time, we will take and then we will talk about a little bit more about the build process that we just through now and each of the stages and yeah I guess next time we’ll probably talk a little bit more about our App you’ll see every single work custom as the laptop sitting on it and that’s when we can track quality control absolutely you’re earning discounts so yeah, anyway guys if you find anything interesting please comment below and we’ll make sure we’ve got a little bit more going on around

The post Some of the Tech That’s In Our Injectors! appeared first on Baileys Diesel Group .

Quality Control in Common Rail Injectors

Mon, 03 Apr 2017 20:44:00 GMT

Hi there guys, Mattie from Baileys Diesel once again.

Its Friday lunch time so I hope you guys enjoying on the whine down for the end of the week. Yeah, I’m gonna keep this one brief, co’z it seem we buy lunch for the boys every Friday.

Okay busy for now anyway, so as promise a little earlier in the week we’re gonna do a fuel test —- so we’re doing another one now.

Today I wanted to talk a little bit about the top 6 quality control and data capture that we have that goes in and out common rail because clearly it take a lot of pride and equality and the end result of that product we want to make sure that we can do that that but this the efficiency gains and what not as well so I’m going to put that in there what we’re going on so —– and stay out of frame.

So, the boys here. Feel free guys if you got any question of whats going on, make sure you whack in the comments question below, I’ll make sure I’ll get around in answering them for sure as we’re going along so please do put that in there.

So you can notice we have a very distinct work flow for whats going on in our base so this sink for example our (inaudible) section (inaudible) so basically what we guys do is to the last of the cleaning, the last the putting all the parts together so we’re ready to go. And then the very next stage is our prebuild so at this point what we’re actually doing you might notice like we might build to example it gets here i a minute, when we build a common rail injector we might build a (inaudible) 50 micron of lift so we cross this with 1 micron as one marker, so that our tolerance window but there not manufacture that accurately so what we do here is work station but does nothing but test and measure so literally they test and measure they put all of the manufacturing tolerances in the injectors into what we call out our APP and that actually data captures absolutely everything that’s going on so in this particular work zone or within this APP that we build for quality control by the time the injectors leaves here they’re be somewhere between 80 – 110(inaudible) data per injector so I will try to get through that ton a 40 a week it will take so there’s a lot of data capture going on but its very critical to what we’re doing because not only doing we wanna make sure why we using data capture to actually help to assembly process and get it right and fast and efficient but we’re also using the method of quality control and control and understanding and whats going on so there is issues where they started and where they come from and how they go about so this Apps is only cost us 150gran so far of course its a web based like everything else so I just want to show you, I’m gonna try flipping the camera around.

Hey look at that, so this is actually our web base we can going to different section of the program, I’ve got this because it looks because its a web base program I don’t want anybody know the URL, so when we go in so this is actually so you can say wherever you are in the work process we’ll help identify what goes in, so here where pre build for example we might be able to pick it out, we’ll just pick injector random now this point, this work station is all about measuring the injector and putting in the individual tolerances, now we set the injector app to a certain level of accuracy but then I made that way so we’ve got to pull out the manufacturing tolerances in so the one we get to the next fuel works on with their laptop that the actual app is taking care of all the manufacturing tolerances for us and then when these guys get there, they actually open up the app selecting injector that they’ve got based on the serial number and the computer program the app is telling them how to build the injector and what numbers they need to hit so you’ll see everywhere you go there’s data captures everywhere and yeah it does work so damn important so let me see by the time we’re finish with this section every injector would have approximately give or take 80-110 of data so that’s why we built it, we built it for efficiency, we built it for control,we also built for at the end of the day making sure that the right product is out the door so when it finish to built they see waiting for pre, we have actually have a 2 stage testing process one to make sure that they pass the standard just because they will code, the benches that decoding they’re all automated we don’t want any human error there, they’re all automated they might pass there within in Denso range but we try them as close as humanly as possible so we have a pre evaluation first one pre evaluation they sit on this rack so these injectors here are all waiting to be coded and we’ll get in to that a little bit more later in the week or maybe next week or I guess now given its Friday, anyway we’re on the process the bagging and tagging and getting everything sorted out so hope you guys have a great weekend, we’re about to go and enjoy our lunch, say good day SHAUN.

Example of Warranty Process not followed

Thu, 01 Dec 2016 22:35:00 GMT

Introduction

Customer called up obviously quite upset at the fact that he was sold high flow D40 injectors , and had been told by a prominent tuning company in Brisbane that they flowed less than standard and that the vehicle had to have other injectors fitted. The customer agreed and was invoiced nearly $3000 for the additional works.

For Reference, here is a common sort of before and after run from an independent tuning shop in Melbourne. Around 100kw at the wheels standard.

Testing Done at BDG

BDG received the injectors well and truly outside of our standard warranty terms and conditions in that the work had already been carried out. BDGs warranty stipulates that the goods are to be returned here first for testing and failure analysis – for more on why this is the case, see this video.

Anyway, we’d like to do the right thing and try to correct something should a wrong have been unintentionally done. Injectors were returned and the flow rates were 120% of standard flow rates (aka +20s) – right where they were supposed to be.

BDG passed the results on to the customer who was still not believing the situation and basically becoming quite upset. Understandable after he’s probably just shelled out a few thousand completely needlessly.

BDG then set-about putting these into a car so we can test for ourselves.

BDG high-flow injectors are coded. This means that the fuels are corrected to a given number, either standard or whatever we would like. In this case, we coded the high flow injectors nearly all the way back to standard because the customer hasn’t able to tune it for a reasonable period of time. (and these codes shorten the duration of injection – something easily ‘undone’ when tuning – so there was no lasting downside).

The vehicle we test fitted them to was a 2008 DEAD stock D40 Navara . No exhaust, no chips or tuning, no turbos, no intercoolers….. It also had 33” wheels (usually decrease power by 10% or so).

First run went 105RWKW or approximately 115rwkw tyre size corrected. SO around 15% up on factory power. We then put codes in it that were roughly in the middle of the coding window to observe their true number. 116RWKW or around 128RWK corrected at 15:1 – soot city.

Conclusions

Our warranty process is there because we want the best outcome for both parties. IF the injectors are contaminated – you’re going to need to know – and BDG will be able to repair existing (whilst also taking a loss) for a lot cheaper than a replacement set. AND – IF THE FAULT IS OURS – we’ll fix it. That’s the whole point.

But the process must be followed as its there to protect. In this instance, BDG have just spent 5 hours testing and validating what we already knew to try and prove it to a customer who has been ‘burnt’ by another party. Had the process been followed, BDG would have been able to prove the injectors were fine and the customer would have saved all that money in the first instance.

The post Example of Warranty Process not followed appeared first on Baileys Diesel Group .

1KD Hilux Remap Results

Wed, 30 Nov 2016 23:03:00 GMT

UPDATE – 1st of December, 2016

Reflash on a Standard 2013 Automatic Hilux. By completing an ‘intelligent’ reflash we;re able to maximise torque and power delivery AND limit the way the ECU kicks back gears. Here, in fourth gear in converter lock up, check the way we’ve added like 70% more torque before the gearbox starts dropping gears. Get this thing on the highway and she’ll virtually never downshift – ALL WITH 33’s!

The post 1KD Hilux Remap Results appeared first on Baileys Diesel Group .

1VD Remap Results

Wed, 30 Nov 2016 22:38:00 GMT

Hi Guys,
This is just a small page to keep a record of our latest custom Remapping results here at Baileys Diesel Service. So lets kick off with this one:

Wednesday November 30, 2016:

1VD remap result 1

Around 735Nm of torque up from 400! not too bad!

The post 1VD Remap Results appeared first on Baileys Diesel Group .

Important Hack When Changing Injectors

Tue, 22 Nov 2016 23:39:00 GMT

Fuel Contamination is the #1 reason common rail injectors are changed, but few will actually look for the root cause and clean everything necessary because it can be expensive. Question is, do you risk new injectors or potential pay for lots of work not required…

BUT – there is a little known fact that the injectors have an inbuilt filter that you can inspect. In fact, we believe that this is so useful, its a feature we backward integrate into all Baileys Blueprinted Bosch Injectors also.

As always, let us know your comments and thoughts by posting below!

The post Important Hack When Changing Injectors appeared first on Baileys Diesel Group .

Reflash or Chip: Which is Best for Diesel Tuning

Sat, 19 Nov 2016 00:49:00 GMT

Diesel Tuning, which is best

The question of which Diesel Tuning method is best’ is one we get all of the time. Given that most providers only offer one or the other, their opinions can be biased. We offer both so from our point of view, nothing to gain, nothing to lose so here is the truth.

Re-flash:

Re-flashes are in differing ways more difficult to actually tune. They don’t tune in an logical way and that can actually represent some serious issues for trying to get good Air Fuel Ratios (AFR’s) throughout the range.

There can also be added issues whereby its common that the software used for ‘decoding’ the factory files tells us the map, but not the axis or units of measurement, and this can vary from car to car… So even when very familiar with these nuances, they can take quite a few runs to get right.

Re-flash PROS

Re-flash CONS

Word of Warning:

Due to a number of the points raised above, we DO NOT recommend that you have you’re vehicle flashed where it cannot be dyno’d. Ideally, you’d also choose a supplier who can custom right the file on site, as it can take many attempts to get right.

Diesel Chip:

Diesel Chips are also a world of pain. Ranging from the very ordinary eBay chips (and many big names doing the same but with a big $$$ tag and marketing budget) to the ones worth mentioning.

At this point in time, we really only recommend that you consider only 4 options

We recommend these as these have excellent tuning ability by being able to manipulate both Air + fuel (both rail pressure and duration) – where nearly all of the other chips will do only fuel – and usually only by one method.

If you’re considering a lesser chip due to not wanting to get maximal gains, then we STRONGLY recommend the re-flash option, as it will get better gains and will also provide you with additional maintenance benefits with less reliability risk and fewer (if any) fault codes.

To see our range of chips available – Click here .

Conclusion:

If you’re after modest gains and are unlikely to upgrade Turbos or fuel systems into the future, then re-flash is the best solution for you.

If you’re looking for maximal safe gains, might consider upgrading various engines parts in the future then a high end ‘piggy back ECU’ like the ones listed would be the pick.

” As always, love to hear some comments or thoughts so make sure you post them below.”

The post Reflash or Chip: Which is Best for Diesel Tuning appeared first on Baileys Diesel Group .

Euro 5 Hilux / Prado Injectors: Fault Code P1601

Mon, 18 Jul 2016 00:56:00 GMT

When fitting injectors to the newer Hilux / Prado models, specifically 295050-0460 replacement injectors , you may see a fault code of P1601 after coding the injectors to the ECU.

This error arises because you’ve now changed the code, the ECU knows that post-factory injectors have been installed, and is detecting a conflict in the stored ‘learned’ values.

We have the Solution

The process when changing these injectors is:

Interesting Fact:

Guide for your Diesel Automotive Technician: If you need to print off a copy of this article for your mechanic, here is the PDF version of this article. Euro 5 Coding Tip.

If you haven't yet sourced your parts, browse our full range of diesel injectors to find the correct unit for your Hilux or Prado before starting this procedure.

The post Euro 5 Hilux / Prado Injectors: Fault Code P1601 appeared first on Baileys Diesel Group .

Intercooler upgrades – What is different?

Wed, 15 Jun 2016 01:52:00 GMT

The major difference of present day common rail diesel engines from the older models is that today the factory computer with numerous sensory inputs is watching what is happening and automatically corrects any error on real time basis. So, if in an exhaust, the E.C.U senses a change, it alters the tune to correct it. It also means that for the intercooler its unlikely to get a gain in power, even if you do get a significant gain in efficiency.

Benefits of an Intercooler

Nevertheless, the fitting of an intercooler is still quite valid for two reasons. One – The actual power gain from an efficient intercooler design over OEM could be between 5% and 10% with a temperature drop of 35 to 40 degree C. As this largely depends on the ambient temperature, we can conclude that the bigger the difference between intake temperature and ambient temperature, the better the cooling effect. Although it will not really change the stresses and strains on the engines, the cylinder temperatures are lowered a bit. However, this might not be enough to impact engine longevity and the like.

But, our focus is on the second – a significant reduction in pressure drop. There’s always a pressure drop across an intercooler. Since the E.C.U. has its boost pressure sensor after the intercooler, it means that it accounts for the pressure drop, whatever it may be. By running a more efficient intercooler, we won’t gain any more boost because the factory ECU will be pulling the turbo back. Yet, therein lays the main benefit.

How is pressure drop beneficial?

If for instance, we measured a 2.1-PSI pressure drop across the intercooler whereas our R & D intercooler had measured only 0.2-PSI. It is almost a ninety percent reduction in pressure drop across the intercooler. Even though there are additional advantages like slightly better combustion, they are barely noticeable. The main advantage is that it will have a significant impact on the turbos’ longevity because the turbo will be spinning at lower RPM. As a result, the machine will last longer.

The bigger the better?

All turbo cars can benefit from intercoolers and modifications/improvements can be made on the factory fit intercoolers. You would want as much air to be sucked into the engine as possible. If the intercooler hinders the airflow, there is a risk of you actually losing power. Normally, the larger the intercooler, the longer it resists heat soak, but can create throttle lag and can be too large to physically fit. Therefore, for maximum benefit, you need to get the optimum sized intercooler . That is where our expertise comes in.

We can help you choose the optimal intercooler for an upgrade to ensure the best performance and maximum longevity.

The post Intercooler upgrades – What is different? appeared first on Baileys Diesel Group .

Modern Diesel Engines and Exhaust Systems

Sun, 12 Jun 2016 01:35:00 GMT

The Early Scenario

The Present Scenario

Engine Tuning

Why Tune the Engine?

Well, the function of the tuning box is to intercept the signal between the ECU and the common rail injection system to allow it to inject the perfect amount of fuel into the cylinders to produce more torque and power. As a result, the engine runs more efficiently, and the fuel consumption improves, as you will need lower throttle positions for similar conditions.

Conclusion

The post Modern Diesel Engines and Exhaust Systems appeared first on Baileys Diesel Group .

The Simple Solution to Toyota 1KD White Smoke On Start-up Problem That Could Become Worse and Seize Your Engine

Thu, 19 May 2016 10:53:00 GMT

1KD white smoke on start-up

While generally well-known in the mechanic community, consumers should be aware that Toyota 1KD engines have a very specific problem. ‘The 1KD white smoke on start-up, besides the obvious white smoke is symptoms of rattling / knocking noise in the first two or three seconds after start up.

The issue may clear up quite quickly and then dissipate, until the engine runs perfectly and no further issue is presented. It can also be noted as ‘when I park nose down’ symptom.

The Problem

This is an important situation to be aware of.

The Solution

The post The Simple Solution to Toyota 1KD White Smoke On Start-up Problem That Could Become Worse and Seize Your Engine appeared first on Baileys Diesel Group .

BDG Prototype Hilux Catch Can – Sneak Peek

Wed, 04 May 2016 06:41:00 GMT

Prototype Hilux Catch Can Update:

BDG have been working pretty hard on some new product releases lately, one of which is a new Hilux catch can system.

BDG thought that the existing Hilux catch can set ups were too expensive to maintain (and purchase!), were too big, and too obtrusive .

So here is a sneak peak of our solution…

Re-usable Stainless Steel Filter Element

BDG decided that the $30+ cost every service was WAY too expensive. So we sought a more permanent solution > a re-useable Stainless Steel Mesh that can be ‘bathed’ in petrol, dried and – most importantly – re-used!

Small unit size = Great fitment and location:

Due to the fact that we could reuse the filter, it meant that we could reduce the size of the can without worrying about service intervals. Now that we have a small unit, it means that we have more choices where to mount the unit. Check the location and neatness of this solution! We’re pretty happy with it…

Excellent Price:

This you’ll have to wait for!

KEEP an eye on our Facebook page , more announcements on Friday the 6 ^th of May.

The post BDG Prototype Hilux Catch Can – Sneak Peek appeared first on Baileys Diesel Group .

Why Does Nissan Navara YD25 Blow Black Smoke?

Thu, 28 Apr 2016 02:57:00 GMT

Why Navara Blow Black Smoke

Its one of the most common questions we get; Why does my navara blow black smoke?

The primary reason for this is that they are very close to the AFR limit of what will blow smoke from the factory, whereas other manufacturers are not. So basically, things don’t have to start going wrong by a lot before it’s a visible issue.

So what can be contributing issues? Lets have a look

What makes my Navara blow black smoke

So there it is. That’s not an exhaustive list of things it can be (and it’s a Navara which is always coming up with creative ways to fail) but it is by far and away the most common.

The post Why Does Nissan Navara YD25 Blow Black Smoke? appeared first on Baileys Diesel Group .

The Fix For Nissan Navara D22 ZD30 Black Smoke and Low Power Issue

Thu, 28 Apr 2016 02:52:00 GMT

The ZD30 have a VP-44 fuel system, which feature an electronically-controlled traditional-style fuel pump. With the electronic control, there is finer tuning of engine timing throughout the rev range, and ultimately these pumps simply wear out. The main failure is the fact the engine can no longer reach full advance.

What ends up happening is the engine is obviously therefore retarded, and because it is retarded it is no longer making power efficiently. The driver then puts more throttle in and effectively you end up with a situation where the engine is now over-fueling. One check that can confirm is looking at the spill valve percentages. A new pump or a decently equipped setup is somewhere in the order of 50-70% in terms of spill valve percentage. At hot + idle, a dead pump will be anything less than around 20%, and generally you start to see symptoms at 28% and lower.

The way the timing works inside the pump is effectively governed by the internal pump pressure. It’s also worth noting that this internal pump pressure can be influenced by outside factors. The most common one is usually aerated fuel supply. If the fuel supply to the pump is aerated the pump cannot compress the fuel properly, which means it won’t get a decent internal pump pressure, and therefore can’t get internal pump presure. It’s highly important that it’s without air and it’s also important the fuel flow to the pump is unrestricted. If you have a big vacuum on the pump-supply side, then obviously the pump isn’t getting the fuel. It’s losing internal pump pressure and therefore losing advance.

So first thing, always check the spill valve percentages (sometimes called IC percentage). We always have a clear piece of fuel line with a T-piece to a vacuum gauge, and we just attach that on every car. It takes five seconds or five minutes to go for a quick run around the block to make sure there’s no air or vacuum in the fuel supply. This one quick step is the most vital to ensure a few thousand $$$$ is not lost in a miss diagnosis.

Check out our range of pumps – 2 year + 100,000km warranty!

The post The Fix For Nissan Navara D22 ZD30 Black Smoke and Low Power Issue appeared first on Baileys Diesel Group .

Breaking News: AUSTRALIAS FIRST Modern Diesel Only Service Facility

Thu, 28 Apr 2016 02:44:00 GMT

Do you own a Diesel car that is less than 10 years old?

Did you know the engines in these vehicles have an operating system very different to ANY OTHER (called Common Rail)?

Take it to Australia’s foremost Common Rail Expert – the Baileys Diesel Group.

BDG are now offering:

Call our friendly team on 1800 465 328 (1800 INJECTORS) for more information on how we can service your needs or to book your vehicle for a service.

The post Breaking News: AUSTRALIAS FIRST Modern Diesel Only Service Facility appeared first on Baileys Diesel Group .

Tips in fixing Fuel Pump Code P1089 for Nissan Patrol ZD30CRD

Thu, 28 Apr 2016 02:40:00 GMT

Whenever we get this P1089 code, the first thing we do is make sure that at idle there is no fuel whatsoever coming from the pressure relief valve. This relief valve is not due to open until 2000 bars, so if you have any fuel flowing from there at 320 bar ( approximate idle pressure), you obviously have an issue. Also with the leak-back for the Bosch fuel injectors, at idle we don’t want to see any more than 20cc’s per minute. 8-10 is quite normal, a dead injector or a couple dead injectors, but a single dead injector will flow something like 300cc’s per minute at idle if there is a problem. Hence, it’s very stark and noticeable.

As always however, please remember that we are only ever a phone call away and are more than happy to assist with any diagnosis issues you may have – so give us a bell on 1800 465 328 (1800 Injectors)

Also, check out our range of products to suite Nissan’s here: Baileys Diesel Group Store – Nissan

The post Tips in fixing Fuel Pump Code P1089 for Nissan Patrol ZD30CRD appeared first on Baileys Diesel Group .

Gary Shepherd Automotive

Sun, 17 Apr 2016 02:46:00 GMT

The post Gary Shepherd Automotive appeared first on Baileys Diesel Group .

How To Save On Cost When Your Bosch Injection Systems’ Nozzle Washer Fails

Thu, 14 Apr 2016 05:43:00 GMT

It is possible to remove them but it’s exceptionally difficult, requiring half the injector to be dissembled in position, and then a large puller fitting used internally to remove the injector. Our recommendation to avoid this problem, is to replace nozzle washers every 60 to 80 thousand kilometers. This is applicable across all Bosch injection systems.

Examples of Bosch Injection system washer failure:

We currently have a Citroen C3 in our workshop, worth $5,000 dollars. The injector welded into the cylinder head, we tried to pull it out, and there was so much carbon the nozzle was stuck inside the head. We literally snapped the injector body in half, with half the nozzle left inside the head. We had to remove the head, which for a Citroen C3 or C4, with the 1.6LT HDI in it, is a 19-hour job, plus parts. So before we even blink we’re at $4,500 for a car not worth it.

think this is an isolated case? Google ‘Mercedes Black death’ – so much carbon escapes that it literally fills the entire tappet gallery, to the point you cannot even see the injectors, just 2 little wires coming from each!
SVS auto example of Black Death

There are many other documented cases, from 1.4TDI Volkswagons to 3Litre BT50 / ford ranger engines.

OUR RECOMMENDATIONS:

It may seem like a pain to take 60-90 minutes to remove and refit injectors, and a couple bucks for the injectors, but we think it’s a pretty good precaution.

For more questions on the injectors, click here.

The post How To Save On Cost When Your Bosch Injection Systems’ Nozzle Washer Fails appeared first on Baileys Diesel Group .

RM Automotive – 4WD Specialists

Tue, 12 Apr 2016 11:05:00 GMT

The post RM Automotive – 4WD Specialists appeared first on Baileys Diesel Group .

The Causes and Fixes to White Smoke in Mitsubishi Triton

Wed, 23 Mar 2016 06:01:00 GMT

Mitsubishi Triton’s have a significantly higher EGR intake manifold build-up problem, more so than many other manufacturers. They present as almost like a fuel system issue, because the miss is so heavy and the white smoke so significant the car is virtually un-drivable.

The Problem

The reality is it’s actually caused by dirty and clogged intake manifolds, which has obviously then gone and upset many boost solenoids and vacuum solenoids, and things like that coming from the intake manifold.

The Diagnosis and Solution

So if you get a Mitsubishi Triton with this issue, the diagnosis should be performed in the following steps:

If you still have the issue, go chasing from there, but in our experience the solution will be an intake clean-out.

Ask our engine specialists to learn more. Click here.

The post The Causes and Fixes to White Smoke in Mitsubishi Triton appeared first on Baileys Diesel Group .

Problem: Toyota Prado is presenting as out of fuel

Tue, 22 Mar 2016 04:04:00 GMT

Toyota Prado’s have a unique tank system which involves a dual tank set-up. However, the vehicle can only draw fuel supply from the front or main tank. They have a small fuel pump between the rear and the main tank. The interesting thing is the fuel gauge on the dash gives you an average of both tanks.

So what we have been seeing is a situation where a number of vehicles have actually had a failure of that balancing pump. They will drive down the highway, they show half a tank on the fuel gauge, but they drive until they run out of fuel because the main tank is dry and the sub-tank is full. It can be sometimes hard to diagnose because it looks like its out of fuel, but the fuel gauge says half-tank.

Diagnosis and Solution

It is quite a common problem, and the only solution is to replace the entire pump assembly. The main indicators for diagnosing this problem are:

To test this diagnosis, just hook up an external fuel supply. It may take 10 seconds of cranking, but if the vehicle starts up right away, you know that it’s a fuel supply problem.

Certainly not a tough one, but one that is becoming increasingly common, and worth making a mental note.

The post Problem: Toyota Prado is presenting as out of fuel appeared first on Baileys Diesel Group .

The Critical Importance Of Cleanliness When Installing Injectors

Tue, 22 Mar 2016 03:59:00 GMT

Though it may come as a surprise, the internal tolerance of a common rail injector is remarkably small. A micrometer (micron) is effectively a thousandth of a millimeter. The internal net clearance of many of the injector components is 5 microns. This means there’s only 2 ½ microns of clearance by the side of the moving and stationary component.

Even things like the air gap or the lift profile of the injector is commonly around 50 microns of total lift, with an average tolerance of 1 or 2 microns. So it shows the absolute tolerances of which common rail injectors particularly are manufactured to. It also highlights the complete necessity to be incredibly thorough and clean when you install the injectors.

In many instances we’re changing injectors in cars that are 200,000 to 300,000 KM old, and even a small dust particle could create significant issues. So it’s important that we do our absolute best to make sure that it’s as clean as possible. In doing so, we minimize the potential for contamination and seizure related or missing related failures after installation. Taking additional care when ‘opening’ the fuel system of a Common Rail Equipped vehicle usually consists of:

As you can see, the tiny tolerances that we play with (AND the significant cost of the components) means that its worth spending a little extra time to ensure that its done once, done right.

The post The Critical Importance Of Cleanliness When Installing Injectors appeared first on Baileys Diesel Group .

Nissan Navara Troubleshooting: White Smoke, No Start, and What's Really Going On

Mon, 21 Mar 2016 10:50:00 GMT

Nissan Navara troubleshooting can throw you off, especially when the symptoms hit suddenly and hard. This blog covers the most common causes of white smoke, no-start conditions, and related engine issues on the Navara, from the most likely culprit right through to the faults worth checking if the obvious fix doesn't solve it. If your vehicle has just started blowing tons of white smoke, lost all power, and won't restart, what looks and feels like serious Nissan Navara engine failure is often something far more straightforward. And the check engine light coming on alongside these symptoms is your first clue.

Start Here: Check for Fault Codes First

Before assuming major engine damage, the first thing to do is connect an OBD-II scanner and check for fault codes. With the check engine light illuminated, the car's computer will have stored codes that can point you toward the EGR system before you pull anything apart. This is one of the most common faults we see on the Navara and it's frequently misread as something far more serious.

The Most Likely Cause: EGR Valve Failure

A lot of the time the problem will present as major engine damage, or major fuel system damage, and people think there's a significant loss of compression. The symptoms are often worst on a cold start, which adds to the alarm. There's usually an easier solution. The main issue we find is the EGR valves on the Nissan Navara, which are electronically controlled Stepper motor waste gates, unlike the vacuum-controlled units found in most other modern cars.

Why the EGR Valve Fails

We're finding that around 200–250 thousand kilometres, it's becoming increasingly common that the gear sets and the Stepper motors actually fail due to premature wear, which creates the EGR valve generally stuck open, or flowing free, which makes it stick open.

Don't Overlook the EGR Cooler

It is also worth checking the EGR cooler at this point. A corroded or split EGR cooler is a cooling system issue that can cause coolant to leak into the intake system, and oil leaks from ageing seals around the EGR assembly can compound the problem. Both contribute to overheating and produce similar white smoke symptoms that are easy to confuse with the EGR valve fault itself.

The Root Cause of Nissan Navara blowing white smoke

So the situation is that the engine is actually suffocating on its own exhaust fumes through the exhaust system recirculation path, which is why it won't start and spews copious amounts of smoke. This is genuine Nissan Navara engine failure behaviour, but the cause is surprisingly simple. The check engine light will remain on and the vehicle may enter limp mode, where power is severely restricted.

If you've already checked the obvious — air filter, fuel filters, and no visible leaks — and the vehicle still won't cooperate, the EGR is almost always where to look next. Note that limp mode on the Navara can also be triggered by a faulty Nissan Navara Suction Control Valve (SCV) or clogged fuel filters.

If the EGR fix described below does not resolve the issue, these should be your next area of investigation.

Other Nissan Navara Engine Failure Issues to Know About

While EGR failure is the most common cause of white smoke and no-start on the Navara, if you've worked through the EGR diagnosis and are still seeing problems, there are several other known issues worth investigating, especially on high-kilometre vehicles.

Timing Chain

The timing chain is one of the most serious concerns on the Nissan Navara YD25 engine. Owners beware: the factory chain configuration has been widely criticised as inadequate for the work these engines are subjected to, and timing chain stretch is a well-documented problem. We recommend having the timing chain inspected at 100,000 kilometres and every 40,000 kilometres after that.

A worn or stretched timing chain causes poor engine timing and misfires, and in severe cases the valves and pistons can collide — sending metal fragments through the engine and resulting in catastrophic Nissan Navara engine failure.

The YD25 actually has two timing chains: the camshaft chain, which is already a duplex (double row) unit from factory on all common rail YD25s from 2005 and is built for approximately 300,000 km, and the fuel pump drive timing chain, which is the simplex (single row) chain that fails prematurely. It is the fuel pump drive timing chain and its tensioners that need replacing or upgrading, not the camshaft chain. Replacing the fuel pump drive timing chain before 100,000 kilometres is a worthwhile investment, and upgrading to a double row kit can provide significantly greater longevity.

Other Common Faults

A clogged diesel particulate filter (DPF) is another issue worth checking on higher-mileage vehicles — backpressure from a blocked DPF can contribute to power loss and white smoke symptoms similar to EGR failure. Clutch problems are common in manual Navara models under heavy load, and automatic transmission failure has been reported on some D40 models due to internal radiator contamination. If the engine is beyond repair, a replacement engine is sometimes the most cost-effective path forward. Contact our team for guidance on what's involved.

Fitting a quality catch can kit for Nissan Navara is also worth considering on high-kilometre YD25s. It reduces the oil blow-by that contributes to intake manifold carbon buildup and EGR-related issues over time.

Still Not Sure Where to Start?

White smoke, a no-start, or a rattling timing chain on the Nissan Navara are some of the more alarming faults you can encounter. But as this blog post shows, the cause is usually simpler than it first appears. Start with the EGR, work through the diagnostic test, and in most cases you'll have your answer within minutes.

If you've confirmed the EGR valve is the culprit, have it replaced as soon as possible. If your investigation points elsewhere, whether it's the SCV, fuel filters, or something further down the list, our team offers free tech support from qualified mechanics and can help you work through it.

Give us a call on (02) 4272 2600 or browse our full range of Nissan Navara parts at the Baileys Diesel Group Store .

WARNING: The Wrong Filter Kits Can Lead to Injector Damage!

Mon, 21 Mar 2016 10:40:00 GMT

We strongly recommend the usage of secondary two-micron filter kits , with inbuilt water traps, to be placed after the factory filter. The reason being, generally a lot of vehicles will only use an 8 to 5-micron filter assembly for the factory filter. This is not adequate because the injectors on average have a roundabout of 3 microns’ clearance, which to have 8 or 6 microns’ worth of particles flowing through is not a good idea.

We recommend the use of a 2-micron filter after the factory filter so that the factory filter can prime or get the bigger issues out, where if we put the 2-micron filter first, the factory filter would be doing nothing, and you’d be clogging the 2-micron filter up quickly.

We also recommend to place it after the factory filter because it has quite a good inbuilt water trap. Most of the time, by the time the factory warning light has gone off to warn the driver of water, its usually captured all the water that its likely to catch, and then the warning light goes off.

To have a water trap assembly fitted after the factory filter makes a good deal of sense, because it provides you with additional insurance. So basically you’ve got additional water trapping abilities, after the warning has come, and you also have better fuel filtration which means less rubbish through the injectors.

Lastly, the most important thing is the flow rate of the fuel filters. A lot of the time, for example, 1KDs, or YD25s, they only use around 125 liters in an hour’s worth of fuel flow to the pump. You want something that has adequate flow rate to support that, but obviously the higher the flow rate, the longer the filter will last, because it can clog up to a higher level before it hits a restriction point for the engine.

We use a fuel manager kit that can flow 300 liters per hour. other brand name kits use terminology of ‘suitable to use in 118 liters in the hour flow rate applications’ without stating an actual flowrate, so read of that what you will.

A lot of the time the EBay kits flow 50 or 60 liters an hour, which is where the problem comes from. Your pressure drop or the actual issues for the pump are negligible if you’re using a fuel filter with the correct flow rate.

To see the BDG range of filters available, check this link: Filter kits

The post WARNING: The Wrong Filter Kits Can Lead to Injector Damage! appeared first on Baileys Diesel Group .

The Best (And Cheaper) Solution To Toyota 1KD Turbocharger Stepper Motor Failure

Mon, 21 Mar 2016 10:23:00 GMT

At Bailey’s Diesel, we’ve been receiving an increased number of phone calls for Toyota 1KD, or Toyota Hilux and Prado fitted with 1KD engines, and turbocharger Stepper motor related fault codes, or running engine problems.

The Problem

Generally speaking, they will throw a code that states faulty turbocharger stepper motor. It can be a bit of a troublesome fault code to solve, because it’s quite common that the Stepper motor driver, which is an external computer system or external ECU from the main ECU, has failed, not the actual stepper motor.

Before replacing a complete turbocharger with the Stepper motor assembly, it is worth ensuring that the external Stepper motor driver is not the issue, before spending the money.

The Solution

The next situation is that in many instances, the actual Turbocharger itself is fine, but the turbocharger Stepper motor itself has failed. Where previously you would have to replace the entire turbo-charger at a cost of $3,500 dollars, Bailey’s Diesel now has the turbocharger Stepper motor available as a separate, individual item which saves the customer a few grand in the process. It’s a simple solution to a simple problem.

To see the full range of Turbo Solutions, click this link .

The post The Best (And Cheaper) Solution To Toyota 1KD Turbocharger Stepper Motor Failure appeared first on Baileys Diesel Group .

What injectors are you really putting in your car!

Tue, 03 Nov 2015 18:26:00 GMT

Interesting developments in the common rail injector marketplace over the last few months. Firstly, we’ve been made more than aware that BDG injectors certainly aren’t the only ones looking for more permanent fixes to the common failure modes, but also a renewed push from the diesel additives promising to ‘maybe’ fix your injector knock… (although clearly took aim at us with their line ‘some companies have a vested interest in selling injectors’ – shame they don’t have the experience to know what actually fails, but after 3 minutes of your time here, you’ll know what the right solution is).

Injector failure modes:

Man, we have said this a million times, if not more. Most common form of injector failure is a seizure based failure of the spindle in the centre of the injector.

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Nearly EVERY SINGLE ONE looks
like this under a microscope:

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So what can you do about it?

Have genuine injectors built before 2013 or are to suite cars prior to 2010? We strongly recommend the use of an additional form of lubrication (and have done since early 2014). This is due to your injector having the same uncoated venerable piston above.

Why the specific years? Check out what EVERY manufacturer is doing (including Denso – selectively):

Notice that all 3 on the left are ALL DLC coated on the spindle? Think that’s new? BDG and a company called DUAP were among the first in the world to use DLC in Heavy fuel (shipping / power generation) nearly 12 years ago. It’s now so common place that it’s hard to buy elements without it – here is a photo from industrial division this morning:

That small plunger and barrel in the front is out of a 550HP truck, the unit at the back (with the coated plunger) is from a 25,000hp stationary generator.

Anyway, moral of the story is that if you would like your injectors to last longer this time ‘round, you should be using the best technology available. We have VAST experience in all types of fuel systems, have rebuilt nearly 25,000 common rail injectors and were first to market with DLC coated spindles. Still not convinced? Bosch and VDO thought it was a good enough idea to run with, Even Denso had joined the party – so long as you drive a 2010 or new Hilux .

Own an older Hilux, Navara or Triton ? Choose BDG. That 3 year warranty is there for a reason!

The post What injectors are you really putting in your car! appeared first on Baileys Diesel Group .

Economic Costs of Poor Performance

Sat, 05 Sep 2015 16:15:00 GMT

Why do you need Profitable Performance Guaranteed

When we look at engines in an industrial setting, these engines serve only one ultimate purpose. Income . Whether it’s in a direct method such as power generation or a more passive approach to say the mining industry, the humble diesel engine is there to assist your company to be more profitable.

As engines age, it is common to see these engines’ performance degrade in terms of total output and fuel economy. In fact, many service life maintenance contracts actually have it written into their Performance KPIs! Have you ever thought that this was strange given that you do actually pay for engine repairs and refurbishments? Ultimately it’s the same engine it was say 5, 10 or 15 years ago, why shouldn’t it be able to perform the same? Or with today’s available technology, why not better?

At The Baileys Diesel Group, we think the same way.

If we look at the NET commercial benefit from an engine, and we take for this example that the engine can now only maintain 80% load, at 95% of its original efficiency. Let’s say it’s a 2000KW engine in a power station application, and our income is around $0.30 / kWh. Fuel costs are $1.20 / Litre and she produces 4.4KWh / Litre.

Caculation Example based on Factory New Profitability Performance

Originally, when new, the engine’s gross profitability would be as follows:

A Income is:

2000kW x $0.30= $600.00 per hour

B Costs are:

Fuel > 2000kWh / 4.4kWh per litre = 454.54 litres consumption per hour
Costs > 454.54 litres x $1.20 / litre = $545.45 fuel costs per operating hour

Maintenance > $250,000 over 12,000 operating hours = $20.83 per operating hour

Total COGS > = $545.45 + $20.83= $566.28 per operating hour

C Gross Profit > = A – B = C or $600.00 – $566.28 = $ 33.72 per operating hour

Calculation Example based on an advanced operation engine profile and Profitabillity Performance

The original kW rating has declined to 80% i.e. 1600kWh and the efficiency has declined to 95% of its original performance i.e. down to 4.2kW per litre Diesel fuel.

A Income is:

1600kW x $0.30=$480.00 per hour

B Costs are:

Fuel > 1600kWh / 4.2kWh per litre =380.95 litres consumption per hour
Costs > 380.95 litres x $1.20 / litre=$457.14 fuel costs per operating hour

Maintenance > $250,000 over 12,000 operating hours = 20,83 per operating hour

Total COGS > = $380.95 + $20.83=$477.97 per operating hour

C Gross Profit > = A – B = C or $480.00 – $477.97= $2.03 per operating hour

With a degrading Performance Profile affecting the kWh output capability, the Gross Profitability degrades well below operational breakeven point.

And this is where the expertise and Client understanding of the Baileys Diesel Group comes into importance. 5% drop in efficiency becomes critical to the operation, a further reduction in power and therefore ability to produce income hurts, put the two together, and you have an economic situation that is near on Diabolical. Imagine how your balance sheet would look if your engine being written off over 5 or even 10 years generating only $2.03 / hour, not even $50 per day.

This is the key difference of the services offered here at the Baileys Diesel Group. We understand business, we take the time to fully understand your requirements, your goals and your own KPIs to tailor our solutions to help you and your company to better meet yours.

And don’t forget, the Baileys Diesel Group guarantees all of our performance requirements with its simple ‘don’t save, don’t pay’ Return on Investment policy.

To Find out more about our Client services, contact one of our Client Support Managers by clicking here.

The post Economic Costs of Poor Performance appeared first on Baileys Diesel Group .

Profitable Locomotive Performance

Sat, 05 Sep 2015 16:15:00 GMT

Profitable Locomotive Performance – fact or fiction

When it comes to Locomotive Maintenance, We all know the usual story of refurbishment for functionality. You either have things serviced at scheduled times to ensure failure doesn’t occur, or in extreme cases, repair / service only when it stops.

Baileys Diesel Group / Baileys Turbo Power looks differently at these ‘services’. In all other areas of business investment, you expect an outcome, and why should your maintenance budget be spent any differently? Baileys think the same way, looking at total lifetime expenses and making your engine perform profitably.

How do we assist you reach Profitable Locomotive Performance?

Add these all together and the productivity gains and commercial benefits are enormous.

Its never ceased to amaze me how difficult it must be for the poor inventory or stores manager. Given an ever shrinking budget whilst its expected to go further. But how much thought has actually gone into what impact the use of cheaper or lower quality parts has? are they even considered inferior? Surely an OEM part must be ‘fit for purpose’?

Here’s another thought for you: How old are your engines?

Do you honestly believe that fitting a 30 year old refurbished part, of probably a 35-40 year old design is going to yield your company the most profitable Locomotive performance? or just keep it rolling along? The answers are pretty obvious.

Enter the Baileys Diesel Group

Baileys Diesel Group is a 3rd generation of diesel specialist repairers based in Wollongong. Having its routes in the Diesel Injection industry over the 45 years of operation, the company now has grown to offer:

Not only does Baileys Diesel Group have 45 years of experience to leverage from, we also service the widest range of diesel engines possible, from 80,000+hp marine engines, to power stations in the pacific, to being the Southern-Hemispheres largest Common Rail repairer. This gives us vast experience, Experience and technologies that we have ready to implement to your engines today.

To learn more, Contact David Evans – our Internal Rail guru on david@baileysdiesel.com.au or on 1800 465 328

The post Profitable Locomotive Performance appeared first on Baileys Diesel Group .

Fuel Consumption Measurement

Sat, 05 Sep 2015 16:08:00 GMT

Fuel Consumption Measurement technically is not as simple as you may think. But before we get on to the technical sections, it pays to look at the reasons why we would want to measure it directly at the engine.

Firstly it is possible to simply wait until you fill the tanks and work out how much fuel was burnt. So looking into FC measurement means we’re looking for real time data.

So the next obvious question is Why? or more so in context in what can you do with the data?

Well, qualification of fuel burn totals is a big one, as is momentary fuel burn under certain loads. From that you can look at engine efficiency and make possible maintenance scheduling changes, driver behaviour, set contract KPIs and so on.

So why is there so much negativity surrounding Fuel Consumption Measurement (real time) on diesel engines? Simple: IT IS COMPLICATED.

Firstly, to get a reading, we need to measure the fuel transfer Into & Out of the Engine. Our Diesel engines generally have a circulation rate of fuel to cool the injection components and to ensure fuel cleanliness. The worst part is that this circulation rate is usually 3-4 times the engine’s consumption value at 100% load.

So, if we have a 1% accurate meter, we now have 4% error factor for the inlet meter, and an accumulated 3% error for the return. Therefore, our system accuracy is now 7% (or better inaccuracy) of the consumption value – the end game – and that is a lot.

Adding to this, the temperature is usually quite a bit hotter on the way out from the combustion process. Most Oil refined products have a basic volume change over heat rate of 7% per 100 degrees C. Therefore, if the fuel in the outlet is 50 degrees hotter than initially measured from the inlet side – common in common rail engines, – the introduced error factor is 3.5% (half of the measured heat rate).

So as you can see, so far we’ve covered two of the potential issues, and we’ve already introduced over 10% error factor. Now it is worth nothing here, that this error factor is based on 100% consumption(or real time fuel burn), so if we’re looking at 50% load, this error factor is now multiplied by 2 to give 21%! The error factor at idle is (on average) well over 100%.

Next week, we will be posting up solutions to these problems plus a bunch of others not even covered here! After all, providing solutions is what we do!

The post Fuel Consumption Measurement appeared first on Baileys Diesel Group .

OEM Reliabilty Testing

Sat, 05 Sep 2015 16:07:00 GMT

Hi again everyone,

Firstly, All the very best for 2013! It is shaping up like a big one for us, and we hope it is for you too.

We just thought that we would post up some ‘engineering eye candy’ for all of you Mech. Engineers out there. It is a Reliability project we’re completing for a major engine manufacturer. It is been built specifically for this purpose, and we think it looks amazing. The entire bench is designed to run 24 hours / day, 7 days per week.

Regards

Matthew Bailey

The post OEM Reliabilty Testing appeared first on Baileys Diesel Group .

Energy Mass Balance

Sat, 05 Sep 2015 16:06:00 GMT

To achieve a Diesel Fuel saving, we all know that every piece of energy saved is going to assist with this result (Keeping in context that you’re already on a ‘Diesel’ website). What many people don’t realise however is that when dealing with the Combustion Engine, there are two types of Energy saving available:

Energy Efficiency – Don’t use it so you don’t have to produce it
Energy Conversion – Less energy (Diesel) into the engine for the same or more energy out (kinetic + torque).

In our experience, all the inquiries we have had about the KRAL fuel consumption meters have been generated by switched on operators trying to substantiate their proposed savings on the back of EFFICIENCY trials and programs established.

When looking at their Energy usage however, their measure of units has always been fuel (as that is what costs $$$), but they’ve missed a MASSIVE process first. To be able to use the energy, first you’ve had to convert that Diesel into movement, or electricity or anything really.

HERE IS THE SCARY PART:
Diesel Engines range in thermal efficiency from 30% to 45%. That means that of the diesel fuel you’ve purchased, 55-70% went out the exhaust! And what you’re thinking is, is my total efficiency going toward reducing that remaining 30-45% – unfortunately it’s a yes.

Whilst we acknowledge that efficiency savings are Extremely important, we feel it is only necessary that we bring to your attention the other part of the equation, and the most technically inefficient step in the entire process.

If you would like to see more about what is possible, View our Video. We think it may open up a world of new possibilities!
Impatient? Interested? Call now!

The post Energy Mass Balance appeared first on Baileys Diesel Group .

EGR and Intake Manifold Build-up in the Common Rail Diesel

Sat, 05 Sep 2015 15:32:00 GMT

History:

As part of an effort to reduce exhaust emissions, The most effective method of reducing NOX emissions is to lower the combustion temperature inside the cylinder. The main method employed by every manufacturer is to add some exhaust gases as inert gases inside the cylinder, reducing the amount of oxygen available for combustion during the power stroke, thereby lowering the combustion temperature.

While this method is effective, it also means that – especially for diesel engines – there is a gradual build-up of sooty carbon in the intake manifold and EGR valve. This issue is especially pronounced in vehicles fitted with an EGR cooler.

The Issues:

The main issue is that the crankcase breather hose provides a sticky film of oil inside the manifold, creating the tacky surface for carbon to stick to and build. In nearly every intake manifold, there is an elbow below the EGR valve, before the plenum, that runs into the head. Given that carbon has more weight than air, it also carries more momentum, and is therefore less able to make the turn around the elbow bend. As a result, it is always the cylinders closest to this elbow that receive the most build-up. As an example, the bend in the Hilux 1KD is next to the firewall, and therefore it is cylinders 4 and 3 that will show the most pronounced build-up, and the most pronounced oxygen restriction,

With this carbon material blocking up to 75% of the oxygen supply, and with this blockage significantly worse for some cylinders than for others, this definitely causes issues with engine performance.

Recommended Methods and Intervals for Repair:

If no steps have been taken to stop carbon from entering the manifold, then by the time 130,000 kms comes around, the intakes will definitely be in need of a cleaning. We recommend doing this with the injector changes as a necessity, if it has not been done before then.

Once the intake has been completely cleaned out, we believe that it is worth taking some steps to prevent build-up in the future.

The obvious, quick-and-dirty fix is to fit an EGR block-off plate, and stop carbon from entering the intake. The problem with this method is that in many modern vehicles, the vehicle will start throwing fault code after fault code.

One good way around the whole fault code issue with blocking off the EGR is to filter the crankcase breather line. We recommend fitting a HPD Catch Can to client vehicles. This oil mist filter will stop the oil film from accumulating inside the intake manifold, giving the carbon nothing to stick to. The complete setup including the mounting kit is around $375 for most vehicles and there are no ongoing costs with replacement filters. What these do is ensure that the vehicle is breathing the air it is designed to breathe, that there will be no drop-off in performance, and you will not have to get this dirty (on this car at least) again!

The post EGR and Intake Manifold Build-up in the Common Rail Diesel appeared first on Baileys Diesel Group .

Diesel Combustion + Tuning – Part 1

Tue, 12 May 2015 00:18:00 GMT

BDG are doing a 3 part series on Diesel Combustion and Diesel Tuning.

Part 2 will be released tomorrow

The post Diesel Combustion + Tuning – Part 1 appeared first on Baileys Diesel Group .

Diesel Performance – Is There a Safe Way to Chip-Tune a Common Rail Diesel?

Mon, 30 Jun 2014 03:20:00 GMT

“How can I – safely – increase diesel performance in my common rail ride?”

One common question we get at BDG, both at the shop and on our Facebook page, as well as on the forums, has to do with increasing diesel performance by chip-tuning your ride. Is there a safe way? Without getting into the weeds of how Diesel engine combustion actually happens (that is a whole post in itself, coming soon), here is what you need to know.

The only way to increase performance – add more fuel.

The only factor that determines the amount of diesel performance you get out of any given engine is the amount of fuel dumped in the cylinder. With the common rail diesel, you have two basic choices of how to accomplish this.

So which is the better option? Honestly, there are pros and cons to both, not considering the price. Here is what we know.

Diesel performance chips that increase rail pressure.

The Good: When correctly set and tuned, these chips will give a decent boost to mid-range performance (+/- 2800 RPM), as well as some gains in efficiency. These chips will not really affect top-end performance. These chips are readily available, fairly safe, and (reasonably) cheap. (If you are paying more than $500, you are paying over the odds – Matt.)

The Bad: If these chips are incorrectly tuned for your ride, you will start throwing code after code. The higher pressures wear out the injectors faster – this is a common-sense fact. Higher diesel performance > higher fuel pressure > more wear > shorter life span. At the end of the day, there is no way to pinpoint exactly how much faster your injectors are wearing out, but again, it is common sense. Better performance and fuel economy are the Holy Grail for every car company. If just increasing rail pressure delivers better diesel performance, why do they not just increase it? Reliability and lifespan of the injector.

Diesel performance chips that hold open the injector longer (and add boost pressure).

The Good: These chips give you a lot more capability to tune, and inflict a bit less wear on the injection system. The added ability to tune (each injector is metered out to the microsecond) means more horsepower and top-end performance, but not better fuel economy.

The Bad: These chips are more expensive. More expensive to buy, and more expensive to install and tune correctly. The higher sophistication and tuning flexibility means much smaller margin of (and greater likelihood of) error, so know and trust your installer/tuner.

It is worth mentioning here (and covered in more detail in a future post) that any increase in diesel performance also increases the forces exerted on the pistons, rods, bearings, etc. Whilst 1KD + CRD tuning is relatively new, the blocks put up with a stupid amount of abuse. These engines inject after TDC, which means that pressure is building inside the combustion chamber as the piston is already on the down-stroke, causing less strain on the rods and bearings than a petrol engine, which combusts at the top of the stroke.

Bottom line: If you are after more than just some mid-range increases and better economy, choose a chip that holds the injector open longer and increases boost pressure as well. Choosing the right shop to install and tune this chip to your ride is a key. End of the day, if you want more power, and take steps to minimise the risk, tuning can be the way to go. If outright reliability is more important to you than increased diesel performance, then stay away.

As a side note, one critical aspect of increasing diesel performance and tuning your CRI vehicle is making sure the replacement parts you install are up to the task. High performance does you no good if it delivers you an injector failure. Click here to learn about the new BDG next-generation DLC injectors for your Common Rail diesel vehicle.

The post Diesel Performance – Is There a Safe Way to Chip-Tune a Common Rail Diesel? appeared first on Baileys Diesel Group .

Common Bosch VP44 Fuel Pump Failures and Fixes

Sun, 01 Jun 2014 02:10:00 GMT

How Does the VP44 Fuel Pump Work?

The VP44 fuel pump is an electronic rotary pump that delivers fuel at extremely high pressures, and additionally controls the fuel flow rate and timing for the engine. The added responsibility of controlling the flow rate and timing means additional electronics, and also means that the VP44 has, in addition to physical part failure due to the constant high pressure and wear inside the housing, the opportunity for electrical failure through the on-board PSG, or ECU. These two failures account for the vast majority of VP44 fuel pump failures.

Internal Housing Wear Failure.

As stated earlier, the VP44 not only provides pressure, it controls engine timing and fuel delivery. As the timing is constantly changing, the internal component that moves to create this timing movement, the timer piston, is under constant motion, and under constant pressure. With time, the friction of this movement creates wear and grooves in the pump housing. Since the timer piston works under a pressure principle, it needs to maintain pressure on one side to cause movement. Once wear and grooves are created in the pump housing, fuel leaks from either side, balancing pressure, and the piston ceases movement. Once this starts to happen, the pump loses timing advance, the engine loses power, and you consume more and more fuel. The repair for this condition is replacement of the pump housing and internal parts.

PSG, or ECU Failure.

Each VP44 fuel pump has a separate computer connected to two internal sensors. The main cause of failure we see here is with the wires connecting the two internal sensors to the PSG. The pump itself creates considerable heat, and after enough heat cycles, the wires and connectors become brittle, split, crack and fail. Additionally, we have seen failures of the PSG and sensors themselves, though this is less common. The solution here is to replace the entire PSG.

What Does Baileys Do?

With the addition of the re-manufactured VP44 fuel pump to the Common Rail parts we offer, we replace ALL common causes of failure, regardless of cost.

Every BDG VP44 fuel pump comes with complete and 100% replacement of:

This is why, as with our Baileys Blueprinted Injectors , we can offer the incredible BDG warranty, 2 years/100,000 kms on our new VP44 fuel pumps – because at Baileys, our brief is quality, at an affordable price.

The post Common Bosch VP44 Fuel Pump Failures and Fixes appeared first on Baileys Diesel Group .

Diagnosing Common Rail Diesel Faults – the Suction Control Valve

Sun, 05 Jan 2014 23:34:00 GMT

As was mentioned in an earlier post, the suction control valve plays a critical role in the common rail diesel injection system, and is also one of the “usual suspects” in common rail diesel faults.

Whats an suction Control Valve actually do?

The suction control valve in the common rail fuel system basically acts as the throttle to the fuel pump, conserving energy in the system by allowing only the required amount of fuel to be pumped through the system. When a technician who is not a pro is trying to diagnose common rail diesel faults, the suction control valve is often overlooked, when in many cases, it should be the starting point.

The suction control valve, like every other part in the later common rail diesel injection systems, operates at tight tolerances. Fuel contamination and wear inside the valve means that the ECU cannot command the correct fuel pressure to the injectors. Keeping in mind the incredible pressure (thousands of psi) inside the fuel rail, and that a faulty valve means that pressure is jumping around quite extremely, it makes sense that when diagnosing common rail diesel faults that involve drive-ability, this should be one of the first places the technician suspects.

Some of our customers have experienced their truck going into “limp mode”, and that is often due to the fuel pressure varying one way or the other past a limit set by the ECU. After a few hundred sessions of stopping, turning off the switch, and restarting to reset the computer, it is time to head for the shop, where you either get a pro, who starts with the suction control valve (not cheap, but not reeeally expensive) or you get one that heads right for the injectors. The fact is, when diagnosing common rail diesel faults that involve drive-ability, replacing the suction control valve should be the first place you check, as it is relatively inexpensive, and as we said before, it is a wear item, just like the injectors, and crossing it off the list of maintenance items for your common rail diesel is a good thing in itself.

If you think this might be your issue, click here to see our full range of SCVs available from BDG.

If you are still reading, check out the video above to learn a little more about the part this valve plays in the common rail injection system. The average guy may not follow the whole plot, but watching the video, you know that Baileys truly knows common rail injection.

The post Diagnosing Common Rail Diesel Faults – the Suction Control Valve appeared first on Baileys Diesel Group .

Symptoms and Causes of Common Rail Injector Failure

Fri, 21 Jun 2013 02:09:00 GMT

In over 40 years of diesel combustion research, Baileys has seen, repaired and prevented just about every cause of injector failure, and in this post we have compiled some of the most common symptoms, causes and ways to prevent the premature replacement of your common rail injectors . While most of this post directly addresses the injectors BDG manufactures and sells, the info will be relevant to all common rail diesel vehicles.

Why does my Hilux (Prado) blow white smoke and cold start rattle?

A simple check for this is to leave the nose of the car pointed down overnight. If the symptoms are worse, the sealing washers are faulty.

Remember that common rail systems run at enormous pressure, so avoid tuning that increases pressure in the rails.

Why does my Hilux (Prado) rattle at low RPMs ?

What causes my Hilux (Prado) injectors to fail?

We all know that these common rail injectors are likely to fail at around 120-140,000 km’s. Symptoms of a failing injector are a loud knock that is audible with the windows down. You hear this sound best when the vehicle is cold, or when sound bounces back to you from another car or wall. When symptoms of poor potency appear, men speak positively about Vialiks, but it is important to choose the right dosage of Sildenafil so that there are fewer side effects. It is loud and nasty, and usually goes hand-in-hand with poor fuel economy and sometimes a rough idle. We have seen injectors start to fail as soon as 75,000, and last as long as 250,000 + km – so what makes the difference?

Fuel factors – We all know that foreign matter in the fuel is no friend. The physical tolerances within these injectors is as little as 1 micron. Therefore, for obvious reasons, we recommend fitting the smallest micron filter available.

Fuel in Australia contains chemicals that will corrode the injector body, leading to problems. The best way to avoid this is to not let the fuel “sit” – Drive your beast regularly!

Other than taking these precautions, the only real fix, once the problems have set in, is to replace the injectors.

The post Symptoms and Causes of Common Rail Injector Failure appeared first on Baileys Diesel Group .

Hilux Common Rail Diesel Dominates the Harshest Environments in the World

Mon, 08 Apr 2013 04:42:00 GMT

For years, Icelanders have been modifying vehicles to adapt to the harsh and severe climate, and to a land that is often dangerous and hostile. The need for personal transportation year-round as well as the demands of utility and commercial fleets to operate in winter meant the need for reliable, tough vehicles that could withstand the cold of the Arctic while remaining a comfortable and safe way to travel. This is where Arctic Trucks began.

Arctic Trucks, the leader in 4wd modification for tough, hostile environments, has chosen the Toyota Hilux as its truck of choice for over 23 years. Their latest modification, built especially for expeditions to and in Antarctica, is no exception. The new Hilux model, with the 3.0 liter common-rail diesel engine, is quickly overtaking tracked vehicles as the transportation of choice in a land where reliability and power can literally make a life-or-death difference.

Arctic Trucks was asked why their Hilux common-rail diesel is being chosen over traditional tracked vehicles:

Companies like Arctic Truck and Baileys Diesel Group are taking great products and making them more functional, more reliable, and more efficient. Visit our Facebook page to see how BDG technology can increase the mileage and lower the emissions of your On Highway common-rail diesel engine.

The post Hilux Common Rail Diesel Dominates the Harshest Environments in the World appeared first on Baileys Diesel Group .

Why We Code the ECU When Changing Injectors

Wed, 27 Mar 2013 14:41:00 GMT

The post Why We Code the ECU When Changing Injectors appeared first on Baileys Diesel Group .

Product Launch of Hilux and Prado Common Rail Injectors

Wed, 27 Mar 2013 14:34:00 GMT

Product Launch:

Hilux and Prado Common Rail Injectors:

After 8 months of solid R+D, we can now offer a service exchange on these troublesome injectors. $250 Each supplied with 2 years warranty available immediately for overnight freight australia wide.

I’ll let the video say the rest.

The post Product Launch of Hilux and Prado Common Rail Injectors appeared first on Baileys Diesel Group .

Toyota 1KD-FTV d4d Injector Install Manual Hilux Prado HiAce

Tue, 26 Mar 2013 02:25:00 GMT

This is a complete, user-friendly installation manual in downloadable PDF for the Common Rail Diesel Injectors in the Toyota !KD-FTV engine installed in the Hilux , HiAce and Prado . This manual covers the 095000-7780, 095000-7820, 09500-8290 and other injectors, with Toyota OEM part numbers including 23670-09330, 23670-39265, 23670-30280, 23670-39316 and additional part numbers. This manual is fully photo illustrated and consists of three chapters: Disassembly, Pre-Assembly, Assembly.

The post Toyota 1KD-FTV d4d Injector Install Manual Hilux Prado HiAce appeared first on Baileys Diesel Group .

BDG New promotion video – reduce your fuel costs!

Thu, 07 Feb 2013 23:38:00 GMT

HI,

Well the good times just keep rolling here at the moment.

For those of you who operate Diesel Engines, i am quite sure that you will find the following video VERY INTERESTING.

This video explains how Baileys Diesel Group is able to remove the factory inefficiencies in diesel engines and fuel systems, resulting in greater fuel economy and less pollution. More power, increased fuel savings, and less pollution, all guaranteed by Baileys between overhauls. What could this mean for your company or fleet? Watch this short video to see what it means for our Industrial clients on a monthly and yearly basis.

The post BDG New promotion video – reduce your fuel costs! appeared first on Baileys Diesel Group .

BDG Industrial Diesel Engines

Thu, 07 Feb 2013 23:32:00 GMT

Well the good times just keep rolling at the BDG group.

If Your an end user of Diesel Engines, I believe that you find this video VERY interesting.

Obviously, Diesel Costs would be one of, if not your single largest cost of operation. Well we think we can help.

[jwplayer mediaid=”18″]

The post BDG Industrial Diesel Engines appeared first on Baileys Diesel Group .

OEM Reliabilty Testing: UPDATE

Thu, 10 Jan 2013 00:24:00 GMT

Custom four pump cam box for an industrial client.

Hi again everyone,

Firstly, All the very best for 2013! It is shaping up like a big one for us, and we hope it is for you too.

Regards

Matthew Bailey

The post OEM Reliabilty Testing: UPDATE appeared first on Baileys Diesel Group .

Baileys Diesel Group NEW WEBSITE goes Live!

Tue, 22 May 2012 04:50:00 GMT

Anticipation is building! In July, 2012, Baileys Diesel Fuel Injection will be changing their company name to the Baileys Diesel Group, to better portray the company with its operational diversifications.

Whilst the company will still be trading under tradition divisional names:

Baileys Performance Solutions
Baileys Turbo Power
Baileys Diesel Fuel Injection

The overall company umbrella will now be known officially as the Baileys Diesel Group.

As the first step in the company’s exciting new chapter, today we have Launched the new website for the Baileys Diesel Group!

We encourage everyone to have a quick look around and click through to the divisional websites as we are sure that you may find something new and exciting!

The post Baileys Diesel Group NEW WEBSITE goes Live! appeared first on Baileys Diesel Group .

Increase Business Profit by Increasing Engine’s Performance

Sun, 13 May 2012 12:07:00 GMT

We all know the usual story of refurbishment for functionality. You either have things serviced at scheduled times to ensure failure doesn’t occur, or in extreme cases, repair / service only when it stops.

Baileys Diesel Group / Baileys Turbo Power looks differently at these ‘services’. In all other areas of business investment, you expect an outcome, and why should servicing be any different? Baileys think the same way, making your engine perform profitably.

How do we achieve these economical results?

Add these all together and the productivity gains and commercial benefits are enormous.

The post Increase Business Profit by Increasing Engine’s Performance appeared first on Baileys Diesel Group .