Since 1978 We have been working on Light Diesel Trucks and Car’s in the Phoenix Arizona area! We are the leaders and trend setting service and repair shop in Phoenix. Our diesel owners keep coming back to us for the quality of workmanship and our great service prices! We offer diesel maintenance and services, diesel engine rebuilds and great prices on diesel oil changes. Our diesel technician only uses high quality tools and diesel parts to ensure the job is done right the first time.
We only work on light to medium duty diesel truck’s. We also work on diesel car’s. We are your one stop shop for auto repair, service, and performance from bumper to bumper. We have Ford, Dodge, and Chevy trained technician specialists, and have dealer scanners for programming and reflashing. It’s like taking your vehicle to your dealership and not paying the high hourly prices they bill.
We tend to install car audio and video, lift kits, lower vehicles and truck accessories. Phoenix Arizona diesel repair and performance specialists. Full service automotive facility for maintenance, service and repair for all of your needs. We can handle your fleet in house. We have established a reputation for excellence that spans over years. It starts with our knowledgeable and highly-trained service advisers.
Are ASE certified technicians use factory scanners to first diagnose any diesel pickup or car problem you may be having with your diesel vehicles. This is the best and quickest method to pin point any problem and to solve them. We specialize in diesel electronics, diesel computers, ford powerstroke, cummins, truck repair, wheel alignment, preventive maintenance, fuel systems, turbochargers, turbo services, engine repairs, performance tuning (including air filters, exhaust systems & computer upgrades), electrical problems, brakes, suspension repairs, air conditioning, powerstroke, diesel engine repair, oil change and most other general repairs.
Our diesel technician fully inspects your vehicle to detect any current or future problems you may have.
We are specialist in Ford, Chevy, GMC, Nissan and Dodge diesel truck repairs with high performance products and parts.
We use factory scanners to pinpoint any current problems and also to detect any possible future issues.
We have highly qualified service supervisors and mechanics to ensure your satisfaction!
We work on all the different diesel brands /models. We use factory scanners to first diagnose any problem, then fix that problem! When you want to save money call on us first!
Phoenix Diesel Repair has years of expertise in auto repair services and PDR only hire’s certified diesel mechanics to service your ride and we use the latest in diagnostic tools to best service all your auto and vehicle needs! When you want the best diesel service technician and free advice on preventative maintenance give us a call! Tap Here for diesel repair service!
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Diesel engines are very powerful, but they also make some […]
Have you ever been traveling from Arizona to some other […]
Key Highlights _______________________________________ Diesel trucks are popular now, but they […]
An Injection Pump is the device that pumps fuel into the cylinders of a diesel engine. Traditionally, the pump is driven indirectly from the crankshaft by gears, chains or a toothed belt. It rotates at half crankshaft speed in a conventional four-stroke engine. Its timing is such that the fuel is injected only very slightly before top dead center of that cylinder’s compression stroke.
Earlier diesel pumps used an in-line layout with a series of cam-operated injection cylinders in a line, rather like a miniature in line engine. The pistons have a constant stroke volume, and injection volume is controlled by rotating the cylinders against a cut-off port that aligns with a helical slot in the cylinder. When all the cylinders are rotated at once, they simultaneously vary their injection volume to produce more or less power from the engine.
In line pumps still find favor on large multi- cylinder engines such as those on trucks, construction plant, static engines and agricultural vehicles.
For use on cars and light trucks, the rotary pump was developed. It uses a single injection cylinder driven from an axial cam plate, which injects into the individual fuel lines via a rotary distribution valve. Later incarnations such as the Bosch VE pump vary the injection timing with crank speed to allow greater power at high crank speeds, and smoother, more economical running at slower revs. Some VE variants have a pressure-based system that allows the injection volume to increase over normal to allow a turbocharger equipped engine to develop more power under boost conditions.
All injection pumps incorporate a governor to cut fuel supply if the crank speed endangers the engine – the heavy moving parts of diesel engines do not tolerate over speeding well, and catastrophic damage can occur if they are over-revved.
Mechanical pumps are gradually being phased out in order to comply with international emissions directives, and to increase performance and economy. Alternatives include common rail diesel systems and electronic unit direct injection systems. These allow for higher pressures to be developed, and for much finer control of injection volumes compared to mechanical systems.
In all our experience on working in radiators, the one thing we have never liked to do is repair gas tanks. Gas tanks make me nervous, particularly in a place where there are over a half dozen torches and pilot lights constantly going. Although we not prone to obsessive behavior, we would always triple check every pilot light before bringing a gas tank inside the bench area.
For all of you who feel trepidation about working with diesel fuel tanks and hydraulic fluid tanks, there is good news: these tanks are nothing like gasoline tanks. They are so dissimilar that they don’t even look like them! What is far more important than looks is that the procedures for repairing them is vastly different (and far safer). Gasoline is a flammable liquid, whereas diesel fuel and hydraulic oil are combustible liquids. Flammable and combustible liquids are defined by their flash point, which is the lowest temperature at which their vapors will ignite. Flammable liquids are defined as those having a flash point of under 100° F (38° C). Combustible liquids are those which have a flashpoint over 100° F. The flash point for gasoline is negative 45° F (-43° C), so an open can of gasoline will give off flammable vapors if the temperature is above -45° F. Gasoline is therefore is a flammable liquid. By comparison, diesel fuel has a flash point that, depending upon factors such as ambient temperature and atmospheric conditions, varies from 126° F to 204° F, which makes it a combustible liquid and you can use a torch in the presence of diesel fuel much more safely than you can around gasoline vapors, at least if the ambient temperature is under 125° F, just don’t put a lit torch into the liquid, or it will catch fire. Removal of fumes from a diesel tank is rendered unnecessary due to the fact that there is extremely little likelihood that any fumes actually exist.
The need for reliable backup electric power is too important to leave to chance. Emergency power generators that rely on diesel fuel are at constant risk of unexpected failure due to clogged fuel filters when the diesel fuel is allowed to degrade and contamination occurs. Steps need to be taken to assure a reliable, long term source of quality diesel fuel for emergency generator systems.
The standard in the power generator industry is to simply run the backup generator system periodically, maybe once each month, for 30 minutes or until it reaches operating temperature. This is not enough time to allow the diesel fuel to circulate to achieve meaningful filtration. The diesel fuel is, however, subjected to injector pump pressure and extreme heat that warms the fuel returning to the storage tank and encourages condensation to form in the tank bottom providing an attractive environment for microbial contamination to thrive. Fuel filters are changed during normal oil changes, typically twice per year. The amount of run time for the fuel is not enough to allow contaminant build-up on the filter to reveal to the maintenance personnel that there is a diesel fuel contamination problem. Biocide additives are repeatedly added to the same fuel to deal with microbial activity, but this process accelerates fuel deterioration causing solids and debris to settle in the tank. Fuel samples are tested for microbial and fungi activity, but results are negative. Fuel quality, it is mistakenly assumed, is being maintained.
As engines are tested, the diesel fuel is continuously re-circulated and exposed to extreme pressure and heat, which results in the agglomeration of asphalt Ines, the high carbon content, heavy end fuel molecules. This process leads to the formation of larger and larger clusters and solids, which are very difficult to completely combust. These solids may grow so large that they create larger fuel droplets, too large for efficient combustion to occur.
The basic engine construction may be the same (although most of the components actually differ – block, pistons, injectors), but the thermodynamic cycle in which the engine operates is different – the petrol engine operates on the Otto cycle, the diesel engine operates on the Diesel cycle.
In a petrol (Otto) engine the fuel/air mixture is ignited by a spark, and a flame front spreads through the cylinder, burning the fuel gradually and slowly in comparison to a diesel engine, giving a gradual increase in cylinder pressure.
In a diesel engine the fuel is injected into the cylinder after compression of the air in the cylinder, and is ignited instantly by the heat due to compression. This gives a more instant burn, and hence a faster increase in cylinder pressure. It is this more sudden increase in pressure that causes the characteristic diesel noise.
The diesel fuel injection system has undergone many changes over the years. Previously, cars used to have a carburetor installed in them, but such cars are no longer on the market. On the other hand, the fuel injection system has been around since the 1950s and electronic fuel injection (EFI) was installed in European Cars during the 1980s. Now, almost all fuel injection service, including diesel injection service and petrol injection service, will supply fuel injection systems. When people think of the word “diesel”, most people will think of huge trucks releasing a lot of black soot and gases that cause a great deal of harm to the environment. However, most container ships still rely on diesel to travel long distances across the ocean. Diesel is still mainly used in heavy vehicles like trucks.
A diesel injection pump uses an injector to spray fuel directly past the glow plug and then flows into the combustion chamber. This technology created here will allow for more complete burning of the diesel fuel. It therefore makes it more efficient and produces less stinky smoke into the atmosphere.
The key ingredient to maximizing the peak performance of a diesel engine is increasing the amount of diesel being burned. On old mechanical-injection engines, the only way to do this was to modify the injectors and/or the injection pump. The new electronic-injection systems have several ways to increase the fuel going into the cylinders, but ultimately, peak power production still comes down to the mechanical limitations of the injection components that build fuel pressure and inject the diesel into the combustion chambers.
The fuel system on most diesel engines is composed of three main parts: the injector, the injection pump, and in some cases, the engine control unit (ECU). In most diesel engines, fuel injectors are mounted in the engine’s cylinder head(s), and the tip or nozzle of the injector sprays directly into the combustion chamber. In many cases, the injector is mounted just like a spark plug would be in a gas engine. But unlike fuel-injected gas engines that inject fuel at 10-60 psi, diesel fuel-injection systems run in the 10,000-30,000-psi range.
The VE pump is a distributor-style, mechanically controlled, axial-piston pump. Its input shaft is driven by the engine, and fuel is pressurized by axial pistons. Fuel is fed to the injectors by a port-controlled distributor; this mechanical device controls the timing and quantity of fuel going to each injector.
The basic difference between a diesel engine and a gasoline engine is that in a diesel engine, the fuel is sprayed into the combustion chambers through fuel injector nozzles just when the air in each chamber has been placed under such great pressure that it’s hot enough to ignite the fuel spontaneously.
Following is a step-by-step view of what happens when you start up a diesel-powered vehicle.
Diesel generators employ compression ignition for igniting the fuel at high temperatures. The air and fuel are fused in at different stages and the fuel is injected in using an injector. It compresses air only at the ratio of 14:1. They can either be two cycles or four cycles.
An Injection Pump is the device that pumps fuel into the cylinders of a diesel engine. Traditionally, the injection pump is driven indirectly from the crankshaft by gears, chains or a toothed belt (often the timing belt) that also drives the camshaft. It rotates at half crankshaft speed in a conventional four-stroke engine. Its timing is such that the fuel is injected only very slightly before top dead centre of that cylinder’s compression stroke. It is also common for the pump belt on gasoline engines to be driven directly from the camshaft. In some systems injection pressures can be as high as 200 MPa (30,000 PSI).
Diesel injection pumps work by controlling the amount of fuel needed to power an engine by maintaining a steady rhythm of fuel into the engine. There are two types of pumps injection pumps which use plungers to push fuel into the combustion chamber and distributor injection pups that have only one plunger.
Diesel injectors fail because of two main reasons. The first has to do with the mechanical soundness of the injector structure, and the second has to do with the quality of the fuel running through the injector. In order to get an understanding of the workings of an injector (and what actually makes them fail), we contacted Energy Engineering. The company supplied us with many of the images of failed injectors you see here, taken with a microscope, to help you to keep this damage from happening to your diesel.
Some of the reasons why your diesel engine may fail to start include having insufficient fuel supply, blocked filters, faulty injectors and flat battery among may other problems. Your engine could also be experiencing low compression or low fuel pressure. Other problems include having low fuel pressure. You could possibly consult a motor mechanic for more information.
Well you don’t say what engine you have fitted, but we would suspect that you have a DPF (diesel particulate filter) fitted to the car. If so then it sounds as though it is getting blocked. By driving the car at high revs can sometimes clear the system (like a chimney); but you should carry out a ‘regeneration’. To do this you need to run the engine at high revs (between 2000 and 2500) for approx 30 mins.
Most engines are designed to operate on ASTM No. 2-D grade, but some diesel engines in stop-and-go service require No. 1-D diesel fuels for the best results. Check your owner’s manual to determine the right fuel for your vehicle and be sure to use ULSD in 2007 model vehicles and newer.
The heart of the diesel engine is its fuel injection equipment and the major enemy of this equipment is poor quality diesel fuel. From our extensive research and testing and our experience in manufacturing diesel fuel injection systems, Stanadyne found that variations in diesel fuel quality around the world can adversely affect today’s precision fuel injection systems. Poor quality diesel fuel can cause performance issues, premature wear, gumming of components, and plugged filters. To resolve these issues and to provide protection of the fuel injection system, Stanadyne developed its own line of diesel fuel additives.
The diesel injectors have about 40 moving parts in them that are made to VERY tight tolerances and there is a lot more that goes into these injectors than any other injector.
The green indicates that taxes been levied on it and therefore is legal to be used on public roadways.
Diesel injectors work by transferring fuel from the supply line to the fuel injector device which is attached to each cylinder where it is pressurized and then sprayed through a small nozzle into the cylinder’s combustion chamber. Air is sucked in through a valve and mixed with vaporized diesel fuel increasing combustion while the emissions are removed through the exhaust with any excess fuel returning to the fuel tank.
The first types of injection pumps were inline, meaning that there was a pump and plunger unit connected to each engine cylinder. The fuel was inserted into the pump unit, with one end opening to the combustion chamber and the other housing the plunger. The plunger moved back and forth: with the backward stroke, it opened a valve that let the fuel in, and in its forward stroke it generated a large amount of force that propelled the fuel into the combustion chamber. The heated air and pressure in the chamber instantly ignited the fuel, so that no spark plugs were needed.
The more modern distributor injection pumps use only one injection pump, but it is rotated to meet each combustion chamber as needed, and comes with additional valves that control exactly how much fuel is inserted into the pump chamber. By electronically controlling the fuel used with each injection, the maximum amount of fuel can be saved.
There are also modern gasoline engines that use the fuel injection system for a similar end. By avoiding the use of spark plugs and controlling fuel use, these engines also work to save energy, this time in the form of use less gasoline.
Diesel generators employ compression ignition for igniting the fuel at high temperatures. The air and fuel are fused in at different stages and the fuel is injected in using an injector. It compresses air only at the ratio of 14:1. They can either be two cycles or four cycles.
Some of the reasons why your diesel engine may fail to start include having insufficient fuel supply, blocked filters, faulty injectors and flat battery among may other problems. Your engine could also be experiencing low compression or low fuel pressure. Other problems include having low fuel pressure. You could possibly consult a motor mechanic for more information.
Diesel generators employ compression ignition for igniting the fuel at high temperatures. The air and fuel are fused in at different stages and the fuel is injected in using an injector. It compresses air only at the ratio of 14:1. They can either be two cycles or four cycles.