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Like your content. Do you know where I can find a new set of the cam nut and retaining washer for the governor spring. I have a 1998 ram 12v Cummins with a 180 p pump. Thanks
Would you be doing a buyback program or something like that for anyone whose bought your injectors from a certain length of time before these new pilot hole injectors? In order to have access to the new ones? Or send injectors in for pilot holes and afm? Only ask because i always seem to buy things just before the new improved stuff comes along? 😂😂. If you do or not it dosent change my mind on your products or customer service. Please just keep improving as you always have done before!!
Sure would be awesome if y’all posted the dyno sheets from all the various injectors. How much boost will that cheetah run and stay better boost than drive?
I bought a set of Stage III's for some rebuilt cores that I didn't run yet. Swapped them on. We will see. I also just shipped some cores to take advantage of your sale that ends 6/30/2024. My truck is a '93 D350.
Tearing into a 6.0 for a full rebuild and analyzing the engineering, they are a work of art. I've built many 7.3/6.0hs and while i love them both, the 6.0h is light years ahead in advancements. Excited to have more options for heui injectors, specially local.
@@edwardman1742 Suppose on the performance side, the 6.0h injectors utilizing a spool valve with dual coils rather than a poppet valve with return spring, helps allow it to move oil much faster at half the voltage. One Achilles heal for the 7.3 is fuel at higher rpm's. Seems the early 6.0 with the log style rail was a slight touch quicker to rpm over the later w rail as well, Less volume to fill perhaps. For longevity, the bigger 7.3 injector are just down right savage. Things will eat some nasty oil compared to the tighter tolerance in 6.0 sticks. 7.3 injectors not being riddled with stand pipes, branch tubes and ball sockets to feed them helps immensely for durability as well. Both have their place, but for all out performance playing with heui, 7.3 is second place. That is untill someone much smarter than me, designs an idm to get the 7.3 injectors to work much faster. Then, the bottom end is the next weak link vs the 6.0h.
@@bbtjdonnelly14 thank you so much for your response. It’s commonly mentioned that the 6.0 was a big advancement over the 7.3. But it is hard to find detail on it. Most people get stuck on talking about the reliability issues. Another question I’ve always had is what were the benefits of designing a high-pressure oil system that was largely internal on the 6.0 rather than external as in the 7.3. Again, all I hear is complaints about all the O-rings, but I want to know what the benefits were and what the engineers were solving for.
@@edwardman1742 Admittedly, not being an engineer for these platforms, I can only offer personal speculations as to why they designed an entirely new engine. I cut my teeth on the 6.0 working for the dealers when they arrived in 03. Everything was good untill they weren't. Truth be told, most of us techs hadn't dealt with egr systems before that came on the new 6.0 engine. Many, many, many were diagnosed wrong. When an egr cooler failed, it emulated a head gasket failure as the exhaust pressures exceeded coolant pressure. So many, immediately got ripped down and head gaskets were to blame. When in fact, it wasn't nearly as bad. Once we all caught on to the new designs, the word was out on the head gaskets. That said, some did have those issues but usually were attributed to overheating or hot tuning creating high cylinder pressures. Their are still many running around today with factory head bolts and stock tuning with no issues of head gaskets. Oil coolers were another issue, we did find with some, that they were clogged with extra grains of sand that weren't entirely cleaned after casting, still left in the coolant passages. This is why the coolant filters became a popular upgrade. The veins in the turbos sticking was mostly due to soccer moms not getting into boost frequently, causing soot build up. These engines, when run as intended run well with minimal issues. Many will argue that but ignorance is usually to blame. As to why they leaned towards an internal oil system over external with the heui is anybody guess. When an oil cooler on a 7.3 leaks, it's a mess externally. When the high pressure oil lines burst on a 7.3 it's a mess as well, all over the motor and under the truck and sometimes drained all the oil onto the road. The 6.0 being internal, alleviated those messy issues and kept the engine oil in the pan during a rupture. The stand pipe orings are an annoyance for sure but many of those issues are because of instalation error or sub quality parts. I only use oem for those and they last a very long time. They are great engines but I am a grear head and love them all from any brand. I have a heavily modified 6.2 detroit that gets zero love from most and it's been a great engine for me. They all have their pros and cons. really just boils down to what one wants to spend their time and money on and fix. Cheers.
Another competitor to Banks, Swamps, Full Force, Unlimited Diesel, Rosewood in the 7.3 injector world it sounds like. Good luck with the business venture.
I use 5W 30 Amsoil and it works extremely well and cold weather and when I had my engine rebuilt at D.N.J. machine in Cambridge Ohio things like my wrist pin bushings in the rods were an excellent condition didn’t need replaced. Cam tunnel was beautiful and I remember this has over 500,000 miles on it.
Zach built my transmission a coupe of months back. I highly recommend going to see him for your diesel truck repairs or upgrades. Pierce diesel performance
