Ford Diesel Diagnostics
Dodge Diesel Diagnostics
GM Diesel Diagnostics
Jeep Diesel Diagnostics
Sprinter Diesel Diagnostics
VW VE Pump Diagnostics (click to open pdf)
Installation instructions click here
Caterpillar 3208 Diagnostic Information (click to open pdf)
Cummins PT Pump Diagnostic Information (click to open pdf)
Delphi (CAV-Lucas) Injection Pump Diagnostics. (click to open pdf)
Stanadyne (RoosaMaster) Diagnostics. (click to open pdf)
Turbocharger Diagnostic Troubleshooting (click to open pdf)
Our Drive-in facility is your resource for quality repair & technical information concerning performance and maintenance of your diesel vehicle. It takes a special kind of person to own & operate a diesel and it takes a special kind of company to repair and service one. Whether you need a simple fuel filter change, an electronic fuel system diagnostic, or an exhaust brake, we are your experts! If you use your diesel for work or play, our goal is to assist you in obtaining optimum performance and if a repair is necessary, to complete that repair as soon as possible.
Does your diesel belch black or white smoke? Have you lost the raw power you bought your diesel for? Is it difficult to start your engine? Call us and we will make the smoke disappear, retrieve the lost power, and make starting a simple turn of the key. Even many of the most experienced gasoline mechanics won't touch a diesel engine. Let our fully trained diesel technicians diagnose the problem your vehicle may be having and remove & replace your fuel injection pump, injectors, or turbocharger (gas & diesel) when a repair is needed.
Having starting problems? Our technicians are experienced
in diagnosis and repair of starting systems and glow plug
Oregon Fuel Injection has been doing diesel vehicle service
and fuel system diagnostics since 1982. We own several diesel
vehicles (Ford PowerStroke, Dodge 24 valve, Chevrolet Duramax,
Chevrolet Tahoe 6.5L, Chevrolet 6.2L pick-up & blazer), and
have owned others in the past, such as Volkswagen Rabbit and GMC
The following problems/solutions listed are what we commonly
find in our service facilities. While we don’t advocate
replacing parts before complete diagnostics are done, many of
you may not have access to a scan tool or a repair shop
completely familiar with your vehicle. Proper diagnostics
involve having the correct service manuals and equipment to do
the job right. Part replacement without complete diagnostics is
like shooting in the dark. You may or may not solve the problem.
Use the following "common problems" information keeping the
above in mind.
We recommend installation of the pryometer probe (stinger) into the exhaust manifold ahead of the turbocharger. The reason for doing it, "this way", is to get a more accurate temperature reading. The "Old Rule of Thumb" that the reading was 150 degrees less if installed after the turbo is no longer accurate. The difference in temperature readings varies with boost pressure increases, for example, at 15 PSI boost pressure the difference will be about 150 degrees. Many of todays engines run 30 PSI (300 degrees difference) to 40 PSI (400 degrees difference) of boost pressure ,particullary afer performance modifications. In other words if the probe on your pick up is installed after the turbo and you are getting 900 degrees at 30 PSI boost, the true temperature of the exhaust gases are (900+300) 1200 degrees.
There has been concern that the probe may break off and go through the turbo, we haven't seen a broken Isspro pyrometer probe in over 15 years.
Always change the fuel filter before doing further diagnostics if it is dirty, or if it has been more than 7,500 miles since the last change.
Fuel Filter Change
1. We recommend changing the fuel filter(s) every 7,500 - 10,000 miles.
Note: Dodge is the only manufacturer that recommends a different interval for severe service. That makes sense, because during severe service use you normally burn more fuel, thus the filter has to filter more fuel.
2. DO NOT fill the fuel filter through the fuel outlet! A secondary fuel filter is normally rated at 8-10 microns, 25 microns = .001 of inch. You can’t see the contamination that a filter will remove from the fuel. If there is a way to prime the fuel system without filling the filter (electric fuel supply pump or hand primer) do that. If not, then fill the filter through the inlet holes (usually the smaller outside holes), that way the fuel will be filtered before it gets to the injection system. The newer fuel systems need even closer tolerances, HEUI (like Ford PowerStroke) 4-7 microns, high-pressure common rail (like Duramax and 2003 Dodge) require 2-4 micron filtration. We carry the O.E. filters for Dodge, Ford, and Chevrolet diesels as well as add on units from Racor.
3. If you want to know how dirty the fuel filter was - do not cut it open. Vigorously shake it out into a clean container. Look for extreme amounts of contamination (fuel is like mud) or water. That will help determine fuel filter change intervals.