If you don't find what you are looking for on our website, please call our parts department. We have access to more parts and are dedicated to earning your business. Alliant Power will now be showing up on your credit card receipts and statements when you place a order. If you have any concerns, feel free to contact us to verify your transaction.
Diesel Specialists – Local Service – Worldwide Sales
Free shipping with $750 purchase
in the lower 48, excluding cores and UPS charges over 50lbs.
NO Sales Tax in Oregon
We have expanded our drive-in service capabilities to include brakes, suspension, and steering component diagnostics and repairs. You are welcome to give us a call or use our online appointment scheduler and we can set you an appointment. Our no-charge comprehensive multipoint inspection during services and diagnostics includes inspection of these systems. We happily will… Read more »
We at Oregon Fuel Injection (OFI) would like to take a moment to reflect on our longest-tenured employee who will be retiring on July 31, 2025, after 44 ½ years with us. Mark Gotchall began his career in January of 1981 at age 20, fresh out of Wyoming Technical Institute. His persistence is what led… Read more »
We are seeing more and more counterfeit injectors as well as other parts that are sold in the marketplace. To be certain you are getting quality parts, buy from an authorized repair or resale facility, such as Oregon Fuel Injection. There are obvious warning signs to look for, before you buy rebuilt common rail injectors,… Read more »
Introducing Alliant Power Oregon For over 50 years, Oregon Fuel Injection has been a trusted partner for diesel fuel injection needs throughout the Pacific Northwest and the Eugene community. Serving industries from agriculture and timber to construction and repair, we’ve built a strong reputation for quality service. Now, we’ve joined forces with Alliant Power, a… Read more »
We see quite a few mechanical injector cores come back with damage from improper removal. We realize that many of you do not have the correct tools for removal. However, there are simple ways to remove the injectors without damage. If the hole type injectors on your engine are installed at an angle, then the… Read more »
Removal and Installation VP44 Dodge Cummins Pump Disassembly and Assembly VP44 Pump VP44 Pump Calibration – Testing Notes
Injection pump priming information for Stanadyne and Delphi (CAV, Lucas) pumps. We receive a number of troubleshooting calls from people that have just installed a rebuilt pump, but can’t get fuel to the injectors. Most of the problems occur due to creating an airlock inside the injection pump. The high pressure portion of the injection… Read more »
We receive a number of phone calls from people trying to troubleshoot a no start problem, after replacing the injection pump. Or they have the engine started, but it will barely run, after replacing the injection pump. We provide an overflow valve (OFV), that the pump was calibrated with, and is installed in every rebuilt… Read more »
Gas Injector Test, Clean and Retest Oregon Fuel Injection has been flow bench testing, cleaning and resealing gas injectors since the early 1990s. Recently, we replaced our original ASNU gas injector test bench with the latest ASNU Classic GDI test bench. The newest test bench enables us to service GDI (Gasoline Direct Injection) injectors as… Read more »
Low rail pressure is one of the most common cause of a limp mode in the 2001 – 2010 6.6 Duramax. DTC codes P0087, P0093 or P1093 may set due to low rail pressure. Low rail pressure could be caused by a restricted fuel filter, air in the fuel, a bad pressure relief valve, excessive… Read more »
This is not a review of specific products but includes suggestions for DIY vehicle owners to help reduce the number of parts you buy when trying to solve a problem. Read the codes, perform diagnostics, and look at the data. Good scan tools are expensive, if you are not making your living working on vehicles,… Read more »
A story of a failing rail pressure relief valve I was towing my boat to the coast for a fishing trip. The engine was running good, until I was on an uphill passing lane going around slower traffic. By the end of the passing lane, I had lost power and was down to 50 mph…. Read more »
Make the correct choice when you purchase injectors for your diesel engine. There are many injectors on the market today for diesel engines, some are new and some are rebuilt. Many people think new are better than remanufactured, however the correct answer is it depends. If they are not Original Equipment Manufacture (OEM), then… Read more »
In case you missed the recent videos about testing common rail pumps and injectors, we have attached them here. Common Rail Injector Testing The first video showed testing common rail injectors on the Bosch EPS205 injector test bench. This Bosch authorized test bench checks pilot injection, which is something a lot of aftermarket test benches… Read more »
Testing and timing the Delphi DP210 and DP310 injection pumps requires Delphi Hartridge test equipment. The drive shaft has a keyway, but they do not use a key, the pump is locked in time on the test stand. Oregon Fuel Injection, is factory authorized by Delphi, and we use the Hartridge AVMPC-2 test stand. The… Read more »
Automotive Light Duty Diesel Applications To supply you with the right part the first time we use many tools. For automotive, light duty diesel we use application guides for selecting the correct part based on model year. There could be mid-year engine build breaks that we must know to determine the correct part. Vehicle manufactures… Read more »
Determining the cause of turbo failures is important to keep the failure from reoccurring. We often disassemble turbochargers to determine why they failed. Once a turbo is disassembled and components are inspected it is easy to determine a cause. Turbochargers for most diesel applications rotate up to 150,000 rpm or higher, some applications may rotate… Read more »
There have been a number of studies about biodiesel and how it degrades over time. Most biodiesel blends, B5 or B20, that we see in Oregon are a FAME (Fatty Acid Methyl Ester). We have found biodiesel will often degrade enough in 1 year to cause fuel system damage. This is faster than the laboratory… Read more »
IQA Codes are entered into the ECM to improve control of the injected fuel quantity. The code applies over the entire programmed fuel map. The classification codes compensate for deviations in metered amounts, and make fuel quantity metering more precise. The adjustment codes also increase injector efficiency on the engine and improve emissions. Various engine… Read more »
The high pressure pump creates high pressure at low volume. Depending on the system, it is up to the high pressure limit valve, injector connector tubes, fuel pressure control solenoid and injectors to hold leakage and allow the pressure to build. A fuel supply side restriction will also cause low rail pressure. If the connector… Read more »
