Sulphur content of diesel in Pakistan

[Xulfiqar]

sulfur helps build carbon deposites on exhaust valves and port. it is a sticky substance with lubricative qualities. i did not say that it is converted into carbon. but it is the main reason why the diesel engines have so much black carbon deposites on their valve seats and around. open up an old diesel engine and take a look you will know what i mean. sometimes the valves are jammed or stuck or do not close properly due to this carbon deposite

I can show you a multitude of examples of IDI engines that were badly fuelled and badly put together too - having thick deposits on the piston tops and exhaust valves etc. But the same engines having been put together properly and accurately and precisely fuelled would show nice and very very clean engine internals (these same engines last for more than 300,000 kms without missing a beat)

The lubricity of the ULSD that is being discussed would more be at home if we discuss the mechanicals of the injection and how it would affect our old IDI engines with vertilier/rotary and inline pumps we have in our 1960's buses and trucks plowing on the roads.

Even the viscosity of the new ULSD or LSD is quite low - making the hydraulic pump advance in VE pumps not function correctly. But its not the end of the world. The internal pressure is what induces advance of the cam plate - and can be adjusted by hand with some tools and gauges. Done it, but if a pump is so worn that you can literally wiggle its internal parts - then I would consider it beating a dead horse

It sure is all intertwined but we as a whole nation should be taking steps to introduce proper efficient diesel motoring - we have old bedfords running till now (why not add a turbo with no fuel enrichment to them so they dont belch black smoke) - it will increase the life of the engine at least twice as the EGTs would be quite low, it will reduce black soot particulates as the air content for the fuel load would be excess (clean burn) and would also quieten their inlet and exhaust notes.

Similarly they can be adapted to run on LSD if some work is done to them.

[aghajaved]

I can show you a multitude of examples of IDI engines that were badly fuelled and badly put together too - having thick deposits on the piston tops and exhaust valves etc. But the same engines having been put together properly and accurately and precisely fuelled would show nice and very very clean engine internals (these same engines last for more than 300,000 kms without missing a beat)

The lubricity of the ULSD that is being discussed would more be at home if we discuss the mechanicals of the injection and how it would affect our old IDI engines with vertilier/rotary and inline pumps we have in our 1960's buses and trucks plowing on the roads.

Even the viscosity of the new ULSD or LSD is quite low - making the hydraulic pump advance in VE pumps not function correctly. But its not the end of the world. The internal pressure is what induces advance of the cam plate - and can be adjusted by hand with some tools and gauges. Done it, but if a pump is so worn that you can literally wiggle its internal parts - then I would consider it beating a dead horse

It sure is all intertwined but we as a whole nation should be taking steps to introduce proper efficient diesel motoring - we have old bedfords running till now (why not add a turbo with no fuel enrichment to them so they dont belch black smoke) - it will increase the life of the engine at least twice as the EGTs would be quite low, it will reduce black soot particulates as the air content for the fuel load would be excess (clean burn) and would also quieten their inlet and exhaust notes.

Similarly they can be adapted to run on LSD if some work is done to them.

first about the ULSD viscosity. the lubricity lost by removal of sulfur is compensated by additives like slick diesel. in older vehicles this ULSD can be used as well. so viscosity of ULSD is not any more a problem and it will not destroy feul pump and all that.
now about the thing you mentioned first. yes you are right. if an engine is assembled in the right way then these carbon deposites wont be there. when the engine is not assembled properly and the pistons and rings do not seal at least 99% what happens is the oil from engine escapes into cylinder and second the feul wont burn properly therefore this will also cause the carbon to deposite. now i build engines for hobby therefore i know that when you get your engine overhauled here in pakistan and rebore it and install new pistons and rings, especially in a diesel engine, the engines dont and cant last for long. the reason being that nobody here has the right equipment to bore to perfection and diesel engines would again be smoking because diesel engines have very high compression ratios. if we want older engines to run here too then first we will have to have the best equipment. but this is a common psychology of the people here, especially owners of commercial vehicles, to save as much money as they can. they will go to the cheapest place to get their engines fixed. there is no remedy for this problem. putting a turbo in an engine that is not perfect, well i doubt it a little that it will work cuz ok it will press in more air but at high rpms and what will happen is it will make more feul leakage into the engine down the pistons and do you know that if the rings are not perfectly sealed this extra pressure will damage the rings more quickly. these old bedford trucks you are talking about are overhauled at least 100 times by now. people here just put new rings and pistons install them straight away. they dont even know the concept of balancing. so these unbalanced and less than perfectly bored engines cant last long. only government can control the situation.
i personally think that we should now allow for the ULSD and biodiesel B20 in pakistan. this feul can be used in older vehicles as well. at least it will be easy on environment. and we should start to import vehicles that run on these feuls.

[Xulfiqar]

first about the ULSD viscosity. the lubricity lost by removal of sulfur is compensated by additives like slick diesel. in older vehicles this ULSD can be used as well. so viscosity of ULSD is not any more a problem and it will not destroy feul pump and all that.
now about the thing you mentioned first. yes you are right. if an engine is assembled in the right way then these carbon deposites wont be there. when the engine is not assembled properly and the pistons and rings do not seal at least 99% what happens is the oil from engine escapes into cylinder and second the feul wont burn properly therefore this will also cause the carbon to deposite. now i build engines for hobby therefore i know that when you get your engine overhauled here in pakistan and rebore it and install new pistons and rings, especially in a diesel engine, the engines dont and cant last for long. the reason being that nobody here has the right equipment to bore to perfection and diesel engines would again be smoking because diesel engines have very high compression ratios. if we want older engines to run here too then first we will have to have the best equipment. but this is a common psychology of the people here, especially owners of commercial vehicles, to save as much money as they can. they will go to the cheapest place to get their engines fixed. there is no remedy for this problem. putting a turbo in an engine that is not perfect, well i doubt it a little that it will work cuz ok it will press in more air but at high rpms and what will happen is it will make more feul leakage into the engine down the pistons and do you know that if the rings are not perfectly sealed this extra pressure will damage the rings more quickly. these old bedford trucks you are talking about are overhauled at least 100 times by now. people here just put new rings and pistons install them straight away. they dont even know the concept of balancing. so these unbalanced and less than perfectly bored engines cant last long. only government can control the situation.
i personally think that we should now allow for the ULSD and biodiesel B20 in pakistan. this feul can be used in older vehicles as well. at least it will be easy on environment. and we should start to import vehicles that run on these feuls.

I have recalibrated about 80 VE pump internal pressure in the last 3 years to take up the lost viscosity of the new diesel fuel we are getting now. The vehicles were suffering badly in mileage and fuelling advance. Inline pumps with mechanical or oil fed governors are a different game. And I did not complain that ULSD will kill an old engine - it would just take a little adjustment

Your comment on boring/sealing of piston rings causing engine oil to be consumed by the engine and the turbo pushing extra pressure down the crankcase makes your position a little shaky on diesel engine dynamics. Please bear in mind we are not talking about beating a dead horse here. In Pakistan we have good machining but lack the finesse in both assembling and finishing - the mechanics or parts fitters as I call them have no idea that timing a diesel engine is more than just a few timing marks on the engine, it requires careful quality time with specialty tools like dial gauges or stop watches or spill/bubble timing jigs (MB inline pumps)
These same mechanics also lack the knowhow of EGT - and have no idea that black smoke actually can hole pistons.

speaking of truckers etc. If shown profitablity of properly adjusting their vehicles - they will spend money on it I assure you, Its just that they are stuck in the dark.

What I am writing is based on practical experience and other manufacturers designs - Air is unregulated in a diesel engine - its entire operation is dependant on fuel increase and decrease. This alone states that the engine can also run on its own oil (as it too can burn) - which according to you is happening everywhere in Pakistan and yet we are to hear about a RUNAWAY engine. You point that diesels use high compression ratios - YES its common sense as the self ignition temperature cannot be achieved with a low compression like a petrol one and to top the cake we are talking about Indirect Injection engines here - which suffer already from low injection pressure of fuel and pumping losses of air shuffling in and out of the throat(s) of the precup.

Adding a small turbo to a diesel without fuel enrichment would cause massive air charge into the cylinder giving the fuel to burn more efficiently and cleanly (extra fuel added at this point increases torque output of the engine - but we are not talking about performance here). The turbo being small will spin into compressor efficiency rpm range quite early in the rpm range of the engine - cleaning out our exhaust. Nissan RD28 old type comes to mind - they came in both fuel enrichment (high torque) and no enrichmment (eco exhaust) types. Similarly VW 1.6 eco diesel was the same concept - cleaning the exhaust and quietening the engine. Just this simple step would rid our smoke problem by half.

I am all game for a beautiful transport system for our country - and would welcome new generation technology openly - Its just that HOW can we make the masses get educated on their own trades. And get rid of the look and learn system that has been adapted.

[hash4u]

lets not forget the heated debate we had in this topic as well

https://www.pakwheels.com/forums/engine-transmission-powertrain/71709-d4d-diesel-engine

[aghajaved]

I have recalibrated about 80 VE pump internal pressure in the last 3 years to take up the lost viscosity of the new diesel fuel we are getting now. The vehicles were suffering badly in mileage and fuelling advance. Inline pumps with mechanical or oil fed governors are a different game. And I did not complain that ULSD will kill an old engine - it would just take a little adjustment

Your comment on boring/sealing of piston rings causing engine oil to be consumed by the engine and the turbo pushing extra pressure down the crankcase makes your position a little shaky on diesel engine dynamics. Please bear in mind we are not talking about beating a dead horse here. In Pakistan we have good machining but lack the finesse in both assembling and finishing - the mechanics or parts fitters as I call them have no idea that timing a diesel engine is more than just a few timing marks on the engine, it requires careful quality time with specialty tools like dial gauges or stop watches or spill/bubble timing jigs (MB inline pumps)
These same mechanics also lack the knowhow of EGT - and have no idea that black smoke actually can hole pistons.

speaking of truckers etc. If shown profitablity of properly adjusting their vehicles - they will spend money on it I assure you, Its just that they are stuck in the dark.

What I am writing is based on practical experience and other manufacturers designs - Air is unregulated in a diesel engine - its entire operation is dependant on fuel increase and decrease. This alone states that the engine can also run on its own oil (as it too can burn) - which according to you is happening everywhere in Pakistan and yet we are to hear about a RUNAWAY engine. You point that diesels use high compression ratios - YES its common sense as the self ignition temperature cannot be achieved with a low compression like a petrol one and to top the cake we are talking about Indirect Injection engines here - which suffer already from low injection pressure of fuel and pumping losses of air shuffling in and out of the throat(s) of the precup.

Adding a small turbo to a diesel without fuel enrichment would cause massive air charge into the cylinder giving the fuel to burn more efficiently and cleanly (extra fuel added at this point increases torque output of the engine - but we are not talking about performance here). The turbo being small will spin into compressor efficiency rpm range quite early in the rpm range of the engine - cleaning out our exhaust. Nissan RD28 old type comes to mind - they came in both fuel enrichment (high torque) and no enrichmment (eco exhaust) types. Similarly VW 1.6 eco diesel was the same concept - cleaning the exhaust and quietening the engine. Just this simple step would rid our smoke problem by half.

I am all game for a beautiful transport system for our country - and would welcome new generation technology openly - Its just that HOW can we make the masses get educated on their own trades. And get rid of the look and learn system that has been adapted.

first i must say i like talking to you here cuz its obvious that you know much and its always good to have a conversation with someone who knows what he is talking about. but i must also say that the difference between you and me is you are more into old diesel engines and i am more into new technology. for me there are a few problems that we have. first, nowadays almost all the diesel engines that are being made are common rail. now a common rail is a very good engine. it injects diesel with greater pressure, improves economy and gives you more power. but at the same time it is very sensitive to impurities in deisel. our deisel grade is ok. it is around 50 cetane and anything between 45 and 55 is what we need. but deisel purity is our first main issue. i know some pumps also add water in deisel and that kills the injectors.
second thing is that we cant import latest deisel vehicles because we dont have ULSD here and we dont have DEF (which is used in SCR Selective Catalytic Reduction exhaust systems). the vehicles with EGR (Exhaust Gas Recirculation system) are another technology which is being used parallel to SCR and requires ULSD too. diesel vehicles of today use either one of two systems i mentioned above and are only ULSD. therefore my first concern is ULSD and availability of DEF. now it only cost about 90 cents per litre more to make ULSD. DEF, if used along with it definitely adds to the cost of operation but it improves millage so much that overall you save money as compared to conventional diesel vehicle. yes it is true that still many companies are making the vehicles that run on regular diesel like toyota, nissan etc. but the trend is changing fast as mercedez has also started making ULSD engines with SCR system. in california in 2006 regular deisel was prohibited to sale by law. now the whole america uses ULSD instead of regular diesel. we will start to have the technolgy soon hopefully.
about the older engines. i think that these engines are the ones contributing most to pollution. so my straight forward and rather hard approach would be to get rid of them slowly with time and be strict. i know that sounds unfair but thats what we need to do in my opinion. putting a turbo on older vehicles is not always practical as the inlet and exhaust ports of most of the older engines wont allow for a turbo to fit. you cant adjust them for a turbo installation. but if we can let me know cuz information is always wellcome. by old i mean bedford and all that.
again i am waiting for the government to make available the new technologies to the people as i myself want to import something that cant be driven here for the time being.

[aghajaved]

lets not forget the heated debate we had in this topic as well

https://www.pakwheels.com/forums/engine-transmission-powertrain/71709-d4d-diesel-engine

D4D is a common rail deisel engine and the only problem it has is the water and other impurities in our diesel. so if someone can sue the government or the feul companies like shell, caltex, pso etc i think this can be worked out. the diesel grade is ok here. but the problem is contamination and impurities in it that should be removed.

[Xulfiqar]

thanks for the compliments - and as for me working on oldschool engines - I have a facility in Pakistan that diagnoses and also services, HPCR of Bosch, Siemens, Delphi and the idiotic Denso too.

The Particulate filter you mention is one excellent invention but requires some heat to light off and clean itself out, Which in our lovely nation will never happen as the cars equipped with it are owned by "nawabs" and their drivers are all Holy and the final authority in repair of such technology - along with their shade tree mechanics. To reduce NOx EGR was introduced into diesels that "dirty" up the air to reduce the amount of Oxygen in it - and works relatively ok if kept up with in servicing - it is not dependant on ULSD or LSD - and many other factors were introduced too, altitude compensation, boost compensation, multi timed injector fire, trap Ox, selective reduction cat - and even others to keep it running GREEN - As the fuel we have already is OK for such technology - we should not be complainin but changing our usage habits of it. AND OUR CUSTOMS SHOULD THROW AWAY THEIR APPRAISAL BOOK FROM THE ERA OF THE RAJ - to help the transport of the country.

If you talk about moisture or water impurities in the fuel - then we should install a water separator (sedimenter) filter or have a trigger in the original filter for moisture warning (all cars come like this - but our lovely ustaad jee mechanics and our (owners) mentality of cheap up keep force them to disconnect this annoying warning light that pops up every month).

I would not ask the goverment for anything as they are clueless themselves (lack of education) but I would ask it to form a body where they can appoint qualified Pakistani citizens to make a viable solution for this situation. Its Us that will make the difference not someone we vote for

[Xulfiqar]

D4D is a common rail deisel engine and the only problem it has is the water and other impurities in our diesel. so if someone can sue the government or the feul companies like shell, caltex, pso etc i think this can be worked out. the diesel grade is ok here. but the problem is contamination and impurities in it that should be removed.

Thats why we have filters. And cleaning additives, I live in the US and drive a diesel benz - the fuel quality over there is terrible, and if I fill at a city pump - I get gray diesel (loaded with dust). So I always fill at the truckstop - 15 second fill for 60 litres and good clean fuel.

[aghajaved]

thanks for the compliments - and as for me working on oldschool engines - I have a facility in Pakistan that diagnoses and also services, HPCR of Bosch, Siemens, Delphi and the idiotic Denso too.

The Particulate filter you mention is one excellent invention but requires some heat to light off and clean itself out, Which in our lovely nation will never happen as the cars equipped with it are owned by "nawabs" and their drivers are all Holy and the final authority in repair of such technology - along with their shade tree mechanics. To reduce NOx EGR was introduced into diesels that "dirty" up the air to reduce the amount of Oxygen in it - and works relatively ok if kept up with in servicing - it is not dependant on ULSD or LSD - and many other factors were introduced too, altitude compensation, boost compensation, multi timed injector fire, trap Ox, selective reduction cat - and even others to keep it running GREEN - As the fuel we have already is OK for such technology - we should not be complainin but changing our usage habits of it. AND OUR CUSTOMS SHOULD THROW AWAY THEIR APPRAISAL BOOK FROM THE ERA OF THE RAJ - to help the transport of the country.

If you talk about moisture or water impurities in the fuel - then we should install a water separator (sedimenter) filter or have a trigger in the original filter for moisture warning (all cars come like this - but our lovely ustaad jee mechanics and our (owners) mentality of cheap up keep force them to disconnect this annoying warning light that pops up every month).

I would not ask the goverment for anything as they are clueless themselves (lack of education) but I would ask it to form a body where they can appoint qualified Pakistani citizens to make a viable solution for this situation. Its Us that will make the difference not someone we vote for

as you have mentioned the diesel we have is ok. its grade is ok but the problem with it is its unclean. thats why common rail engines are not running well. people here who own new toyota common rail diesel vehicles even swap their engines for older engines. cuz the feul pump and injectors fail. therefore we should take a bold step, at least some of us, and sue govenment or oil companies for the damages that their diesel is causing. i know a few beamers that seized their engines as well. at least provide us with good and clean regular diesel.

[Xulfiqar]

if the fuel is dirty the filters will choke up quick - the ill running of the modern common rail engine rail is mostly due to buying a gray import used vehicle - which has not got a service history or check - and us not paying attention to upkeep.

In this light I would like to share - that I had been delivered a 1KD- Hilux vigo which would start but would not rev - It had a file with it showing proposals for injector change, CR pump failure etc. with an amount that could shock you.

When it left my shop the only replaced part was the MAF. The injectors were within spec but were given a cleaning test sequence. I have another experience of an MB CDI - the biggest names in karachi were saying the engine is dead, the ecu is dead or the injectors are worn. Nonsense - the only problem was some broken wires in the loom.

Both these cars were not used gray imports - but bought brand new - and have clocked more than 100,000 kms without a hiccup except filter changes.

On the other hand - yes I had to change sets of nozzles in nissan and toyota commonrail engines that were imported fit in used gray import auction cars, these certain vehicles were using their original factory fuel filters for 40,000 kms, which in my opinion is terrible upkeep.

The last bit for failure in the toyota mill is the stupid intercooler that lives on the valve cover cooking the injectors for no good reason. Why couldnt they put it infront of the car like any sensible engineer would.

should we blame fuel??

on a last note I want to reply you on your comment that older engines ports are not designed to fit a turbo. WHY not - as long as it is a manifold design (show me an engine with no manifold) it will fit by making a manifold - bolting the turbo, fabbing the exhaust and plumbing the oil feed/return lines. We are not even going to the bit of fuelling..

[aghajaved]

if the fuel is dirty the filters will choke up quick - the ill running of the modern common rail engine rail is mostly due to buying a gray import used vehicle - which has not got a service history or check - and us not paying attention to upkeep.

In this light I would like to share - that I had been delivered a 1KD- Hilux vigo which would start but would not rev - It had a file with it showing proposals for injector change, CR pump failure etc. with an amount that could shock you.

When it left my shop the only replaced part was the MAF. The injectors were within spec but were given a cleaning test sequence. I have another experience of an MB CDI - the biggest names in karachi were saying the engine is dead, the ecu is dead or the injectors are worn. Nonsense - the only problem was some broken wires in the loom.

Both these cars were not used gray imports - but bought brand new - and have clocked more than 100,000 kms without a hiccup except filter changes.

On the other hand - yes I had to change sets of nozzles in nissan and toyota commonrail engines that were imported fit in used gray import auction cars, these certain vehicles were using their original factory fuel filters for 40,000 kms, which in my opinion is terrible upkeep.

The last bit for failure in the toyota mill is the stupid intercooler that lives on the valve cover cooking the injectors for no good reason. Why couldnt they put it infront of the car like any sensible engineer would.

should we blame fuel??

on a last note I want to reply you on your comment that older engines ports are not designed to fit a turbo. WHY not - as long as it is a manifold design (show me an engine with no manifold) it will fit by making a manifold - bolting the turbo, fabbing the exhaust and plumbing the oil feed/return lines. We are not even going to the bit of fuelling..

a man keeps on learning all his life. and whenever i talk to somebody my purpose is to learn more and more. whenever i share my knowledge with somebody, it also helps me learn more even. i enjoy talking to someone with knowledge as i build engines myself for hobby.
i have a few things to say. you mentioned the import of used vehicles. but vehicles have been imported into pakistan from many years but no complains regarding any particular engines that we heard. its only recently that only common rail diesel engines are becoming problem here. no other vehicle including land cruisers and prados and etc ever gave anyone such injection and pump problems. that would mean that the vehicles that have been imported are ok. but the more sensitive engines require better feul quality. as for the feul filter, yes if the feul filter is changed frequently then this problem with common rail engines might be solved but not sure. a friend of mine told me that he put a gasoline feul filter before the diesel filter in an engine and it cloged within 12 hours of runing. he did that just to experiment. so i dont know what we should be doing but to make the clean diesel for ourselves. i was on another forum, an international one, and the guys especially from singapore and thailand were having the same problems with their new common rail engines. what i conclude is that these engines are very sensitive to imputities. also tell me something that would solve the water in diesel problem. give me the brand name and the part name so that i can buy it cuz i really need one. i dont want my engine to be damaged. suggest me some solution.
older engines manifold making? i doubt we have the capacity to manufacture new manifolds especially for the older vehicles. whose gonna do it? we dont even make motorcycle parts here.

[Xulfiqar]

a man keeps on learning all his life. and whenever i talk to somebody my purpose is to learn more and more. whenever i share my knowledge with somebody, it also helps me learn more even. i enjoy talking to someone with knowledge as i build engines myself for hobby.
i have a few things to say. you mentioned the import of used vehicles. but vehicles have been imported into pakistan from many years but no complains regarding any particular engines that we heard. its only recently that only common rail diesel engines are becoming problem here. no other vehicle including land cruisers and prados and etc ever gave anyone such injection and pump problems. that would mean that the vehicles that have been imported are ok. but the more sensitive engines require better feul quality. as for the feul filter, yes if the feul filter is changed frequently then this problem with common rail engines might be solved but not sure. a friend of mine told me that he put a gasoline feul filter before the diesel filter in an engine and it cloged within 12 hours of runing. he did that just to experiment. so i dont know what we should be doing but to make the clean diesel for ourselves. i was on another forum, an international one, and the guys especially from singapore and thailand were having the same problems with their new common rail engines. what i conclude is that these engines are very sensitive to imputities. also tell me something that would solve the water in diesel problem. give me the brand name and the part name so that i can buy it cuz i really need one. i dont want my engine to be damaged. suggest me some solution.
older engines manifold making? i doubt we have the capacity to manufacture new manifolds especially for the older vehicles. whose gonna do it? we dont even make motorcycle parts here.

The older diesels were like elephants - throw anything at them and they will work until the injection pump is shoving something near TDC, the fuel management in that engine was more like - And old English steam engine - "shovel the coal lad - shes cooling down - put your back into it" - and it worked, how good? you know for yourself.

The newer common rail engines have injection pressures at about 22,000 psi to about 31,000 psi (MB) - thats a LOT of pressure - which is good as you can more finely atomise the fuel, to keep it quiet it needs to injected in about 3 strokes at least, I doubt you would like a cummins 6BT noise in a modern expensive machine.

The problem we see now is they (nozzles) clog or even partially misfire - you will have a lumpy engine with no throttle as the Diesel Control Unit wouldve shut down everything. Hence this problem is more noticeable in new diesels.

There is also one more bit that is debatable - Are japanese good enough to make a reliable HPCR - compared to the Europeans their failure rates are quite high.

About manifolds - If we can make these yellow CNG rickshaws why cant we cast manifolds. And even good exhaust shops in Pakistan are making handmade quality exhaust manifolds for NA petrol/diesel engines. Its not exactly rocket science. If made by the hundred it would be cheaper too.

speaking of which Ive actually MODDED a Khanewal Coach Bus some European items and a gas injection system, The demand is there, its just the surety of parts availability that kills these works.

[gferoz]

. also tell me something that would solve the water in diesel problem. give me the brand name and the part name so that i can buy it cuz i really need one. i dont want my engine to be damaged. suggest me some solution.

that would be BTU+ for all diesel engines. its EPA approved and ULSD compliant. more than that i'm not an engine expert but lubrication solutions for heavy-duty industries is our expertise.

[gferoz]

The older diesels were like elephants - throw anything at them and they will work until the injection pump is shoving something near TDC, the fuel management in that engine was more like - And old English steam engine - "shovel the coal lad - shes cooling down - put your back into it" - and it worked, how good? you know for yourself.

The problem we see now is they (nozzles) clog or even partially misfire - you will have a lumpy engine with no throttle as the Diesel Control Unit wouldve shut down everything. Hence this problem is more noticeable in new diesels.

yes agreed.
to keep the nozzles clean you can use Btu+.

There is also one more bit that is debatable - Are japanese good enough to make a reliable HPCR - compared to the Europeans their failure rates are quite high.

speaking of which Ive actually MODDED a Khanewal Coach Bus some European items and a gas injection system, The demand is there, its just the surety of parts availability that kills these works.

very true, even with my little knowledge of NA vs EU vs Japanese diesel engines, you are right that japanese are weaker ones specifically designed for more power with less investment in the engine cost. thats why these engines typically require more frequent maintenance intervals... they have less crevice volume and tighter tolarances, specially thinner piston crown thickness and lower positioning of the top piston ring... and higher chamber pressures add to the stress on the engine parts! the europeans are balancing the economy without lowering the engineering design and performance output and keeping high standards for longlife engines even when driven at maximum operating loads.

[imtiazshaheen]

Very well explained Agha Javed . This should put to rest an ongoing debate.