Diesel Engine Case Study

Diesel engines have come a very long way from their debut in 1890’s from Rudolf Diesel. Which bears his name today.
Cummins motors were applied in dodge trucks in 1989 when faced with stiff competition from Ford and General Motors. To put in the best words this was said from https://cumminsengines.com/pickup-truck-cummins-ram-history “Dodge masterfully engineered the RAM to accommodate the size and power of the Cummins turbo diesel engine, and the first Cummins-powered RAM hit the streets in 1989. With 400 pounds-feet of torque, it roared past the competition. This was the start of a powerful relationship.” However this seat on the mountain would be short lived with the increasing competition from International Harvester ( 1995 retagged as

As quoted from http://www.powerstrokediesel.com/index/309 “In 1994, the 7.3L was reborn. This groundbreaking new powerplant revolutionized the diesel truck industry, with not just the addition of an all-new turbocharged, Direct Injection (DI), and incredible new power, brought the birth of the Power Stroke® name.” A brief description of the 7.3 was provided by http://www.powerstrokediesel.com/index/309 “7.3L features included a wastegated turbocharger, “HUEI fuel injectors and an air-to-air intercooler. The 7.3L engines were an instant hit in the trucking world. Production ran non-stop through early 2003.”. So needless to say, the 7.3 Powerstroke was a smashing hit among the diesel owners of that day. However like all good things, the 7.3 met its end in the summer of 2003. International engines, retagged as Navistar, came under increasing pressure to produce an engine that could meet the new emissions standards set by the EPA. This led to the birth of the 6.0 liter Powerstroke diesel, whose reign would last only 4 and a half years. I imagine that ford customers felt really let down after finding out that the 6 liter has a host of mechanical troubles, or so they quickly believed. However, the 6.0 was

This was a horrible failure in my opinion. Now there is the fact that i have never owned or even ridden in one, but the stories i have heard and seen relate really well with the 6.0, however they are much worse. The 6.4 had mostly the same issues that the previous version had with one big twist. In 2008, the EPA really went on a crack down on diesel engines. So Navistar fixed there engines to do a regen. A regen or otherwise known as a regeneration, takes the exhaust gases from the motor and disposes it in a filter in the exhaust system. This is all well and fine except when the filter gets full, they engine reburns all of this soot. It burns this soot by making the injectors shoot in a mist of fuel and partly burn it before shoving it into the exhaust system. Navistar made the mistake of using only cylinders 7 and 8 as the regen pistons. So as it was burning this mist of fuel, the temperatures in cylinders 7 and 8 could reach all the way 1,400 degrees. This extreme heat burnt holes in the tops of the pistons as well as prematurely worn out parts of the vehicle due to this extreme heat. However woes did not stop there. Although the majority of the problems stayed around the EGR and DPF systems, there were several little things that g=created an irritating inconvenience, such as the aluminum clips that hold on the plastic end tanks on the radiators had a habit of leaking from frame twisting and vibrations. This lead