Nozzle Master Diesel Injection Specialist rebuilds injection pumps in our repair facility. We are a service dealer for Bosch, Stanadyne, Delphi, Denso, Zexel, Ambac and Yanmar. We provide testing, repairs, and rebuild service Nozzle Master Diesel Injection Specialist uses the latest tools and information provided to us by the original fuel injection equipment manufacturer. When a pump leaves our facility, we want it to be same or better than the original.
Nozzle Master Diesel Injection Specialist reconstruye las bombas de inyección en nuestras instalaciones de reparación. Somos un distribuidor de servicios para Bosch, Stanadyne, Delphi, Denso, Zexel, Ambac y Yanmar. Brindamos pruebas, reparaciones y servicio de reconstrucción. El especialista en inyecciones diesel de Nozzle Master utiliza las últimas herramientas e información que nos proporcionó el fabricante original del equipo de inyección de combustible. Cuando una bomba sale de nuestras instalaciones, queremos que sea igual o mejor que la original.
Reconstruya y pruebe las bombas Bosch Common Rail CP3 para Dodge, Duramax, Cummins, Case, New Holland,
Iveco y más. Reconstruya y pruebe las bombas VP44 y VP30 para Dodge, Cummins, Perkins, John Deere, New Holland, SISU e Iveco. Reconstruya y pruebe las bombas de la serie Delphi DP200, DP210 y DP310, incluida la configuración de la sincronización de la bomba Actualice las bombas, y siga los boletines de servicio técnico del fabricante para mejorar la longevidad, reducir la sobretensión, el estancamiento, el arranque difícil, la baja potencia y más. Todos los sellos y juntas son reemplazados, y normal las piezas desgastadas se reemplazan o remanufacturan el 100% del tiempo. Otras “piezas duras” se examinan y reemplazan según sea necesario a un costo adicional (queremos que dure mucho más allá del período de garantía).
Nozzle Master Diesel Injection Specialist rebuilds mechanical injectors in our fuel injection repair shop. We are a service dealer for Bosch, Stanadyne, Delphi, Denso, Zexel, Ambac and Yanmar. We use the latest tools and information provided to us by the original fuel injection equipment manufacturer.
Rebuilding injectors is more than just cleaning and replacing seals and gaskets; the nozzles are reconditioned or replaced, the sealing surfaces are lapped and opening pressures are set, in addition to the seals and gaskets. We use Original Equipment (OE) nozzles and all is tested and set to factory specs.
Nozzle Master Diesel Injection Specialist has been providing factory authorized diesel fuel injection service since 1985. We employ factory trained and certified technicians. We are committed to providing the best possible service and carrying the best new and rebuilt injector coverage in the marketplace.
Your pump or injectors will be put in our parts cleaner and the exterior will be cleaned. After coming out of the cleaner, your unit will be disassembled and examined for wear by one of our factory trained fuel injection technicians. We will then generate an estimate for repair options. Once you give us the ok for repairs we proceed to the process of cleaning the internal parts and removing any old paint down to bare materials. Pump or injectors are disassembled completely. Components that will be reused are completely cleaned and inspected, and worn parts are replaced with new OEM parts. We can’t stress the importance of using genuine factory parts. Pump or injectors are then rebuilt on a bench to factory specifications. The pump is rebuilt, calibration is checked by running it on one of our fuel injection test stands.
Your pump or injectors will be put in our parts cleaner and the exterior will be cleaned. After coming out of the cleaner, your unit will be disassembled and examined for wear by one of our factory trained fuel injection technicians. We will then generate an estimate for repair options. Once you give us the ok for repairs we proceed to the process of cleaning the internal parts and removing any old paint down to bare materials. Pump or injectors are disassembled completely. Components that will be reused are completely cleaned and inspected, and worn parts are replaced with new OEM parts. We can’t stress the importance of using genuine factory parts. Pump or injectors are then rebuilt on a bench to factory specifications. The pump is rebuilt, calibration is checked by running it on one of our fuel injection test stands.
We rebuild most makes and models of turbos. A standard rebuild is a rebuild in which there are no internal hard parts (compressor wheel, turbine shaft/wheel, bearing housing) that need repair or replacement. A standard rebuild includes a complete rebuild kit with new thrust parts (where applicable), and thorough part cleaning. Your turbo will look like new when you receive it back from us.
The first step in the rebuild process is a full inspection. If any of the hard parts are found to be damaged at this point, we would contact you and give you a full quote for repairing or replacing the parts. There is no upfront payment or deposit required, and you are not obligated to complete the rebuild after you have received a quote (if the rebuild will be much more extensive, or costly, than what you had planned, for example). In some cases it may be less to buy the new turbocharger from us if available.
Remanufactured diesel injectors. These models are actually returned to their original equipment manufacturer (OEM) performance. You can also rest assured that you are getting a quality value, since 100% of the parts are examined and pre-qualified.
Nozzle Masters Diesel Injection Specialist rebuilds mechanical injectors in our fuel injection repair shop. We are a service dealer for Bosch, Stanadyne, Delphi, Denso, Zexel, Ambac and Yanmar. We use the latest tools and information provided to us by the original fuel injection equipment manufacturer. Rebuilding injectors is more than just cleaning and replacing seals and gaskets; the nozzles are replaced, the sealing surfaces are lapped and opening pressures are set, in addition to the seals and gaskets.
Common rail injectors are tested on the injector test stand. Multiple tests are performed including pilot injection, full load and return fuel quantity. You will be assured that your injectors pass factory authorized testing or that they failed and need to be replaced.
A phrase that customers often use is, “This is a diesel engine; the problem should be easy to diagnose.” The most accurate part of that statement is that it is a diesel engine.
Certainly, there are some common repairs needed on specific engines that are easy to do, but that doesn’t mean everything else will be easy to diagnose. Owners often think that because diesel engines are now computer-controlled, the technician should be able to hook up a scan tool and immediately see what is going on.
The good thing about electronic diesels is that the technician can link up with a scan tool to analyze data in order to try to pinpoint problems. But some problems may be tougher than your customer — or you — think. Take the diagnosis of an injector issue.
Like anything else, injectors can get tired and become weak over time.
Even though they are electronic, sometimes the mechanical components inside the injector may also become worn, cease to function properly and even fail.
In cases such as these, the scan tool generally will pinpoint the cylinder with the contribution problem.
However, injectors can fail in ways other than becoming just worn out or tired. One of the most common failures occurs when an injector body becomes cracked. When the body is cracked, the engine will not necessarily produce a miss but will cause other problems, which can be even more difficult to pinpoint.
Although the injector body can be cracked, the engine may still run fine but just take an extended period of time to crank.
In addition, the customer may notice some fuel dilution in the oil by seeing that the oil level is rising on the dipstick. When the engine is shut down, the crack in the injector’s body will often cause fuel to drain back from the fuel lines and rails back to the tank. When the leak down occurs, the engine has to spin over for an excessive period of time in order to re-prime the injection system.
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