For Your Info - How NOT to Build a Celect Injector
For Your Info - How Not to Build a Celect Injector
Cummins Engine Company has published a document called "Why
Cummins Recon® CELECT Injectors are Superior to the
Unfortunately, we cannot reproduce or link to this report, but
it is easy to locate via
Google. We have also seen many of the situations contained in
this report, however we disagree with this reports conclusion
since we know that we can produce a properly
remanufactured Celect injector. What really
prompted the article on this page were the complaints we receive
from prospective customers about the price of our injector (it
is a lot less than a Cummins Recon one) was too high. We
have lost count of how many times we have heard "But I can buy
it from so and so for a lot less. Why would I pay you
more?". It is not easy to properly build a Cummins Celect™
injector and the article from Cummins makes this clear. We
would like to respond with this
article: How Not to Build a Cummins Celect™ Injector.
By the way ... many of those customers looking for a better
price came back after being directed here!
How Not to Build a Cummins Celect™
Use the nozzle over and then ignore the
fuel flow: The holes
in a nozzle erode over time, and the seat needle tip area is
subject to some extremely high stresses and temperature.
While a remanufactured nozzle may have good chatter
characteristics, it may not have the correct fuel flow
and/or it may have excessive needle valve lift. Nozzle fuel flows are one of the
most critical parts of a Celect injector. We
all nozzles to insure that fuel flows under pressure are correct prior to assembly
into an injector. If a re-manufactured nozzle flows outside of
specification due to
hole erosion and/or excessive needle valve lift we send it
to the scrap, and replace it with a new one.
Assume that the nozzle that was in the injector is
correct: It seems most Celect injector rebuilders
assume that no one ever makes a mistake! The nozzle
that came out of the injector must be the correct one, and
the same nozzle or a
replacement nozzle of the same part number will be correct.
We have lost count of how many mismatched nozzles we have
seen in Celect injectors. We check each
and every nozzle, and a nozzle is NEVER simply used over.
We have 100% nozzle replacement with remanufactured or new.
If the pressure spring is not broken, use it over:
The nozzle pressure spring is one of the most common failure
areas in the Celect injector. This is also a very
complex spring since it is very small and operates in an
extreme environment. We replace 100% of these springs
Excessively worn spring cages can be machined down to
remove the wear areas: Worn nozzle spring cages create
excessive needle valve lift. Excessive needle valve
lift results in high fuel flows at lower engine speeds.
If a nozzle spring cage is not perfectly flat and within
.0005" of the proper height it will cause problems.
We would rather be safe than sorry, and we replace any of
these outside of these specifications with a new one!
Currently we replace over 80% with new! We have seen many Recon™
injectors "out of the box" with what we feel are worn
out spring cages!
A worn spring guide can be reused as long as the opening
pressure is ok: This innocent looking part is the
cause of many nozzle related failures. We replace
nozzle spring guide with a new one!.
Opening pressure is not critical, and plus or minus 300
PSI is ok: Although nozzle opening pressure may not be
critical at higher engine speeds, it does have an effect on
idle quality, starting ability as well as engine performance
during the initial warm-up. We set all nozzle opening
pressures at plus/minus 150 PSI. This takes a
little more time, but it helps to produce a better and more
Ceramic check balls do not wear, and can be used over or
replaced with a steel check ball: This injector
contains a ceramic check ball for a reason. The
ceramic check balls are more reliable than steel ones, and
since they are considerably lighter they also react to
pressure changes faster. There are a lot of things
going on at the same time in this injector, and time and/or
check valve leakage can be critical in the operation of the
injector. We test all check balls as well as the check
ball seat for leakage prior to assembly.
There is no need to disassemble the check valve cage, as
there is nothing that can go wrong with it: The valve
in this cage needs to seal for every single injection.
We test both the valve and the valve seat prior to assembly.
Any cages that leak are replaced with remanufactured ones.
The metering barrel and plunger can always be used over:
We have seen very few aftermarket injectors that have had the
plunger and/or the barrel and plunger assembly replaced.
This assembly is very critical to the injector fuel flows,
and the resulting fuel economy of the engine. We have
seen many creative attempts to salvage this part including
replacing ceramic plungers with steel ones.
Cummins uses a ceramic plunger for good reason, and for
injector applications that require then (this means almost
every injector) we
replace these with an assembly that includes a ceramic
Ceramic plungers do not wear out, and will always be ok
to use over: Not so. Although wear on a ceramic
plunger is minimal, the barrel and especially the charge
ports are still subject to cavitations and erosion. As
noted above, this will affect the fuel flows and the
ultimate life of the injector. We find that most
ceramic plunger injectors have worn out barrels and we then
replace the entire plunger/barrel assembly with a new one!
OE style installation o-rings are too expensive and not
really required. A standard Viton o-ring is just as
good: The Celect injector is subject to
some extreme temperatures when installed in the engine.
Why some rebuilders choose to save fifty cents by using
standard o-rings is beyond us, but this is something we see
on a regular basis. We use OEM or equivalent seals for
the entire injector.
Since the control valve assembly is very difficult to
use it over as long as it does not leak more than a little:
We could write a book about this control valve. It is
possibly the most critical part of the injector, and also
the most difficult part to repair/remanufacture properly.
We have a zero tolerance for leaky control valves,
and each one is remanufactured back to original dimensions.
We have seen more injector failures due to
this control valve than any other part in the injector.
The remanufactured injector is only ever going to be as good
as the quality and effort put into the control valve!
Most wiring harnesses can be used over: Bad
connections, bare wires, broken caps are some of the things
we see on a regular basis. If we cannot restore a
harness to "like new" condition, we replace it with a
new one! Nothing is more frustrating than a
failure caused by bad connections, and they can be very
difficult to diagnose.
The upper pumping plunger never wears and can always be
used over: Failures in this area are few, but when
fuel contamination has been an issue, then failures in this
area are not that
un-common. We test all body/plunger assemblies and
replace any that leak with
Body plugs do not have to be replaced: The body
plugs are a common source of 'fuel in oil' complaints.
It is a minor detail, but we replace all body plugs and
gaskets with new.
Yes, we agree with the OEM that this is a very difficult
injector to repair properly, but with disagree with their claim
that only they can do it! We know that we can produce an
injector with the same quality as theirs, at a price that is
competitive and fair!
Complete Duramax application information is located
Dodge / Cummins 5.9 application information is located
We have the parts and
equipment to service dual spring injectors such as used by VW TDI
and Landrover. Most TDI injectors are available from
High performance TDI injectors available. Click
here for details!
here to see why setting both springs on these injectors is
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We have available from stock most VP44 electronic pumps for Dodge & Cummins
See our online catalog for
Custom designed add on filter kits for both Dodge and Duramax applications. The factory filters on these
applications are lacking at best, and this is both the best and
easiest way to avoid costly injection system repairs.
See our online catalog for
When it comes to fuel additives, we stock only a single
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