The key ingredient to maximizing the peak performance of a diesel engine is increasing the amount of diesel being burned. On old mechanical-injection engines, the only way to do this was to modify the injectors and/or the injection pump 8n7005. The new electronic-injection systems have several ways to increase the fuel going into the cylinders, but ultimately, peak power production still comes down to the mechanical limitations of the injection components that build fuel pressure and inject the diesel into the combustion chambers.

The fuel system on most diesel engines is composed of three main parts: the injector, the injection pump, and in some cases, the engine control unit. In most diesel engines, fuel injectors are mounted in the engine’s cylinder head, and the tip or nozzle of the injector sprays directly into the combustion chamber. In many cases, the injector is mounted just like a spark plug would be in a gas engine. But unlike fuel-injected gas engines that inject fuel at 10-60 psi, diesel fuel-injection systems run in the 10,000-30,000-psi range.

In engines with multi-point injection, the injectors inject fuel into individual intake tubes, directly in front of the engine intake valves. The injection valve, or nozzle valve, is held against the valve seat by a helical compression spring. A moveable plunger is rigidly attached to the nozzle, and supported in a guide in the lower section of the injector body. The plunger is acted on by a solenoid winding, wound onto the injector body. Each end connects to a terminal. The control unit completes the injector electrical circuit.

It provides pulses of a set duration, so that the injector valve opens and closes, or pulses, very quickly. Electrical pulses pass through the injector winding, and set up a magnetic field that draws the plunger and delivery valve away from the nozzle seat. Fuel held under pressure in the fuel rail can now pass through the filter, and the center of the injector, and enter the inlet port.