![]() To ensure your engine lives a long, healthy life, its imperative to keep your injectors in tip-top shape. The third injection event is said to have a slight negative impact on fuel mileage, however with aftermarket tuning, the loss in mileage can be restored. In addition, the later 5.9 Cummins also featured a third, post-injection fuel event after the main spray, and the main purpose is to reduce harmful emissions. ![]() The later 04.5 to 07 Cummins 5.9s featured a five-hole nozzle, a narrower spray pattern, and to match that pattern, a different shaped piston bowl needed to be used. The pilot injection event is useful since it reduces noise and helps the main combustion event take place, and interestingly enough the addition of pilot injection is why common-rails are so much quieter than the mechanical engines which have only one injection event. The early 5.9 CR featured an 8-hole injector nozzle with a wide angle spray pattern, and there were two injection events per stroke: pilot (which injects a small amount of fuel to pre-heat the combustion chamber before ignition) and the main injection event, which is where the engine’s power comes from. While they share most of the same architecture, there are a few key differences which make certain parts not interchangeable, and most of those had to do with fuel delivery. The 5.9 common-rail is divided into two separate groupings: the earlier 2003-04 models and the later 2004.5 to 2007. As part of our “What Breaks When” series, this week we’re taking a closer look at the 2003 to 2007 5.9-liter Cummins. While the 5.9 Cummins is a very robust engine, it does have a few weaknesses that can leave the truck stranded, but nothing that will lead to a catastrophic failure or meltdown. 2016 - 2022 Canyon/Colorado 2.8L DuramaxĢ003 marked the first year of a new body style pickup for Dodge, and to go along with its new looks, a new engine could also be found under the hood, and the major difference between it and the earlier 5.9 liter Cummins engine (and its Achilles heel) was the addition of common-rail fuel injection.But what the high idle does is add a little load to the engine to help warm it up without requiring it to carry the weight of the truck. ![]() ![]() Just my preference, like I said each to their own. I've known several trucks that weren't warmed up and they are weak as can be. But I'm no engineer, just a guy with several cars with 250-350K miles on them, all with great compression and oil pressure. I'm always a little leery of information from someone that has everything to gain from selling more of something. I think it helps the rings seal and gets the combustion temps up. If I am going to idle with the EB on I will let the truck run for a few minutes at a fast idle, then turn the EB on. I also don't like using the exhaust brake on a cold motor, I am pretty sure it puts tons of soot into the oil (based on UOA). But I prefer to let it get warm with 90 minutes of block heater and drive off. Now thats generally what I do, but depending on what I am doing (taking the kids out, up and down the road at elk camp, etc) I will let it warm up first for some comfort. Let it get good oil pressure, run for 30 or so seconds if really cold and drive away is the best thing you can do for your motor. Cummins released a brochure that stated the engines should be driven sooner rather than later when cold.
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