I mentioned this briefly in another thread about the Van Aaken performance module, but I thought it might merit a bit more explanation.

http://www.eis-diesel.com/ (Electronic Injection Services) had an article discussing failures in injectors that were directly caused by increasing the fuel pressures "beyond the 20-30% latitude of most stock engines." They show an injector that apparently is representative of a number of Cummins CRD failures, where the increase in pressure has caused "hairline cracking and erosion problems" in the injector nozzle and nozzle tip. Once the injector has this problem, there is no repair for it...you've got to replace it. Anyway, as I mentioned in the other thread, I'd much rather play with the pulse width rather than the pressure. There are some advantages to increasing the pressure, but what with flocking of biofuels above 30kPSI and this type of injector failure, I'd rather just increase the pulse width.

Just FYI...

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George Reiswig
2005 Jeep Liberty CRD
Suncoast, SEGR, lift, InMotion tune, homebrew B100
At 138k, new head & gasket, timing belt, rockers and swearing vocabulary

Just an FYI on the injector failures.

While I'm not a fan of increasing pressure in the fuel rail, the Dodge Cummins common rail engines have had their fair share of injector failures that are not related to tuning boxes. Dodge has tried to blame them on excessive idling and fuel boxes, but those excuses don't fly with those of us that have had repeated injector failures with stock engines that don't see high idle times.

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2005 Liberty Limited CRD

Dodge also neglects the fact that there's poor quality fuel (more so in certain areas than others) and also ignores the fact that multiple injection events has little, if anything, to do with injector failures.
In the 305/555 Cummins Turbo Diesels, there's two injection events....in the 325/610 Cummins Turbo Diesels, there's three injection events.
Luckily, my 2003 RAM 2500 CTD w/305-555 has had no injector problems and I'm approaching 36k miles. I installed the EDGE EZ (pressure box) at 6k miles and ran it on #4 until I purchased the EDGE Juice w/Attitude in September of last year. Great products and no problems to date.
Greg

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2015 Jeep Grand Cherokee Limited 3.6L and A8
*SOLD*2005 Jeep Liberty Limited 4x4 CRD, Bright Silver Metallic, Dk/Lt Slate Gray Leather w/bun warmers, 5 spd auto, 22G pkg, Trailer Tow, 3.73 Rear Axle w/Trac-Lok Differential, P235/70R16 Firestone Destination LE's, Power Sunroof, Selec-Trac 4WD, Infinity 6-Disc In-Dash, Magnaflow #15870 System.

Interesting, Reggie,

Do you know what the nature of the failures is on the stock injectors?

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George Reiswig
2005 Jeep Liberty CRD
Suncoast, SEGR, lift, InMotion tune, homebrew B100
At 138k, new head & gasket, timing belt, rockers and swearing vocabulary

I never got back a failure analysis on mine because they were replaced by Dodge. The first one failed at 11k and the truck never idled excessively and I did work the truck. I had 30K on it by the time it was six months old and over half of that was towing a 10k trailer. The motor was bone stock as well. I always used Stanadyne fuel additives and jueled up at the same place as my Jetta when I was in town. While traveling I hit the truck stops so I don't know the quality of the fuel. I also changed the fuel filter at 10k instead of the recommended 15k because it was a pretty simple operation. I also used Fleetgaurd filters which are made by Cummins. Reading the CTD boards, I wasn't like this is an isolated incident. I think the newer Duramax also uses the same Bosch injectors and they are also having similar issues.

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2005 Liberty Limited CRD

A study performed a couple of years ago on modern, high pressure common rail diesel systems, found that small particle debris in diesel fuel was causing greatly accelerated injector and pump wear, far beyond that experienced with 3000 psi systems of previous generation designs.

Pressures of 24,000 to 30,000 psi were found to be detrimental to injector life if particles in the 5 to 7 micron size were present. At one time, Cummins used 25 micron filters. I wonder how many injectors went south because of this. Another possible reason may be the fuel in the tank. Look online at diesel sites and see how many dump WVO, filtered or SVO right into their diesel tanks, some in small amounts, just to save on fuel costs. High viscosity, far out of design range, certainly isn't going to help injector life. And then there is the problem of water in these high pressure systems...

If the CRD didn't already have a 3 micron fuel filter, I'd be adding a CAT 2 micron filter that the TDI'ers use.

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2005 LTD CRD RB1 NAV/Htd Leather seats/Amsoil EA filters
SunCoast Mega Trans & Billet TC/PML pan/Aux cooler
Fuel cooler/Lift Pump/10um Pri/Racor R490 2um Sec Fuel Filters
IronMan Lift/Shocks/Provent/Moog ball joints/ V6 Airbox/Fan/Hayden
Cobalt Boost/EGT/Oil/Trans/Volt gauges/Aeroturbine 2525
Yeti Hot Tune/Odessey 65/Samco's/Michelin Defenders

I added one of the Permacool fuel filter/water separator kits from JC Whitney. I put it in line ahead of the DC fuel filter. It's rated for 2 micron vice the 3 micron for the factory filter.

That might seem backwards, except for 2 factors - One, the factory filter is a PITA to change, whereas i can change out the Permacool in less than 5 minutes. Two, the factory filter costs $38, the Permacool costs $18. Guess which one I'd rather have clog up first?

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Mitchell Oates
'87 MB 300D Diamond Blue Metallic
'87 MB 300D - R.I.P. 12/08
'05 Sport CRD Stone White
Provent CCV Filter/AT2525 Muffler
Stanadyne 30 u/Cat 2 u Fuel Filters
Fumoto Drain/Fleetguard LF3487 Oil filter
V6 Airbox/Amsoil EAA Air Filter
Suncoast TC/Shift Kit/Aux Cooler
Kennedy Lift Pump/Return Fuel Cooler

Just sold an 03 3500 CTD with 55000 miles on it. Only problem I had was a leaking output tailshaft, other than that, no problems. I never did chip my truck but I did change the fuel filter with each oil change. Cheap insurance I figured, since we do have such crap diesel scattered around. Informed the buyer that the only box I was contemplating was the Van Acken box or the TST. I felt as though I'd get into trouble with the TST. Told him to stay away from boxes that raise the pressure in the common rail. Quick question for the board though. How much power do ya think the tranny behind the CRD can handle? A box that has stock/power1/power2 settings would be nice, VA makes one like that for the Cummins(3.2 box if I'm right). Ours is not doing any of the shuddering so I'm hoping we got a good one. Next up is to figure how to make the EGR valve last longer, 2 in 14000 miles.