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Injectors and Fuel Lines - Overview Page 1 of 4

006-999 Injectors and Fuel Lines - Overview

General Information

WARNING
Fuel is flammable. Keep all
cigarettes, flames, pilot
lights, arcing equipment, and
switches out of the work area
and areas sharing ventilation
to reduce the possibility of
severe personal injury or
death when working on the
fuel system.

High-pressure common rail fuel


systems use solenoid-actuated
injectors. High-pressure fuel
flows into the side of the
injector. When the solenoid is
activated, an internal needle
lifts and fuel is injected. The
clearances in the nozzle bore
are extremely small and any dirt
or contaminants will cause the
injector to stick. This is why it is
important to clean around all
fuel connections before
servicing the fuel system. Also,
cap or cover any open fuel
connections before a fuel
system repair is performed.

CAUTION

To reduce the possibility of

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engine damage, always use


the proper torque on the
high-pressure line nuts.

High-pressure fuel is supplied


to the injector from the fuel rail
by an injector supply line and a
fuel connector. The fuel
connector pushes against the
injector body when the fuel
connector nut is tightened. The
injector supply line is then
connected to the fuel connector.

The torque on this fuel


connector and the injector
supply lines is critical. If the nut
or line is undertightened, the
surfaces will not seal and a
high-pressure fuel leak will
result. If the nut is
overtightened, the connector
and injector will deform and
cause a high-pressure fuel leak.
This leak will be inside the head
and will not be visible. The
result will be a fault code, low
power, or no-start.

The fuel connector contains an


edge filter that breaks up small
contaminants that enter the fuel
system. The edge filter uses the
pulsating high pressure to break
up any particles so that they are
small enough to pass through
the injector.

NOTE: The edge filters are


not a substitute for cleaning
and covering all fuel system
connections during repair.
Edge filters are not a
substitute for maintaining the
recommended engine
mounted fuel filter.

All injectors feed into a common


return circuit contained within

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the cylinder head. Any excess


fuel is returned to the tank via
this drilling in the cylinder head
and return line attached to the
rear of the cylinder head. A
back-pressure valve is located
on the back of the cylinder head
where the drain line attaches.
The fuel drain lines may have
either a quick-disconnect fitting
or a banjo fitting at ends of the
fuel drain lines.

Each of the fuel drain lines


combine together at the fuel
return manifold. Some marine
applications contain a fuel
cooler within the sea water
cooling circuit used to cool fuel
before returning to the fuel tank.
This fuel cooler is located
between the fuel return
manifold and the connection to
the OEM fuel drain line.

Some engines are equipped


with an electric fuel heater
mounted between the fuel filter
head and a spin-on canister.
This fuel heater is actuated by
either an internal sensor within
the fuel filter heater, or by the
electronic control module
(ECM).

The electronic control module


(ECM) controls the fueling and
timing of the engine by
actuating the solenoids on the
injector. An electronic pulse is
sent to the solenoids to lift the
needle and start the injection
event. By electronically
controlling the injectors, there is
a more precise and accurate
control of fueling quantity and
timing. Also, multiple injection
events can be achieved by
electronically controlling the
injectors.

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Injectors and Fuel Lines - Overview Page 4 of 4

WARNING
The fuel pump, high-
pressure fuel lines, and fuel
rail contain very high-
pressure fuel. Do not loosen
any fittings while the engine
is running. Personal injury
and property damage can
result. Wait at least 10
minutes after shutting down
the engine before loosening
any fittings in the high-
pressure fuel system to
allow pressure to decrease
to a lower level.

CAUTION

Never exceed the maximum


capacity of the gauge or
flowmeter. Exceeding the
maximum capacity will
cause the gauge to read
incorrectly. If the maximum
is exceeded, check the
gauge against a reference
gauge.

Last Modified: 07-Mar-2013

Copyright © 2000-2010 Cummins Inc. All rights reserved.

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