REPAIRGUIDEFOR

DENSOCOMMONRAILINJECTORREPAIR

DISCLAIMER
THEFOLLOWINGDOCUMENTISBASEDONTHE
RESULTSANDEXPERIENCEGAINEDFROMSTRIPPING,
REBUILDINGANDTESTINGNEWGENUINEDENSO
INJECTORSUSINGHARTRIDGEALLMAKESTEST
EQUIPMENT.
THEINFORMATIONCONTAINEDWITHINISNOT
INTENDEDFORUSEASASUBSTITUTETOTHEGENUINE
DENSOREPAIRPROGRAM.ITSCONTENTISFOR
INFORMATIONPURPOSESONLYANDISTOBEUSEDAS
AGUIDEANDINTRODUCTIONTODENSOCOMMON
RAILINJECTORREPAIR.
DIESELDISTRIBUTORSAUSTRALIAPTYLIMITEDAND
DIESELDISTRIBUTORSLIMITEDINNEWZEALAND
ACCEPTSNORESPONSIBILTYFORANYDAMAGEOR
INJURYTHATMAYOCCURFROMTHEUNAUTHORISED
REPAIR/ADJUSTMENTOFDENSOCRINJECTORS.

Introduction
TechnicalandrepairinformationsurroundingDensoCommonRailinjectorsoutsideofthe
Densonetworkislimitedandscarce,yettheiruseandpresencewithintheAustralasian
dieselmarketiswidespread.
Thefollowingdocumentaimstoprovideaguidetousingthetoolingandshimkitstogether
withgenuineandnongenuineparts,tostrip,rebuildandtestDensoG2typecommonrail
injectors.Theinformationhereinhasbeengainedfromthedismantling,rebuildand
consequentflowandresponsetestingofnewDensoCRinjectorsusingtheHartridgeCriPC
andIFT70allmakesprogramme.Alterationstotheshimadjustmentofindividualinjectors
weremadeandtheresultsrecorded.Theseresultshavebeenusedtodeterminewhat
effectsanychangestotheshimadjustmenthaveontheoverallperformanceoftheinjector.
Correctioncodes(QRcodes)cannotbewrittenandproducedforanyDensoinjectorusing
thisinformation.TheproductionandcreationofQRcodesrequirescomplexsoftwareand
intricateflowtestingusinggenuineDenso/Hartridgeauthorisedequipment.DensoCR
injectorrepairinvolvesstringentcleanroompracticesandverytightqualitycontrolonbuild
tolerances.PleasetakethisintoconsiderationwhenattemptinganydismantlingofDenso
CRinjectors.
Hopefullythisguidewillprovideaninsightintowhatcanbeachievedwithtoolingavailable
outsideoftheDensoofficialrepairprogramme.Considerationshouldbegiventothe
importanceofcorrectioncodeswhenundertakinganyadjustmentorunofficialrepairof
ANYcommonrailinjectorthatusesacorrectioncode.

ComponentOverviewandIdentification:
ThephotobelowshowsanexplodedstrippedDensoG2injectorandlabelledcomponents:

Solenoid

CalibrationShim
SolenoidSpringShim
SolenoidSpring
SolenoidValve
HalfBallValve
ValveSeatRetainingNut
ValveSeat
NOPShim
NOPSpring
PressureSpindle

CommandPiston
Nozzle

Dismantling
Thefollowingdismantling,rebuildandtestinstructionsarebasedontheuseoftheCR
injectorkit(partnumber850901)andShimKits(850276,850296,850301)availableto
purchasefromDieselDistributors,togetherwithgenuineandnongenuinerepairparts.

STEP1SolenoidRemoval

Figure1

Figure2

Figure3

Mounttheinjectoruprightintheviceusingthecorrectholdingjaws,dependinguponthe
bodytypeandusingthe27mmcrowsfootgentlyloosenthesolenoid(fig1).Onceloose
continuetoloosenbyhandandCAREFULLYandGENTLYremovethesolenoid,takingcare
nottodropthesolenoidvalvespringortensioningshim(Fig2).
Removethefuelcalibrationshimthatwilleitherstillbesatontheinjectororsatupinside
thesolenoidbody(Fig2).
Thesolenoidvalvecanthenberemovedusinglongnosepliers.TAKECARENOTTODROP
THEHALFBALLVALVE(Fig3).Thisissituatedintheendofthesolenoidvalve.Itissmall
andveryeasilylost!!(ReplacementvalvesandhalfballvalvesareavailablethroughDiesel
Distributors).

STEP2ValveSeatRemoval

Figure4

Figure5

Figure6

InserttheThreeProngedValveSeatSocketintotheguide(Fig4),ensuringthatthe3prongs
arelocatedinthe3holesinthevalveseatretainingscrewandthenscrewtheguideover
thesocket.Tightentheguideallthewaydownbyhanduntilitisfelttobottomout,then
unscrewbyapproximately1/8thofaturn(Fig5).Weneedtoensurethattheinner3
prongedsocketwillturn,whilstmaintainingmaximumsupportfromtheguide,minimising
theriskofthesockettilting.
WARNINGThisnutisusuallyverytight!.Useasuitablebreakerbaranda14mmsocket
placedoverthehexonthe3prongedsockettoundothevalveseatretainingnut(Fig6).If
unsuccessful,useanelectricheatguntoapplyGENTLE,MODERATEheattothenut,then
usingthebrassdrift,strikethenutandretry.DONOTUSEABLOWTORCH!!Excessiveheat
willdamagetheinjector!

Figure7

Figure8

Figure9

Withthevalveseatremoved(Fig7),carefullyremovethe2locatingdowels(Fig8).Remove
theinjectorfromtheholdingjigandturnupwards,whilstholdingyourhandovertheopen
endofthebody(Fig9).Thecommandpistonshouldslideout,oratleastbegintoprotrude
fromthebore.Withdrawthepistonfromthebody.Ifthereisnomovementofthe
commandpistonatthispoint,itmaysignifythatitisseizedortight.Ifthisisthecase,then
itcanbeleftinsitutoberemovedafterthenozzleendhasbeendismantled.

STEP3CapnutRemoval
Remounttheinjectorintheholdingjigwiththenozzleassemblypointingupwards.

Figure10

Figure11

Figure12

Aswiththevalveseatretainingnut,thenozzleretainingnutcanalsobenotoriouslytight.
Onemethodthatcanbeusedtoremovethenutmoreeasilyandminimisetheriskof
damagetothebodythreadandlocatingdowelsinvolvestheuseofapipecuttertoscore
thecapandfreethethreadpriortoremoval.Itiscommonpracticetorenewthecapnut
onCRinjectorsanyway,sothecapnutwillhavetobediscardedandanewone(available
fromDieselDistributors)willbefittedonrebuild.
Toremovethecapnut,scorealinenodeeperthan0.5mmapproximately15mmfromthe
baseofthenut(oppositetonozzleside)aroundthecapnut(Fig10).Then,usingagood
15mmsinglehexsocket,undothenut.Thereisa15mmcrowsfootsuppliedinthekit,but
thisisbestreservedfortightening,ifusinganinjectoraligningjig.
Oncetheinjectorcapnuthasbeenremoved,thenozzlecanberemovedalongwiththe
locatingdowels(Fig11).Finally,removetheinjectorbodyfromthejigandcarefullyturn
over,whilstholdingtheneedlespringandremovethespringandspringtensioningshim
(Fig12).
Ifthecommandpistonwasnotremovedearlierduetobeingtightorseized,thenitcannow
begentlytappedoutfromoneend.USUALLY,IFTHECOMMANDPISTONREQUIRESFORCE
TOBEREMOVED,THEINJECTORBODYANDPISTONCANBECONSIDEREDUNSERVICABLE
ANDNOTWORTHREPAIRING.

Inspection
Solenoidassembly

Figure13
Resistancechecksshouldbemadetothesolenoid.Thespecificresistancemeasuredwill
dependuponthetypeofinjectorandshouldbecomparedtoanewunit.Theresistance
recordedontheparticularG2injectorsthatwetestedwasapproximately0.50.7Ohms.
Obvioussignsofanydamagetotheoutercasingorsplits/cracksontheelectricalconnector
shouldbeobserved.Checkforerosion/corrosionoftheelectricalterminalsandensurethat
theinnersurfaceofthesolenoidiscleanandfreefromdentsetc(Fig13).
Ensurethatthesolenoidspringisingoodcondition.Itmaybeagoodideatocheckand
recordthelengthagainstanewone.

SolenoidValveandHalfBallValveassembly

Inspectball,seatandshank

Figure14
Checktheconditionofthesolenoidvalveassembly,payingparticularattentiontothehalf
ballvalvefaceandtheseatinsidethevalvestem.Theflatfaceofthehalfballvalveis
responsibleforsealingthecontrolchamber,soitmustbeingoodconditionwithnoerosion
orwear.Thesecomponentsarebestinspectedunderamicroscope.Checktheconicalseat
thattheballseatsoninsidethevalve,aswellasthevalvestemforanysignsofwear,
scratchesanderosion(Fig14).
Renewbothcomponentsifthereareanyabnormalitiesordoubtontheircondition(both
availablefromDieselDistributors).


ValveSeatandRetainingNut

Inspectallsurfacesforerosion&wear

Figure16
Inspectthevalveseatforerosionandwear(Fig16).Aswiththeballandvalveassembly,this
isprobablybestviewedunderamicroscopeorothermagnificationequipment.Ifthereare
anymarksacrosstheseatingareathatwouldsuggestasealingproblemrenewthevalve
seat(availablethroughDieselDistributors).
Inspectthesealingfaceoftheretainingnutforsignsoferosionandwear(Fig16).
DuetotheveryfinetolerancesinvolvedinCRinjectors,lappingofthesealingsurfacesof
thesecomponentsisnotrecommended.Anyattempttolapthesurfacesshouldbe
undertakenwiththeutmostcareandwiththeuseofVERYFINElappingpastes.

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CommandPiston&InjectorBody

Figure17
Checkthepistonforscoringandwearmarksalongwiththeinnerboreoftheinjector.If
thereisconsideredtobeexcessivescoringorwearoneithercomponent,thentheunitwill
morethanlikelybescrapped(Fig17).Thepistonshouldbeclean,freefromscoringand
movefreelyinsidetheinjectorborewithnosnaggingortightspots.

NozzleAssembly,PressureSpindleandSpring.
Guidelinesforinspectingthenozzleassemblycanbeconsideredthesameasforany
conventionalnozzle.Checkforexcessivewearorscoringontheneedleshankandseatand
renewthenozzleifnecessary.(GenuineandnongenuinenozzlesareavailablefromDiesel
Distributors,dependinguponapplicationandavailability).
Checkthespringforconditionandthespindleforexcessivewearonthespringseat.

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ReAssembly
Whenreassemblinganycommonrailcomponents,cleanpracticesshouldalwaysbe
observedandtheutmostprecautionshouldbetakentoavoidanycontaminationofthe
componentsbeforeandduringassembly.
WARNINGThetorquevaluesmentionedinthefollowingprocedureareaSUGGESTED
VALUEbaseduponourexperienceandNOTDensospecification.

STEP1.2ValveSeatAssembly

Figure18

Figure19

Figure20

Mounttheinjectorintheholdingjigandplacethe2locatingdowelsintotheirboresonthe
topfaceoftheinjector(thesedowelsarelargerinlengthanddiametertothenozzle
locatingdowels).Ensurethatthevalveseatisthecorrectwayroundbeforeinsertingitinto
theinjector.Theboreontheundersideofthevalveneedstobealignedwiththeborehole
ontheinjectorface(Fig18&19).
Usingthe3prongedsocket,insertandhandtightentheretainingnutintotheinjectorwith
thesealingfacetowardsthevalve.Screwtheguideoverthesocket,ensuringthatthesocket
canstillmove,butwithmaximumsupportfromtheguideandtightento7075NM(Fig20).

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STEP2.2Solenoid&SolenoidValveAssembly

Figure21

Figure22

Fitthehalfballvalveintothesolenoidvalvestemandensurethattheflatfaceofthehalf
ballvalveisvisibleandlevelwiththestem.DONOTINSERTTHEVALVESTEMINTOTHE
VALVESEATIFYOUCANSEETHESPHERICALPARTOFTHEHALFBALLVALVE(Fig22).IT
MUSTBETHEFLATSIDE(Fig21).

Figure23

Figure24

Figure25

Thehalfballvalveshouldstayinthevalvestemwhenturnedoverandinsertedonthevalve
seat.Oncethevalvestemisinpositionensureitisfreebyrotatingit(Fig23).
Placethefuelcalibrationshimontopoftheinjector(Fig24).
Next,insertthesolenoidspringshimandsolenoidspringintothesolenoidandcarefullyfit
thesolenoidontotheinjector,ensuringthatthespringseatsinthecentreofthevalveand
handtighten.Oncehandtight,tensionthesolenoidassemblyto1012NM(Fig25).
OVERTIGHTENINGOFTHESOLENOIDASSEMBLYCANHAVEANADVERSEAFFECTONTHE
OPERATIONOFTHEINJECTORANDMAYRESULTINDAMAGETOTHESOLENOID.

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STEP3.2NozzleandCapNutAssembly

Figure26

Figure27

Figure28

Repositiontheinjectorassemblyinthejigwiththesolenoidtowardsthebottom.
Insertthecommandpistonintotheinjectorbodywiththemainshankmachinedwith
groovestowardsthesolenoidend(Fig26).
Nextinsertthenozzleopeningpressureshimandthespringintothecentralinjectorbore
andtheninsertthepressurespindleontopofthespringwiththesmallerdiameterfacing
thenozzleneedle(Fig27.)
Insertthelocatingdowelsintothesealingfaceandplacetheinjectoroverthem.Placethe
(new)capnutoverthenozzleandscrewdownuntilhandtight(Fig28).
Ideallysomekindofinjectorclampingrigshouldbeusedtounsurealignmentofthenozzle,
ifyoucanfindsomethingormanufactureanythingsuitabletoholdthebody.The
arrangementpicturedbelow(Fig29)featurestheStanadyneInjectorAligningTool(Part#
29617).Aninjectoraligningtoolwasnotusedinthisexerciseandnooperationalproblems
wereexperienced,howeveritwouldbebettertouseoneifavailabletominimisetheriskof
misalignmentorbreakingthedowelpins.

Figure29

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Testing
AlltestingoftheDensoCRinjectorsusedtoobtaintheinformationgivenherewas
completedusingtheHartidgeCRIPCandtheIFT70.(bothavailablefromDiesel
Distributors)
WhentestingDensoCommonRailinjectorsthefollowingelementsshouldbeobservedto
evaluateanddeterminethefunctionalityandconditionoftheinjector:

1Nozzleopeningpressure
2InjectorResponseTime
3FuelDelivery
4Backleakage
5Backleakagetemperature

Eachoftheabovewillbediscussedinmoredetailinthefollowingguidewhichhopesto
provideanunderstandingofwhateffectalteringtheshimadjustmenthasontheinjectors
performance.

1. NozzleNeedleopeningpressure

Thiscanbesetbytheshimthatsitsbehindthenozzlespring.Thenozzleopening
pressuresettingonaG2injectorwillhaveaneffectonfueldeliveryandResponse
Time(seefurtherdowninsection2fordefinition)particularlyatlowerengine
speedsandrailpressures.Iftheopeningpressureissettoolow,theidledeliveryand
preinjectionwillincrease.Iftheopeningpressureissettoohightheidleandpre
injectionwilldecreaseandresponsetimewillincrease.Fuellingandresponsetimeat
mainfuellingsettingswillremainlargelyunaffected.

WecansettheopeningpressurewiththeuseofaHartridgeIFT70injectorfunction
testerthatcanactuatethesolenoidwhilsttheusercanobservethespraypattern
andcontroltherailorfeedpressure.Thisexercisecouldpossiblybeperformedwith
aconventionalinjectortesterandamultifunctionCRinjectortriggerboxsuchasthe
IFTC(availablefromDieselDistributors).

THISTESTSHOULDBECARRIEDOUTANDSET(IFNECESSARY)BEFOREANYFLOW
TESTINGOFTHEINJECTOR.

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Mounttheinjectorintothemachineandconnectthehighpressurepipeand
appropriateelectricalconnector.

Figure30

Figure31

Usingalargepulsewidthofaround2.5m/sandlowinjectionspeedofsay
100injectionsperminute(IPM)(Fig30).Setthefeed(railpressure)tozero
andgraduallyincreaseuntilthefuelcanbeseentoinject.Atthispointtake
noteofthepressureonthegaugeatwhichinjectionstartedtotakeplace.
(Fig31).
TheopeningpressureontheparticularDensoinjectortestedwas
approximately130140bar.Thisfiguremaydifferdependinguponinjector
partnumber.Itwillbeuptotheusertogainsomespecificationsfromnew
injectors.
Ifthepressureneedstobeadjusted,thentheopeningpressureshimwill
needtobechangedtoincreaseordecreasespringtensionaccordingly.Since
thenozzlecapnutwillnothavebeenputintoservicethelooseningandre
tensioningshouldnotcauseanyissuesandshouldbeabletobereusedafter
removal.
Acheckofthespraypatternandgeneraloperationoftheinjectorcanthen
beperformedwhilststillmountedontheIFT70aftertheopeningpressure
hasbeenchecked.Asageneralrulethereshouldbenomorethan3040%
backleakagedeliverycomparedwithfueldeliveryonfullloadsettings(e.g.
500bar1200PPM1.2m/spulsewidthwhenusingtheIFT70).
Iftheinjectorisfunctioningproperlywithbasicdelivery,backleakageand
spraypatternallsatisfactory,theinjectorcanbeflowedmoreaccuratelywith
theHartridgeCRIPCorAVM2withCRinjectorallmakescapableofchecking
fueldelivery,backleakageandresponsetimeathighpressures(1600bar+).

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2. ResponseTime

SimplyexplainedthisisthetimetakenfromwhentheECUsendsasignal(current)to
theinjectortowhentheactualinjectiontakesplace.

Itisanimportantfactorindeterminingtheconditionoftheinjector.Ingeneral
increasedresponsetimepointstowardsapoorlyfunctioninginjector.Onvehicleeffects
ofpoorresponsetimecanshowaswhitesmoke,roughrunning,idlingproblems,
detonation(knocking)andpoorperformance.

InjectorresponsetimeisanimportantfactorfortheECUtobeabletocompensate
drivepulseforrecalculatingfuelquantitiesforonvehiclelearningofQRcodes.

Responsetimecanbeaffectedbyopeningpressure,commandpistoncondition,nozzle
condition,solenoidvalveconditionandsolenoidefficiency.Anythingthatcaneffectively
slowdowntheoperationoftheinjectorwillresultinincreasedresponsetime.

Ifresponsetimecanbereadandseenthenaclearerpicturecanbegainedfromthe
injectortestonthegeneralconditionoftheinjector,asopposedtoonlyrelyingupon
measuringdeliveryandbackleakage.Itcanbeconsideredimportantinourdiagnosisof
injectorcondition.Itcanbeaffectedbychangingfuellingshimsandopeningpressure.

TypicalresponsetimesrecordedfortheDensoinjectorstestedwereintheregionof
430490sforhigherpulsewidthandpressuresettings(fullandmidloadscenario).
Responsetimewillgenerallyincreaseatidleandlowerpulsewidthsandpressures(idle,
partloadandpreinjection).Typicalidleresponsetimesmaybearound490560s.

Again,theabovefiguresarebaseduponthetestingofcertainDensoinjectorsandto
gainamorethoroughunderstandingofinjectorspecificresponsetimefigures,new
injectorswouldneedtobetestedandresultsrecorded.

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3. FuelDelivery
Aftertheopeningpressurehasbeensetandtheinjectorhasbeentestedforbasic
functionitcanthenbeproperlyflowedforamoreindepthtestontheHartridgeAVM2
PCwithinjectorallmakeskitortheHartridgeCRIPC.
Theinjectorneedstobegivenatestplanofsettingsfromwhichtheresultscanbe
recorded.Thesevaryingsettingsshouldputtheinjectorthroughdifferingtestsituations
thatwouldbestsimulatevariousengineconditions.Anexampleofthesetestconditions
hasbeenincludedbelowforreference:(Fig32).

Injector#
Pressure(bar)
Idle400
MidRange1000
FullLoad1600
StaticLeak1600
PreInjection600
MidRange800
Start950

TOYOTA236700L090BEFOREADJUSTMENT

Pulse
Delivery BackLeak
Response
Speed width(s) ml/st
ml/st
(s)
ReturnTempC
350
750
12.4
14.9
489
39
800
800
49.3
22.8
432
40
1500
1000
95.2
33.8
418
50
1000
0
0
0
0
52
1000
500
9
14.7
452
49
1200
800
39.9
19.6
446
51
150
1000
64.2
105.6
551
48

Figure31TestPlanExample
Onceasetoftestsorconditionshavebeendecidedupon,theycanthenbeusedasa
generictestplanforalmostallinjectors.Thetestplanisthenusedtorecordtheresults
fromnewinjectorsandusedforcomparisonagainstusedorrepairedunits.Adatabase
ofresultscanbebuiltupandtolerancescanevenbeformedbytestingmultiplenew
unitsandtakingaveragereadings,fromwhichtolerancebandscanbedecided.
Iftheflowresultsfromausedorrepairedinjectoraredeemedtobeoutofspecwhen
comparedtoatestresultfromanewinjectorthenthefueldeliverycanbealteredby
changingtheCalibrationShimwhichsitsinbetweenthesolenoidandtheinjectorbody.
CHANGINGTHISSHIMWILLHAVEANEFFECTONTHEOVERALLFUELDELIVERYOFTHE
INJECTOR.
ToINCREASEthefuellingaTHICKERshimmustbefitted
ToDECREASEthefuellingaSMALLERshimmustbefitted.

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0.1mmdifferenceinshimsizewillequatetoanapproximate7%changeinfuelling
acrossthewholerangeoftheinjector.However,theresponsetimewillalsochangeas
wehaveeffectivelychangedthetotaldistancethatthesolenoidvalvehastotravel.In
anefforttocounteracttheresultingresponsetimechange,thesolenoidspringshimcan
bechangedtotryandlimittheresultingdifferenceinresponsetime.Althougha
differenceinresponsetimeisseenwhenthesolenoidspringshimischanged,itis
minimalanddoesnotreturntotheoriginalresultsafteramaincalibrationshim
alteration.
Itwouldthereforebeprudenttomakeonlysmallalterationstothecalibrationsetting
whenconsideringanychangestothefuellingoftheinjector.
Changingthesolenoidspringshimwillalsoaffectfueldeliveryaswellasresponsetime,
aswearereducingorincreasingspringtensiononthesolenoidvalve,makingiteasieror
harderforthesolenoidtopullupthevalve.Again,considertheeffectstothefuelling
throughouttherangewhenattemptinganyshimadjustment.

4Backleakage&BackleakTemperature
TheamountofbackleakagefuelthataCRinjectorproducesisanindicatorofthe
internalsealingandconditionoftheinjector.Anyproblemswiththesealingofthe
solenoidvalveorthenozzleneedlewillshowupashighbackleakage.Usually,ifhigh
backleakageisexperienceditwillbeseenineverytestandcanindicatevalveseat
problems,solenoidvalveproblemsandnozzlesealingorwearissues.
Backleakagetemperatureisalsoworthmonitoring,asanyexcessiveleakageofhigh
pressurefuelwithintheinjectorwillcausethetemperatureofthebackleakagetorise.
Thisisbecausethehighpressurefuelcreatedintherailisalothighertemperaturethan
thelowerpressureofthebackleakage,thereforeanyexcessiveriseinbackleakedfuel
willshowupasahighbackleaktemperature.

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CorrectionCoding&Batching
CRinjectorcorrectioncodingisimportantandallowstheCRsystemasawholeto
compensateformechanicalandhydraulictoleranceswithintheinjector.Notwo
injectorswillnaturallyflowthesameandthevehicleECUcancompensateforthisby
alteringthepulsewidthtoindividualinjectorswhenthecorrectioncodegiventothe
injectorduringmanufactureisprogrammedintotheECU.
Wecannotproducethiscodewithconventionalallmakesequipment.Itrequiresa
considerableinvestmentandOEMbackingtodoso.
Onemethodoftryingtolimittheproblemofourinabilitytoproduceanindividual
correctioncodeistobatchinjectors.Thismethodinvolvesflowtestingandadjusting
thefueldeliveryoninjectorssothatthedifferencesbetweenthemareminimal.Sayfor
instancewehadaround30injectorsthatwererepairedandflowtested.Thebatching
conceptassumesthatoutofthose30injectorstherewouldbesetsthatwoulddisplay
similarflowandresponsecharacteristics.Theseinjectorscouldthenbefurtherfine
tunedwithminoradjustmenttomakethemassimilartoeachotheraspossible.
Setsof4or6injectorsarethensoldorfittedtogethertominimiseanymajordifferences
inflow.
Anotherconceptistobuildlengthydatabaseontheflowratesofdifferingnewinjectors
fromsamepartnumberfamilybyrecordingtheirflowandresponsecharacteristicsand
thecodeonthatparticularinjector.Overtimeadatabasecanbebuiltandanyfuture
injectorsthatdisplayedsimilarresultstoapreviouslyrecordedunitwouldbegiventhe
codefromthatsimilarflowingnewinjector.Thiswouldbealongandcomplicated
process,butnotimpossible.

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SUMMARY
Thereareparts,testequipmentandtoolingavailablethroughDieselDistributorsto
serviceandtestDensoCRinjectors.Thereisnoconcretesetofinstructionsortestdata
toproduceaperfectlyrepairedproduct.Thereishowever,anopeningtobeableto
offersomethingmorethanjustanewunitinbox.
Therepairconceptofferedhereistoenabletheusertheabilitytolearnasyougoand
baserepairsondataobtainedfromnewunits.
Hopefully,theinformationinthisdocumentisenoughtogetyoustarted.
Forfurtherinformationpleasecontact:
DieselDistributorsAustraliaPeterHunterpeterh@ddal.com.au
DieselDistributorsNewZealandKevinMorriskevin@dieseld.co.nz

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