Diesel Fuel Injector Basics

This is the best video I have ever watched on how diesel fuel injectors work. It covers hole and pintle type injectors that are actuated hydraulically by the high pressure fuel injection system. There are so many different injection systems in the industry it would take a lot of posting to cover them all.

The basics is all you really need to know to get the right idea on how diesel fuel injection systems function. Most Mechanics don't specialize in the fuel injection field primarily since it takes a ton of very expensive testing and calibration equipment to repair injectors and pumps.

 The main principle noted in this video is the injector is seated by a spring. When injection occurs the high pressure fuel is routed to the body gallery of the injector next in the firing order and overcomes spring pressure lifting the seated needle allowing high pressure fuel into the combustion chamber.

When the injection cycle ends the spring in the injector reseats the injector. The mechanic must troubleshoot modern diesel engines with software compared to years ago when you could crack a fuel line one at a time to find an engine miss on a mechanical fuel injection system.

With today's electronic diesel engines a laptop armed with software is the only way to find a problem. Watch the video and you'll get a much better idea through animation how diesel fuel injectors work.

Mechanics & Diesel Engine Technology DPF out of range high engine code

The days a Mechanic can get out his screwdriver and tweek a diesel engine are gone. Yes it's 2012 and times have changed. 2007 was a year I won't forget. Emissions on diesel engines were fully operational and ready to provide us with cleaner air. I totally agree with this mandate but new technology has created a lot of headaches for us old school Mechanics who just want to fix the problem and never have to fix the same problem again.

If an engine farts the wrong way an engine code pops up. The parameters are strung as tight as a piano string so a minimal buildup of soot or carbon within the exhaust system and you're in for a challenge. However if you have the laptop, software and experience it gets easier. That's the good news....the unfortunate part is you'll need deep pockets to keep your engine fine tuned and code free.

We just had our first run with one of our 2007 Mercedes MBE diesel engines that just ran out of warranty. All this new terminology I'm going to tell you about is focused around  the muffler. The code was "DPF out of range high". This means the temperature or pressure at the sensors were not in their acceptable ranges. They are located right at the DPF "diesel particulate filter" (muffler) and tell the computer that there is a blockage starting to accumulate in the dpf cartridge/filter.

The on-board computer monitors this system and carries out automatic regenerations as it sees fit. A regen heats up the exhaust system to high temperatures and cooks the particulates out of the exhaust system without contaminating the environment. This works great and will give you trouble free driving for quite a while, however over time the regeneration process needs to be forced using your laptop software with the Mercedes MBE 900 diesels.

This is easy to do and can be done every second oil change or when required according to how hard the engine is worked. The longer it runs at operating temperature the better, because of the constant heat there will be less build up of particulates.

So getting back to our problem we checked the software for the last time the cartridge was serviced and it had been done once. It was not replaced but cleaned out 2 years earlier. By the way when you service the cartridge you must enter the details into the engine software records. So we replaced the cartridge which can easily be done on the bus by removing 2 clamps. It comes with gaskets as well.

Once the codes were deleted and the bus was road tested it came back clean and we were elated that everything worked out OK. So now we know what to do with that particular code, check the wiring, make sure you're getting a 0-5 Volt signal to the sensors and service or replace the DPF the cartridge. Recommended cleaning or replacement  is 150,000 km. for this particular Mercedes diesel engine. If you've had some experience with this please leave a comment :)

Commercial Transport Mechanic In The Making

Every year we accept an applicant from the local college who has just completed a 10 month pre-apprenticeship class in the commercial transport program. Becoming a mechanic in this field takes a certain amount of enthusiasm and positive attitude.

Taking advice wisely and showing your humble side is an asset when just starting out. The mechanics in our shop are always willing to share their knowledge which is invaluable and will help recipients get a good base of knowledge possibly preventing mistakes down the road.

Experience is the best teacher in my mind and working with a great mentor will excel your knowledge ten fold. We gave Jason a thorough one month practicum filled with servicing, brake jobs, suspension and electrical repairs. He loved the hands on and commented that getting into the actual work was far better than sitting in the classroom. Not to take anything away from classroom learning but his comment is the general consensus with a lot of mechanics in the field who are in the trade to work and get greasy.

At the end of the month I was pleased with Jason's performance and he was happy with his experience in our shop. Interacting with experienced mechanics is a great way to get a feel for the commercial transport trade. Until next year I am looking forward to the next up and coming commercial transport mechanic who shows up at our door.

Mechanic Troubleshooting Tales & A Blast From The Past.

When I was a 2nd year apprentice Mechanic in the late 70s I left the mining world and got a job up north at a busy truck shop, the oil patch was booming and Mechanic jobs were easy to find (even for rookies like me). The shop rate was $27/HR and I was pulling in $10/HR. If there was one mechanical problem I resisted (no pun intended)  the most it was electrical faults.

I'll never forget a White Western Star that came in and it had positive ground, you had to reverse your train of thought when it came to thinking through the circuitry. Anyways, back then series parallel switches were very common (12 volts running voltage and 24 volts cranking voltage). You just had to remember how the wiring went back together while the customer was standing there looking at his watch.

Through all that experience up to now and hundreds of shorts, no starts and charging system problems I've come to one conclusion.

Keep it simple and don't over-think the problem. If wiring continuity is disturbed with resistance, short or open circuit you're going to have trouble.  

SIDEBAR: If you ever have one or more circuits either not working or operating sporadically with relays or solenoids clicking on and off, there is a very good chance you have the blue stuff (corrosion) making a home in the connector or inside a module. It's happened to our equipment many times. The environment will take down anything that exposes itself!

If you look at an electrical system and think too broad you'll lose yourself. Think of the fault and the circuit, nothing else. A human friendly wiring diagram is most essential!

Here is a perfect example of a wire that had rubbed through the insulation. Oxygen goes to work fast on this exposure. Luckily this problem was obvious to the human eye and not nestled inside a connector or module.  One other method we use is grab the wiring harness while the fault is active and shake the hell out of it. Sometimes this works to fish out a problem. A short might all of a sudden quit or an open circuit might reconnect while you're at a certain point at the harness or at a connection point.

As Mechanics we can learn and adapt as we go through our training and experiences. Get your hands dirty and you'll get more tuned into any kind of mechanical problem.

 Did you find this information useful?.....Please share this post.

Mechanic School Bus Pusher Model Overview

Mechanic Notes: working on school bus pushers.
The Bus Mechanic has a different approach compared to working on a pusher school bus since the drive  train is reversed at the back end. The controls are hard wired to a major junction box in the rear engine compartment. They have a single drive axle (1998 model pictured here) with a stubby driveshaft which eliminates a 30 foot driveline. That's one advantage to this design along with a very low noise level for the operator.

Since all the weight is on the rear axle another obvious advantage is the great traction and handling, especially in the winter. The multiple leaf spring pack provides a solid ride but without the hard knocks of a forward chassis model. Having one drive axle compared to a Class 8 tandem makes life easier when it comes to axle work. With just one axle the brake shoes are a special size at 8 5/8 inch wide with 16 1/2 inch brake drums.







The rear engine design has it's pros and cons. The front end is a real treat to work on as you can see here. however you  need to lay over the top of the engine for valve sets or head removal. The transverse fan is common in ER models which use a hydraulic drive fan motor but in this MVP Thomas pusher with a CAT 3126 the fan drive is belt driven.

As a Mechanic you will have new and exciting challenges in whatever piece of equipment you work on and in time you will always find easier ways to work around problems and get to know the symptoms / solutions as time goes on.

A Mechanic On Mechanics

My Mechanic's Thoughts On The Field Of Mechanics
I never thought that I'd be sitting here blogging about the mechanic's trade 35 years after getting into a Heavy Duty Mechanic Pre-Apprenticeship Course. Back then Heavy Duty Mechanics was an all around trade which involved all heavy equipment including class eight trucks, earth moving equipment and automotive vehicles.

Years later Commercial Transport serving the transport truck field came on board and HD Mechanics became an earth moving / Mining equipment trade. It was information overload back then with all this equipment combined into a 6 month course. No complaints,  it was a welcome handful of knowledge.

Realistically you wouldn't be able to hop around from a truck shop to a Mining site too easily because of the diversity in each industry. working on a P&H shovel is totally different compared to a Class 8 highway truck. I worked for Highland Valley Copper in Logan Lake for a few months (between jobs) and it was policy for new mechanics to start with the Shovel and Drill crew. I had copper mining experience during my apprenticeship but I felt like a newborn climbing up a drill mast on a graveyard shift.

The Mechanic trade is full of new experiences and I have stories I can tell, some are strange and quirky. For example:The GM diesel engine that ran backwards one day and the heat riser valve that trickled down to block the muffler causing grief and embarrassment (ate some hours on that one). But.....If you are human you WILL error.

I had a very nasty Journeyman during my second year apprenticeship and he had minimal time to teach me anything and thought apprentices were a waste of skin. Unfortunate but luckily he was the only low point of my career and until I became certified I had the pleasure of working with very honorable Journeyman.

I couldn't wait to become a Journeyman and teach others, it's rewarding to help others. You look at rich and powerful people who are avid philanthropists who state that giving back is the most satisfying gesture of all. It doesn't have to be cash or cars but sharing your knowledge is priceless.

 I still remember things I was taught that are still with me to this day so keep it in mind when someone asks you a question :)




Remember To Think Safety On The Job...Don't try this at home. These guys in the video below are testing out an air bag. After too many beers.....

School Transportation News

School Transportation News - Overview

In my opinion School Transportation News is the most up to date school transportation magazine that's available both online and offline. They publish 11 months out of the year and clearly have their finger on the pulse of the school bus transportation industry.

 



















They are a great source for what's happening in the industry along with trends that affect the safety and efficiency of school bus transportation throughout North America. School Transportation News is viewed by over 23,000 people working in the industry along with agencies from all levels of government and national associations.

STN is always looking for the latest news and stories related to school bus transportation to keep the magazine current. Below are some highlights that I recommend from their website.

They have a Resources Page with maintenance tips, repairs and specifications.

Hundreds of articles: My personal favorite the School Bus Bay section.

Also a social media section called STN SOCIAL where school bus mechanics and anyone interested can hang out, interact, ask questions and publish new found solutions to a problem.

 Since School Transportation News comes in a Digital Version you have online access to everything and anything school bus related. I recommend taking some time to check it out!

Cummins 5.9 Diesel Fuel in Oil

Replacing Injectors Cummins 5.9 Diesel Engine

Here is a question I received from one of my subscribers and since it's a common problem with the Cummins 5.9 diesel engines I wanted to post it and share it. This applies to the 2004.5 - 2007 year engines.

Question: I have been working on a cummins power generator engine Model 6 BT 5.9 G1 for some time now. The problem was with fuel leaking into the oil sump. I was gonna over haul the engine but prior to that i would like you to suggest the problems related to this. Can you please advice me on the common problems which will cause the fuel to leak into the engine sump.

Answer: Leaking injectors is the most common problem with a fuel collecting in the oil pan. If you're finding your oil level is rising this may be the problem. I usually put new fuel connecting tubes with new injectors (the Mechanic in the video calls them feed tubes). The feed tubes are indexed so you can't go wrong when lining them up with the injectors during installation. The Mechanic in the video explains in detail and makes this operation a snap.




This second video is from another Mechanic who demonstrates some important techniques when removing and installing Cummins 5.9 injectors. I love these videos because of the no frills production from technicians who have a good foothold and knowledge with this type of repair.  NOTE: Torquing everything demonstrated here to specs is extremely important.

 NOTE: Here's a  post with a link to a 15 page manual on tools required, procedures and torque specs compliments of a  Dodge Diesel Forum  member. Thanks Boys!

How Diesel Engine Turbochargers Work

How Diesel Engine Turbochargers Work

Mechanic Notes:  A diesel engine is 'dead in the water' without the turbocharger. High pressure atomized diesel injection needs maximum air intake boost to operate efficiently. You'll know when the turbo is not working up to speed, the smoke show out the tail pipe will be the obvious sign.

 Mechanic Checks for A Turbocharger Problem
If you suspect a turbocharger problem and the diesel engine you're working on is a mechanical model you can check the boost pressure which should be around 20 p.s.i.

Take the reading off of the intake manifold with the engine at full throttle and full load. Hook up a line and go for a road test and make sure you get a nice heavy pull on the engine. The next step is to remove the intake side of the turbo (easier than the exhaust side) and check the compressor wheel and shaft for any movement and wear or signs of engine oil in the piping.

The air induction system includes the air filter and piping which must not be overlooked. Simple steps include checking for a restriction in the air filter and visually checking out the piping for loose clamps and perforations. The first sign of a hole in the piping or a loose clamp will be a high pitched whistle, not to be confused with the characteristic whine that comes from a turbocharger under load.

 This is a common problem and can be checked by setting the park brake (set wheel chocks as an extra precaution), foot brake on, transmission in gear and throttling up the engine RPM enough to feel a load. You'll need assistance with this test so you can look and feel for leaks.

Electronically controlled diesel engines will most likely flash a trouble code on the dash which requires diagnosis with a laptop / software. The modern day Mechanic needs software and a laptop...if you don't have these tools you're going to go down fighting.

Here's an excellent video tutorial on how the turbocharger works. Check it out!

DT 466 Fuel Inlet Restriction Test

DT 466 Diesel Engine Fuel Inlet Restriction Test -  Robert Bosch MW / A injection pumps.

Another DT 466 engine diagnostic test procedure that you can carry out easily is a fuel inlet restriction test.  This will tell you if you have a restriction  between the fuel tank and the suction side of the pump.

The causes of a restriction may be a kinked or pinched fuel line or a blockage in the fuel suction line in the tank. The tools required is a tee fitting and a vacuum guage with a 0-15 In. Hg. between the outlet of the Primary fuel filter and the suction side of the injection pump transfer pump.

DT 466 Fuel Restriction Test Procedure

Run the engine at high idle no load and measure the restriction. If it exceeds 6 in. hg. there is an excessive restriction and it has to be located and repaired. most times the fuel line can be at fault or something foreign entered the fuel tank blocking fuel flow.

The mechanical DT 466 diesel engine may be long in the tooth now but for an owner / operator / Mechanic who is handy with a wrench these models are easy to work on.

If you're wondering what diesel engine I would recommend for P&D, farming, construction whatever....the International DT 466 is golden in my book.

The Turbo Encabulator

The Mechanical background behind the Turbo Encabulator: Rockwell International decided to get into the heavy duty automatic transmission business. They were getting ready to tape their first introductory video. As a warm up, the company rep who was acting as the presenter, began what has become a legend within the training industry. In fact, he should have won an academy award for his stellar performance rattling off the non-existent mechanic terms.

Now remember to keep in mind, this is strictly off the cuff, the turbo encabulator information has not been written down. Nothing he says is actually true. He had NO script! The mechanic lingo here doesn't make sense but sounds familiar. I use as a joke the terms 'filber flange' and 'grapple grommet' when explaining a problem to catch someone off guard.

This was simply meant as a rehearsal for the camera, lighting and stage crew to check their equipment. So it's all total meaningless drivel that he made up as he goes along, right off the top of his head. The Turbo Encabulator just might work out... :)

I found 2 different mechanic terms 'entabulator' and 'encabulator' since the latter was found more frequently online I stuck with that one. Not that it's crucial to be exact with the term :)

Note: Thanks to newsletter subscriber Tristan for sending me the video.

Mechanic Checks For Winter Operation

A Mechanic has to maintain vehicles accordingly depending on the conditions and adapt throughout the seasons which includes hot and cold weather. Since Winter is now upon us it's time to cover some preventive maintenance tips that experienced Mechanics are familiar with, but I want to share the basics with everybody.
Coolant Testing the coolant is of course very important and changing the coolant and thermostats should also be considered. Cummins promotes DCA (dry chemical additive) checks, to make sure the system is not overcharged or undercharged. DCA prevents liner pitting by reducing air bubbles forming in the cooling jackets. Changing the coolant (non lifetime brands) with the thermostats every 2-3 years isn't a bad idea since coolant eventually breaks down and the acidic build up that forms starts to eat up gaskets and castings.
Belts and Hoses who doesn't know the importance of these bad boys. They get the most abuse from constant tension, heat produced from driving the belts and hot/cold temperatures on the hoses. I always say "when in doubt change it out". Pulley bearings and belt tensioners need to be checked out and the cooling system should be pressure tested. School buses have 1 inch cooling lines throughout the bus interior and need to be observed for leaks and loose clamps.
Batteries batteries can either be load tested once a year preferably in the fall or changed when needed. Sometimes the latter happens at the most inconvenient time when it's cold, wind blowing ....a spare bus (in my case) needs to be fired up from a cold condition. So we generally do the yearly load test and go from there deciding what step to take next.
Block Heaters Most buses in our fleet have the conventional block heater system. Our plug-ins are timed in cycles to come on during certain ambient temperatures. We test them at every service to stay on top of  'no start' conditions in the cold. A couple dozen of our newer buses have diesel heaters that have timers so they come on a couple of hours before the run.
Tune Ups Mechanics know the advantage of keeping an engine tuned up. Easier starts less fuel burned is the main objective. Valve sets, fuel filters and air filters are all you can really do to a diesel engine especially with newer models. Checking for engine codes doesn't hurt, some codes do not light up on the dash and become inactive. Common sense helps in this area of maintenance and needs to be applied looking at everything that makes a highway vehicle function. The regular Mechanic or the 'Mechanic in you' can figure this stuff out.

Diesel Mechanic's Favorite Diesel Engine

This a rather boring video but just listen to that diesel engine purr! Sit back with your favorite beverage and enjoy... The Cummins C Diesel engine 250 HP running in one of our pusher school buses (early nineties model). This engine is one of my favorites in the fleet, one reason is it's mechanical fuel injection. For the Mechanic... much easier to work on compared to today's units.

I had one of the Mechanics from the Cummins dealership ask me if any of our buses with this engine model were coming due for auction, he was interested in picking one up because of the non-electronic fuel injection system. These are popular models mainly because of the basic mechanics involved when working on them. The Bosch fuel injection pump is straight forward and works off a mechanical linkage operated by an air throttle pedal. The fuel shutdown is controlled by relays and is a very basic hard wired electrical system.

I know I'm dating myself here but electronics just needs a wisp of condensation and you're going to end up with some trouble. The precise technology of today is amazing stuff and controlling operating systems with printed circuits can't be beat compared to older technology but I sure miss it. Let's just say for all of us modern Mechanics you've got to stay sharp!

The New Airless Tire From Michelin

This is a new radical design from Michelin (they call it the twheel ..not sure if that's the proper spelling). Mechanics beware, someday the tire machine will become extinct. these tires have a sheer band, deformable wheel and flexible spokes.The one downer about them is law enforcement spike strips will not stop them. Flat tires will be non-existent with this technology. The price? If they are guaranteed for life then I might shell out some serious cash for a set. Looking at the photo they appear to flex quite a bit so the ride should not be compromised although maybe a different feel on the road.

Here's a quick video from Michelin. They say it's going to be another 10 to 15 years away before we'll see it on the market. This would eventually take work away from the everyday mechanic but that's progress.

Prevost Coach Motor Home - Guided Tour

 My friend Tristan who is also a member of my newsletter was passing through town and invited me to come and have a look at his 1995 Prevost Coach. I took some snapshots so I could share them here and show everyone how much quality goes into these units. Marathon Coach Inc. is a bus conversion company that turns the Prevost into a high end motorhome. After taking the tour I was very impressed with the quality that goes into these rigs. His car is out of site being towed on a trailer. He mentioned that parking is limited with a bus this size so he has to plan ahead for each destination carefully plotting out an accessible route.

The hot and cold water system is all stainless and obviously plumbed  by a professional. It doesn't look like a 16 year old coach with absolutely no indication of any corrosion. The Marathon Coach factory must have very well trained employees and/or licensed tradesman working for them.

The Diesel Engine is a 500 Horespower Detroit Series 60. The air bag you see here at the fan drive pulley on the left adjusts the belt tension automatically. I'm thinking the fan drive is actuated only when needed saving horespower and wear. I've never seen this set up before which made it obvious that these bus manufacturers put a lot of thought into the design and installation of the components. Everything is very accessible and Mechanic friendly. 

This alternator puts out a maximum of 270 Amps. I didn't take enough notes and can't tell you the model of this unit (maybe a Delco?), but I can tell you that it's a workhorse and is oil lubricated for good reason. I can't imagine how much heat this alternator develops keeping up to the demands of the DC system. 

Have you ever seen wiring prettier than this? (CLICK PHOTO TO ENLARGE) It's open and laid out with easy access in front of the steering axle. The routing is nicely done and makes wire tracing a breeze. I could not find any signs of corrosion anywhere. The steering box below is easy to get to along with the transmission vehicle interface module. Usually you have to stand on your head to gain access to these components. Speaking of transmissions this rig has an Allison New World 4000 Series automatic transmission. We're talking heavy duty drive train and axles to support the big load of the Prevost. 

This is the rear electrical panel in the engine compartment similar to the front end panel. Troubleshooting is much easier with this kind of layout. The terminals are all easily accessible and the wiring schematics are attached to the access doors. I would be very surprised if there were any shorts or open circuits with this bus after looking at the wire routing and the quality of the circuit board installations.

Last but not least is the manuals that came with the bus. Tristan has them neatly stored in this cargo bay along with his tools next door. He's a licensed Mechanic and does all his own repairs saving a heap of money in the process. Without manuals a Mechanic is shooting in the dark especially with the variety of technical systems to be dealt with on this bus. 

International DT466 Diesel Engine Rebuild Cylinder Liner Seals

International DT466 Diesel Engine Rebuild Update
The next step after removing the head is pulling out the pistons. Once the rod caps are removed they can be pushed up through the cylinder liner and out. Light tapping with a wood drift works as well. The cylinder numbers will be stamped on the connecting rod caps. If there was a thick build up of carbon at the top of the liner, that needs to be removed for the piston rings to pass by easily.

The liners are going to be replaced anyways so you don't need to be gentle removing them. You need a liner puller for this job because of the o-ring seals that have been press fit against the engine block for many years, they require a good pull to jar them loose. (for those of you who have never used a liner puller) The 2 short feet rest on top of the block while the long arms hook onto the bottom edge of the liner. A socket and wrench is used on the top nut and the liner is easily wound out of the block.

Having removable liners for the DT 466 E Diesel Engines makes the in-frame a very cost effective process. We paid around 1500.00 for the "Works Kit" from the International dealer. That's a cheap rebuild! There is no engine removal and that saves a ton of  labor.

Once the liners are removed it's time to do the cleanup on the block deck and engine liner bores. While you're doing this keep an eye out for anything unusual like wear on the block surface or cracks in the casting etc. DT 466 Diesel Engines are bullet proof so the chances are slim to none there will be a problem.

Here's the bad liner or should I say the bad o-ring. We had a full crankcase of sludge, with a gravity feed from the block coolant supply. So the first thing to check if you are losing a lot of coolant is pull the dipstick and check for a sludge build up in the oil.

The new liners have been upgraded with only one o-ring compared to the original 2 seen here. This is the only disadvantage of  running wet liners but this type of failure is not overly common, especially with this engine having under 100,000 miles.

If you are a Mechanic you want to make sure to check on recent Technical Service Bulletins on these DT Diesel Engines . We found one that brought our attention to the new style liner seal and to use a vegetable oil to lubricate the seals. They also need to have retention hold downs after installation to keep them seated in the block.

Diesel EngineTurbochargers Need TLC

Cummins C Model Diesel Engine Turbocharger

The turbo on a diesel engine is an amazing piece of equipment that puts out thousands of rpms and gives us the boost we need to get into that perfect torque curve we need to power up a grade. You will know right away when the turbocharger is faulty. Without that charge air flowing into the intake the ratio between air and fuel will go south and heavy plumes of exhaust will pump out of your tail pipe getting some unexpected onlookers staring you down along with a huge loss of power.

This Holset Model pictured here comes with  a waste gate (the round housing top left). A boost line is connected to a diaphragm and when the pressure hits a pre-calibrated level the excess boost pressure is exhausted out at around 20 psi or higher. The compressor wheel seen here as well is driven by the exhaust turbine wheel on the opposite side, so it's a self driven unit.

This is pure genius and gives the engine the extra air intake volume to keep up with the fuel injection system. Both the compressor and turbine wheels should be checked periodically for wear on the shaft and if there is any scuffing on the turbo housing caused the blades making contact. You don't want one of these guys blowing up and debris getting into the intake.

Mechanic Education Includes On The Job Training

For the last month we had a student from Thompson Rivers University (just across the street from our location) complete a one month Practicum in our shop. His name was Dustin & he came in personally to ask if we would give him the chance to hang out with us to complete his course.


I immediately agreed to accept him into our workplace since it's nice to have the chance to mentor someone just starting out in this trade.

I have a personal connection to TRU since I started in the pre-app course there when it was called Cariboo College.

Dustin's course was called "Heavy Duty Mechanic & Commercial Transport Vehicle Mechanic Foundation Program" a 36 week course.

He emphasized his desire to get into Commercial Transport so I got him into the mix fast giving him hands-on experience with fabricating, brake jobs, electrical, automotive, servicing, vehicle inspections, trailers, hooking up / finding engine codes and he even experienced a service call.

I added up the experience in years of all the Mechanics working in our garage and it was approximately 135 years. This was a huge advantage for Dustin to learn and ask questions. The practicum is a great idea for anyone wanting to get into a trade and see what it's like to perform real work on equipment that operates on our streets and highways.

It was a pleasure to share experience and knowledge with someone like Dustin who was clearly interested in the Commercial Transport Mechanic trade.

Diesel & Gasoline Working Together?

The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine pictured has a thermal efficiency of 50% (the best in the world). There is new research going on in the University of Wisconsin, Madison that got 53% thermal efficiency out of a Cat Diesel Engine.

I just read the article about this new technology mixing gasoline and diesel into a diesel engine. This system increases the thermal efficiency by 20% but reduces the temperature in the combustion chamber by 40% creating less unburned fuel out the tail pipe.

The mix would be computer controlled and since there would be less energy loss through heat transfer, improved combustion would cause an increase in power with less emissions.

The computer age has allowed scientists and researchers to stretch the resources we have right now to the limit in a very efficient way. Without computer programming, monitoring, and adjusting operating parameters this new technical solution for decreasing vehicle emissions would not be possible.
I hope you found this Mechanic Information interesting...

Motor Coach Industries Free Webinar Training

For all you Motor Coach Mechanics Motor Coach Industries as you probably know as MCI is offering free motor coach training as Webinars. All you need is your computer and the proper application to get into the training.

In September they are offering hands on technical training:

SEPTEMBER 22-25 Technical Tune-Up
MCI NATIONAL TRAINING CENTER, Louisville, Kentucky

MCI Driver training Simulator

You can select from a variety of pre-designed training scenarios or customize a program to meet the needs of your business. The MCI Coach Driving Simulator is available for purchase or lease.

The MCI Coach Driving Simulator offers state-of-the-art features that include:

•A highly realistic and immersive training environment that creates the look and feel of an actual vehicle.
•Precision motion platform for a realistic driving experience.
•Steering with real-time feedback.
•State-of-the-art software that delivers sharp, crisp images.
•Special effects that simulate extreme conditions such as mountain driving, snow, heavy rain, fog, ice, and varying wind conditions.

MCI also offers driving guides, parts and maintenance manuals on CD.

I've never seen a company that offers so much support to technicians and drivers involved in this industry. I think it's great for Mechanics to have this resource online for easy access to better themselves in this field.

You don't have to be a Coach Mechanic to benefit from these sessions. I would definitely be taking full advantage of the free Webinars being offered by Motor Coach Industries.