1999 International 4900 with DT466E Oil Usage...help please

f311fr1 said:

Check your air drier and air tank drain for engine oil. My DT466E air compressor was pumping oil to the air drier and air tank. I have a thread further up in Trucks.

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At 1.5 gallons a day I would think the OP's truck would be a mess from the air dryer purge or would have some serious air system issues by now.

Just saying one more thing to check

I have checked the air system. Really no oil to speak of.

I have tried numerous times to have a mechanic come out and remove/reinstall injectors for me but they all have their long time customers and really dont care to work on the little mans equipment while they have steady work with the big guys. So, it looks like if I want it done it will be up to me.

Can anyone tell me the basic steps on removing and reinstalling the injectors on a 1999 DT466E? Or where I can find the information? I have looked on youtube, searched the web, and cannot find this information.

Thanks

I will post scans of the relevant pages from the shop manual when I get home later today.
You should not have a problem doing it your self.

Terry

mekanik said:

I will post scans of the relevant pages from the shop manual when I get home later today.
You should not have a problem doing it your self.

Terry

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Thank you!!

Here are some pages out of the shop manual.
First thing you need to do is you need to loosen the banjo fitting on the rear of the fuel/oil rail. Then remove #1 injector first and the fuel in the rail will drain all over the transmission. A couple spill towels would be a good idea.
Cleanliness is very important! Use lint free rags or paper towel.

Very Important! Once the engine is back together and ready to start. Unplug the cam position sensor on the front cover.
Crank the engine over three times for 15 seconds. This will allow the injectors to fill with fuel. If the injectors have no fuel in them the HEUI plunger can hit the injector nozzles with so much force they can be damaged and can come off causing serious engine damage.

























If you need any more info let me know and I will see what I can do.

Terry

Terry, thanks very much for this information. I have read over it and it doesn't seem that hard. I do have a few questions.

1. The oil/fuel rail that the banjo fitting is on is shown in figure 4.100 correct? Once I remove the doghouse from inside the cab the banjo fitting will be accessible there. I have pictures of this rail in earlier posts where I replaced the gasket.

2. Which injector is #1?

3. I have read elsewhere that I need to drain the oil so as to make sure I have no oil on top of pistons so engine will not lock up. Will draining the oil as you described accomplish this?

4. When I unplug the cam position sensor and turn the engine over to fill the injectors, is there anyway I can be sure the injectors are full?

Correct the banjo fitting is on the rear of the oil fuel rail.
The front injector is number one. Draining the oil out of the rail is a good idea.
You have to take the big plug out above the banjo fitting at the rear of the rail.
I have never been able to loosen one. Working on the can floor under the dash
If it came loose you could hurt your self.
I always plug the hole the injector came out of with paper towel or rags to absorb
the oil.
There is no way of knowing the injectors are full of fuel for sure. here should be a
schrader fitting on the rail near the front. Take the cap off and hold it open while
pumping the primer pump fuel should squirt out.

Terry

Thanks. One more decision I have to make is where to get injectors. There are shops nearby that rebuild these for about $150 each. I have found a few that order Alliant injectors but they are about $250-$275 each.

Better to buy the Alliant? I see good reviews on them. I also have spoken with people who have used the rebuilt injectors and some have had problems and most have not. Big money difference between the two.

What is the warranty on the Alliant injectors compared to the local rebuilds?
If you go with the rebuilds and have an injector fail and you can replace it
your self it's probably not a big deal.
I used to look after several late 90s DT466 engines I had a copy of Internationals diagnostic program
Fleet MD. Fleet MD would let you run an injector contribution test. I had one engine with lots
of hours on it was down on power and ran rough.
I ran the injector contribution test and 3 injectors were at 40% of what the other 3 were.
I replaced the 3 injectors and it ran like new again. It seems that as the injectors wear
and there output goes down. I would be concerned that the rebuilders may not catch this wear.
If it were my money I would go with the Alliant injectors.

Terry

Thanks Terry. Going to try to get injectors out today.

Finished the job yesterday. Installed Alliant injectors. The only thing different I found was the Alliant injectors came with copper washers on the bottom of injectors but had SS washers in a bag to install if engine serial number was in a certain range. The old injectors had copper washers. The cups were not copper. I had a mechanic come help with installing the injectors and he checked cups said to put the SS washers on the injectors and thats what we did.

I primed the fuel system with hand pump and then turned engine over 3 times for 15 seconds like you said, then hooked cam sensor up. I would turn engine over 10 seconds then prime the fuel. I did this probably five times and the engine started.

Will post back after I have driven truck enough to test oil usage.

Thanks to all that posted and especially mekanik (Terry) for posting the service manual pages and answering questions.

The costs for the Alliant injectors was $290 each.

Used truck for 3 hours today, hauling 4 loads and oil remained at the full mark. Thank God. And, the oil is still clear.

I hope this post helps someone else with this problem. Thanks again Terry and to all those that replied.