not to hijack the thread this is all cool info. BUT who makes the block in my 1989 4.0L.

 

Exactly so.

I believe that all diesels are "fuel injected" because oil won't atomize like gas.

BTW...I do remember that getting the mechanical FI in a '65 Corvette to work correctly was pure voodoo. I remember the routine: Adjust, drive, pull the plugs, adjust, drive, pull the plugs, adjust, drive, pull the plugs.

 

As for engine blocks...the foundry pours molten metal into the mold 24/7...cranking out blocks no matter who technically owns the company and the tools. One day the machines break down or the tooling develops a problem. They take the tool out of service and quit making blocks for a few days. While they are fixing it, they change the logo cast into the block. You scatch out AMC and carve in a Chrysler star. Nothing else changes...including the foundry where the tool lives.

In fact, it may not have been AMC or Chrysler that cast the block at all. They might not even have built the tools. It might have any of the tier one suppliers that make blocks. Most car parts these days are made by suppliers. All the OEMs really do is assemble the parts...and they'd like to quit doing that, too.

 

It was made for ChryCo. I don't know what foundry they used - I don't think the Brazilian one popped up in use until recently.

There's usually a foundry mark cast into the surface somewhere as well - it's either the name of the foundry (if short) or a "maker's mark" that can be run through a listing (similar to the small marks you see in the centre of screw heads.)

@CAEMI - the primary reason for fuel injection in a Diesel is really ignition timing - Diesel won't ignite with a spark. Hell, it won't light with a flare! (I'd put out flares once for a BMW that slid into an Alhambra truck on a rainy day. CHP came up and started picking up the flares that he thought were too close to the fuel. When he told me that I was putting flares near fuel, I told him "It's Diesel" and kicked a flare into the fuel. The flare burned, the fuel did not.)

Therefore, Diesel engines have the fuel actually injected into the cylinder when combustion is desired to occur. Since it's injected directly into the cylinder at or near peak compression, it's squirted in at a much higher pressure (gasoline FI runs 20-80psig or so. Diesel is usually in excess of 2,000psig.) This does provide for much finer atomisation and gets it farther into the cylinder (for more effective combustion) before it starts burning, but this is also to offset the much higher compression pressures in Diesel cylinders (gasoline SCR typically runs 7.5-12.0:1 in most production OHV/OHC engines. Diesels run more like 16.0-28.0:1!)

You get the idea.

 

5-90: Good explanation of diesel. BTW, there is a Bosch fuel pump on my 1965 Case 830 diesel tractor. It is highly respected in the tractor world because it never wears out. I remember being surprised the first time I saw the Bosch name on the pump. Even back then American companies sourced critical components from all over the world. Don't know why this surprised me but it did.

But your comments made me think about something I heard years ago - that diesel tractors make MORE horsepower as they age...but less torque...until they are worn to the point that overhaul is necessary. Not sure if this is true but sounds interesting.

 

yup, and diesels were out before gas engines, mid 1800ish (18780s), if i remember right, they were testing them

 

and bmw and ford used alot of the same injection parts. i know my 89 325i and the svo ford mustang from the 80s used the same air flow meter (same part number) and i swapped my 16lb injectors for ford 5.0l 19lbers.