Hard starts in cold weather are one common diesel complaint.
And a lot of times, it comes back to one thing:
Glow plugs not doing their job.
Glow plugs are responsible for heating the combustion chamber so the engine can start when it’s cold. If one or more fail, you’ll start seeing issues like long crank times, white smoke, or rough startup.
The good news is: testing them is straightforward if you follow the right process.
Resurfacing a cylinder head is a precision machining process used to restore a flat, uniform sealing surface between the cylinder head and engine block.
In diesel engines, this surface is critical.
👉 Even minor irregularities can lead to head gasket failure, compression loss, or coolant leaks.
If resurfacing is required, it must be done correctly – both in preparation and execution.
When it comes to diesel engine repairs, many costly failures can be traced back to common diesel engine myths that have been accepted as fact across the industry.
Most of these failures don’t start with a major breakdown—they start with a bad assumption.
Across the industry, there are a few beliefs that sound harmless, but in reality, they lead to higher costs, repeat failures, and unnecessary downtime.
If you’re already dealing with performance issues, you can shop diesel engine parts to find the right components built for your specific engine and application.
Let’s break down the three biggest diesel engine lies – and what actually happens when you believe them.
Lie #1: Aftermarket Parts Always Fail Faster
This is one of the most common – and most expensive – misconceptions.
Many assume OEM parts are the only reliable option. But in reality, the difference often comes down to branding and distribution – not how the part is actually made.
Most diesel components are produced by large, global manufacturers. OEM brands set specifications, but they don’t always manufacture the parts themselves.
High-quality aftermarket parts are often built:
By the same manufacturers
To the same – or higher – specifications
With improvements based on real-world failure data
The real difference is cost.
OEM parts typically move through multiple layers – manufacturer, brand, distributor, dealer – before reaching you. Each step adds markup and time.
That’s why many shops end up paying significantly more while waiting 10–15 days for parts that could be sourced faster and more cost-effectively elsewhere.
Why OEM Diesel Parts Cost More
OEM pricing reflects more than just the part – it reflects the entire supply chain behind it.
Manufacturer → OEM Brand → Distributor → Dealer → End User
Each Step Adds Cost, Handling, and Delay
Aftermarket suppliers often reduce these layers, allowing parts to move faster and at a lower cost without sacrificing quality.
What’s Really Driving OEM Part Pricing
To better understand why OEM diesel parts carry a higher price tag, this quick breakdown explains what’s happening behind the scenes:
Watch: What really drives the cost of OEM diesel parts.
This is why price alone doesn’t always reflect the true value of a part. In many cases, the higher cost is driven more by the supply chain than by differences in performance or reliability.
Lie #2: One Bad Injector Won’t Hurt Anything
This is where small problems turn into big repairs.
Modern diesel fuel systems operate under extremely high pressure and tight tolerances. When one injector fails, it doesn’t just affect that cylinder – it disrupts the entire system.
A faulty injector can:
Create Uneven Fuel Distribution
Disrupt Combustion
Wear Down Cylinder Walls
Remove Critical Lubrication
That leads to:
Piston Scoring
Increased Emissions
Accelerated Engine Wear
And it doesn’t take long. In many cases, what started as a single injector issue turns into a much larger internal engine problem.
This is one of the most dangerous assumptions in diesel repair.
Just because an engine runs doesn’t mean it’s healthy.
Minor issues – like low oil pressure, small leaks, or inconsistent performance – are often early warning signs. Ignoring them allows damage to build over time.
And that’s where costs explode.
What starts as a small repair can turn into:
Major Component Failure
Extended Downtime
Full Engine Replacement
In some cases, that can mean a $40,000+ repair that could have been prevented.
What Starts Small Doesn’t Stay Small
Fuel, air, and internal engine systems are all connected.
When one component starts to fail, it affects everything around it:
Fuel Issue → Injector Wear
Injector Wear → Poor Combustion
Poor Combustion → Excess Heat
Excess Heat → Internal Engine Damage
This is why early diagnosis matters. Fixing the problem at the source is always less expensive than waiting for it to spread.
The Real Cost Of Choosing The Wrong Part
The biggest risk in any repair isn’t choosing OEM or aftermarket – it’s choosing the wrong part altogether.
At first, everything may seem fine. The engine runs, and the issue appears resolved.
But over time, problems begin to surface.
Incorrect fitment leads to delays and rework
Low-quality components fail prematurely
Misdiagnosed issues result in replacing the wrong parts
And in many cases, the original issue is still there.
For example, replacing a failed injector without addressing contamination in the system can quickly lead to another failure. The same applies to turbochargers, pumps, and internal components.
That’s why choosing the right part – and identifying the root cause – matters.
Common Signs You Shouldn’t Ignore
Hard Starting
Loss of Power
Excessive Smoke
Rough Idle
Poor Fuel Economy
If you’re seeing these, the issue is already developing.
Final Thoughts
The diesel industry has operated on the same assumptions for years – but those assumptions are costing shops and operators time and money.
Aftermarket parts are not inherently inferior. One bad injector is not harmless. And a running engine is not always a healthy one.
The key is understanding what’s actually happening inside the engine – and making decisions based on that.
If you’re dealing with diesel engine issues, it’s important to get the right diagnosis and the right parts the first time.
At Highway and Heavy Parts, our diesel experts help identify the real problem and provide high-quality components built for performance and reliability.
From diagnosis through delivery, we’re Highway and Heavy Parts.
FAQs for Lies In The Diesel Industry
1. Why Do People Think Aftermarket Diesel Parts Are Lower Quality?
This belief comes from outdated assumptions. Many aftermarket parts are manufactured to meet or exceed OEM specifications and are often produced by the same suppliers.
2. Can One Bad Injector Really Damage An Engine?
Yes. A faulty injector can disrupt combustion, wash cylinder walls, and lead to internal engine damage if not addressed.
3. Is It Safe To Keep Running A Diesel Engine With Minor Issues?
No. Small issues often indicate underlying problems that can quickly escalate into major failures if ignored.
4. Why Are OEM Diesel Parts More Expensive?
OEM parts go through multiple layers of distribution, which increases cost without necessarily improving performance.
5. How Can You Avoid Repeat Diesel Engine Failures?
By identifying the root cause of the issue, verifying proper fitment, and using high-quality parts designed for your specific engine.
Core charges are commonplace in the diesel engine industry, but surprisingly, many customers don’t know what they are. If you’re one of our many curious customers, we’ve compiled this handy guide on core charges. We recommend that anyone planning on buying replacement parts check it out!
Fuel is one of the biggest operating costs for trucks, equipment fleets, and diesel-powered businesses. And while fuel prices rise and fall, one thing never changes: wasted fuel is wasted money.
The good news? You don’t need pricey retrofit kits or major engine conversions to improve efficiency. Most fuel savings come from simple steps you can take today – and in many cases, it’s caused by worn internal components that your engine is already overdue to replace.
At Highway and Heavy Parts, we help customers improve reliability, uptime, and fuel efficiency every day through better engine parts and better maintenance decisions. Here’s how to reduce fuel cost fast.
1. Start With the Fuel System: Small Problems = Big Fuel Waste
Your diesel engine is only as efficient as the fuel system feeding it. When injectors, filters, or seals start to fail, your fuel burn climbs quickly.
Watch for these Common Fuel-Wasting Issues:
Worn or Dirty Fuel Injectors
Clogged Fuel Filters
Leaking Fuel Lines or O-Rings
Poor Atomization
Even minor injector wear can drop fuel economy by 2–5%, which adds up quickly across thousands of miles or engine hours. Highway and Heavy Parts carries high-quality fuel system components here, designed to restore proper spray patterns and combustion efficiency.
2. Fix Blow-By and Compression Loss Before It Gets Expensive
Worn internal engine components don’t just affect power – they kill fuel economy.
These Parts Directly Impact How Efficiently Your Engine Burns Fuel:
Piston Rings
Cylinder Liners
Main and Rod Bearings
Gaskets and Seals
When cylinder pressure drops or blow-by increases, the engine must burn more fuel to produce the same work. Many customers don’t notice this happening until they see a spike at the fuel pump.
3. Keep Your Airflow Clean and Boost Leaks Sealed
Your engine is an air pump – if airflow is restricted, fuel consumption goes up.
Be on the Lookout For:
Dirty Air Filters
Damaged Turbocharger Gaskets
Leaking Charge-Air Boots
Cracked Intercooler Piping
A turbocharger losing just a little boost pressure can cause an engine to over-fuel significantly.
4. Reduce Friction With Better-Quality Components
Every moving part inside your engine creates drag. As parts wear, friction increases. And when friction increases, the engine needs more fuel to overcome it.
Components that Influence Friction:
Bearings
Bushings
Camshaft Followers
Oil Pumps
Using high-quality internal components during maintenance and rebuilds helps keep friction losses low – which directly improves fuel economy.
Many customers choose HHP’s aftermarket bearings, gaskets, and rebuild components to restore factory-spec friction performance without paying OEM prices.
5. Keep Up With Preventive Maintenance (Your Wallet Will Thank You)
The easiest way to improve fuel economy is simply staying ahead of maintenance. A well-maintained diesel engine uses every drop of fuel efficiently.
Build a Simple Checklist:
Replace Fuel Filters on Time
Monitor Turbo Boost Pressure
Inspect Fuel Injectors Regularly
Watch for Oil Consumption or Blow-By
Change Air Filters Proactively
Check for Exhaust Leaks
A fleet that runs a consistent maintenance program can save thousands of dollars per truck each year.
6. Track Your Fuel Economy Before and After Repairs
Many operators never track MPG or gallons per hour – but this simple habit helps you spot declining efficiency before it becomes a major repair.
Track:
Baseline MPG Before Component Replacement
Fuel Economy After Injector or Gasket Updates
Load-Specific Fuel Consumption
Idle Time and PTO Time
If you’ve recently installed new internal components, bearings, injectors, or seals from Highway and Heavy Parts, tracking fuel use will show exactly how much your engine improved.
7. Don’t Buy the Cheapest Parts – Buy the Right Parts
The video below makes one point very clear: Cheap parts cost more in the long run.
Poorly Machined or Low-Grade Components:
Wear Out Faster
Reduce Engine Efficiency
Increase Downtime
Cause Premature Engine Failures
Waste Fuel Due to Poor Tolerances
Highway and Heavy Parts carries parts engineered for performance and longevity – helping keep engines efficient, reliable, and profitable.
How To Reduce Fuel Costs On Your Diesel Engine!
Final Takeaway: You Don’t Need Costly Upgrades to Save Fuel
Most Fuel Waste Comes From:
Minor Fuel System Issues
Normal Internal Engine Wear
Dirty Airflow Components
Turbocharger or Boost Leaks
Neglected Maintenance
By addressing these simple areas using quality parts, you can reclaim efficiency, power, and fuel savings instantly. For more information on diesel fuel and standards, check out the United States Environmental Protection Agency website here.
Guaranteed for fit and function, HHP parts have the right combination of quality and price with total support from our on-staff ASE-certified technicians. With specialized knowledge, quality products, fast shipping, and unbeatable customer service, HHP has you covered.
When a diesel engine comes in with a problem, experienced technicians don’t start by picking parts. Instead, they start by asking why the failure happened in the first place. However, not every failure is immediately obvious without proper inspection.
They start by asking:
What caused the failure in the first place?
Because replacing parts without understanding the root cause is one of the fastest ways to create repeat repairs.
This is the approach used by experienced diesel professionals at Highway and Heavy Parts – where real-world experience drives every recommendation.
How do you pick the right diesel engine model? This is a challenging task. You’ll need plenty of information if you’re deciding between the Caterpillar 3406E, C15 ACERT, or C15 engine. And we have as much information as you can get to make an informed decision.
Are you looking to replace the fuel injectors on your CAT 3406E, C15, or C15 ACERT diesel engine? If so, it’s probably fair to assume that you want the best quality, highest functioning injectors you can get. And, if you’re spending money on quality injectors, you want them to work correctly.
Most people think diesel is just diesel – but in reality, there are different fuel grades, and each one behaves differently inside your engine.
The three main types you’ll hear about are:
#1 Diesel
#2 Diesel
#4 Diesel
Understanding the difference matters: because the wrong fuel choice can lead to poor performance, fuel system issues, or even downtime in extreme conditions.
The common rail fuel injector system is a relatively new development in diesel engines, but it brings with it quite a few advantages. With a quality common rail system, you’ll see quieter performance, improved fuel economy, higher torque, and lower emissions.
Contrary to what you may have heard, changing your oil regularly can help extend the life of your engine and save you money. It’s actually one of the cheapest routine maintenance actions you can perform on your diesel truck.
Picking the right diesel engine model is no easy task. If you’re considering purchasing a Caterpillar 3406E, C15, or C15 ACERT, we have the information to help you make a decision.
If you want to prepare your diesel truck for winter, it starts with understanding how cold temperatures affect your engine, fuel system, and overall performance.
Cold weather introduces challenges that diesel engines are particularly sensitive to, including fuel gelling, reduced battery performance, and increased wear during startup.
Preparing ahead of time helps prevent breakdowns, hard starts, and costly repairs.
We’ve talked a lot about issues you might experience with your diesel engine common rail injectors. But it’s not all about the problems! You also get a lot of benefits for having this kind of fuel injection system in your diesel engine.
Mack engines have long meant durability and strength just look at their bulldog mascot. They were founded in 1900, originally as the Mack Brothers Company. They are now owned by Volvo, but through their long history they’ve produced engines that remain popular with many operators.
Originally founded in Japan in 1912, Yanmar is now a global company, spanning across Europe and America. They began by producing gasoline engines, but the company now specializes in diesel engines, with a particular focus on marine applications.
Founded in the early 20th century, Perkins has long produced diesel engines for various industries. They sought to change diesel engines from a slow-moving working engine to a high-speed, high-performance workhorse. They succeeded. At first they produced engines for agricultural applications, but their engines can be found in marine equipment, industrial, construction, and more.
If you run trucks, manage repairs, or budget for diesel work, fuel price changes matter fast.
As of June 01, 2026, the global average retail diesel price was $1.56 per liter, or $5.91 per gallon, according to GlobalPetrolPrices. Their dataset notes that some countries are updated weekly and others monthly, depending on how their fuel markets are regulated.
What stands out most is not just the average. It’s the spread.
On the low end, a few heavily subsidized or regulated markets were still posting diesel prices near zero in U.S. dollar terms. On the high end, some developed markets were above $2.50 per liter, with Hong Kong above $4.50 per liter.
We’ve all fallen victim to common mistakes before. Whether it’s minor traffic errors (yes, left turners always yield) or any of the following gasket installation blunders, they happen to the best of us.
Cylinder head resurfacing is one of the most critical steps in a diesel engine repair – but it’s also one of the most misunderstood.
Resurfacing isn’t just about making the head “look flat.” It’s about restoring the correct sealing surface for combustion pressure, coolant passages, and oil flow. If done incorrectly – or skipped entirely – it can lead to immediate or repeat failure.
Fuel economy in a diesel engine isn’t just about driving habits – it’s controlled by combustion efficiency, fuel delivery accuracy, air management, and mechanical condition.
If one of those systems is off – even slightly – you’re burning more fuel than you should.
This guide breaks down five technical areas that directly impact fuel economy, and what’s actually happening inside the engine when they’re not right.
Are you able to tell the difference between run-of-the-mill aftermarket parts and quality aftermarket parts? Sometimes it’s hard to discern the difference.
Most diesel engine failures do not happen overnight.
Wear occurs gradually through thousands of operating hours, millions of crankshaft revolutions, and countless heat cycles. One of the biggest factors affecting engine life is something every diesel owner purchases regularly: engine oil.
Choosing the correct heavy-duty diesel engine oil affects far more than oil pressure. It influences cold-start protection, wear control, fuel economy, soot management, emissions system performance, and overall engine longevity.
With multiple viscosity grades, API classifications, conventional oils, synthetic blends, and full synthetic products available, selecting the right oil can quickly become confusing.
Understanding the basics can help ensure your diesel engine receives the protection it needs under the conditions it actually operates in.
When it comes to diesel engine parts, one of the most common questions is: why are OEM parts so expensive?
Many assume higher cost means higher quality – but that’s not always the case. In reality, the difference between OEM and aftermarket parts often comes down to manufacturing, distribution, and how the parts reach you.
If you’re comparing options right now, you can shop diesel engine parts to find high-quality components built for your specific engine and application.
Understanding that difference can help you make a more informed – and more cost-effective – decision when it’s time to repair your engine.
When diagnosing valvetrain issues in a diesel engine, rocker arms are often overlooked.
But on engines like Cummins ISX, Detroit Diesel Series 60, and Caterpillar platforms, rocker arm assemblies – and more specifically the pin and roller components – are critical wear points.
Understanding the difference between replacing a full rocker arm versus servicing pin and roller kits can prevent repeat failures and unnecessary downtime.
Cummins didn’t just evolve injector systems to improve performance – they fundamentally changed how engines fail, how they’re diagnosed, and how repairs need to be approached.
From mechanical injectors to XPI common rail systems, each generation introduced new advantages – but also new failure modes.
If you’re diagnosing fuel system issues on a Cummins engine, understanding these differences is critical.
Look at your rocker cover: you’ll probably find your Cummins ISB engine serial number. You might also find it on the side of the gear housing. If you have a Cummins ISM engine, the serial number is on the rocker housing on the fuel pump side.
If you spend any time around diesel engines, you’ll notice something quickly:
👉 Almost all of them are turbocharged.
That’s not by accident.
While both turbochargers and superchargers are designed to increase air pressure into the engine, diesel engines overwhelmingly rely on turbochargers – and there are specific engineering reasons why.
Remanufactured diesel engine parts offer a practical alternative to new OEM components. To understand their value, you first need to understand what “remanufactured” really means.
Stop-and-go driving is one of the hardest operating conditions for a diesel engine.
A diesel engine is designed to run under load, reach stable operating temperature, and maintain consistent combustion conditions. In stop-and-go traffic, that rarely happens.
Instead, the engine repeatedly moves through:
Idle time
Short acceleration events
Low-speed operation
Heat buildup
Frequent temperature changes
Over time, this can increase wear, reduce efficiency, and shorten the life of critical components
Your fuel injectors are what keep your diesel engine running at its best. If you want solid diesel engine performance, then you need to use your injectors effectively. There’s a specific system your injector uses to improve engine performance: trim codes.
Diesel injection timing plays a critical role in engine performance, fuel efficiency, and emissions. Whether you’re working on an older mechanical system or a newer electronically controlled engine, proper timing ensures fuel is delivered at the correct moment for optimal combustion.
In 2026, with tighter tolerances and more advanced fuel systems, accurate timing is more important than ever.
Dinex Emission is a company that has been dedicated to helping diesel operators meet the high standards of the EPA for a very long time. Though the EPA’s goal is to reduce the emissions of dangerous gasses into the air, their restrictions can often make transporting goods, completing construction projects, and harvesting large crops more difficult. As an expert in the field of diesel emissions control, Dinex has long been the solution to this obstacle.
Diesel engines are workhorses, powering everything from trucks to heavy machinery. However, like any complex machinery, they can encounter problems. Let’s explore some of the most common issues and their solutions:
Are you curious about your Caterpillar 3406E diesel engine? Well, we’re taking you through this engine in detail, so wonder no more! Read on to learn the history of the engine, as well as some common failures you might experience.
Through the years, diesel engines have undergone some major changes. Sometimes, the changes happen from model to model, but at other times, updates will be made to existing engines.
You’ve probably heard a lot about variable geometry turbochargers in the past. And, we’re willing to bet you’ve been told horror stories about them as well.
We know how frustrating it can be when something goes wrong with your diesel engine. And we know how important it is to you to have the problem fixed as soon as possible.
The camshaft helps drive your diesel engine. So, when it or its associated parts are malfunctioning, you need to get to the root of the problem right away.
Problems with your diesel engine common rail injectors can have a direct impact on the way your engine performs. So, you probably want to get those problems taken care of as soon as possible.
A properly balanced turbocharger is critical to the overall performance of your diesel engine. Without proper balance, you run the risk of poor performance and failure.
Exposed to harsh operating conditions and long hours, your farming equipment can break down just like the diesels on the highway. And we know how frustrating it can be to struggle to find parts for your engine applications.
When you are on the road, it can be easy to let your engine maintenance fall by the wayside. You may not have time to get it into the shop consistently, or you may be unsure of how to spot issues before they become a disaster. Thankfully, there are a few straightforward things that any driver can do to prolong the life of their engine, and anticipate problems before it is too late.
You might be familiar with some of the common signs of diesel engine problems, but you might not know that sometimes these same symptoms mean it’s time to rebuild your engine.
What are the key differences between OEM and aftermarket? Is one better than the other? These questions and many more will be answered in today’s post.
Both the ISX and N14 are some of the most popular engines ever built by Caterpillar. Come to think about it, they have become extremely popular in a wide array of applications over the years. Regardless of the type, if you put enough miles on them, there will come a time when a rebuild will become necessary.
If you need to replace the fuel injectors on your CAT 3406E, C15, or C15 ACERT we know you want the highest quality and best functioning fuel injectors.
Most diesel engine owners want to do everything possible to protect a newly rebuilt engine.
That often leads to a common practice after startup: Letting the engine idle.
At first glance, it seems like the safe thing to do. The engine is running, oil pressure is present, temperatures are stable, and everything appears normal.
The problem is that proper engine break-in requires more than simply running the engine.
According to the testing featured in Black Series Lab Episode 2, extended idle time during break-in may actually work against one of the most important processes occurring inside a freshly rebuilt engine: piston ring seating.
We know that when you’re looking for parts for your Caterpillar engine, you don’t want to waste time and money on the wrong parts. That’s why it’s important to know your diesel engine’s serial number. It helps us ensure you’re getting exactly what you need the first time you order.
The debate of aftermarket vs OEM debate is as old as the auto industry itself. You will get people on both sides of the fence trying to convince anyone why aftermarket is better or why OEM rebuild kits are the only way to go.
The 7.3L Powerstroke uses a HEUI (Hydraulically Actuated Electronic Unit Injection) system, where engine oil – not fuel – provides the pressure required to actuate the fuel injectors.
When we talk about oil pumps, most people think of the component in the oil pan that supplies oil to the bearings and the crankshaft. But, with a high pressure system, you actually have two oil pumps on your engine.
Global engine manufacturer Yanmar was founded back in 1912. The Japanese company started making gas-powered engines, but have since found their niche in the diesel engine world.
Have you ever put much thought into what’s controlling your engine? It may run on diesel, but it’s probably controlled by electronics. Unless you’re running a much older engine, of course.
Breaking in a new engine is crucial if you want years of trouble-free service. For most, trucks are a source of income; a workhorse if you will. Taking the time to make sure everything works properly now will pay off later on.
Do your fuel injectors need a rebuild? Have you thought about just doing it yourself? Master Diesel Mechanic Mike Schrems told us why you might not want to tackle this yourself.
Installing a cylinder head is a big and expensive job, whether you’re doing it on its own or as part of an overhaul. It’s not unusual for diesel owners to want to find ways to save money where they can on the repair.
An EGR or exhaust gas recirculating valve is a key part of any modern diesel engine. Unfortunately, they have gotten a bad reputation over the years as being one of the most common parts to fail on an otherwise durable engine.
No matter how you look at it, rebuilding your diesel engine is a big job. It can even seem downright stressful trying to pick the right rebuild kit. In-frame, out-of-frame, and engine re-ring kits are just some of the terms used. What do they mean? What are the differences between them? All these questions and many more will be answered in this post!
Modern diesel engines all have turbochargers. Boosting your internal combustion engine’s potential both physically and figuratively is nothing new. Diesel engines have been taking advantage of wasted exhaust gas for decades.
Diesel engines are built to last. You can run them for miles and miles. And when you eventually have to rebuild that engine, you want it to run for another million miles.
Here at Highway & Heavy Parts, we have gone into extensive details on how turbochargers work. Besides the diesel engine itself, the turbo is the next most important component in making sure your truck operates properly.
When you’re shopping for parts for your John Deere diesel, we know that it can seem like your options are limited. You’ve been quoted an expensive repair price from the dealer and it might take some time to source the parts for you, especially on older models.
Mack engines have long meant durability and strength—just look at their bulldog mascot. They were founded in 1900, originally as the Mack Brothers Company. They are now owned by Volvo, but through their long history, they’ve produced engines that remain popular with many operators.
Founded in the early 20th century, Perkins has long produced diesel engines for various industries. They sought to change diesel engines from a slow-moving working engine to a high-speed, high-performance workhorse. They succeeded. At first they produced engines for agricultural applications, but their engines can be found in marine equipment, industrial, construction, and more.
”APR” stands for “anti-polishing ring.” Other terms for anti-polishing rings include “carbon scraper ring,” “piston cleaning ring,” and “bore polishing ring.” Whichever term you use, it refers to a newer development in Cummins ISX engines where a cylinder liner will have an anti-bore at its top that holds a ring insert.
Oil pumps are critical to the mechanics of the rest of the diesel engine. Without proper oil circulation, the moving parts of the engine cannot work properly. That’s why oil pump failure is such a big deal. Help prevent failure by understanding what causes it. When your oil pump fails, its probably for one of the following reasons.
Finding the correct engine serial number (ESN) is one of the most important steps when ordering diesel engine parts – but it’s also one of the most confusing. Every manufacturer places their serial numbers in different locations, and many engines have additional arrangement, horsepower, or build codes that matter just as much as the ESN itself.
In this guide, we break down exactly where to find the serial number on popular diesel engines like Caterpillar, Cummins, and Detroit Diesel, so you can identify your engine quickly and get the right parts the first time.
Sometimes it can be hard to find an ESN. Below we’ve collected the general formats your ESNs will have and where you can find them on your engine.
Caterpillar Engine Serial Number Location
Most engine serial numbers can be found on the data-plate. As you’ll see later in this article, the data-plates for a certain type of engine can be found in various places depending on the model. However, Caterpillar is pretty consistent, and the data-plate on a Caterpillar engine can be found on the driver’s side of the valve cover.
Caterpillar Engine Serial Number Identification
All Caterpillar ESNs have a similar format. They all begin with a three number/letter prefix, followed by 7 digits. The prefixes will correspond to a particular model. For example, prefixes of 1LW, 2WS, 5DS, 5EK, and 6TS indicate that the engine is a 3406E. For the more popular prefixes, people will refer to their engine by the prefix rather than the model.
You may have heard someone say, “Oh, yeah, my 6NZ runs like a champ.” A 6NZ is a common prefix for a single-turbo C15. Some prefixes’ reputations precede them. For example, a C15 with a prefix of MBN is known as a “Bridge motor” (because it was the bridge engine from the mechanical C15 to the electronic C15 ACERT), and is often heavily critiqued.
Caterpillar ESN Prefixes by Model
3406:
92U
3406B:
2EK
3ZJ
4CK
4MG
5KJ
7FB
8TC
3406C:
3ZJ
4CK
5KJ
8PN
3406E:
1LW
2WS
5DS
5EK
6TS
C7:
KAL
C7S
C12:
1YN
2KS
8YF
9NS
9SM
CPD
GEP
MBL
TME
C15 and C15 ACERT:
6NZ
9NZ
B5R
BXS
EGH
JEP
KRA
MBN
MXS
NXS
RKS
SDP
TRB
C16:
7CZ
Cummins Engine Serial Number Location
Cummins engine will have the engine serial number on the dataplate; however, the dataplate will be in different locations based on the model of the engine. You can find the location of your dataplate in your owner’s manual, but if you haven’t held on to the physical copy of the manual, then you can access Cummins Quickserve and get a digital copy of the owner’s manual there.
If you don’t have your owner’s manual and don’t have access to Quickserve, we have the locations for the dataplate on some of the more popular engine models.
Cummins ISB: either rocker cover or side of the gear housing
Cummins ISC and ISL: top side of the gear housing
Cummins ISM: rocker housing, towards the fuel pump side of the engine
Cummins ISX: top of the rocker lever cover
Cummins QSK45 and QSK60: rear of the engine block
Unable to find the dataplate or don’t see your engine model listed? It’s okay. Cummins also stamps the engine serial number into the passenger side of the engine block for all models.
Cummins Engine Serial Number Identification
Cummins engine serial numbers look more like a classic serial number than Caterpillar ESNs do. They are composed only of 8 numbers. They’re in a specific numerical sequence, based on which engine came off the assembly line first. There is no special designation for particular models.
Cummins engines do have something a little unique, called a CPL. This stands for Critical Parts List and, as you can probably guess, is a list of the critical parts of the engine. There are fewer CPLs than ESNs because multiple engines can have the same CPLs. For most major parts of an engine, you can give us a CPL rather than an ESN.
We could (and did) write an entire blog on where you can find your Detroit Diesel engine serial number. Detroit is notoriously inconsistent when it comes to ESN placement. While the locations you can find your ESN are often consistent across a model, they aren’t always, so don’t panic if you go to look in the spot listed below and don’t find it. It’ll be on the engine somewhere, so just keep looking.
Detroit Diesel Series Inline 53: stamped in the upper rear corner of the right side of the block
Detroit Diesel Series V53: stamped in the upper right corner of the front of the block
Detroit Diesel Series 60: on an option plate with the information located on the left side of the valve cover
Detroit Diesel Series Inline 71: printed on the option label, which is attached to the valve cover
Detroit Diesel Series V71: stamped into the block in either the left side, upper front corner, or the right side, upper rear corner
Detroit Diesel Series V92: stamped on the front side, on either the upper front or upper rear corners
Detroit Diesel Series 149: stamped on the rocker cover rail towards the rear
Detroit Diesel Engine Serial Number Identification
Thankfully, the format of Detroit engine serial numbers is more consistent than their location. It can still get rather complicated though. For the sake of keeping this guide simple, were just going to go over the highlights.
Detroit Diesel Series Inline 53: ESNs begin with 04D and can be found under the model numbers, which begin with 504.
Detroit Diesel Series V53: ESNs begin with a 06D and the model numbers begin with 506.
Detroit Diesel Series 60: ESNs begin with 06R and model numbers begin with 606.
Detroit Diesel Series Inline 71: ESNs begin with 06A and will be near the model numbers, which begin with 106.
Detroit Diesel Series V71: ESNs begin with 08VA and model numbers begin with 708.
Detroit Diesel Series V92: ESNs begin with 08VF and model numbers begin with 808.
Detroit Diesel Series 149: ESNs start with 12E and model numbers that start with 912.
International/Navistar Engine Serial Number Location
International/Navistar actually keeps the ESN location pretty simple. The engine serial number for International/Navistar engines can be found stamped on a pad on the block. For engines pre-2000 engines, that pad can be found on the left side of the block, just under the head to block parting line. For engines newer than that, the pad is on the right side of the block, between the oil cooler and the top of the block.
For most International/Navistar engines that were built after 1993, you’ll need more than just the engine serial number as well. You will also need the engine model, model year, horsepower rating, and torque rating, which can all be found on the emission label. The emission label can be found on the top of the rocker cover or intake manifold.
International/Navistar Engine Serial Number Identification
International/Navistar engine serial numbers are probably the most informative of all the ESNs for the major OEMs. They have a specific format that will provide the engine model, configuration, application, country of origin, and unit number.
The first three (or four, in some cases) digits indicate the engine model. For example, 466 or 570H.
The letter after the engine model indicates the configuration; B is for turbo JWAC, D is for naturally aspirated, G is for turbo air to air, H is for HEUI, and T is for turbo engines.
The next number and letter combination indicates the application; A2 means a service vehicle and M2 means a truck.
The next letter will be the same for all, and is a U, which indicates that the country of origin is the United States.
The last seven digits indicate the unit number, which is the part that will be different for each different engine.
The Importance of Diesel Engine Serial Numbers
Long, long ago in a time before electric cars were even conceived, heavy duty diesel engines were first made. These engines were not like mass-produced automotive vehicle engines.
There was no standard Make-Model-Year formula that magically gave all engines with the same model name the exact same parts. No, they were special; each individual engine was different as it came down the conveyor belt.
And apparently the manufacturers didn’t think about what a pain it would be in the future when you need to order parts for repairs.
Because of the lack of foresight, finding parts that correctly fit an engine can be incredibly complicated. Engine serial numbers are important because they are the only guaranteed way to find the exact parts that an engine was built with. Usually, if you’re buying a single part, providing the part number off the old part will also work.
However, if you’re looking to get an engine rebuild kit, we will always ask you for an engine serial number. This might seem excessive, but when it comes to an expensive kit with a lot of parts, we want to make sure you’re getting the right thing. So, whether you’re calling us or using our online quoting tool, be sure to provide your engine serial number.
When calling to order parts, we get some people that want to give us VINs (Vehicle Identification Numbers) instead of ESNs. Unfortunately, a VIN is different from an ESN. We are able to look up some VINs to find their coordinating ESNs, but this is not a guarantee. Depending on your vehicle, you can always use our VIN Decoder Resource Guide.
Anything this didn’t answer for you? Our experienced techs are on hand to answer your questions. Give us a call at 844-304-7688 to get your questions answered!
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