Uptime Diesel Intake System Tester



The Uptime Diesel Intake System Tester was designed for ease of use and the ability to pressure test multiple engine models efficiently and safely. Each tester will fit a range of engines and has been designed so as new turbo's are developed, adapters can be added to the spare spacers in the case. NO NEED TO BUY A NEW TESTER. With a lifetime warranty on the tester ( excludes fittings ) and case, you can feel safe in the knowledge that the product your buying is 100% guaranteed for life. A full range of parts are also available if damaged. If you want to know more about our product just click on the Brochure

Tester has flanges to suit a number of engines.

Think about your next engine purchase, as well as your existing fleet,to ensure you select the best model for your requirements.

Why pressure test the intake system?

Engine performance and fuel economy are the two critical factors of any truckís operating cost. All the advancements in fuel economy in the past 20 years have come from improvements in the air management systems including turbochargers, charge coolers, manifolds. When gaskets, hoses, clamps, coolers, waste gates and pipes leak, the turbo has to work that much harder to compensate for the loss of air pressure into the engine cylinders. This resultant loss of air pressure affects performance and drivability. To combat this loss, the engine is driven harder which results in an increase in fuel usage. Other problems can also occur such as turbo failure (due to over speed)and cracked exhaust manifolds, turbo housings due to excess heat from the increase in fuel burnt trying to maintain horsepower.

What savings can be achieved?

Because the UDIST is so easy to use, significant savings can be achieved by preventative maintenance systems put in place to avoid potential breakdowns. Even minor leaks within systems will generally generate a 2 to 3 % increase in fuel consumption. This figure is even higher on multi-combination vehicles.

How does it work?

A doís and doníts list is supplied with each tester.
Please read this before operation.

Most of the modern engines use whatís commonly called a marmon flange. These come in different sizes depending on the engine make or turbo manufacturer. First, disconnect the V clamp from the marmon flange and separate the turbo outlet from the pipe.

Determine which flange on the tester is the same as the turbo outlet. Open the tap in the center of the tester FULLY. Now using the V clamp connect the tester to the outlet pipe and tighten securely. Attach the safety chain to something secure like the exhaust manifold. If there is a clamp failure on the pipe or at the charge cooler end the Pipe / Tester cannot become a missile. Now connect the regulator onto the tester and connect workshop air pressure. Set the regulator to zero (There should be NO air supply into the system). Open the tap on the regulator. Slowly adjust the regulator To approximately 10 psi with a couple of turns. Allow the system to absorb the air supply and if there are no major leaks it will create back pressure.

Any major leaks will be heard or felt at this low pressure. If any are found, identify what they are, and close the air supply tap and repair or replace the leaking parts. Once completed turn the air supply on again. Slowly increase to 15 then 20 psi. Spray soapy water on all hoses / clamps / pipes and charge cooler. Foam bubbles will appear where there are leakages. Listen for high pitched noises that can often be heard from smaller leaks. Again release the air pressure from the system and repair or replace parts. Repeat the previous test and increase to approximately 30 psi. This is just a final security test. By this point there should be NO leaks in the system. Turn off the air supply and drain the air pressure from the system before removing the tester from the pipe. Re-attach the pipe onto the turbo outlet and tighten the V clamp. On engines without the marmon flange the hose is disconnected off the turbo outlet pipe directly and clamped around the matching sized knurled surface of the tester. When refitting this hose we suggest double clamping, if possible. This is due to possible clamp failure once the truck is returned to service, as the clamp has been re-stressed when tightened.

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