Oregon Fuel Injection specializes in Diesel Performance Products, Diesel Injection Pumps, Injectors and Turbochargers. Serving the Northwest since 1974.  Member:  Association of Diesel Specialist, since 1974. Contact Us Secure Orders Site Map Company Info View Cart Orders over $700.00 FREE Shipping UPS Ground       NO Sales Tax in Oregon Pricing on the web site is for on-line orders, phone orders or in-store orders may be more.

Oregon Fuel Injection carries BD exhaust brakes for Ford Powerstroke, Dodge Cummins Diesel and the Chevrolet Duramax Diesel as well as Diesel Performance Products such as the BD autoloc/torqloc, performance injectors, fuel plates, turbine housings, electronic modules and more.

The best choice in exhaust brakes for your Ford, Chevrolet and Dodge Diesel Trucks or your Cummins powered Motorhomes.

BD Engine Brakes enable your Diesel to navigate downhill grades and mountainous terrain easier and safer than using the vehicle's conventional braking system. This will increase the life of the stock foundation brakes and also prevent brake fade under severe grade driving.

The brake unit works by cutting off the exhaust flow from the engine through the closure of a high temperature resistant, stainless steel, butterfly valve. The valve is engaged by air or vacuum to close off the exhaust flow causing increased backpressure in the engine. This backpressure provides the retarding horsepower to slow the vehicle down on even the steepest descents.

When you add a BD Brake to your diesel powered vehicle you can drive safely knowing you have the latest technology, the finest engineering, and the ultimate in exhaust brake design from the original innovators of engine brakes for personal-use vehicles!

From the 3" vacuum cylinder with progressive spring loaded piston that delivers 100 psi apply & release pressure down to the exclusive alumibronze bushings that prevent sticking. This combined with a mid-range retarding horsepower ability that beats anything else in the industry.

The kit is complete with a lighted toggle switch for mounting conveniently on the dash. The brake releases as soon as the throttle is applied or the switch is flipped off. The backpressure is self-regulating. Once the pressure reaches the specification, the butterfly position changes to maintain the highest pressure possible. This variable orifice design offers far superior retarding performance throughout the engine RPM range compared to a fixed orifice design that only offers peak retarding performance at peak rpm.

Automatic transmissions require the torque convertor to be locked up for the deceleration, we recommend the AutoLoc

Compare the Difference!

BD Ram Turbo or Remote Mount creates back pressure that provides high retarding HP at 2000 rpm. 90% of your retarding power is available by 2200 rpm. Cummins 5.9L BTA Retarding Horsepower BD Turbo Mount Exhaust Brake vs. Alternatives w/#60 springs.

BD Brakeloc for Ford Powerstroke

“Electronic” in this case, refers to simply connecting to the engine heat riser valve’s control wire and signaling to close the valve. A delay of 5-8 seconds occurs before the valve closes and exhaust backpressure builds to retard the engine revolutions vehicle speed. Automatic transmission equipped trucks have this function combined with the BD AutoLoc or TorqLoc computer. These trucks only require a basic wiring harness.

A stock automatic equipped Ford truck, prior to 1999, will disengage the convertor clutch when the accelerator pedal returns to idle, the brake pedal is touched or when the truck accelerates. Since 1999, the convertor clutch will remain engaged until the brake pedal is touched. When the convertor clutch is not engaged the engine free wheels and the engine rpm falls to idle with no transfer of retarding horsepower being achieved.

BD’s BrakeLoc computer is designed to close the heat riser valve on the Ford Powerstroke and will maintain convertor lock up until a pre-selected vehicle speed. The BrakeLoc improves retarding horsepower from 5 RHP, when the clutch is not engaged, to 200RHP when engaged.

BD advises the driver that this “electronic” brake results in a extreme amount of delay or distance before retarding occurs; the amount of retarding force is 30% less than vacuum engaged BD vacuum engaged brake and 10% of the stock Ford heat riser valves that stick or bind. BD recommends, for instant and superior retarding performance, the BD Vacuum Actuated, with a variable orifice butterfly exhaust brake kit, be installed. It does cost more because of the design and kit content but it is an engineered safer retarding device.

BD AutoLoc Transmission Control

The BD AutoLoc is a computer that commands the torque convertor lock-up clutch to stay applied when the exhaust brake is engaged. This allows 100% of the retarding force to be transferred in 2nd, 3rd and 4th gears. The lock-up clutch and brake automatically disengages at low speed to prevent stalling and transmission and convertor damage.

The AutoLoc ensures that 100% of the retarding force is being transferred in 3rd and 4th gears, thus, transmission oil temperatures remain low because convertor slippage no longer occurs in these gears. The lock-up clutch and brake automatically disengage at low speeds to prevent stalling and transmission and convertor damage.

The convertor lock up clutch applies with accelerator pedal pressure, and the AutoLoc captures this signal. After shifting out or into overdrive in Dodge trucks, apply heavy accelerator pedal pressure or quickly release the pedal and the lock up clutch will engage. Exhaust brakes cause high automatic fluid temperatures due to the torque converter slippage and without an AutoLoc only 10-80% of the retarding force is transferred through the (unlocked) fluid coupling of a torque convertor.

You can drive the truck with the AutoLoc engaged all the time. If you experience a shudder when you slow down in overdrive with the AutoLoc engaged, you need to reset the AutoLoc to disengage at a higher vehicle speed. However, variances occur due to rear ratios and tire sizes.

BD TorqLoc Transmission Control

Torque convertors in the newer trucks have 2 stages. A fluid coupling occurs first when you are starting, accelerating or pulling up a big hill. When you are cruising at a constant speed the lock up portion of the converter is engaged and 100% of each rpm is transferred through the converter, just like a standard clutch.

The first position of the TorqLoc switch manually locks up the convertor clutch just like a standard transmission. However forcing the transmission to lockup at too low of a speed and too high of torque output will cause torque convertor damage. For this reason we recommend the AutoLoc for most drivers. This results in lower transmission temperature and excellent transfer of retarding hp when slowing down. The second position returns the truck to a stock application. The third position reverts to AutoLoc function and is good to drive in this mode 100% of the time.

The computer will automatically disengage the lock up clutch at 25 mph to prevent the engine from stalling if you forget to switch the lock up off.

BD PressureLoc Transmission Control

FORD

1995-2001 Ford E4OD & 4R100 Transmissions. The BD PressureLoc plugs in and increases your transmissions hydraulic pressure to hold the clutch plates together to prevent slipping which results in over heating and premature wear.

Stock Ford automatic transmission pressures are not high enough at idle for exhaust brake applications or at light throttle position for stock and modified engine power.

Additional engine performance results in less throttle travel to achieve the same vehicle speed which results in less hydraulic pressure that is holding the clutch plates together. The PressureLoc increases the pressure every time the lock up clutch engages. This increases the pressure applied to all the clutches in the transmission.

Exhaust brakes engage when you have your foot off of the accelerator pedal and this is when transmission pressures are the lowest. When the convertor lock up clutch is engaged 100% of the retarding power can be transferred but the clutch applied pressure should be increased with a PressureLoc.

This new state of the art technology has been designed to easily plug into the transmission. It increases the pressure to a predetermined level rather than a percentage increase over the present level.

DODGE

A BD PressureLoc increases convertor lock-up clutch applied pressure on 1994 to 2001 Dodge trucks by 30% at light throttle pressure. The kit can easily be installed on the stock transmission and assists in preventing convertor shuddering and transmission slippage.

Torque convertor clutch slippage results in high heat and eventual transmission failure! The higher the HP, the lower the transmission line pressure is, because line pressure is controlled by the position of the throttle pedal. The diesel has so much torque at light throttle pedal movement and thus low apply pressure at the lock-up clutch when the engine is at its peak torque!

You can notice a shuddering torque convertor under throttle at low speeds, and also under heavy throttle with high power engines.

The kit’s function is to increase the transmission line pressure when the lock -up clutch is engaged. The PressureLoc cylinder rotates the transmission’s throttle valve shaft to simulate 3/4-throttle travel to increase the line pressure to 90% of what the valve body design can attain at wide open throttle. The resulting pressure must be measured and set when the kits are installed.

The PressureLoc is primarily designed for stock or mildly enhanced engine applications and owners whom have installed an exhaust brake and want some extra protection.

It is not a replacement for a modified valve body!

 

BD Torque Convertors

DODGE : TORQUE CONVERTORS

Dodge RAM’s Torque convertor technology has just made a big leap!

BD’s new 7X torque convertor contains;

1. BD’s X stator that is machined from a solid piece of aluminum. BD manufactures 3 stator designs that have Fin length, Fin angle and Fin curvature designed to meet the torque of the 5.9 Cummins, 140 to 300 rear wheel HP great for RV and the 1/4 mile , 300 to 400 rear wheel Hp and for the 300 to 500 rear Hp plus market.

2. A new double clutch surfaced piston was designed to replace the stock single clutch surface to meet the engines torque of 850 lbs. Ft. and heavy loads. It has been tested to 850 lbs. Ft. of torque when pulling a 19,000 lb. load up a 6% grade

3. A new heavy billet front cover was built for the double clutch surface piston and to prevent the cover from over heating, warping and ballooning. A special clutch mating surface was designed into the cover that results in high torque holding power.

# 1070215X for the 94-02 stock 140 right up to 350 rear wheel Hp trucks, 12-Valve towing, and great for 1/4 mile racers too

# 1070215LX for the 98.5-02 300 to 400 rear wheel Hp trucks towing loads

# 1070215LSX for the ’99.5-02’ 400+ rear wheel Hp trucks, these competition torque convertors require BD competition series transmissions to handle the torque being transferred. They are not good for 1/4 race application due to the efficient stator design.

# 1060210X for the ‘89-’93 150-300 rear wheel Hp trucks

FORD : TORQUE CONVERTORS

Torque converters in the newer trucks have 2 stages, a fluid coupling occurs first when you are starting, accelerating or pulling up a big hill. When you are cruising at a constant speed the lock up portion of the converter is engaged and 100% of each rpm is transferred through the converter, just like a standard clutch.

BD has redesigned the fluid coupling so that a higher ratio of each rpm is transferred through the convertor when in a fluid coupling and has also modified the lock up clutch surface and material for a higher coeficient of friction. BD offers all models of convertors for all the Ford transmissions.

BD Valve Bodies

High horsepower engines require modifications to their power train to prevent the transmissions from failing. A stock transmission has limited clutch material and its holding ability can be improved by increasing the amount of clutch apply pressure by reworking the stock valve body.

BD's original valve bodies had many modifications that resulted in some odd shifting patterns that required a lot of special tuning to get the shifts just right. In the fall of 2001 they completely revised the modifications of our valve body! A new manual valve was created, new springs and port sizes have been developed, and new governor piston dimensions and adjustments have been made. They also have large ports for better flow rates to cool the convertor in lock up as well improving the time to evacuate the convertor for quicker clutch apply time. BD is installing new solenoids on all valve bodies.

Each valve body is tested on an Answermatic 2000 tester before shipping.

BD Standard Clutches

Is your fire breathing torque monster slipping the factory clutch? Well, the BD Force Clutch is the solution for all 5spd transmissions in 1989-2000 trucks. This clutch is rated for 850 ft. lbs. torque, (tested to over 1000 ft. lbs.) while offering the same foot pressure on the clutch pedal and smoother application. This kit includes the double friction disc and diaphragm style plate (throw out bearing not included), which gives better grabbing force as the torque increases.

BD Turbine Housings

Flowed turbine housings for low and high rpm boost control to match your engine for maximum air control. Waste gated and non waste gated housings are available to match your high horsepower engine.

The stock turbocharger exhaust housing on the 94-98 Dodge 12 valve engine is a 12 cubic centimeter that performs well on engines that are developing up to 250 hp. Once you are above this rating, the exhaust flow is so high that the stock housing offers a high drive pressure that prevents the boost pressure from entering the combustion chamber. We have a 14 cubic center meter waistegated housing that will handle this extra 250 hp + exhaust volume and reduce the amount of drive pressure required to turn the turbine wheel.

In the 1989/90 5.9L 6BTA Cummins a 18 cubic centimeter housing is a little to large and the turbo lag can be eliminated with a 16 cubic center housing.

The 91-93 5.9L 6BTA Cummins engines have a 20 square center housing and turbo lag is quite obvious. By installing the non-waste gated 16 square centimeter housing, higher boost pressure and our larger injectors can pump the engine up to a 210 hp engine with 22 pounds of boost pressure.

The stock 94-97 Power Stroke turbine housing is quite large and results in a lot of Turbo lag. We offer a smaller turbine housing that reduces the Turbo lag and results in higher Turbo boost that not only adds power but reduces smoke emissions and engine temperature. The housing is matched to this engine for the best performance rating.

BD Camplates

Looking for Big Daddy radical Power? You found it! At least 20 engineers were involved in designing the Fuel Stop Plate and Governor controls. The fuel stop plate controls the fuel quantity of the Bosch P7100 fuel pump that is the heart of the Cummins engine performance. The Governor controls the engine response to load and the maximum engine rpm

It only took 1 engineer to reverse design the BD Fuel Stop Plate. BD offers 6 different ramp designs of the Fuel Stop Plate that result in 30 to 150 hp and 70 to 300 lbs of torque increase and a calibrated boost tube orifice improves your turbo performance.

The Governor kit (new)opens up the engine rpm. Power will control the maximum rpm attainable. If you have power we can reach 3800 rpm. This is not an easy install; you may want to just order an exchange pump after you have determined this is beyond your eyesight and steady hand.

BD suggests a 14 cm turbine housing if you are going beyond the 250-hp level. The increased exhaust flow requires a larger turbine housing and needs a larger exhaust system for peak performance.

We recommend this kit be installed by one of BD’s dealers. It requires opening up the fuel pump and precise setting of the plate to insure the proper adjustment to prevent over fueling and damage to the engine.

Emission testing and certification that meets with California Air Resource Board is constantly being worked on.

BD Performance Injectors

Cummins 5.9 6BTA 12 valve ’91 thru ’98 and ISB 24 valve engines all use BOSCH Injectors to atomize the fuel delivered by the high pressure fuel pump.

BD has found different Bosch injector nozzles that do flow more fuel and produce more power. . Included with the kit is a metered orifice that increases your turbo boost for the exact air fuel ratio.

BD also offer X Pulse Injectors that have been reworked to increase the amount of fuel beyond the stock design. Bosch injectors result in 20-40 Rear Wheel Hp increase depending upon the engine and injector nozzle. The new X Pulse produce 30-50 RHP.

BD Electronic Performance

DODGE : PLUG N POWER

The Plug n Power manipulates' the engine tuning parameters through the Can-Bus communication channels. This method of communication is what separates the products offered in North America. These boards have the ability to alter the time of injection, which can assist in keeping your engine temperatures down when pulling out 40-120 horsepower increases.

This product incorporates turbo boost control monitoring and tuning which signals the fuel pump to keep working when it normally pulls back because of the stock boost pressure ceiling. Each product has boost line and waste gate lever controls to capture more turbo boost. Separate Boost Fooler kits and X Hooks are available for engine controls that are produced with out this function.

The Plug n Power adapters fit on to the rear of the Bosch fuel pump.

The Plug n Power offers different tuning programs that can be flashed in its memory. 60 Horsepower programs are available for CARB tested trailer towing that offer increased performance and usually better fuel economy.

DODGE : EDGE PRODUCTS

Power Edge EZ

The Power Edge EZ is a plug in module that maximizes engine efficiency by monitoring the RPM, timing, turbo boost pressure and fueling parameters to determine both fueling and timing enhancements for the Bosch fuel injection pump. The Power Edge EZ was developed with the towing application in mind. The power and torque produced by the Power Edge EZ does not exceed the truck's power train design.

The re-mapping of the timing and fueling parameters is done via the CAN-BUS communication system. The CAN-BUS protocol is used to communicate between the Cummins Engine Control Module (ECM) and the Bosch fuel injection pump. All data sent from the Power Edge EZ is within the limits of the Bosch fuel injection pump. This enables smooth and predictable power delivery with out comprimising integrity. This increase in power does not cause an increase in exhaust smoke from a stock engine. The Power Edge EZ will also allow maximum fueling at full turbo boost. The Power Edge EZ provides an additional 65 rear wheel horsepower, an additional 185 foot pounds of torque and installs in minutes. Simply plug the Power Edge connectors into the ECM Data Link connection and MAP sensor. There's no need to unplug the Bosch fuel injection pump connector. The Power Edge EZ is completly weatherproof and mounts under the hood.

Power Edge Comp

The Power Edge COMP combines the brawn of the Power Edge and the brains of the Power Edge EZ for unparalleled performance for your 24V Cummins. Timing and fueling enhancements are controlled via CAN-BUS through the Data Link and by connecting directly onto the Bosch fuel injection pump. The Power Edge COMP features five power levels with power gains from 40 to 120 hp. Each of the five power levels will also have an independent five level adjustable responsiveness setting. With this feature one can choose the optimum balance between responsiveness and low boost smoke control no matter other power modifications have been made to the engine.

GMC : EDGE PRODUCT

DuraMax and Allison performance tuning

4 Levels of power from 30 Hp and 150 lbs ft. to 90 Hp and 250 lbs ft of torque that are set through a routine with the ignition key, accelerator pedal and gear shift lever.

The engine performance is achieved by increasing the duration of the injection and the time it occurs. The power is o