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Service Bulletin
General 207 Issue 1
Fuel Injection Pump Concerns September 2007

This service bulletin applies to engines installed with Dephi DP200, DP210 and DP310 fuel injection pumps
that have an advance box.
There have been isolated instances of problems with the cylinder head gasket and the advance box on the fuel
injection pump. These issues may or may not be linked depending of the type of problem.
If the original problem is with the cylinder head gasket and no root casue can be found with the cylinder head
gasket, the cylinder head, fasteners or the cooling system package, it is recommended the fuel injection pump
is removed. For the correct procedure, refer to Disassembly and Assembly, Fuel Injection Pump - Remove.
The fuel injection pump must be taken to the nearest Delphi distributor to check the operation of the advance
box to the test plan. If the advance box does not meet the specification of the test plan, it can cause engine
performance issues.
If the initial problem is a leak at the fuel injection pump advance box cover plate (A1) or if the internal advance
piston is found to be damaged after inspection by the Delphi distributor, the timing of the fuel injection pump
in relation to the engine has been effected.

A
This can result in damage to the engine. Engine damage can occur due to the engine running with advance
timing, which results in higher cylinder pressures. Therefore the cooling system should be checked for leaks
and excessive pressures as indicated by the radiator/expansion tank pressure cap discharging coolant. This
given an indication of the condition of the cylinder head gasket.
Note: The fuel injection pump advance box can be damaged by trapped air.
Investigations have shown that fuel leaks and damage can occur to the o-ring in the advance box pressure
end and the advance box cover plate when the engine is running with air in the fuel. In some instances the o-
ring can be damaged and the cover plate bowed. In extreme cases the advance box cover screws may shear
and the cover plate becomes detached.
Depending on the duty cycle and the amount of air in the fuel, problems can occur within a few hours of the
engine starting.
Air present in the fuel can collect in the advance box of the fuel injection pump. Without the hydraulic damping
effect of the fuel, the automatic advance piston can knock and damage the cover plate, o-ring seal and the
fasteners.

1
Service Bulletin - General 207 Issue 1 September 2007

Air can be introduced in to the fuel in a number of ways, these include:

Running out of fuel and not priming the fuel injection pump correctly
Poor low pressure fuel supply system; it is possible to draw in air through joints or connections on the
engine and the application pipes whilst there is no sign of fuel leaks
Air can be drawn from suspension in the fuel if the fuel filter of the fuel transfer pump becomes choked and
causes a restriction
The fuel transfer pump may not be operating correctly or the fuel transfer pump draws in the air via the
sealing ring of the fuel filter bowl being damaged
Ensure that the o-ring is seated correctly on the fuel filter bowl on the fuel transfer pump when the fuel filter
element is replaced. Ensure that all supplied parts are installed correctly.
To check for air in fuel, refer to Systems Operation, Testing and Adjusting, Air In Fuel - Test for the correct
procedure.
The fuel tank inlet and outlet pipes should have stack pipes installed with the correct distance between them
in accordance with the instructions in the Engine Specification Manual (TPD1485). This will prevent air being
re-cycled in the low pressure fuel system. The fuel pre-filter should also be approved by Perkins Applications
Department.
Note: Unless the cause of the air in fuel has been rectified, it is likely that any replacement fuel injection pump
will have a problem in a short space of time.
Having located and rectified the source of the air in the fuel system it is important that the fuel system is primed
to ensure that no air is trapped.
New Fuel System Priming Procedure
1 Ensure all low pressure and high pressure fuel connections are installed correctly.
2 Turn the ignition key to the run position. Leave the ignition key in the run position for three minutes. If a
manual bleed screw is installed, it should be slackened during priming the fuel system.
3 Crank the engine with the throttle lever in the closed position until the engine starts.
Note: If necessary, loosen the union nuts on the fuel injection lines at the connection with the fuel injector until
fuel is evident. Stop cranking the engine. Tighten the union nuts to a torque of 30 Nm (22 lbf/ft) 2.2 kgf m.
4 Run the engine at idle for one minute.
5 Cycle the throttle lever from the low idle position to the high idle position three times. The time taken to cycle
the throttle lever is one to three seconds.
Note: For IOPUs with a fixed throttle and Electropak sets, Perkins recommends that full load should be applied
to the engine for thirty seconds. This should be repeated three times. This will assist in removing trapped air
from the fuel injection pump.
6 Return the engine to no load condition. Check for leaks in the fuel system.

End

Issued by Perkins Engines Company Ltd, Peterborough PE1 5NA, England. © Proprietary information of Perkins Engines Company Ltd
2007, all rights reserved. The information is correct at the time of print. This bulletin is for technical information only and cannot be used
as a basis for any claim including but not limited to warranty.

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