FORM NO.

SENR2253-01
FOR USE IN SERVICE MANUALS:
950B WHEEL LOADER, SENR2249
215 EXCAVATOR, SENR7421
225 EXCAVATOR, REG01578
518 SKIDDER, REG00971
120G MOTOR GRADER, REG01654
130 & 140G MOTOR GRADERS,
REG01652

SYSTEMS OPERATION
TESTING AND ADJUSTING

3304 DIRECT INJECTION

VEHICULAR ENGINE
WITH NEW SCROLL FUEL SYSTEM
7Z
9Z
12Z
3304 DIRECT INJECTION VEHICULAR ENGINE INDEX
WITH NEW SCROLL FUEL SYSTEM

SYSTEMS OPERATION

Air Inlet and Exhaust System Electrical System

Head, Cylinder.. .. .. 15 Charging System Components 21
System, Air Inlet and Exhaust 14 Other Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 22
Turbocharger. . . . . . . . . . . . . . . . . . . . ............. .. 14 Starting System Components. . . . . . . .. . . . . . . . . . . . . .. 21
Valves , .. . . .. .. 15 Engine Design. . . . . . . . . . . . . . . .. . . . . . . . . . .. ... . .. .. . . . 4
Valve Mechanism..................................... 15
Fuel System
Basic Block Control, Air Fuel Ratio.. . .. . .. 12
Block, Cylinder.. . . . .. .. .. .. .. .. .. .. .. .. . . .. . . . . . . 20 Fuel Flow............................................. 5
Crankshaft ,.. 20 Governor............................................. 9
Pistons................ .. 20 Nozzle, Fuel Injection. . . . . . . . . . . . . . . . . . . . .. . . ...... 6
Rings, Piston 20 Oil Flow for Fuel Pump and Governor.. .. .. 8
Rod, Connecting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 20 Pump. Fuel Injection.................. . . . . . . . . . . . . . . . . 5
Pump, Fuel Transfer 7
Cooling System
Coolant Flow...... .. .. .. 18 Lubrication System
Cooling System Components. . . . . .. . . . . . . . . . . 19 System Oil Flow 16

TESTING AND ADJUSTING

Air Inlet and Exhaust System Electrical System

Air Inlet and EXhaust, Measurement of Restriction. . . . .. 58 Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 71
Camshaft Lobes, Measurement Procedure. . .. .. .. . . . . .. 60 Charging System 71
Exhaust Temperature, Measu rement of. . . . . . . . .. .... . .. 58 Starting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 72
Head, Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 59
Inlet Manifold Pressure, Measurement of .. .. .. .. 58 Fuel System
Pressure, Crankcase (Crankshaft Compartment) . . . . . . .. 59 Control, Air Fuel Ratio; Governor Adjustment 46
Valve Clearance 59 Cylinders, Engine; Checking Separately. . . . . . . . . . . . 35
Engine Speed Measurement. . . . . . . . . . . . . . . . . . . . . .. 54
Basic Block Fuel Injection Pumps, Removal and Installation of 40
Bearings, Connecting Rod. . . . . . . . . . . .. . . .. .. . . . . . . . . .. 66 Fuel Setting Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . .. .. .. 49
Bearings, Main. . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . .. 66 Governor, Adjustments. . . ... . .. .. ... . . . . . . . . . . . . . . . . .. 55
Block, Cylinder...... .. 67 Inspection, Fuel System. . . . . . . . . . . .. . . . . . . . . . . . . . .. 35
Flywheel 67 Lines, Fuel Injection 40
Gauge, Piston Ring Groove , 66 Nozzles, Fuel Injection; Testing , 36
Housing, FlyWheel 67 Pump, Injection; Plunger and Lifter Check 40
Pistons 66 Timing Check, 6V31 00 Engine Timing Indicator Group.. 43
Rod, Connecting. . . . . . . . .. . . . . . . . . . . .. . . . . . . . . .. 66 Timing Check, Timing Pin Method. . . . . . ... . . . . . . . . . . .. 44
Top Center Compression Position for No.1 Piston ..... 42
Cooling System
Chart, V-Belt Tension. 65 Lubrication System
Cooling System, Leak Test , 64 Bearing Wear............. .. .. .. .. 62
Cooling System, Test Tools... .. 63 Oil Consumption , .. .. . . . . . . . . . . .. 61
Cooling System, Testing................ . ... 63 Oil Pressure, High 62
Cooling System. Visual Inspection................... .. 63 Oil Pressure, Low.. .. . .. . . . . . . . . . . .. . . .. .. .. . . . .. .. 61
Pressure Cap, Testing.. 64
Radiator, Leak Testing......... . .. .. 64 Troubleshooting. . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . . .. .. 23
Regulator, Water Temperature. . . . . . . . . . .. . . . . . . . . .. 65
Relief Valve, Testing 64
Thermostat. . . . . . . . . . . . . .. . .. . . . . . . . . . . . . . . . . .. 65

3
 ENGINE DESIGN

Bore 120.7 mm (4.75 in.) '-'

Stroke 152.4 mm (6.00 in.)
Number of Cylinders 4
Cylinder Arrangement *in-line

Firing Order (Injection Sequence) 1,3,4,2

Direction of Rotation
(when seen from flywheel end) Counterclockwise
*No. 1 Cylinder is Opposite Flywheel End.

EXHAUST VALVES

1 2 3 4

1 2 3 4
A76353X 1 INTAKE VALVES

CYLINDER AND VALVE IDENTIFICATION

---

4
 FUEL SYSTEM SYSTEMS OPERATION

FUEL SYSTEM
FUEL FLOW

2 3 5

---­
1
lL.: ~ ~~JJ
B38442-2Xl 8 9 10 11 12
FUEL SYSTEM SCHEMATIC
1. Fuel tank. 2. Fuel return line. 3. Priming pump. 4. Fuel injection nozzle. 5. Fuel injection line. 6. Fuel injection pump. 7.
Primary tuellilter. 8. Check valve. 9. Fuel transler pump. 10. Secondary fuel filter. 11. Constant bleed orifice. 12. Fuel injection
pump housing.

Fuel is pulled from fuel tank (1) through primary

fuel filter (7) and check valves (8) by fuel transfer
pump (9). From the fuel transfer pump the fuel is
pushed through secondary fuel filter (10) and to the
fuel manifold in fuel injection pump housing (12).
The pumping spring in the fuel transfer pump keeps
the fuel pressure in the system at 170 to 290 kPa (25
to 42 psi). Constan't bleed orifice (11) lets a constant
flow of fuel go thorugh fuel return line (2) back to
fuel tank (1). This helps keep the fuel cool and free of
air. Fuel injection pump (6) gets fuel from the fuel
manifold and pushes fuel at very high pressure
through fuel line (5) to fuel injection nozzle (4). The
fuel injection nozzle has very small holes in the tip
that change the flow of fuel to a very fine spray that
gives good fuel combustion in the cylinder.
FUEL INJECTION PUMP
The fuel injection pump increases the pressure of
the fuel and sends an exact amount of fuel to the fuel
injection nozzle. There is one fuel injection pump for
each cylinder in the engine.
The fuel injection pump is moved by cam (14) of
the fuel pump camshaft. When the camshaft turns,
the cam raises lifter (11) and pump plunger (6) to the
top of the stroke. The pump plunger always makes a
full stroke. As the camshaft turns farther. spring (8)
returns the pump plunger and lifter to the bottom of
the stroke.

."
FUEL SYSTEM
When the pump plunger is at the bottom of the
stroke, fuel at transfer pump pressure goes into inlet
passage (2), around pump barrel (4) and to bypass
closed port (5). Fuel fills the area above the pump
plunger.
After the pump plunger begins the up stroke, fuel
will be pushed out the bypass closed port until the top
of the pump plunger closes the port. As the pump
plunger travels farther up, the pressure of the fuel
increases. At approximately 690 kPa (100 psi).
check valve ( I) opens and lets fuel flow into the fuel
injection line to the fuel injection nozzle. When the
pump plunger travels farther up, scroll (9) uncovers
spill port (10). The fuel above the pump plunger goes
through slot (7), along the edge of scroll (9) and out
spill port (10) back to fuel manifold (3). This is the
end of the injection stroke. The pump plunger can
have more travel up, but no more fuel will be sent to
the fuel injection nozzle.
6
I ..~
.M
8 9
A92938X1
FUEL INJECTION PUMP
1. Check valve. 2. Inlet passage. 3. Fuel manifold. 4.
Pump barrel. 5. Bypass closed port. 6. Pump plunger. 7.
Siol. 8. Spring. 9. Scroll. 10. Spill port. 11. Ufter. 12. Fuel
rack. 13. Gear. 14. Cam.
When the pump plunger travels down and un­
covers bypass closed port (5), fuel begins to fill the
area above the pump plunger again, and the pump is
ready to begin another stroke.
The amount of fuel the injection pump sends to the
injection nozzle is changed by the rotation of the
pump plunger. Gear (13) is attached to the pump
plunger and is in mesh with fuel rack (12). The
governor moves the fuel rack according to the fuel
needs of the engine. When the governor moves the
fuel rack, and the fuel rack turns the pump plunger,
6
SYSTEMS OPERATION
scroll (9) changes the distance the pump plunger
pushes fuel between bypass closed port (5) and spill
port (10) opening. The longer the distance from the
top of the pump plunger to the point where scroll (9)
uncovers spill port (10), the more fuel will be
injected.
To stop the engine, the pump plunger is rotated so
that slot (7) on the pump plunger is in line with spill
port (10). The fuel will now go out the spill port and
not to the injection nozzle.
FUEL INJECTION NOZZLE
The fuel injection nozzle goes through the cylinder
head into the combustion chamber. The fuel injec­
tion pump sends fuel with high pressure to the fuel
injection nozzle where the fuel is made into a fine
spray for good combustion.
1\
5
2
3
FI
6 7 8 B9219X1
FUEL INJECTION ~OZZLE
1. Carbon dam. 2. Seal. 3. Spring. 4. Filler screen. 5. Inlet
passage. 6. Orifice. 7. Valve. 8. Diameter. 9. Passage.
ID
12 Seal (2) goes against the cylinder head and pre­
vents leakage of compression from the cylinder. Car­
13 bon dam (I) keeps carbon out of the bore in the
cylinder head for the nozzle.
Fuel with high pressure from the fuel injection
pump goes into inlet passage (5). Fuel then goes
through filter screen (4) and into passage (9) to the
area below diameter (8) of valve (7). When the pres­
sure of the fuel that pushes against diameter (8)
becomes greater than the force of spring (3), valve
(7) lifts up. When valve (7) lifts, the tip of the valve
comes off of the nozzle seat and the fuel will go
through the nine 0.20 mm (.008 in.) orifices (6) into
the combustion chamber.
The injection of fuel continues until the pressure of
fuel against diameter (8) becomes less than the force
of spring (3). With less pressure against diameter
(8), spring (3) pushes valve (7) against the nozzle
seal and stops the flow of fuel to the combustion
chamber.
FUEL SYSTEM
The 8N7005 Fuel Injection N o:zzle ca n not be
disassembled and no adjustments can be made.
FUEL TRANSFER PUMP (LATER)
The fuel transfer pump is a piston pump that is
moved by a cam (eccentric) on the camshaft for the
fuel injection pump The transfer pump is located on
the bottom side or the fuel injection pump housing.
B50041X1 2 3
5 6 7 B
FUEL TRANSFER PUMP (START OF DOWN STROKE)
(ARROWS INDICATE FUEL FLOW DIRECTION)
1. Push rod. 2. Piston. 3. Outlet check valve. 4. Pumping
check valve. 5. Pumping spring. 6. Pump inlet port.
7. Inlel check valve. B. Pump outlet port.
When the fuel injection pump camshaft turns. the
cam moves push rod (1) and piston (2) down. As the
piston moves down, in let check valve (7) and outlet
check valve (3) close. Pumping check valve (4) opens
and allows the fuel below the piston to move into the
area above the piston. Pumping spring (5) is com­
pressed as the piston is pushed down by push rod (1 ).
As the fuel injection pump camshaft continues to
turn, the cam no longer puts force on push rod (1 ).
Pumping spring (5) now moves piston (2) up. This
causes pum ping check valve (4) to close. Inlet check
val ve (7) and outlet check valve (3) will open. As the
piston moves up, the fuel in the area above the piston
SYSTEMS OPERATION
is pushed thru the outlet check valve (3) and out
pump outlet port (8). Fuel also moves thru pump
in let port (6) and in let check valve (7) to fill the area
below piston (2). The pump is now ready to start a
new cycle.
B50042X 1
3
4 ~>I t'r/~ ~
5 8
FUEL TRANSFER PUMP (START OF UP STROKE)
(ARROWS INDICATE FUEL FLOW DIRECTION)
1. Push rod. 2. Piston. 3. OUllet check valve. 4. Pumping
check valve. 5. Pumping spring. 6. Pump inlet port.
7. Inlet check valve. B. Pump out lei port.
FUEL TRANSFER PUMP (EARLIER)
The fuel transfer pump is a two-piston pump that
is moved by a cam (eccentric) on the camshaft for the
fuel injection pump. The transfer pump is located on
the right side of the fuel injection pump housing.
When the camshaft turns, the cam lifts push rod
(10) up. The push rod lifts luge piston (9), push
plate (6) and small piston (3). As the pistons move
up, inlet check valve (5) and outlet check valve (8)
close. Pumping check valve (7) in the large piston
opens and fuel goes through the holes in the bottom
of the large piston and fills the passages and chamber
between the bottom of the farge piston and outlet
check valve (8). As small piston (3) moves up, the
pressure of the fuel above the piston increases and
flows out of the pump through outlet (4).
As the camshaft continues to turn, the cam lowers
push rod (l0) down. Pumping spring (2) pushes
small piston (3), push plate (6) and large piston (9)
down. When the piston moves down, inlet check valve
(5) and outlet check valve (8) open. Pumping check
7
FUEL SYSTEM SYSTEMS OPERATION

valve (7) in the large piston closes and the pressure of
the fuel below the check valve increases. Fuel now
flows through the outlet check valve. A part of the
fuel goes through outlet (4) and the remainder goes
to the area above small piston (3).
2 3
As the large piston moves down, fuel from the fuel
tank is pulled through inlet check valve (5) into the
area between the large and small piston. The pump is
now ready to start a new cycle.
Bypass valve (I) controls the outlet pressure of the
fuel. If the fuel pressure goes beyond 170 to 280 kPa
4 (25 to 40 psi), the bypass valve opens and fuel flows
to the inlet of the pump.

5 6 OIL FLOW FOR FUEL PUMP AND GOVERNOR

Oil from the side of the cylinder block goes to

support (9) and into the bottom of front governor
housing (4). The flow of oil now goes in three differ­
en t directions.
1
A part of the oil goes to the rear camshaft bearing
in fuel pump housing (5). The bearing has a groove
around the inside diameter. Oil goes through the
groove and into the oil passage in the bearing surface
(journal) of camshaft (7). A drilled passage through
l5lINLET FUEL

§ PRESSURE FUEL
the center of the camshaft gives oil to the frvnt
9 camshaft bearing and to the thrust face of the cam­
shaft drive gear. Drain hole (6) in the front of fuel
B9213Xl
10 pump housing (5) keeps the level of the oil in the
FUEl TRANSFER PUMP SCHEMATIC (UP STROKE) housing even with the center of the camshaft. The oil
1. Bypass valve. 2. Pumping spring. 3. Small piston. 4. returns to the oil pan through the timing gear
Outlet. 5. Inlet check valve. 6. Push plate. 7. Pumping housing. ~-~--
check valve. 8. Outlet check valve. 9. Large piston. 10.
Push rod. Oi I also goes from the bottom of the front governor

housing through a passage to the fuel pump housing

and to governor servo (2). The governor servo gives

2 3 4 hydraulic assistance to move the fuel rack.

The remainder of the oil goes through passages

to the rear of rear governor housing (3), through air

fuel ratio control (1) and back into another passage

6 in the rear governor housing. Engines that do not

5
have an air fuel ratio control have a cover with an

oil passage to complete the oil flow. Now the oil goes

into the compartment for the governor controls.

Drain hole (8) keeps the oil at the correct level. The

oil in this compartment is used for lubrication of

the governor control components and the oil is the

1
supply for the dashpot.

8
The internal parts of the governor are lubricated

by oil leakage from the servo and the oil is thrown by

rn INLET FUEL parts in rotation. The flyweight carrier thrust bear­

Iii PRESSURE FUEL ing gets oil from the passage at the rear of the

9
camshaft.

B9214X1 10
Oil from the governor returns to the oil pan

FUEL TRANSFER PUMP SCHEMATIC (DOWN STROKE) through a hole in the bottom of the front governor

1. Bypass valve. 2. Pumping spring. 3. Small piston. 4. housing and through passages in the support and
.;/
Outlet. 5. Inlet check valve. 6. Push plate. 7. Pumping
check valve. 8. Outlet check valve. 9. Large piston. 10. cylinder block.

Push rod.

8
FUEL SYSTEM SYSTEMS OPERATION

2 4 5
I

,I

~ PRESSURE OIL

9 OASHPOT OIL

\ 825650Xl

FUEL PUMP AND GOVERNOR

1. Air fuel ratio control. 2. Servo. 3. Rear governor housing. 4. Front governor housing. 5. Fuel pump housing. 6. Drain
hole. 7. Camshaft. 8. Drain hole. 9. Support.

When the engine is started and the governor is at the

GOVERNOR
The governor controls the amount of fuel needed
by the engine to maintain a desired rpm.
The governor flyweights (8) are driven directly by
the fuel pump camshaft. Riser (l0) is moved by
flyweights (8) and governor spring (l). Lever (7)
connects the riser with sleeve (2) which is fastened to
valve (3). Valve (3) is a part of governor servo (5) and
moves piston (4) and fuel rack (6). The fuel rack
moves toward the front of the fuel pump housing (to
the right in the illustration) when moved in the
FU EL OFF direction.
The force of governor spring (I) always pushes to
give more fuel to the engine. The centrifugal (rotating)
force of flyweights (8) always push to get a reduction of
fuel to the engine. When these two forces are in balance
(equal), the engine runs at a constant rpm.
low idle position, over fueling spring (9) moves the
riser forward and gives an extra amount of fuel to the
engine. When the engine has started and begins to run,
the flyweight force becomes greater than the force of
the over fueling spring. The riser moves to the rear and
reduces the amoun~ of fuel to the low idle requirement
of the engine.
When the governor control lever is moved to the high
idle position, governor spring (I) is put in compression
and pushes riser (10) toward the flyweights. When the
riser moves forward, lever (7) moves sleeve (2) and
valve (3) toward the rear. Valve (3) stops oil flow
through governor servo (5) and the oil pressure moves
piston (4) and the fuel rack to the rear. This increases
the amount of fuel to the engine. As engine speed
increases, the flyweight force increases and moves the
riser toward the governor spring. When the riser moves
to the rear, lever (7) moves sleeve (2) and valve (3)

9
FUEL SYSTEM SYSTEMS OPERATION

forward. Valve (3) now directs oil pressure to the rear Governor Servo
of piston (4) and moves the piston and fuel rack for­ The governor servo gives hydraulic assistance to the
ward. This decreases the amount of fuel to the engine. mechanical governor force to move the fuel rack. The ~ }

govemor servo has cylinder (3), cylinder sleeve (4),

piston (2) and val ve (I).

11

B9220X1
B D

89136-Jx3 GOVERNOR SERVO

(Fuel on position)

GOVERNOR 1. Valve. 2. Piston. 3. Cylinder. 4. Cylinder sleeve. 5.

Fuel rack. A. Oil inlet. B. Oil outlet. C. Oil passage. D. Oil

1. Governor spring. 2. Sleeve. 3. Valve. 4. Piston. 5. Gov­

passage.

ernor servo. 6. Fuel rack. 7. Lever. 8. Flyweights. 9. Over

fueling spring. 10. Riser. 11. Spring seat. 12. Stop

bolt. 13. Torque spring. 14. Power setting screw. 15. Tor­

que rise selting screw. 16. Stop collar. 17. Stop bar. 18.

When the governor moves in the FUEL ON direc­

Load stop bar.
tion, valve (1) moves to the left. The valve opens oil
outlet (B) and closes oil passage (D). Pressure oil from
from oil inlet (A) pushes piston (2) and fuel rack (5)
When the tlyweight force and the governor spring force
to the left. Oil behind the piston goes through oil
become equal, the engine speed is constant and the
passage (C), along valve (l) and out oil outlet (B).
engine runs 8t high idle rpm. High idle rpm is adjusted
by the high idle adjustment screw. The adjustment
screw 1imits the amount of compression of the governor
spnng.
With the engine at high idle, when the load is 2 A
increased, engine speed will decrease. Flyweights (8)
move in and governor spring (1) pushes riser (10) 4
forward and increases the amount of fuel to the
engine. As the load is increased more, governor
spring (1) pushes riser (10) farther forward. Spring
seat (11) pulls on stop bolt ( 12). Stop collar ( 16) on
the opposite end has power setting screw (14) and
(on engines so equipped) torque rise setting screw
(15) that controls the maximum amount of fuel rack
travel. The power setting screw moves forward and 5
makes contact with load stop bar (18) or torque
spring (13). This is the balance point. For engines a LOW PRESSURE OIL
with a torque spring, if more load is added to the
B9222X1
engine, engine speed will decrease and push riser
(10) forward more. This will cause power setting GOVERNOR SERVO
(Balanced position)
_lo'
screw (14) to bend (deflect) torque spring (13) until
1. Valve. 2. Piston. 3. Cylinder. 4. Cylinder sleeve. 5. Fuel
torque rise screw (15) makes contact with stop bar rack. A. Oil inlet. B. Oil outlet. C. Oil passage. D. Oil
(17). This is the point of maximum fuel to the engine. passage.

10
FUEL SYSTEM SYSTEMS OPERATION

4
When the governor spring and flyweight forces are
balanced and the engine speed is constant, valve (1)
stops moving. Pressure oil from oil inlet (A) pushes
piston (2) until oil passages (C and D) are opened.
Oil now flows through oil passage (D) along valve (1)
and out through oil outlet (B). With no oil pressure
on the piston, the piston and fuel rack (5) stop
moving.

B92:24-1Xl

DASH POT

(Governor Moving to Fuel On)

1. Cylinder. 2. Piston. 3. Dashpot spring. 4. Spring

seat. 5. Needle valve. 6. Check valve. 7. Oil reservoir.

GOVERNOR SERVO
(Fuel Off Position)
1. Valve. 2. Piston. 3. Cylinder. 4. Cylinder sleeve. 5. Fuel
rack. A. Oil inlet. B. Oil outlel. C. Oil passage. D. Oil
oassaae.

When the governor moves in the FUEL OFF dir­

ection, valve (1) moves to the right. The valve closes
oil outlet (B) and opens oil passage (D). Pressure oil
from oil inlet (A) is now on both sides of piston (2).
The area of the piston is greater on the left side than
on the right side of the piston. The force of the oil is
also greater on the left side of the piston and moves
the piston and fuel rack (5) to the right. 1 89224Xl

DASHPOT

(Governor Moving to Fuel Off)

1. Cylinder. 2. Piston. 3. Dashpot spring. 4. Spring

Dashpot seat. 5. Needle valve. 6. Check valve. 7. Oil reservoir.

The dashpot helps give the governor better speed
control when there are sudden speed and load
changes. The dashpot has cylinder (1), piston (2),
dashpot spring (3), needl~ valve (5) and check valve
(6). Piston (2) and spring seat (4) are fastened to
dashpot spring (3).
When the governor moves toward FUEL ON,
spring seat (4) and piston (2) move to the right. This
movement pulls oil from oil reservoir (7) through
check valve (6) and into cylinder (1).
When the governor moves toward FUEL OFF,
spring seat (4) and piston (2) move to the left. This
movement pushes oil out of cylinder (1), through
needle valve (5) and into oil reservoir (7).
If the governor movement is slow, the oil gives no
restriction to the movement of the piston and spring
seat. If the governor movement is fast in the FUEL
OFF direction, the needle valve gives a restriction to
the oil and the piston and spring seat will move
slowly.

11
 SYSTEMS OPERATION
FUEL SYSTEM

AIR FUEL RATIO CONTROL

2 3 4 5 6

III DRAIN OIL

1m FLOWING OIL

1 8 9 10 11
B31943·2X1

AIR FUEL RATIO CONTROL

(Engine Stopped)
1. Inlel air chamber. 2. Diaphragm assembly. 3. Internal valve. 4. Oil drain passage. 5. Oil inlet. 6. Stem. 7. Spring.
a. Piston. 9. Oil passage. 10. Oil chamber. 11. lever.

3 4 5 6
2
)
§INLET MAN. PRESSURE
ODRAIN OIL
~FLOWING OIL

B3194J-1Xl 1 B 9 10 11
AIR FUEL RATIO CONTROL
(Increase in Inlet Air Pressure)
1. Inlet air chamber. 2. Diaphragm assembly. 3_ Internal valve. 4. Oil drain passage. 5. Oil inlet. 6. Stem. 7. Spring.
a. Piston. 9. Oil passage. 10. Oil chamber. 11. lever.

'<~

12

.
-)
 FUEL SYSTEM SYSTEMS OPERATION

The air fuel ratio control limits the amount of
fuel to the cylinders during an increase of engine
speed (acceleration) to reduce exhaust smoke.
~,
Stem (6) moves lever (11) which will restrict the
movement of the fuel rack in the FUEL ON direc­
tion only.
With the engine stopped, stem (6) is in the fully
extended position. The movement of the fuel rack
a nd lever (11) is not restricted by stem (6). This
gives maximum fuel to the engine for easier starts.
After the engine is started, engine oil flows
through oil inlet (5) into pressure oil chamber (10).
From oil chamber (10) oil flows through oil pas­
sage (9) into internal valve (3) and out oil drain
passages in stem (6).
Stem (6) will not move until inlet manifold pres­
sure increases enough to move internal valve (3).
A line connects the inlet manifold with inlet air
chamber (I) of the air fuel ratio control.
When inlet manifold pressure increases, it causes
diaphragm assembly (2) to move towards the right.
This also causes internal valve (3) to move to the
right. When internal valve (3) moves to the right,
it closes oil passage (9).
When oil passage (9) is closed, oil pressure in­
creases in oil chamber (10). Oil pressure moves
piston (8) and stem (6) to the left and into the
operating position. The air fuel ratio control will
remain in the operating position until the engine
is shut off.
When the governor control is moved to increase
fuel to the engine, stem (6) limits the movement
of lever (II) in the FUEL ON direction. The oil
in oil chamber (10) acts as a restriction to the move­
ment of stem (6) until inlet air pressure increases.
As the inlet air pressure increases, diaphragm
assembly (2) and internal valve (3) move to the
right. The internal valve opens oil passage (9),
and oil in oil chamber (10) goes to oil drain pas­
sage (4). With the oil pressure reduced behind
piston (8), spring (7) moves the piston and stem
(6) to the right. Piston and stem (8 and 6) will move
until oil passage (9) is closed by internal valve (3).
Lever (II) can now move to let the fuel rack go to
the full fuel position. The air fuel ratio control is
designed to restrict the fuel until the air pressure
in the inlet manifold is high enough for complete
combustion. It prevents large amounts of exhaust
smoke caused by an air-fuel mixture with too much
fuel.

[t':l DRAIN OIL

STOPPED OIL

B31943X1 1 B 9 10 11
AIR FUEL RATIO CONTROL
(Ready for Operation)
1. Inlet air chamber. 2. Diaphragm assembly. 3. Internal valve. 4. Oil drain passage. 5. Oil inlet. 6. Stem. 7. Spring.
B. Piston. 9. Oil passage. 10. Oil chamber. 11. Lever.

13
 FUEL SYSTEM TESTING AND ADJUSTING
FUEL SYSTEM
Either too much fuel or not enough fuel for com­
,'~
bustion can be the cause of a problem in the fuel
system.
Many times work is done on the fuel system when
the problem is reaJly with some other part of the
engine. The source of the problem is difficult to find,
I
( especially when smoke comes from the exhaust.
; Smoke that comes from the exhaust can be caused by
a bad fuel injection valve, but it can also be caused by
one or more of the reasons that follow:
a Not enough air' for good combustion.
b. An overload at high altitude.
c. Oil leakage into combustion chamber.
d. Not enough compression.
e. Fuel injection timing retarded.
FUEL SYSTEM INSPECTION
To check for low fuel pressure, remove the Ys"
Pipe Plug from the fuel filter base. Connect the
8M2743 Gauge from the 5P6225 Hydraulic Test
Box to the hole where the plug was removed. Run
~~
the engine at high idle and check the fuel pressure
reading. The fuel pressure must be at least 105 kPa
(15 psi).
A problem with the components that send fuel to
the engine can cause low fuel pressure. This can
decrease engine performance.
I. Check the fuel level in the fuel tank. Look at the
cap for the fuel tank to make sure the vent is not
filled with. dirt.
2. Check the fuel lines for fuel leakage. Be sure the
fuel supply line does not have a restriction or a
bad bend.
3. Install a new fuel filter. Clean the primary fuel
filter.
~
4. Remove any air that may be in the fuel system. If
there is air in the fuel system, use the priming
pump and open the drain valve on the fuel injec­
tion pump housing until fuel without air comes
from the drain line.
NOTICE
When fuel injection lines are loosened or tight­
ened on the fuel injection nozzles, two
wrenches must be used. The nozzle must be
held with a wrench or damage to the nozzle can
result.
To remove air from the fuel injection lines, loosen
the fuel line nuts on the fuel injection nozzles 1/2
turn. Move the governor lever to the low idle position.
Crank engine with the starter motor until fuel with­
out air comes from the fuel line connections. Tighten
the fuel line nuts.
NOTE: The fuel priming pump will not give enough
pressure to push fuel through the reverse flow check
valves in the fuel injection pumps.
CHECKING ENGINE CYLINDERS
SEPARATELY
An easy check can be made to find the cylinder
that runs rough (misfires) and causes black smoke to
come out of the exhaust pipe.
Run the engine at the speed that is the roughest.
Loosen the fuel line nut at a fuel injection pump. This
will stop the /low of fuel to that cylinder. Do this for
each cylinder until a loosened fuel line is found that
makes no difference in engine performance. Be sure
to tighten each fuel line nut after the test before the
next fuel line nut is loosened. Check each cylinder by
this method. When a cylinder is found where the
loosened fuel line nut does not make a difference in
engine performance, test the injection pump and fuel
injection nozzle for that cylinder.
Temperature of an exhaust manifold port, when a
engine runs at low idle speed, can also be an indica­
tion of the condition of a fuel injection nozzle. Low
35
FUEL SYSTEM TESTING AND ADJUSTING

;'" ~,,--

temperature at an exhaust manifold port is an indica­

tion of no fuel to the cylinder. This can possibly be an
indication of a nozzle with a defect. Extra high tem­
perature at an exhaust manifold port can be an indi­ , r
cation of too much fuel to the cylinder, also caused by
a nozzle with a defect.

The most common defects found with the fuel

injeclion nozzles are:

1. Carbon on tip of the nozzle or in the nozzle

ori ficc.

2. Orifice wear.
EXTRA VALVE
L. Gauge protector valve (must be in open position at all

times).

NOTICE
Do not test nozzles unless you have the correct
service tools.

TESTING 8N7005 & 8N7001 FUEL

NOTICE
INJECTION NOZZLES
Be sure to use clean SAE J967 Calibration Fluid
Tools Needed:
when tests are made. Dirty test fluid will dam­
*5P4150 Nozzle Testing Group.
age components of fuel injection nozzles. The
5P7448 Adapter.
temperature of the test fluid must be 1B to 24° C
8S2270 Fuel Collector.
(65 to 75° F) for good test results.
FT1384 Extension.

8S2245 Cleaning Tool Group.

8S2258 Brass Wire Brush.

6V4979 Carbon Seal Installation Tool.

1F1153 Needle Nose Pliers.

'----'"
5V2170 Tube Assembly.

7/64" Hex Wrench.

*Special Instruction Form No. SEHS7292.

Order calibration fluid by part number, in the

quantities needed, according to the information that
follows:
6V6068 Calibration Fluid, 18.9 liter (5 U.S. gal.)
6V6067 Calibration Fluid, 208.2 liter (55 U.S.
gal.)

5P4150 NOZZLE TESTING GROUP

1. BN7005 Nonie Assembly. A. 5P7448 Adapter. B.
5P4146 Gauge, 0 to 6900 kPa (0 to 1000 psi). C.6V2170 The 8N7005 & 8N700 I Fuel Injection Nozzles
Tube Assembly. D. 2P2324 Gauge, 0 to 34500 kPa (0 to are not to be disassembled for cleaning or adjust­
5000 psi). E. Gauge protector valve ior 2P2324 Gauge. F.
FT1384 Extension. G. Gauge protector valve for 5P4146 ment. Do the tests that follow to determine if the
Gauge. H. On-off valve. J. 852270 Fuel Collector. K. nozzle performance is acceptable.
Pump isolator valve.

\,--""

36
 FUEL SYSTEM TESTING AND ADJUSTING

I. Remove fuel filter base (1) and the fuel line - !

from the fuel filter base to the fuel transfer ,:B74916Xl
pump.
"---­ 2. Remove bolts (2) and timing pin cover (3) from
the fuel injection pump housing.

.l

TIMING PIN INSTALLED

4. Timing pin.

7. Install 8S2244 Extractor (5) on the threads of

the injection pump. Carefully pull the pump
straight up out of the bore.
Be careful when an injection pump is disassem­
FUEL INJECTION PUMP HOUSING bled. Do not damage the surface on the plunger.
1. Fuel filter base. The plunger and barrel are made as a set. Do not
put the plunger of one pump in the barrel of another
pump. If one part is worn, install a complete new
pump assembly. Be careful when the plunger is put
into the bore of the barrel. When injection pump
and spacers are removed from the fuel injection
pump housing, keep the parts together so they can
''-' be installed in the same location in the housing.

Installation of Fuel Injection Pumps

NOTICE
The fuel rack MUST BE IN THE CENTER POSI­
TION before the correct installation of an in­
jection pump is possible.
FUEL INJECTION PUMP HOUSING 1. Put the fuel rack in the center position. Make
2. Bolts. 3. Timing pin cover. reference to Removal of Fuel Injection Pumps.
2. Put the 8S2244 Extractor on the threads of the
3. Move the governor lever to the FUEL OFF fuel injection pump.
position and install timing pin (4) in the rack
3. Make sure the lifter for the pump to be installed
centering hole as shown.
is at the bottom of its travel.
4. With the timing pin in position, move the gov­
4. Put the groove of barrel (6) in alignment with
ernor lever to the high idle position. The fuel
the middle (fourth) tooth of gear segment (7).
rack will move until the edge of the groove in
the rack makes contact with the timing pin. 5. Look into the bore for the fuel injection pump
The fuel rack is now in the center position. and locate both dowels. There is a dowel in the
Fasten the governor lever in the HIGH IDLE lifter and a dowel in the opposite side of the
position. bore in the fuel injection pump housing. Put
the groove in the pump barrel in alignment with
5. Remove the fuel injection line from the fuel
the large dowel in the pump housing and put the
injection pump.
slot (groove) on the opposite side of the gear
,-. 6. Put the 8S4613 Wrench into spline of bushing teeth on the sector gear in alignment with the
that holds the fuel injection pump in the hous­ small dowel in the lifter. Install the fuel injec­
ing. Remove the bushing. tion pump straight down into the bore.

41
 FUEL SYSTEM TESTING AND ADJUSTING

I. Valve Opening Pressure Test.

II. Flush the Nozzle.

Ill, Tip Leakage Test.

IV. Orifice Restriction Test.

"

"---'
V. Bleedscrew Leakage Test. M

Nozzle Preparation for Test

\;
f

A756J8Xl
Before fuel injection nozzle (I) can be tested, all
loose carbon around the tip of the nozzle must be
852245 CLEANING KIT
removed with the 8S2258 Brass Wire Brush (M).
M. 852258 Brass Wire Brush. N. 6V4979 Carbon Seal
Tool. p, 852250 Nozzle Holding Tool.
B3496Xt

B3475X1

'--­ REMOVING CARBON DAM

1. Fuel injection nozzle, 2. Carbon dam. 3. Seal. Remove BN7005 FUEL INJECTION NOZZLE
carbon dam (2) with needle nose pliers and remove seal 4. Bleed screw and seal.
(3) from the nozzle,

Remove bleed screw and seal (4 ) from the nozzle.

NOTICE
NOTE: The bleed screw and seal must be removed
Do not use a steel brush or a wire wheel to clean for all tests except test V; Bleed Screw Leakage Test.
the nozzle body or the nozzle tip. Use of these
tools can cause a small reduction of orifice
size, and this will cause a large reduction in
engine horsepower. Too much use of the
852258 Brass Wire Brush will also remove the
coating that is on the nozzle for protection. I. Valve Opening Pressure Test (VOP)

Clean the groove for carbon seal darn (2) and the
body of the nozzle below the groove with the 8S2258
Brass Wire brush (M). Remove the carbon, but be
sure not to use the brush enough to cause damage to
the body of the nozzle.
1
I
NOTE: A change in color in the area below the
groove is normal and does not effect the body of the
nozzle.
',,---,
1. Install 6V2I70 Tube Assembly (C) to the tester.
2. Install 8N7005 or 8N700 I FuelInjection Nozzle
with 5P7448 Adapter (A) on tube assembly (6).
Position the bleed screw hole toward the tester
and in line with 6V2170 Tube Assembly (C).
This will make the fuel spray pattern hori­
zontal. Be sure the nozzle tip is down and ex­
tends into FTl384 Extension (F) and 8S2270
Fuel Collector (J).

37

----I

FUEL SYSTEM TESTING AND ADJUSTING

A WARNING VALVE OPENING PRESSURE (VOPl SPECIFICATIONS

8300 to 16 200 kPa
(1200 to 2350 psi)
When fuel injection nozzles are tested, be sure
~
to wear eye protection. Test fluid comes from II. Flush the Nozzle
the orifices in the nozzle tip with high pressure.
The test fluid can pierce (go thru) the skin and I. Close gauge protector valve (E). Close on-off

cause serious injury to the operator. Keep the valve (H). Open pump isolator valve (G).

tip of the nozzle pointed away from the opera­

tor and into the 8S2270 Fuel Collector and NOTE: Make sure nozzle extends inside and below
FT1384 Extension. the top of FTl384 Extension (F).
2. Operate the pump rapidly for three full strokes.

III. Tip Leakage Test

I. Remove all fuel from the nozzle tip and body

with a clean cloth.

B3476Xl
2. Put a clean cloth around the body of the nozzle to

take in any leakage from the bleed screw hole

NOZZLE READY FOR TEST and prevent any fuel leakage to drain down to

E. Gauge protector valve. H. On-off valve. K. Pump isola­ the tip of the nozzle.

lor valve.

NOTICE
Put a shop towel around the upper part of the
nozzle to take in any fuel leakage.

3. Close on-off valve (H). Open pump isolator

valve (K).
4. Open gauge protector valve (E). Operate the
pump to make a slow increase in pressure until
the valve in the fuel injection nozzle just starts to
open. Read the maximum gauge pressure at the B3476Xl

instant fluid flows from the tip.

NOZZLE READY FOR TEST
NOTE: It is possible for the pressure reading of the E. Gauge protector valve. H. On-off valve. K. Pump isola­

gauge to go down fast if the valve makes a noise tor valve.

(chatters) when it opens. It is also possible for the

pressure reading of the gauge to be almost constant
when the valve in the fuel injection nozzle opens.
NOTE: The valve in the fuel injection nozzle can be
good and still not make a noise (chatter), or not have
a very fine va por (spray) from the orifices in the tip of
the fuel injection nozzle during Step 4.
If the opening pressure is not within specifications,
do not use the fuel injection nozzle again.
3. Open gauge protector valve (E). Close on-off
valve (H). Open pump isolator valve (K).
4. Make and hold for 15 seconds a pressure of 1380
kPa (200 psi) less than the opening pressure
t
measured in YOP Test I and make a note of the
number of drops that fall.
TIP LEAKAGE SPECIFICATION
".....-/
No more than 5 drops can fall in 15 seconds.

38
 FUEL SYSTEM TESTING AND ADJUSTING

5. If the nozzle is not within specifications. DO

NOT USE THE NOZZLE.

'"'-.-" IV. Orifice Restriction Test

I. Close gauge protector valve (E) and on-off valve

(H). Open pump isolator valve (K).
2. Point the tip of the fuel in-jection nozzle into the B9146Xl
8S2270 Fuel Collector and FTl384 Extension. TYPICAL DISCHARGE PATTERN WITH VERTICAL

~ DISTORTION

r Be sure the bleed screw hole is positioned toward

(REPLACEMENT NECESSARY)

the tester and is in line with 6V2170 Tube As­

sembly (C). This will make the fuel injection
nozzle be 15° from vertical and the spray pat­
tern will be horizontal.
V. Bleed Screw Leakage Test
3. Make a slow increase in pressure and look at the
orifice discharge pattern (shape of discharge) I. Install bleed screw and seal (4) in fuel injection
when fluid begins to flow through the fuel injec­ nozzle. Tighten the bleed screw to a torque of
tion nozzle. The discharge must be the same 1.8 ± 0.2 N-m (16 ± 2 lb. in.).
through all nine orifices. Any change either ver­
tically or horizontally, is an indication of a bad NOTICE
nozzle.
Do not tighten the bleed screw more than the
torque shown. The bleed screw or seal can be
damaged.

2. Put the tip of the fuel injection nozzle down

inside the 8S2270 Fuel Collector and FT1384
Extension.
'----'
B9143X1 3. Close on-off valve (H). Open gauge protector
valve (E) and pump isolator valve (K).
GOOD NOZZLE
(USE AGAIN) 4. Pump the tester until fuel injection nozzle is full
of fluid and the pressure on the gauge is 27 500
kPa (4000 psi).

NOTE: 15 or 20 strokes of the pump can be neces­

sary for the pressure to get to 27 500 kPa (4000 psi).

B9144X1 BLEED SCREW LEAKAGE SPECIFICATION

TYPICAL DISCHARGE PATTERN FOR ORIFICE
There must be no leakage between the bleed screw and
WITH A RESTRICTION
the body of the fuel injection nozzle.
(REPLACEMENT NECESSARY)

5. If there is leakage, replace the 8N4174 Seal.

Inspect the washer face of the bolt for damage,
replace if needed. Test the nozzle again. If there
is still leakage, the fuel injection nozzle must be
replaced.

6. If no fuel leakage is found, the fuel injection

B9145X1 . ,
nozzle is acceptable. Put a new seal (3) on the
TYPICAL DISCHARGE PA TTERN WITH HORIZONTAL
.----...­ DISTORTION
nozzle. Install a new carbon dam (2) in nozzle
(REPLACEMENT NECESSARY) groove with 6V4979 Carbon Seal Tool (N).

39
FUEL SYSTEM
.'" ..... _.
B3495X2'
INSTALLING CARBON DAM
2. Carbon dam. 3. Seal. N. 6V4979 Carbon Seal Tool.
FUEL INJECTION LINES
Fuel from the fuel injection pumps goes to the fuel
injection nozzles through the fuel injection lines.
When fuel injection lines are disconnected or re­
moved, always put caps or plugs on the ends to keep
dirt out of the lines. When fuel injection lines are
installed, be sure all clamps and dampers are in­
sta lled in their origi nal loca tion.
The nuts that hold a fuel injection line to an injec­
tion nozzle and injection pump must be tightened to
the correct torque. If the nut is loose, fuel will leak
from the connection. If the nut is tightened too tight,
the inside diameter of the line will become smaller
and cause a restriction to the flow of fuel in the line.
Use a torque wrench and a 5P144 Fuel Line Socket
to tighten the fuel injection line nuts to 40 ± 7 N·m
(30 ± 5 lb. ft.).
A WARNING
Fuel injection lines which are bent, damaged or
rubbing can leak and cause a fire. Replace any
lines which have damage or leaks that can not
be corrected when tightened to the correct
torque.
CHECKING THE PLUNGER AND LIFTER
OF AN ·INJECTION PUMP
NOTE: There are no different size spacers available
to adjust the timing dimension of the fuel injection
pumps. If the pump plunger or the lifter is worn, they
must be replaced. Because there is no adjustment to
the timing dimension possible, there is NO OFF'
ENGINE LIFTER SETTING PROCEDURE.
40
TESTING AND ADJUSTING
When there is too much wear on the fuel injection
pump plunger, the lifter may also be worn and there
will not be good contact between the two parts. To
stop fast wear on the end of a new plunger, install new
~
lifters in the place of the lifters that have wear.
,,'
~
B9229X1 A B c
WEAR BETWEEN LIFTER AND PLUNGER
Fig. A. IIlustrales the contact surfaces 01 a new pump
plunger and a new lifter. In Fig. B the pump plunger and
lifler have worn considerably. Fig. C shows how the flat
end of a new plunger makes poor contact with a worn liller,
resulting in rapid wear to both parts.
An injection pump can have a good fuel flow com­
ing from it but not be a good pump because of slow
timing that is caused by wear on the bottom end of
the plunger. When making a test on a pump that has
been used for a long time, use a micrometer and
measure the length of the plunger. If the length of the
plunger is shorter than the minimum length (worn)
dimension given in the chart, install a new pump.
~
FUEL PUMP PLUNGER
Length (new) .. 73.886 ± 0.013 mm (2.9089 ± .0005 in.)
Minimum length (worn) 73.873 mm (2.9084 in.)
Look for wear at the top part of the plunger. Check
the opera tion of the plunger according to the instruc­
tions for the Fuel Injection Test Bench.
REMOVAL AND INSTALLATION OF FUEL
INJECTION PUMPS
Tools Needed:
854613 Wrench.
852244 Extractor.
6V4186 Timing Pin.
Removal of Fuel Injection Pumps
NOTICE
Before any parts are removed from the fuel
injection pump housing, thoroughly clean all
j
dirt from the housing. Dirt that gets inside the
pump housing will cause much damage.
NOTE: The fuel rack must be in the center position ',,----,,'
before the fuel injection pumps can be removed.
 FUEL SYSTEM TESTING AND ADJUSTING

1. Remove fuel filter base (l) and the fuel line

'" l'
from the fuel filter base to the fuel transfer B74916X1
,
pump.
.~
2. Remove bolts (2) and timing pin cover (3) from
the fuel injection pump housing.

TIMING PIN INSTALLED

4. Timing pin.

7. Install 8S2244 Extractor (5) on the threads of

the injection pump. Careful1y pull the pump
straight up out of the bore.
Be careful when an injection pump is disassem­
FUEL INJECTiON PUMP HOUSING bled. Do not damage the surface on the plunger.
1. Fuel filter base. The plunger and barrel are made as a set. Do not
put the plunger of one pum p in the barrel of another
pump. If one part is worn, install a complete new
pump assembly. Be careful when the plunger is put
into the bore of the barrel. When injection pump
and spacers are removed from the fuel injection
pump housing, keep the parts together so they can
'"'­ be installed in the same location in the housing.

Installation of Fuel Injection Pumps

NOTICE
The fuel rack MUST BE IN THE CENTER POSI­
TION before the correct installation of an in­
jection pump is possible.
FUEL INJECTION PUMP HOUSING I. Put the fuel rack in the center position. Make
2. Bolts. 3. Timing pin cover. reference to Removal of Fuel Injection Pumps.
2. Put the 8S2244 Extractor on the threads of the
3. Move the governor lever to the FUEL OFF fuel injection pump.
position and install timing pin (4) in the rack
3. Make sure the lifter for the pump to be installed
centering hole as shown.
is at the bottom of its travel.
4. With the timing pin in position, move the gov­
4. Put the groove of barrel (6) in alignment with
ernor lever to the high idle position. The fuel
the middle (fourth) tooth of gear segment (7).
rack will move until the edge of the groove in
.'! the rack makes contact with the timing pin. 5. Look into the bore for the fuel injection pump
,. The fuel rack is now in the center position. and locate both dowels. There is a dowel in the
,l
1 Fasten the governor lever in the HIGH IDLE
position.
lifter and a dowel in the opposite side of the
bore in the fuel injection pump housing. Put
the groove in the pump barrel in alignment with
5. Remove the fuel injection line from the fuel
the la rge dowel in the pump housing and put the
injection pump.
slot (groove) on the opposite side of the gear
'--" 6. Put the 8S4613 Wrench into spline of bushing teeth on the sector gear in alignment with the
that hold s the fuel injection pump in the hous­ small dowel in the lifter. Install the fuel injec­
ing. Remove the bushing. tion pump straight d own into the bore.

41
FUEL SYSTEM TESTING AND ADJUSTING

A WARNING

'--../
Be careful when plate is put against air inlet
opening. Due to excessive suction, the plate
can be pulled quickly against air inlet open­
ing. To avoid crushed fingers, do not put fingers
between plate and air inlet opening.

FUEL PUMP INSTALLATION

5. 8S2244 Extractor. 6. Groove of barrel. 7. Fourth tooth
of gear segment.

6. Push down On extractor (5) (hand force only)

and install a-ring and bushing that holds the
injection pump in the pump housing. If the
pump is in the correct position, the bushing
will turn into the threads of the fuel injection
housing with the fingers until it is even with the
top of the housing. When the bushing is in­
stalled correctly, tighten the bushing to 160 ±
14 Nom (120 ± 10 Lb. ft.)
STOPPING THE ENGINE (TYPICAL EXAMPLE)

NOTICE
c. Start the engine, and if engine starts to over­
The bushing must be tightened to the correct speed (run out of control) put a steel plate ~
torque. Damage to the housing will be the re­ over the air inlet to stop the engine.
sult if the bushing is too tight. If the bushing is
not tight enough, the pump will have leakage.

7. Install the fuel injection line to the pump and

tighten to 40 ± 7 Nom (30 ± 5 lb. ft.). FINDING TOP CENTER COMPRESSION
8. Remove timing pin (4) and install timing pin POSITION FOR NO.1 PISTON
cover (3). Tools Needed:
5P7307 Engine Turning Tool Group.
NOTICE 3/8-16 NC Boll.

If one or more of the fuel injection pumps have
been installed wrong, it is possible for the en­
gine to run out of control when started. When
any of the fuel injection pumps have been re­
moved and installed, take the precautions
(steps) that follow to stop the engine if it starts
to overspeed (run out of control).
a. (Engines without turbocharger). Remove
the air cleaner.
No. I piston at top center (TC) on the compres­
sion stroke is the starting point for all timing pro­
cedures.
1. Remove the valve cover.
2. Remove plug (1).
NOTE: The engine is seen from the flywheel end
when direction of crankshaft rotation is given.
3. Remove the starter motor and install 5P7307

(Engines with turbocharger). Remove tube Engine Turning Tool Group.

assembly and hose from the air inlet side of

turbocharger. 4. Turn the flywheel clockwise approximately 60°.

b. Set the governor at low idle. ~

42

I
FUEL SYSTEM TESTING AND ADJUSTING

CHECKING ENGINE TIMING WITH 6V3100

DIESEL ENGINE TIMING INDICATOR
GROUP

Tools Needed:
6V3100 Diesel Engine Timing Indicator Group.

Special Instruction Form No. SEHS7742 is with

the tool group and gives instructions for the test
procedure.

NOTICE
The engine must be stopped while the timing
LOCATION OF PLUG
indicator is being connected.
1. Plug.

..=;

5. Now tUln the flywheel counterclockwise until

~
a 3/8" 16 NC bolt (2) can be put through hole
(3) and installed in the timing bolt hole in the
flywheel.
6. Look at the valves for No. I cylinder (the two
valves at the front of the engine). The intake
valve and exhaust valve for No. J cylinder must
be closed. If they are closed, you will be able to
move both rocker arms up and down by hand.

~w~
7. If the intake valve and exhaust valve for No. I
cylinder are not closed, remove bolt (2). Turn
the crankshaft counterclockwise 360° and in­
stall bolt (2). Both valves are now closed. This
is top center (TC) compression position for 6V3100 DIESEL ENGINE TIMING INDICATOR GROUP
No. 1 piston. 1. Engine liming indicator. 2. TOC magnetic transducer.
3. Pipe adapter. 4. Injection transducer. 5. 5P7437

Adapter. 6. 5P7435 Tee Adapter. 7. 5P7436 Adapter.

1. Make reference to Operation Instructions in­

INSTALLING BOLT
2. Bolt. 3. Hole.
NOTE: If the flywheel bolt hole is turned beyond
hole (3) and bolt (2) can not be installed, turn the
flywheel clockwise approximately 60°. Then, turn
it counterclockwise until bolt (2) can be installed.
The reason for this step is to be sure the play is re­
moved from the timing gears when the engine is put
on top center.
side the lid of the 6V3100 Diesel Engine Timing
Indicator Group for complete instructions and
calibration.
2. Lossen all fuel line clamps that hold No.1 fuel
injection line and disconnect fuel injection line
(8) for No. I cylinder at the fuel injection pump.
Slide the nut up and out of the way. Put 5P7436
Adapter (7) in its place and turn adapter (7)
onto the fuel pump bonnet until the top of the
bonnet threads are approximately even with
the bottom of the "window" in the adapter.
3. Put the 5P7435 Tee Adapter (6) on the Injection
transducer (4) and put the end of the 5P7435
Tee Adapter (6) in the "window" of the 5P7436
Adapter (7).
4. Put fuel injection line (8) on top of 5P7435 Tee
Adapter (6). Install 5P7437 Adapter (5) and
tighten to 40 Nom (30 lb. ft.).

43
 TIMING CHART 18 ± 1°
ENGINE rpm INDICATOR READING
1000 17.B to 20.2°
2100 18.9 to 21.3°

TIMING CHART 21 ± 1°
ENGINE rpm INDICATOR READING
1000 20.8 to 23.2°
2100 21.9 to 24.3°

If the engine timing is not correct, make reference

TRANSDUCER IN POSITION to CHECKING TIMING BY TIMING PIN
(TYPICAL EXAMPLE) METHOD for the procedure to change engine
4. Injection transducer. 8. Fuel injection line for No.1
timing.
cylinder.

5. Remove the plug from the flywheel housing. CHECKING TIMING BY

Install pipe adapter (3) into the hole the plug TIMING PIN METHOD
was removed from. Tighten only a small
Tools Needed:
amount.
6. Push the TDC magnetic transducer (2) into the
pipe adapter (3) until it makes contact with the
flywheel. Pull it back out 1.6 mm (.06 in.) and
lightly tighten the knurled locknut.
7. Connect the cables from the transducers to the
Engine Timing Indicator. Make a calibration
check of the indicator. For calibration pro­
cedure, make reference to Special Instruction
Form No. SEHS7742.
8. Start the engine. Get the engine to operating
temperature. With the engine at low idle, check
engine timing. Increase engine speed and check
timing at 2[00 rpm.
852264 Puller Group.
1B3680 Bolts (2) 3/8-24 NF, 95.3 mm (3.75 in.) long.
4B5271 Washer (2).
8B7560 Step Plate.
ll138 Bolt 3/8-24 NF, 12.7 mm (.5 in.) tong.
6V4186 Timing Pin.
6V6175 Adapter.
l. Put No. I piston at top center on the com­
pression stroke. Make reference to LOCAT­
ING TOP CENTER COMPRESSION POSI­
TION FOR NO. 1 PISTON. Remove the
timing bolt and rotate the crankshaft clock­
wise 30°.
2. Remove fuel line (1) and fuel filter base (2)
and fuel filter from fuel injection pump hous­
mg.
3. Remove cover (3) from the side of the fuel in­
jection pump housing.

B21508X1

TRANSDUCER IN POSITION
2. TDC magnelic transducer.

The TIMING CHART gives the acceptable dy­

namic (engine in motion) timing range as read on
the Timing Indicator Group. The TIMING RIGHT SIDE OF ENGINE
CHARTS are for 3304 Engines with 18 ± I° and (TYPICAL EXAMPLE)
21 ± 10 static (engine stopped) timing. 1. Fuel line. 2. Fuel filler base.

44
FUEL SYSTEM TESTING AND ADJUSTING

in the timing hole in the nywheel, the timing

of the fuel injection pump is correct.
6. If the timing bolt does not go into the timing
hole in the flywheel, the timing is not correct.
Do the steps that follow to adjust the fuel in­
jection pump timing.

7. Remove timing gear cover (5) from the timing

gear housing.

\....
'"
TIMING PIN COVER
3. Cover.

:A13949X3

TIMING GEAR FOR THE FUEL INJECTION PUMP

6. Bolt.

8. Loosen bolt (6) that holds the timing gear to

. B31~56X1
TIMING PIN INSTALLED
4. 6V4186 Timing Pin.
4. Install 6\"4186 Timing Pin (4) in the fuel in­
jection pump housing as shown. Slowly rotate
the crankshaft counterclockwise until timing
pin (4) goes into the groove in the fuel pump
camshaft.
5. Put the limi:1g bolt in the timing hole in the
nywheel hOlJlsing. If the bolt can be installed
the fuel pump camshaft. Turn bolt (6) out
(counterclockwise) three turns.
9. Install 8S2264 Puller Group and loosen the
timing gear from the fuel pump camshaft.
10. Remove the timing bolt from the nywheel
housing. Rotate the crankshaft clockwise
60° before top center No. I piston.
lo1
II. Tighten bolt (6) fi nge I' tight. Be sure timing
pin (4) is in the groove in the fuel pump cam­
shaft.

'"
l~

PULLER INSTALLED

FRONT OF ENGINE 7.852264 Puller Group. 8. 8B7560 Step Plate. 9.183690

Boll '1."-24NF, 95.3 mm (3.75 in.) long. 10.485271 Wash­
5. Timing gear cover. er.

45
FUEL SYSTEM
12. Slowly rotate the crankshaft counterclock­
wise until the timing bolt can be installed in
the flywheel.
'B38446Xt
ADAPTER INSTAllED ON TIMING GEAR
11. 6V6175 Adapter.
13. Install 6V6I75 Adapter on the timing gear.
Use two Ys"-24 NF bolts, 25.4 mm (1.0 in.)
long to fasten the spanner to the puller holes
in the timing gear.
r'
TIGHTENING TIMING GEAR BOLT
(TYPICAL EXAMPLE)
14. Hold a torque of 60 to 70 Nom (45 to 50 lb. f1.)
on adapter (11) in a clockwise direction, and
tighten bolt (6) that holds the timing gear to
270 ± 30 Nom (200 ± 20 lb. ft.).
15. Remove the timing bolt from the flywheel and
timing pin (4) from the fuel pump camshaft.
16. Rotate the crankshaft counterclockwise two
revolutions. If the timing bolt can be installed
in the flywheel and the timing pin can be in­
stalled in the fuel pump camshaft, the timing
is correct.
17. If either the timing pin or the timing bolt can
not be installed, do Steps 8 througb 16 again.
46
TESTING AND ADJUSTING
GOVERNOR ADJUSTMENT FOR AIR FUEL
RATIO CONTROL
Tools Needed:
6V4186 Timing Pin.
6V2106 Rack Adjustment Tool Group.
6V2017 Governor Adjusting Tool Assembly.
S1614 Bolt 1/4-20, 12.7 mm (.5 in.) long.
6V2031 Rack Position Indicator.
9S229 Contact Point, 9.7 mm (.38 in.) long.
5P4814 Collet.
6V3075 Dial Indicator.
6V7941 Compressor, Overtueling Spring.
The governor adjustment for the air fuel ratio
control can be done with the fuel injection pump
and governor on or off the engine.
NOTE: The air fuel ratio control is set to specific
dimensions at the factory. If the control is dis­
assembled it must be set again on the 6V2029
Fixture Group before the governor adjustment
is made. Make reference to Fuel Injection Test
Bench Form No. SEHS7466 Section IV-Q for in­
structions for the use of 6V2029 Fixture Group.
I. Remove the fuel filter base and fuel line from
the fuel injection pump housing and remove
cover
" .
~-.....
(1).
.....,....." .....,.•-..
~ <-~~
FUEL INJECTION PUMP AND GOVERNOR
1. Cover.
2. Install 5P4814 Collet (2) on 6V2014 Bracket
Assembly (3).
3. Install the bracket assembly on the fuel pump
housing. Lever (5) on the bracket assembly
must be in slot (4) on the fuel rack. Push up on
the bracket assembly while the bolts are tight­
ened.
After the bracket assembly is tightened to the
pump housing, shaft (6) must have axial (in
and out) movement. If there is no axial move­
ment of shaft (6), check to be sure lever (5) is
in the slot on the fuel rack and that the bracket
assembly is installed correctly. Check to make
sure that lever (5) is not bent. Lever (5) must be
perpendicular (at right angle) to the mounting
face of the bracket assembly.
FUEL SYSTEM TESTING AND ADJUSTING

BRACKET ASSEMBLY INSTALLED DIAL INDICATOR INSTALLED

2. 5P4814 Colle!. 3. Bracket assembly. 7. 6V3075 Dial Indicator.

GOVERNOR
COVER REMOVED a. Air fuel ratio control.
4. Slot on ruel rack.

B67313X1
REAR OF GOVERNOR HOUSING
BRACKET ASSEMBLY 9. Plug.
5. Lever. 6. Shaft.
7. Move the governor control lever to the FUEL
OFF position (rotate governor shaft clock­
4. Put 9S229 Contact Point, 9.7 mm (.38 in.) long
wise).
on 6Y3075 Dial Indicator (7) and install dial
indicator in collet (2). 8. Install 6Y4186 Timing Pin (10) in the hole in
the bracket assembly. Push timing pin in until
5. Remove air fuel ratio control (8) from the rear contact is made with the fuel rack. H old the
of the governor housing. timing pin gently against the fuel rack for
Steps 9 and 10. If too much force is used to hold
6. Remove plug (9) from the rear of the governor the timing pin the fuel rack can stick and cause
housing. an incorrect zero reading.

47
FUEl SYSTEM TESTING AND ADJUSTING

II. With the hook still pulled toward the rear of

TIMING PIN INSTALLED
10. 6V4186 Timing Pin.
9. Hold the governor control lever in the HIGH
IDLE position (rotate governor shaft counter­
clockwise).
10. Insert 6V7942 Hook (Il) into the hole that plug
(9) was removed from. Engage the end of hook
(II) with collar (12) and pull toward the rear of
the governor housing until the collar stops
moving. This will make sure the fuel rack stops
against the timing pin. This is the rack zero
position.
the governor, loosen collet (2) and adjust the
revolution counter on the dial indicator to zero.
Tighten the collet just enough to hold the
indicator in this position. Move the dial of the
indicator to get alignment of the pointer and
zero.
12. Remove timing pin (10).
13. Turn rod (13) out of 6V7941 Compressor
Assembly (15) until knob (14) is 25.4 mm (1.0
in.) from the compressor body. Install 6V7941
Compressor Assembly (15) in the hole plug (9)
was removed from.
NOTE: The 6V7941 C0mpressor Assembly is used
to compress the overfueling spring. The overfueling
spring must be compressed to get an accurate fuel
setting measurement.
B\l7312X2

6V7941 COMPRESSOR ASSEMBLY

13. Rod. 14. Knob.

867321 X2

6V7942 HOOK IN USE

11. 6V7942 Hook.

867314X2,
;

.. ­
B74901X1

COMPRESSOR ASSEMBLY INSTALLED

15. 6V7941 Compressor Assembly.

14. Move the governor controllever to the FUEL

OFF position. Use two SI614 Bolts and install
6V2017 Governor Adjustment Tool (16). Be
sure the end of the tool is behind the governor I""-',
linkage, and that the flange is completely
CUTAWAY VIEW OF GOVERNOR against the governor housing (the filter screen
11. Hook. 12. Collar. may have to be removed).

48
FUEL SYSTEM
NOTE: If it is expected to be necessary to change
the setting, install the outer part of 6V2106 Rack
Adj usting Tool (17) along the left side of the 6V20 17
Adjusting Tool when the 6V20l7 Adjusting Tool
is installed.
ADJUSTING TOOL INSTALLED
16. 6V2017 Governor Adjustment Tool.
15. Move the governorcontro] to the FULL LOAD
position and hold in this position.
16. Turn the overfueling spring com pressor rod
IN (clockwise) until the indicator hands move
approximately] mm.
17. Slowly turn the rod OUT (counterclockwise)
until the indicator hand stops moving. This is
the AIR FUEL RATIO CONTROL SET­
TING.
NOTE: There will be a small initial movement of
the dial indicator hands, then, they will stop moving
while the rod is turned out for another I Y2 turns.
Now the indicator hands will begin to move again
and will follow the turning of the rod until the setting
is reached. It is important that the rod be turned
slowly so that the rack can follow the governor
components.
18. Make reference to the FUEL SETTING IN­
FORMATION for the correct air fuel ratio
setting and compare to the dial indicator read­
mg.
GOVERNOR LINKAGE ADJUSTMENT
17. 6V2106 Rack Adjustment Tool Group.
TESTING AND ADJUSTING
(9. If the air fuel ratio control setting is not cor­
rect, use 6V2106 Rack Adjustment Tool (17)
to loosen the locknut and turn the adjustment
screw (18). Turn the screw clockwise to de­
crease the amount of fuel possible (less rack
travel) at the limited rack position.
NOTE: One revolution of the adjustment screw will
change the setting approximately 0.79 mm (.031
in.).
ADJUSTMENT SCREW FOR GOVERNOR
18. Adjustment screw.
NOTE: The dial indicator hands will not follow the
turning of the adj ustment screw. It will be necessary
to repeat Steps 15 through 19 until the correct
setting is obtained.
FUEL SETTING PROCEDURE
Tools Needed:
6V4186 Timing Pin.
6V2106 Rack Adjustment Tool Group.
6V7941 Compressor, Overfueling Spring.
6V2031 Rack Position Indicator Group.
9S229 Contact Point, 9.7 mm (.38 in.) long.
5P4814 Collet.
6V3075 Dial Indicator.
8S4627 Circuit Tester.
The static fuel setting can be done with the fuel
injection pump and governor on or off the engine.
1. Remove the fuel filter base and fuel line from
the fuel injection pump housing and remove
cover (1).
2. Install 5P4814 Collet (2) on 6V2014 Bracket
Assem bly (3).
3. Install the bracket assembly on the fuel pump,
housing. Lever (5) on the bracket assembly
must be in slot (4) on the fuel rack. Push up on
the bracket assembly while the bolts are tight­
ened.
49
FUEL SYSTEM TESTING AND ADJUSTING

After the bracket assembly is tightened to the

pump housing, shaft (6) must have axial (in and
out) movement. If there is no axial movement
of shaft (6), check to be sure lever (5) is in the
slot on the fuel rack and that the bracket assem­
bly is installed correctly. Check to make Sure
that lever (5) is not bent. Lever (5) must be
perpendicular (at right angle) to the mounting
face of the bracket assembly.

BRACKET ASSEMBLY
5. Lever. 6. Shalt.

4. Put 95229 Contact Point, 9.7 mm (.38 in.) long

on 6V3075 Dial Indicator (7) and install dial
indicator in collet (2).

FUEl. INJECTION PUMP AND GOVERNOR

1. Cover.

DIAL INDICATOR INSTALLED

7. 6V3075 Dial Indicator.

5. Remove air fuel ratio control (8) from the rear

of the governor housing if equipped.
.'"i
BRACKET ASSEMBLY INSTALLED
2. 5P4814 Collet. 3. Bracket assembly.

GOVERNOR
8. Air fuel ratio control.

COVER REMOVED 6. Remove plug (9) from the rear of the governor
4. Slot on fuel rack. housing.

50
FUEL SYSTEM TESTING AND ADJUSTING

B67321X2;

REAR OF GOVERNOR HOUSING 6V7942 HOOK IN USE

9. Plug. 11. 6V7942 Hook.

7. Move the governor control lever to the FU EL

OFF position (rotate governor shaft clock­
wise).

CUTAWAY VIEW OF GOVERNOR

11. Hook. 12. Collar.

11. With the hook still pulled toward the rear of

the governor, loosen collet (2) and adjust the
revolution counter on the dial indicatorto zero.
Tighten the collet just enough to hold the indi­
TIMING PIN INSTALLED
cator in this position. Move the dial of the indi­
10. 6V4186 Timing Pin.
cator to get alignment of the pointer and zero.
8. Install 6V4186 Timing Pin (10) in the hole in the 12. Remove timing pin (10).
bracket assembly. Push timing pin in until
contact is made with the fuel rack. Hold the
timing pin gently against the fuel rack for
B67312X2
Steps 9 and 10. If too m uch force is used to hold
the timing pin the fuel rack can stick and cause
an incorrect zero reading.
9. H old the governo I' control lever in the HI G H
IDLE position (rotate governor shaft counter­
clockwise).
10. Insert 6V7942 Hook (11) into the hole that plug
(9) was removed from. Engage the end of hook
(11) with collar (12) and pull toward the rear
of the governor housing until the collar stops
moving. This will make sure the fuel rack stops
J

against the timing pin. This is the rack zero 6V7941 COMPRESSOR ASSEMBLY
position. 13. Rod. 14. Knob.

51
FUEL SYSTEM
13. Turn rod (13) out of 6V7941 Compressor
Assembly (15) until knob (14) is 25.4 mm (1.0
in.) from the compressor body. Install 6V794l
Compressor Assembly (IS) in the hole plug (9)
was removed from.
NOTE: The 6V7941 Compressor Assembly is used
to compress the overfueling spring. The overfueling
spring must be compressed to get an accurate fuel
setting measurement.
COMPRESSOR ASSEMBLY INSTALLED
15. 6V7941 Compressor Assembly.
NOTE: The procedure to check the fuel settings is
different than the procedure to adjust the fuel
settings. Follow Steps 13 through 18 to check the
fuel settings. Follow Steps 19 through 24 to adjust
the fuel settings on engines with a torque spring.
Follow Steps 25 and 26 on engines with a stop bar.
14. Fasten the clip end of8S4627 Circuit Tester ( 16)
to rack contact screw (17) and pu t the other end
to a good electrical ground.
CHECKING STATIC FUEL SETTING
16. 8S4627 Circuit Tester. 17. Rack Contact Screw. 18.
Adjustment Screw Cover.
15. Hold the governor control lever in the FUEL
ON position (rotate lever fully counterclock­
wise).
52
TESTING AND ADJUSTING
16. Turn rod (13) of compressor assembly (15) in
(clockwise) until the light in circuit tester (15)
goes off and the dial indicator hands move an
additional 2 mm in the negative (-) direction
after the light goes out.
NOTICE
DO NOT turn the rod any further in if the rod
begins to tighten. Damage to the governor can
occur if the rod is turned in further.
17. Slowly turn rod (13) out (counterclockwise)
until the circuit tester light just comes on. This
is the static fuel setting. See the FUEL SET­
TING INFORMATION for the correct static
fuel setting.
NOTE: When the rod is turned out, there will be a
small initial movement of the dial indicator hands,
then, they will stop moving while the rod is turned
out for approximately another 112 turns. Now the
indicator hands will begin to move again and will
follow the turning of the rod until the setting is
reached. It is important tha t the rod be turned slowly
so that the rack can follow the governor com­
ponents.
18. This step is only for engines that have a torque i~
spring. Contiuue to turn the rod out until the
indicator hand stops moving. Then turn the rod
out two additional turns. The reading on the
indicator is the torque rise static setting. See
the FUEL SETTING INFORMATION for
the correct static torque rise setting.
19. If the fuel setting 0 r the torque rise setting is
not correct, remove adjustment screw cover
(18) from the rear of the governor housing.
.-A
ADJUSTMENT SCREW COVER REMOVED
19. Torque rise adjustment screw. 20. Fuel setting screw.
I!!'.
FUEL SYSTEM TESTING AND ADJUSTING

20. Determine how much the settings will have to Example #3

be changed (see example). Use the chart that
Actual Reading: -1.05 mm
follows to" determine how far the adjusting
screws must be turned. Desired Setting: -1.25 mm
Difference: 0.20 mm
ADJUSTMENT SCREW CHART Negative numbers work differently than posItIve
AMOUNT OF TURNS OF numbers. If one number (-1.25) has a larger digital
CHANGE ADJUSTMENT SCREW
value than another one (-1.05), the first number
3.0 mm (.118 in.) 3% (-1.25) is actually less than the other one. There­
-_.
2.8 mm (110 in.) 3'1, fore, in this example the "desired setting" is lower
2.6 mm (.102 in.) 3;1. than the "actual reading." Turn the adjusting screw
2.4 mm (.094 in ;, 3
in (clockwise) approximately I! 4 turn. Recheck the
new setting and readjust if necessary.
2.2 mm (.087 in,i I 2'j,
2.0 mm (.079 i:l) 2;;'
1.8 mm (.071 In.) 2;1,
1.6 mm (.063 in,) \ 2 Example #4
1.4 mm (.055 in.) 1% Actual Reading: -2.77 mm
1.2 mm (.047 in.) 1%
Desired Setting: -1.85 mm
1.0 mm (.039 in.) 1 'II
0.8 mm (.031 in.) I 1 Difference: 0.92 mm
0.6 mm (.024 In.) ¥, The "desired setting" is higher than the "actual
0.4 mm (.016 in.) '/2 reading." Turn the adjusting screw out (counter­
0.2 mm (.OOB in.) y" clockwise) approximately 1VB turns. Recheck the
new setting and readjust if necessary.
Example #1
Actual Reading: 1.05 mm Example #5
Desired Setting: 1.25 mm Actual Reading: +1.05 mm
Difference: 0.20 mm Desired Setting: -1.25 mm
Since "desired setting" is higher than "actual Difference: 2.30 mm
reading," turn adjusting screw ouf (counterclock­
The "desired setting" is lower than the "actual
wise) approximately I! 4 turn. Recheck the new
reading." Turn the adjusting screw in approxi­
setting and readjust if necessary.
mately 2Ys turns.
Example #2
Example #6
Actual Reading: 2.77 mm
Actual Reading: -1.05 mm
Desired Setting: 1.85 mm
Desired Setting: +1.25 mm
Difference: 0.92 mm
Difference: 2.30 mm
Since "desired setting" is lower than "actual read­
The "desired setting" is higher than the "actual
ing," turn adjusting screw in (clockwise) approxi­
reading. " Turn the adjusting screw out approxi­
mately I VB turn. Recheck the new setting and
mately 2% turns.
readjust if necessary.

53
FUEL SYSTEM TESTING AND ADJUSTING

Engines With Torque Spring: ENGINE SPEED MEASUREMENT

Tools Needed:
21. If both settings are to be increased, turn torque 6V3121 Multitach Group or I
6V4950 Injection Line Speed Pickup Group ~~
rise adjustment screw (19) out (counterclock­
wise) the same number of turns as fuel setting
adjustment Screw (20) is going to be changed.
If the static fuel setting is going to be decreased,
it is not necessary to change the torque rise
setting at this time.
22. Use 6V2106 Rack Adjnstment Tool Group (21)
to loosen the locknuts for adjustment screws
and to turn the adjustment screws. '\2~

n,1
cl
23. Adjust the fuel setting screw the number of
turns determined in Step 20. Always recheck ~~~ ~.~~ ~
. c• 0
'!f
"

the setting after each adjustment and adjust ...- J -I

again if needed. 3 4 B19988X1

24. After the static fuel setting is correct, adjust 6V3121 MULTITACH GROUP
the torque rise adjnstment screw the number of 1. Carrying case. 2. Power cable. 3. Tachometer genera­
turns determined in Step 20. Always recheck the tor. 4. Tachometer driver group. 5. Mullitach.
setting after each adjustment and adjust again if
needed. The 6V3121 M ultitach Group can measure engine
speed from a tachometer drive on the engine. It also
has the ability to measure engine speed from visual
engine parts in rotation.
Special Instruction Form No. SEHS7807 is with
the 6V3121 Multitach Group and gives instrnctions
for the test proced ure. .'J.

The 6V4950 Injection Line Speed Pickup Group

is another diagnostic tool ac~essory that can be used
with the 6V21 00 M ultitach. It can be used on all
Caterpillar Diesel Engines equipped with 6 mm (.25
in.) single wall fuel injection lines. With this pickup
group, engine speed can be measured quickly, auto­
matically, and with an accuracy of ± I rpm.
ADJUSTING FUEL SETTING
21. 6V2106 Rack Adjustment Tool Group.

Engines With Load Stop Bar

25. Use 6V2106 Rack Adjustment Tool Group (21)

to loosen the locknut for the adjustment screw J
and to turn the adjustment screw.
26. Adjust the fuel setting screw the number of B51239X1
turns determined in Step 20. Always recheck
the setting after each adjustment and adjust
6V4950 INJECTiON LINE SPEED
again if needed. PICKUP GROUP
6. 6V6114 Pickup. 7. 6V6113 Amplifier. I
.I.

54

FUEL SYSTEM
Special Instruction Form No. SEHS8029 is with
the group and gives instructions for use of the
6V4950 Injection Line Speed Pickup Group.
GOVERNOR ADJUSTMENTS
Low and High Idle Adjustment
NOTICE
A mechanic with training in governor adjust­
ments is the only one to make the adjustment
to the low idle and high idle rpm.
Engiue rpm must be checked with an accurate
tachometer. Make reference to MEASURING
ENGINE SPEED.
NOTE: The corect low idle and high idle rpm are
in the FUEL SETTING INFORMATION.
8" WARNING
To help prevent an accident caused by parts
in rotation, work carefully around an engine
that has been started.
Start the engine and run until the temperature
of normal operation is reached. Check low and
high idle rpm with no load on the engine. If an ad­
justment is necessary, use the procedure that fol­
lows:
1. To adjust the LOW IDLE rpm, start the en­
gine and run with the governor in the low idle
position. Loosen the locknut for low idle screw
(2). Turn the low idle screw to get the correct
low idle rpm. Increase engine speed and return
to low idle and check low idle speed again.
Tighten the locknut.
,B74907X1
L.OW AND HIGH IDLE ADJUSTMENT
1. Cover. 2. Low idle screw.
TESTING AND ADJUSTING
874908X1
HIGH IDLE ADJUSTMENT
3. High idle screw.
2. To adjust the HIG H IDLE rpm, cut the lock­
wire and remove cover (1). Start the engine
and run with the governor in the high idle
position. Loosen the locknut for high idle
screw (3). Turn the high idle screw to get the
correct high idle rpm. Decrease engine speed
and return to high idle and check high idle rpm
again. Tighten the locknut and install cover (I)
and lock wire and seal.
Dashpot Screw Adjustment
The dash pot adjustment screw does not nor­
mally need adjustment from the factory setting.
If the engine is slow to change rpm with a change
in load, it is possible that the dash pot adjustment
screw is not adjusted correctly.
I. Turn dashpot adjustment screw (1) in (clock­
wise) until it stops.
2. Turn dashpot adjustment screw out (counter­
clockwise) 1/2 ± 1/4 turn.
B74907X2
DASH POT SCREW ADJUSTMENT
1. Dashpol adjustment screw.
55
FUEL SYSTEM TESTING AND ADJUSTING

Checking Set Point (Balance Point) Use the procedure that follows to check the set
The set point check of the engine is a method to point. Make reference to TECHNIQUES FOR
make a diagnosis of engine performance. LOADING ENGINES in Special Instruction Form
No. SEHS70S0.
NOTE: It is important. to the correct operation of
the vehicle that the set point (balance point) is ad­
justed to the correct specifications.
There is a new and more accurate method for
checking the "set point," formerly called the balance
point, of the engine. If the tools for the new method
are not available, there is an alternate method for
checking the "set point."
Tools Needed:
6V4060 Engine Set Point Indicator Group.

B74907X3

TERMINAL LOCATION
1. Brass terminal screw.

B54624Xl
-
I. Connect a tachometer which has good accuracy

to the tachometer drive.

2. Connect the clip end of the 8S4627 Circuit

Tester to the brass terminal screw (I) on the

.~~~

6V4060 ENGINE SET POINT INDICATOR GROUP

governor housing. Connect the other end of the

tester to a place on the fuel system which is a

The 6V4060 Engine Set Point Indicator Group good ground connection.

with the 6V2100 Muititach can be used to check the

set point. Special Instruction Form No. SEHS793 J A, WARNING
gives instructions for installation and use of this tool
group. Work carefully around an engine that is run­
ning. Engine parts that are hot, or parts that are
moving, can cause personal injury.
Alternate Method
Tools Needed:
854627 Circuit Tester.
6V3121 Multitach Group.
3. Start the engine.
If the set point and the high idle speed are correct,
the fuel system operation of the engine is correct. 4. With the engine at normal conditions for opera­
The set point for the engine is: tion, run the engine at high idle.

A. At 20 rpm greater than full load speed.
B. The rpm where the fuel setting screw just
makes contact with the torque spring or stop
bar.
e. The rpm where the engine gets the maximum
amount of fuel per stroke.
D. The rpm where the engine has maximum
horsepower 0 utput.
5. Make a record of the speed of the engine at high
idle.
6. Add load on the engine slowly until the circuit
tester light just comes on (minimum light out­
put). This is the set point.
7. Make a record of the speed (rpm) at the set
point. '1'1
8. Repeat Step 6 several times to make sure that
the reading is correct.

56
 FUEL SYSTEM TESTING AND ADJUSTING

9. Stop engine. Make a comparison of the records

from steps 5 and 7 with the information from

the FUEL SETTING INFORMATION.

10. If the set point is correct, the governor setting is

adj usted correctly. If the set point is not correct,

adjust the high idle rpm until you get the correct

set point.

NOTICE
Do not adjust rpm above the range for HIGH
IDLE given in FUEL SETTING INFORMATION.
Damage to engine can result if setting is too
high.

57

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