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Fuel System
Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.
Many times work is done on the fuel system when the problem is really with some other part of the
engine. The source of the problem is difficult to find, 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 idle.
c. Oil leakage into combustion chamber.
d. Not enough compression.
Fuel System Inspection
A problem with the components that send fuel to the engine can cause low fuel pressure. This can
decrease engine performance.
1. 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, if so equipped.
4. To remove air from the fuel system, use the procedure that follows for the correct application:
(a) Use the priming pump to remove air from the low pressure side of the fuel system.
(b) Loosen (one at a time) the fuel injection line nut one-half turn at the cylinder head. Use the
priming pump until fuel without air flows from the loose connections, then tighten the nut. Repeat
the procedure for each fuel injection line.
Checking Engine Cylinders Separately
An easy check can be made to find the cylinder that runs rough (misfires) and cause 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 flow 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
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the loosened fuel line nut does not make a difference in engine performance, test the injection pump and
injection valve for that cylinder.
Temperature of an exhaust manifold port, when the engine runs at low idle speed, can also be an
indication of the condition of a fuel injection valve. Low temperature at an exhaust manifold port is an
indication of no fuel to the cylinder. This can possibly be an indication of an injection valve with a
defect. Extra high temperature at an exhaust manifold port can be an indication of too much fuel to the
cylinder, also caused by an injection valve with a defect.
Testing Capsule-Type Fuel Injection Nozzles
Tools Needed:
Be sure to use clean SAE J967 Calibration oil when tests are made.
Dirty test oil will damage components of the fuel injection nozzles.
The temperature of the test oil must be 65 to 75F (18 to 24C) for
good test results.
Order calibration oil by part number, in the quantities needed, according to the information that follows:
Kent-More Tool Division
29784 Little Mack
Roseville, MI 48066
Order:
J-26400-5 [5 U.S. gal. (18.9 liter)]
J-26400-15 [15 U.S. gal (56.7 liter)]
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Order:
Viscor Calibration Fluid
1487C-SAE J-967C
Available in 30 U.S. gal (113.5 liter) or 55 U.S. gal. (208.2 liter) drums.
EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).
The test procedures that follow will give an indiction of nozzle condition. A nozzle that has a defect is
not always the only cause for a specific engine problem.
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ILLUSTRATION I
1. Test nozzle (welded orifice). 2. Bottom part of 5P8744 Adapter (J). J. 5P8744 Adapter. M. FT1384
Extension. N. 8S2270 Fuel Collector.
Find an old capsule-type fuel nozzle and weld the orifice closed. Keep the fuel nozzle with the tester
group for use in the future.
NOTE: Do not weld the fuel nozzles that are to be tested.
Illustration I shows the latest 5P8744 Adapter. Illustration II shows the former 5P4717 Adapter. Unless
some indication is made, the procedure is the same for use of either adapter.
ILLUSTRATION II
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1. Test nozzle (welded orifice). 2. Bottom part of 5P4717 Adapter (J). J. 5P4717 Adapter.
1. Install the top part of adapter (J) that holds the capsule nozzle.
2. Put test nozzle (1) (with welded orifice) in the bottom part (2) of adapter (J) that holds the capsule
nozzle. Install and tighten bottom part (2) to top part of adapter (J).
3. Close on-off valve (F). Open pump isolator valve (G). Open gauge protector valve (E).
4. Operate the tester pump until a pressure of 3500 psi (24 000 kPa) is read on 2P2324 Gauge (C). Now,
close pump isolator valve (G).
5. Check all connections for leaks. Tighten connections to stop any leaks that are found.
6. Open on-off valve (F) and remove test (welded) fuel nozzle (1).
NOTE: To prevent fuel leakage, the top surface of the test (welded) nozzle, and all other nozzles that
are to be tested, must be free of scratches or burrs (sharp edges). The procedure for NOZZLE TESTER
PREPARATION must be done each time any of the conditions that follow exist:
a. The complete 5P8744 or 5P4717 Adapter is removed and installed again.
b. Before and after a series of tests.
c. There is an indication of a problem with the nozzle tester.
Test Sequence - Precombustion Chamber (PC) Fuel Nozzle
To test PC capsule-type fuel nozzles, use the sequence that follows:
I. Nozzle Installation
II. Pressure Loss Test
III. Valve Opening Pressure (VOP) Test
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I. Nozzle Installation
1. Put one of the nozzles to be tested in the bottom part (2) of adapter (J). Install and tighten bottom part
(2) to top part of adapter (J).
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TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 100 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump
isolator valve.
1. Open gauge protector valve (D) an extra amount of one-half turn (the total amount is now one turn
open).
2. Operate pump to increase pressure slowly to 300 psi (2050 kPa), and close pump isolator valve (G).
Now turn gauge protector valve (D) to adjust pressure again to 300 psi (2050 kPa).
3. After 30 seconds, take a pressure reading from the gauge. The pressure at this time must not be below
100 psi (690 kPa) reading on the dial face.
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TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump
isolator valve.
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Start-Up Procedure
Use the following procedure when starting an engine for the first time after work is done on the fuel
injection pump or governor.
1. Remove the air inlet elbow and piping from the air inlet of the turbocharger.
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Check the seat of the nozzle and the seat in the precombustion chamber before installing the fuel
injection valve. It is important to keep the correct torque on the nut that holds the fuel nozzle in the
precombustion chamber. Tighten the nut to 105 5 lb. ft. (140 7 Nm). There will be damage to the
nozzle if the nut is too tight. If the nut is not tight enough, the nozzle can leak.
Injection Pump
When injection pumps, sleeves and lifters are removed from the injection pump housing, keep the parts
of each pump together so they can be installed back in their original location.
Be careful when disassembling injection pumps. Do not damage the surface on the plunger. The plunger,
sleeve and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel or
sleeve of another pump. If one part is worn, install a complete new pump assembly. Be careful when
putting the plunger in the bore of the barrel or sleeve.
Be sure that all the sleeves are installed correctly on the plungers. When an injection pump is installed
correctly, the plunger is through the sleeve and the adjustment lever is engaged with the groove on the
sleeve. The bushing that holds the injection pump in the pump housing must be kept tight. Tighten the
bushing to 70 5 lb. ft. (95 7 Nm). Damage to the housing will result if the bushing is too tight. If the
bushing is not tight enough, the pump will leak.
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TIMING PIN
1. Cover. 2. Bolt.
5. Put a 3/8"-16 NC bolt in the timing hole in the flywheel housing. If the bolt can be installed in the
hole in the flywheel, the timing of the fuel injection pump is correct.
6. If the bolt does not go into the hole in the flywheel, remove cover (4) from the front housing.
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COVER
4. Cover.
7. Loosen bolt (5) holding the drive gear for the fuel injection pump to the drive sleeve for fuel injection
pump.
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5. Put the correct Contact Point and 3P1565 Collet Clamp on 9S215 Dial Indicator.
6. Put the assembled indicator into adapter (3). Position the dial indicator (up or down) so small pointer
is on + .300 in (7.62 mm) (black numbers) and tighten collet (1).
Do not tighten collet too much or damage to the dial indicator can
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result.
7. Loosen the screw that locks the dial face. Move the dial face until the large pointer is on "0" (zero)
and tighten the lock screw.
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b. Remove tube (13). Put the adapter group in position on No. 1 injection pump. Tighten nut (11)
to 30 lb. ft. (40 Nm) maximum.
c. Push washer (10) against adapter (12). Tighten nut (9) finger tight. Install tube (13) on the
adapter group.
14. Hold a pan under the free end of tube (13) for the fuel that comes out.
15. Turn the crankshaft slowly in direction of normal rotation (counterclockwise when seen from the
flywheel end of the engine). Do this until the flow of fuel coming from the end of the tube (13) is 6 to 12
drops per minute [point of closing inlet port (6)].
16. Stop rotation of the crankshaft when the flow of fuel is 6 to 12 drops per minute. Take a reading of
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18. If the reading on the dial indicator (2) is the same as the chart, the timing of the fuel system is
correct. If the reading on the dial indicator (2) is different from the chart by more than 1, make
adjustment to the timing. Make reference to Checking Timing By Timing Pin Method for the correct
method for adjusting the timing of the fuel system.
Engine Speed Measurement
Tools Needed:
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TRANSDUCER IN POSITION
4. Injection transducer. 8. Fuel injection line for No. 1 cylinder.
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 the 5P7435 Tee Adapter (6). Install 5P7437 Adapter (5) and
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TRANSDUCER IN POSITION
2. TDC magnetic transducer.
8. Start the engine. With engine at operating temperature, run the engine at 800 rpm and check engine
timing. Increase engine speed and check timing at 1800 rpm.
The Timing Chart gives the acceptable dynamic (engine in motion) timing range as read on the Timing
Indicator Group. The Timing Chart lists the static (engine stopped) timing angle used by this machine.
Make reference to Fuel Injection Timing Check (Timing Pin Method) for the correct procedure for
checking and changing the timing.
Governor Adjustments
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A mechanic that has the proper training is the only one to make the
adjustment of low idle and high idle rpm. The correct low idle and
high idle rpm, and the measurement for adjustment of fuel setting
are in the FUEL SETTING INFORMATION.
Check engine rpm with a tachometer that has good accuracy. If the low idle or high idle rpm needs an
adjustment, use the following procedure:
1. Remove cover (3).
2. To make an adjustment to the high idle rpm, loosen locknut (2) and turn adjustment screw (1).
Turning the screw in makes the engine run slower. Turning the screw out makes the engine run faster.
Hold screw (1) and tighten locknut (2) after adjustment procedure is done.
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SETTING INFORMATION.
Checking Balance Point
Checking the Balance Point of the engine is a fast way to make a diagnosis of engine performance.
The balance point for the engine is:
1. At 20 rpm above full load speed.
2. The point where the load stop pin is against the load stop or torque spring.
3. The point where the engine gets the maximum amount of fuel.
4. The point where the engine has the most horsepower output.
5. The point where an increase in load on the engine puts the engine in a lug condition (a condition in
which a small increase in load makes the engine speed get much less).
Procedure for Checking Balance Point
1. Connect a tachometer which has good accuracy to adapter (1) on the end of the fuel injection pump.
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The procedure that follows for fuel system setting can be done with the housing for the fuel injection
pumps either on or off the engine.
1. Disconnect the governor control linkage.
2. Remove cover (1).
3. Put 5P299 Pin (4) into hole (2).
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13. Make a comparison of this reading and the FUEL SYSTEM SETTING from FUEL SETTING
INFORMATION. If the reading is not the same, make sure the governor control shaft is in the full load
position. Then do Steps 5 through 12 again.
14. If the reading on the dial indicator is not correct, do the following:
Load Stop Adjustment:
a. Put the 3P2210 Socket on locknut (16). Loosen the locknut and turn the torque control screw (15)
with a screwdriver until the reading on the dial indicator (5) is correct. Tighten the locknut (16).
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INFORMATION. The difference between the dimensions in (a) and (b) is the thickness and amount of
shims to remove or install to get the correct setting.
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1D4538 Bolt*
5P4209 Gauge*
8S7271 Screw*
2P8264 Socket**
6V190 Clamp**
5P7253 Socket Assembly **
*Part of 5P4203 Tool Group
**Not part of a Tool Group
Before doing any service work on this fuel system, the outside of the
injection pump housing and all parts connected to it must be clean.
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1. Remove plug (11) from the cover (10) of the housing for the fuel injection pumps.
2. Hold a container under the pump housing for the fuel that comes out of the hole for plug (11).
REMOVAL OF COVERS
9. Cover. 10. Cover for injection pump housing. 11. Plug. 12. Spring for bypass valve. 13. Bypass valve.
3. Remove cover (9) and cover (10).
NOTE: Cover (10) has a bypass valve and spring behind it in the injection pump housing.
4. Put the 3P1545 Calibration Pin, (6) with 17.3734 on it, in calibration hole as shown.
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8. Use the 8S2243 Wrench and remove the fuel injection pump to be checked.
9. Clean the barrel and plunger of calibration pump (1). Put clean diesel fuel on the calibration pump (1)
for lubrication.
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NOTE: Use the 4N218 Bushing (2) and the calibration pump (1) together. The contact surfaces of the
standard bushing, fuel injection pump and the housing for the fuel injection pumps are sealing surfaces.
Keep them clean and free of scratches, to prevent leaks.
NOTE: Be sure that spring (20) on calibration pump (1) is the 5P6557 Spring instead of the 1P7377
Spring which was installed on earlier calibration pumps.
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If the dial indicator (4) reading is near either end of the TOTAL TOLERANCE, check another pump. If
the next reading is outside the TOTAL TOLERANCE or if the two readings have a difference of 0.050
mm or more, do the Steps 16 to 20, ADJUSTING FUEL PUMP CALIBRATION.
NOTE: The mechanic doing the checking must make the decisions of which and how many pumps to
check according to the symptoms of the fuel injection pump being tested.
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PLUNGER POSITION
1. Calibration pump. 25. Plunger. 26. Top surface of calibration pump.
NOTE: When moving plunger (25), make sure that the last direction of plunger (25) movement is in the
up direction. If plunger (25) goes up too far, move plunger (25) down to a position below that desired.
Then move plunger (25) up to the desired position.
NOTE: The action of tightening bolt (24) usually changes the reading on dial indicator (4) by
approximately 0.010 mm. Stop moving plunger (25) up at the necessary point to get the reading on dial
indicator (4) at 0.000 0.010 mm after tightening bolt (24).
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