ROCOR. SentineF Mechanical Diesel Engine Protection Systems Installation and Service Guide * Off-Highway + Mining + Agriculture + Stationary Power + OnHighway + Marine Global Filtration Technology FiltrationOffer of Sale / Warranties / Warnings / Notices OFFER OF SALE The items described in this document are hereby offered forsale by Parker Hannifin Corporation, its subsidiaries or its authorized distributors. This offer and its acceptance are governed by the provisions stated on the separate page of this document entitled “Offer of Sale’ WARNING Failure or improper selection or improper use of the products andior systems described herein or related items can cause death, personal injury and property damage. This document and other information from Parker Hannifin Corporation, its subsidiaries and authorized distributors provide product andlor system options for futher investigation by users having technical expertise. It is important that you analyze all aspects of your application and review the information concerning the product or system in the current product catalog Due to the variety of operation conditions and applications for these products or systems, the user, through its own analysis and testing, is solely responsible for making the final selection of the products and systems and assuring that all performance, safety and warning requirements of the applications are met. The products described herein, including with limitation, product features, specifications, designs, availabilty and pricing, ‘are subject to change by Parker Hannifin Corporation and its subsidiaries at any time without notice. WARNING The following statement is required pursuant to proposition 65, applicable in the State of California: “This product may contain a chemical known to the State of California to cause cancer" RACOR LIMITED WARRANTIES STATEMENT All products manafictred or distributed by Racor are subject to the following, and only the follow other LIMITED EXPRESS WARRANTIES, and no Fora period of one (1) year ftom and after the date of purchase of new Racor produc, Racor warrams and guarantees only 1 he original purchaser wer hat such a product sal be fee fom defects of materials and workmanship inthe manufacturing proces. The waranty period for pumps and rotors is specifically lirted to ninety (30) days om date of purchase. A product claimed tobe defective must be returned 10 the place of purchase Racor at sole option shall replce the defective product with «comparable new poco epithe defective product This expres waranty shall be inpplicabe to any product no properly installed and properly used bythe porcaser-aser orto any product damaged or impaired by external frees [THIS IS THE EXTENT OF WARRANTIES AVAILABLE ON THIS PRODUCT. RACOR SHALL HAVE NO LIABILITY WHATSOEVER FOR JCONSEQUENTIAL DAMAGES FLOWING FROM THE USE OF ANY DEFECTIVE PRODUCT OR BY REASON OF THE FAILURE OF ANY PRODUCT. RACOR. SPECIFICALLY DISAVOWS ALL OTHER WARRANTIES, EXPRESS OR IMPLIED INCLUDING, WITHOUT LIMITATION, ALL WARRANTIES OF FITNESS FOR A PARTICULAR PURPOSE (EXCEPT FOR THOSE WHICH APPLY TO PRODUCT OR PART THEREOP THAT IS USED OR BOUOHT FOR USE PRIMARILY FOR PERSONAL, FAMILY, OR HOUSEHOLD PURPOSES). WARRANTIES OF DESCRIPTION, WARRANTIES OF MERCHANTABILITY, TRADE USAGE O8 WARRANTIES OF TRADE USAGE. NOTICE The policy of Racor is one of continual improvement in design and manufacturing to insure stil ner products: therefore, specifications and equipment are subject to change without notice. Product information published herein, while correct at the time of publication, is subject to change PARKER HANNIFIN CORPORATION, RACOR DIVISION is continually striving to provide our customers the world's best products, customer assistance and product information. Comments and suggestions on products, customer assistance and publications are always welcomed, Please call us at 800/344-3286 or 209/521-7860, Pacific Standard Time, or use our 24 hour FAX line at 209/529-3278, Copyright, PARKER HANNIFIN CORPORATION, 1993, All Rights Reserved,SENTINEL’ DIESEL ENGINE PROTECTION SYSTEMS Page 10 1" 12 13 14 18 16-17 18 19 20 24 23 24 25 2 28 29 30-31 32-33 35 37-38 Description Introduction What Is Sentinel and Why Do | Need It? .....General Information and Operation Installation Guides ‘Master Control & Heat Valve Installation Guide Installation Guide for Engines With PT Pump Fuel System (Cummins) Installation Guide for Engines With Unit Injection Fuel Systems Installation Guide for Model DTF Deceleration / Idling \WK-1 Sentine! Alarm Mini Kit Installation Guide Master Control Parts Lists Model D-V Models D and DL Models DTF and DTLF CPV Installation Instructions .CPV Coolant Pressure Valve (Coolant Pressure Valve Installation Drawing and Parts List Coolant Pressure Valve Schematic Coolant Pressure Valve Seal Repair Kit Drawing and Parts List SVK-1 and SVK-2 Fuel Solenoid Kit Installation Guide General Testing Procedures NEW Sentinel Self Venting Test Valve SVT Kit -Testing Made Easy ‘Stage | Test For Models With Manual Override Emergency Fuel Orifice Selection and Stage Il Testing For Model DTF Series Only Instruction For Simulated Overheat Test ‘Actual Engine Overheat Test Individual Component Test Procedures Model D and DTF (CPV Coolant Pressure Valve Light Buzzer and Check Valve Push Button PBI and Pressure Switch Heat Sentinel H and HA Troubleshooting General Troubleshooting Guide and Drawing & Test Gauge Installation Guide Troubleshooting Procedure I¥ Engine Fails to Shut Down During Self Test [Engine Shuts Down or Detorques For No Reason While Under Load Engine Dies Shortly After Starting Engine Is Hard To Start - Model D With Solenoid By-pass Preventive Maintenance Preventive Maintenance Guidelines Sentinel !s Rebuildable Article By John Cotterill entitled, “Is Your Engine In Danger?” Installation And Service GuideWhat is the Sentinel’ Diesel Engine Protection System and Why Do I Need It? If you or your customer loses only one engine, you will know why you need the Sentinel Engine Protection system Aheavy duty engine is a major investment. Protecting it against possible destruction just makes good sense. Even with regular scheduled maintenance, hoses will break, seals rupture and water pumps fail In addition, inaccurate gauges and lack of operator attention continues to be two of the most common causes of catastrophic engine failure. Today, with the replacement cost running from $15,000.00 and up, and with the price of down time continuing to grow, itis not a question of, “Do | need engine protection?” bu. "Where can I get the best system?” Sentinel can answer these questions for you. Sentinel is an all mechanical engine protection system which can protect your engine and pumps from: High Water Temperature Low Oil Pressure Loss of Coolant Pressure Loss of Tail Pump Pressure ‘Theft Protection While protecting your engine, Sentinel provides you with ‘An All Mechanical System ATrouble Free System ‘ANon-electric System ‘An Increased Shut-down Point Minimum Maintenance ARepairable System ‘A System Not Affected By Vibration A System Not Affected By Temperature System Not Affected By Corrosion Minimum inventory For All EnginesSENTINEL® DIESEL ENGINE PROTECTION SYSTEMS General Information ‘COOLANT PRESSURE VALVE (closed position) OU Pressure From Master oilto i (Crankcase HEAT SENTINEL {closed position) MASTER CONTROL, (open position) OPERATION Under normal operating conditions, oil pres- sure from the engine will keep the fuel valve of the Master Control in the raised position allowing the fuel to flow through to the engine. Loss of oil pressure will automatically cause the fuel valve to drop, shutting off the fuel flow. When engine coolant temperatures exceed the setting of the Heat Valve, the ball seal will open and dump oil pressure from under the Master Control piston. This in turn, will cause the fuel valve to fall and block fuel flow to the engine, Coolant flow pressure from the water pump keeps the Coolant Pressure Valve in the Closed position. Loss of coolant flow pres- sure will cause the seal to open and dump oil pressure from under the Master Control piston, thus cutting the fuel flow to the engine.MASTER CONTROL AND HEAT VALVE INSTALLATION GUIDE Confirm Master Control (Oil Sentinel) Has Proper Oil Pressure For Your Application *+ The proper oil pressure is determined by knowing your engine oil pressure at hot-low idle. * Use a setting under the hot-low idle oil pressure to avoid false shut-down at idle speed. + The Master Control (Oil Sentinel) can be ordered with 5, 10, 15, 20 or 25 psi primary settings. + All Master Controls have an exclusive builtin variable shut-off point + The Master Control automatically provides a higher oil pressure shut-off point for engines operating Under load at high speed, a unique advantage, particularly for engines that have low idling oil pressure + Engine fuel pressure is inherently used as a force to assist in automatically raising the oil pressure point at which the fuel valve closes. + Fuel pressure values correspondingly increase and decrease with RPM, particularly on Detroit Diese! ‘and Cummins Engine. The chart below shows the effect of fuel pressures on the oil pressure shut-off point. SENTINEL CHART FOR SHOWING APPROXIMATE CORRESPONDING OIL PRESSURE SHUT-OFF POINT MODEL MODEL MODEL MODEL, MODEL | MODEL PRESSURE | _D-25 0-20 45 D-10 Dy =| bs Pst |PRIMARY | PRIMARY | PRIMARY | PRIMARY | PRIMARY | PRIMARY SETTING | SETTING | SETTING | SETTING | SETTING | SETTING Cora 20 Ms 10 5 70 21 16 12 7 20 22 7 13 9 30 24 19 15 "1 0, 26 20 16 12 3 60, 28 22 19 15 72 80 34 26 23 18 15 700. 35 30 25 21 17 125. 38 34 23, 25 150. 44 39 33 29 175. a8 a 7 2 “FOR N SERIES OR OTHER DETROIT DIESELS WITH LOW IDLE OIL PRESSURE WITH 45 TO 20 PSI FUEL PRESSURE AT IDLE. + By consulting the above chart, the approximate shut-off point can be determined, both at idle and at accelerated speeds, + ASentinel Master Control with a 10 psi primary oil pressure setting operating on an engine that is idling with 20 psi fuel pressure, will actually shut off at 13 psi oil pressure. + When engine is accelerated and fuel pressure escalates to 80 psi, the Sentinel will auto- matically compensate and produce a shut-off point at 23 psi oil pressure,MASTER CONTROL AND HEAT VALVE INSTALLATION GUIDE PT Pump Fuel System HEAT SENTINEL FUELINLET COOLANT: The engine depicted is to show hose routing only as it applies to the Sentinel System. This engine does not, nor is it meant to resemble any particular engine. original equipment fuel lines. >. steel braided flex hose in . Use 5/16” minimum LD. steel braided flex hose in “C" lettered areas. " lettered areas. General Installation Instruction Guide For Engines With PT Pump Fuel Systems (Cummins) The engine depicted in ths illustration is drawn to show hose routing only. Engine components in the illustration are shown in different locations than they appear on engine. This is done to simplify draw- ing. The hose routing as applied to the Sentinel system valves will be the same on the inline and "V" series, engines. 4. Select Mounting Location For Master Control ‘A. The Master Control should be mounted as close as practical between the discharge side of the PT pump and fuel inlet to engine head. B. The Master Control may be mounted in any position (upside down, sideways, or upright) so as to keep the fuel lines as short as possible. The MB-1 Mounting Bracket may be bent to accommodate this. The Mounting Bracket may be bolted to the engine, engine accessory or other convenient location.General Installation Instruction Guide For Engines With PT Pump Fuel Systems (Cummins) continued Install Heat Sentinel in Hottest Part of Coolant Flow A. The hottest partis usually in the water manifold just prior to the thermostat housing. Make sure that any opening selected to install the Heat Sentinel is in the main coolant flow and that no obstructions in the opening can hit the power element and damage it when installed, B. Heat Sentinels are available with 1/2" N.P'T.F, or 3/8" N.P.TF. installation threads. Thermowel Reducer Bushings are also available ‘Mounting ‘A. Using the MB-79 (Mounting Bracket for Coolant Loss Valve) or the four holes in the MB-1 Mounting Bracket, mount the Coolant Loss Valve at approximately the same height as the engine head, Select Oil Pressure Opening A. Select an oil pressure opening from the main oil pressure gallery of the engine and install 2 suitable fiting that will accept a #4 Hose End 8. DONOT tee into an oil supply line that feeds an engine accessory, such as an air compressor. Locate a Suitable Opening ‘A. Locate a suitable opening in the non-pressure section of the oil crankcase. B. There are usually pipe plug openings in the engine block, just above the oil pan. In some cases fa gear plate or other plate on the engine may have to be removed and @ hole be drilled and tapped 1/4” N.P.T. for the oll dump. Locate an Opening In The Coolant System ‘A. Locate an opening in the coolant system between the discharge side of the water pump and the engine side of the thermostat. Most engines have numerous openings in the block, water man- ifold and thermostat housing, B. Install a suitable fiting in one of the openings that will accept a #4 Hose End. This is the Coolant Loss Valve pilot pickup. Remove The Fuel Line ‘A. Remove the fuel line that runs from the P.T. Pump to the inlet to the head(s). B. Make two new lines using the same size I.D. hose or one size larger and connect the lines as shown in drawing on previous page. ‘Makeup Remaining Hoses and Install ‘A. Using the drawing on previous page as a plumbing guide, makeup the remaining hoses and install as shown, B. The plumbing does not have to be the exact configuration as shown, but the Heat Sentinel and Coolant Loss Valve must have an cil pressure line from the Master Control to the “IN” port of each and a route from the “OUT” port of each back to the crankcase.MASTER CONTROL AND HEAT VALVE INSTALLATION GUIDE Unit Injection Fuel System The engine depicted is to show hose routing only as it applies (o the Sentinel System. This engine does nol, nor is it meant to resemble any particular engine. A. Fuel lines - Use stee! braided flex hose with I.D. as original equipment fuel lines. B. Use 3/16" |. steel braided flex hose in “B" lettered areas. C. Use 5/16" minimum .D. stee! braided flex hose in “C" lettered areas. General Installation Instruction Guide For Engines With Unit Injection Fuel Systems The engine depicted inthe following illustration is drawn to show hose routing only. This is @ typical engine with unit injecton fuel system, but itis not meant to resemble any particular engine. Itis shown this way to simply drawing. There are a number of engine manufacturers who produce engine with unt injection fuel systems. (Example: Detroit diesel, VC Series Waukesha, V-12 Allis Chalmers, EMD, etc.) 1. Select mounting locations for Master Control ‘A. The Master Control should be mounted as close as practical between the outlet or the final fuel fiter and fuel inlet tothe engine heads(). 8. The MB-1 Mounting Bracket may be bolted tothe engine, engine accessory or other conven- ient location. It may be necessary to bend the Mounting Bracket on some installations. . Bolt the Master Control o the Bracket D. Mount Master Control so when the hoses are installed, they will not run close to exhaust pipes. 2. Install Heat Sentinel A. The Heat Sentinel should be installed in the hottest part of the coolant flow. This usually is the thermostat housing or water manifold, just prior to the thermostat housing, B. On some applications where no openings are available, it may be necessary to remove a plate from the engine and dril ang tap an opening for the Heat Sentinel C. Heat Sentinels are available with 1/2" N.PT.F. or 3/8" N.PTF. installation threads. Thermowell Reducer Bushings are also available.General Installation Instruction Guide For Engines With Unit Injection Fuel Systems continued 3. Mount the Coolant Loss Valve ‘A. Using the MB-79 Mounting bracket for Coolant Pressure Valve or the four holes in the MB-1 Mounting Bracket, mount the Coolant Pressure Valve at approximately the same level as where the head and block meet. 4, Install Fitting ‘A. Select an oil pressure opening from the main oil pressure gallery of the engine and install a suitable fiting that will accept a #4 Hose End. B. DONOT tee into an oil supply line that feeds an engine accessory, such as an air compressor. 5. Install Fitting to Accept Oil Dump Line ‘A. Locate a suitable opening in the non-pressure section of the oil crankcase, There are usually pipe plug openings in the engine block just above the oil pan. B. In some cases a gear plate or other plate on the engine may have to be removed and a hole drilled ‘and tapped 1/4" N.P. for the oil dump. C. Install a fiting to accept the oil dump line. 6. Install Fitting to Accept #4 Hose End ‘A. Locate an opening in the coolant system between the discharge side of the water pump and the engine side of the thermostat. Most engines have numerous openings in the block, water mani- fold and thermostat housing, B, Install a suitable fitting in one of the openings that will accept a #4 Hose End. This is the Coolant Loss Valve pilot pickup. 7. Plumb Fuel Lines A. Inline Engines - Remove the fuel line that runs from the final fue! fier to the fuel inlet at the head. B, Make up two new fuel lines and install as. shown. Make fuel lines the same size or one size larger than existing fuel lines. D. “V” Series Engines - On most “V" Series engines, there are fuel lines from the final fuel fiter to each head. Remove both of these lines and plug one of the fuel outlets at the filter with a pipe plug E, Make a new fuel line and run it from the remaining outlet of the fier to the inlet of the Master Control and make two new lines that will run from the tee to each head F. Make fuel lines the same size or one size larger than existing lines, 8, Make Up Remaining Hoses and install ‘A. Using the drawing as a plumbing guide, makeup the remaining hoses and install as shown. B. The plumbing does not have to be the exact configuration as shown, but the Heat Sentinel and Coolant Pressure Valve must have an oil pressure line from the Master Control to the “IN” port of each and a route from the “OUT” port of each back to the crankcase. 9. Install GM-1 Check Valve ‘A. Locate the fuel return line to the tank and install the GM-1 Check Valve with the arrow pointing toward the tank, B. The Check Valve may be installed at any convenient location from the restrictor fitting at the outlet of the head to the fuel tank, C. On “V" Series Engines, make sure the GM-1 Check Valve is installed down stream after the retum lines from each head are connected together.MASTER CONTROL AND HEAT VALVE INSTALLATION GUIDE Model DTF Deceleration / Idling crv COOLANT PRESSURE VALVE / rue. FRow ear Senne ral FUEL PRTER SEE a" Series, LX 00 orvided Hove outer FRM onessune GALLERY SOF ENGINE ‘The Model OTF Deceleration/Idling Sentinel functions precisely as the standard Master Control, except the engine automatically is throttled back to a selected reduced RPM instead of a full shutdown, ‘An Orifice Package is furnished with each Model DTF Master Control. Refer to the Orifice Selection Guide (Page 20) for recommended orifice size for your engine. If unable to determine size, consult factory (800 344-3286). INSTALLATION 1, Install Mode! DTF Master Control Coolant Pressure Valve and Heat Sentinel as required in the instal. lation instructions of the Master Control. 2. After testing the system for full shutdown (Page 19), replace the blank factory installed fuel orifice with the smallest |.D. ofifice from the Orifice Package. Be sure that orifice access plug is reinstalled. Disconnect oil inlet line at Master Control and plug oil line to prevent oil loss when engine starts. 4. Turn reset lever 180° clockwise on the Master Control and start engine. Increase to normal maximum RPM and apply desired load to be maintained under normal highway operations when an abnormality is likely to occur. Close main fuel supply to engine by turning reset lever 180° counterclockwise. 5. If engine does not maintain desired power with main fuel valve closed, replace the newly installed fuel orifice with the next largest size and repeat. 6. Reconnect cil line from oil pressure gallery to Master Control. 7. System is now ready for operation.WK-1A SENTINEL ALARM MINI-KIT INSTALLATION GUIDE COOLANT PRESSURE VALVE PARTS LIST four Branch Tee - 212T-4-4 Pressue Switch - PS-1A Heat Sentinel - H212SP -— Coolant Pressure Valve (CPV) Light Buzzer (specify voltage) - 40702 Mounting Bracket for CPV) - MB79 Street Tee - 0127-44 Otificed Fitting - 42540 Wy ron wane wa PT b: 7 1 ' roranmion 1 oxnezo ne 1 I 1 |} al IH STREET TEE wh < vemsomie. on SI ou sa seancn tes 4 NOTI INSTALL THERMOSTAT BY-PASS HOUSING, WATER MANIFOLD ‘On ENGINE BLOCK ‘When ordering WK-1A you must specify oil pressure, temperature range, and voltage. WK-1A does not include hose and fiting necessary for installation. Wk-2 Kit needed for installationMASTER CONTROL PARTS LIST Model D-V ITEM PARTNO. QUANTITY DESCRIPTION 4 43698 i End Cap, 1/4 NPT 2 43604 z ‘O-Ring, Cap 3 43020 1 Spring, Valve 4 D424 1 Seal, Main "5 See Note 1 ‘Spring, Main 6 43601 1 Quad Ring, Small 7 43602 1 DV Piston 8 43602 1 Quad Ring, Large 9 43697 1 End Cap, 1/8 NPT 1043671 1 Fitting, Restricted Mm 41728 1 Filter, Breather 12 43506 1 (O-Ring, Bushing 13° AGS 1 Plug Cam 14 Skag012 Seal Kit 2, 4,68, 11, 12) “15 Sk49015 Rebuild Kit (2,3, 4,6,7,8, 10, 11, 12, 13) “NOTE: Specify spring and order separately. 43008 = D-SV 43009 —«-5YV 43010 D-10V D9-15V——D-15V D9-20V—D-20V Oo D9-25v.—D-25V D9-30v——D-30V s 10MASTER CONTROL PARTS LIST Model D and DL ITEM PART NO. 4 40816 2 43604 3 43020 4 D14-20 "5 See Note 6 43601 7 43699 7 43603 8 43602 9 43601 1043571 1 41728 12 43705 13 43704 1440819 15 43595, 16 43506 1743503, 18 Sk49012 19 Sk49013 20 © skaso14 QUANTITY DESCRIPTION End Cap O-Ring, Cap Spring, Valve Seal, Main Spring, Main Quad Ring, Smal D Piston DL PISTON Quad Ring, Large Cam w/Screw Fitting, Restricted Filter, Breather Sleeve, Stop Screw Screw, Stop Bushing, Shaft Shaft, Cam (O-Ring, Bushing O-Ring, Shaft Seal Kit (2, 3, 6, 8, 11, 16, 17) Rebuild Kit (2, 3, 4, 6,8 9, 10, 11, 12, 13, 14 15, 16, 17) Rebuild Kit DL (2, 3, 4,6, 8, 9, 10, 11, 12, 13,14 15, 16, 17) NOTE: Specify spring and order separately. 43008 D-5, DLS 43009 D-5Y, DL-SY 43010 D-10, DL-10 43011 D-15, DL-15 43012 -20, DL-20 43013, -25, DL-25 nMASTER CONTROL PARTS LIST Model DTF and DTLF + woop — 2 43504 2 ORing, Cap 5 S 2 a 2 lta. = 4 D-14-2A 1 ‘Seal, Main 3 Hl 6 43501 4 Quad Ring, Small a © 1 ee Be a a ep, | El © 14 40819 1 Bushing, Shaft r a 2 48 43806 + O-Ring, Bushing |-} _G) i i Seette O Swi 1 Seale (not shown) |e oe sae Se a san sxaoo abe 2,3,4,6,7,8,9,10, G48 183 10 it “22 ‘SK49014 Rebuild Kit DTLF (2,3,4,6, 7, 8,9, 10, 4h 12019, 1418, 16 o ff 17) “Note: Specify spring and order separately. 43008 DTF-5, DTLF-S 43009 DTF-SY, DTLF-5Y 43010, DTF-10, DTLF-10, 43011 DTF-15, OTLF-15 43012 OTF-20, DTLF-20 43013, DTF-25, DTLF-25 ‘Order Orifice Separately FO-1-A thru FO-1-Z see Page 4-2 12INSTALLATION INSTRUCTIONS CPV Coolant Pressure Valve INSTALLATION INSTRUCTIONS 1 ‘Monitor coolant pressures from opening in: ‘A. Thermostat housing or water manifold (engine side of thermostat), or B. Pressure side of water pump, or . Coolant opening in oil cooler (if available) NOTE: For these readings, use a pressure gauge installed in a short length of flex hose with orifice fiting for more accurate monitoring, Atidle speed with thermostat closed, pressure should be .8 psi or greater. A. Atfull governed speed, pressure should be between 2 to 50 psi Install CPV valve at or near the same height as coolant pilot line source A. If possible mount valve with vent filter down or toward rear of engine. B. Connect all hose lines per diagram. (Per schematic on page 14.) Remove end of coolant pilot line at valve and plug A. Sel-test with engine idling B, Increase RPM of engine to high idle and note time required for speed reduction or shutdown. CC. Most engines will detorque in five seconds to two minutes (depending on engine model). NOTE: When the CPV Coolant Pressure Valve is property installed, a coolant pressure below .8 psi will automatically cause engine deceleration and/or shutdown, signifying trouble. Check for faulty water pump or a break in the coolant system. PARTNUMBER _—_ DESCRIPTION CPV (replaces CL-79) Coolant Pressure Valve MB-79 ‘Mounting Bracket For CPV MB-2 ‘Mounting Bracket For CPV and Master Control RKCPV Repair Kit For CPV NOTE: The CPV's mounting configuration isa direct retrofit to the previous CL-79 Coolant Loss Valve. A CL-79 can be changed to a new Sentinel CPV Coolant Pressure Valve without modification of hoses or mounting bracket. 13INSTALLATION GUIDE & PARTS LIST Coolant Pressure Valve ITEM PARTNO. QUANTITY DESCRIPTION 1 43207 4 ‘Screw, #10-24 x 1 3/8 PHDRPAN THD 2 40611 1 Cap Diaphragm 3 40810 1 Diaphragm CPV 4 40635 1 Piston, CPV 5 40644 1 (O-Ring, Size .006 Viton 6 43021 1 Spring, CPV 7 40645 1 Bonnet, CPV 8 40641 1 Retainer, Piston Seal, CPV 9 40642 1 Washer, Piston Seal, CPV 10 40643 1 Quad-Ring, Size 108, Viton 1440646 1 Module, Piston Seal, CPV 12 40627 1 O-Ring, Size 112, Viton 1340640 1 Body, Painted 14 40612 1 Breather, Felt 415 40637 1 Label, CPV RKCPV Repair Kit For CPV 14INSTALLATION SCHEMATIC Coolant Pressure Valve NOTE: * Water pump pressure closes CPV Coolant Pressue Valve. * A major break in cooling system allows valve to open and dump oil pressure at master control, FUEL TO NUECTORS OPVCOOLANT my PRESSURE VALVE rum rou ar thro iran cic ay (O — master comrnot A A peerererre Op A ssrannauemrenetsece ‘a A wu eoereaarene oN cupaeue come ron ae SSS Ee wae ZA Existing Fue! Line Size Or One Size Larger ZY #4 see! Braided Hose A #6 Steel Braided Hose (5/16 Min. |.D.) CAUTION: * Use thread sealer on all pipe thread fittings. * Do Not over tighten fittings. * Part is made from die casting and could break if over tightened. 15COOLANT PRESSURE VALVE PARTS LIST Seal Repair Kit IMPORTANT: Proper Installation Mandatory For Optimun Performance See Next Page For Instructions cap — [DIAPHRAGM SUPPORT ‘ Description sk.7ect | sK-7acta | RK7ect | RK79CLA | TP79CL | TP7OCLA 1 | O-Ring, Bonnet 3961860-70 x x x 2 | Filler, Breather aires [x x x x x x 3 | ORing, Body 8-20425A | x x x x x x 4 | Spring 218-534 x ~ | 4 | Spring 208-82 x Wa we [5 | Seatoniy 43620 x x 6 | Seal in Holder 41312 x x 7_|_ Retainer, Seal Stem 42300 x x x x 8 | Seal Siem Saat x x x x x | | Diaphragm 218-258-1 x x x © | Diaphragm 2oeeiet | x x x 10 | Label 12531 | x x x x x x 16COOLANT PRESSURE VALVE PARTS LIST Seal Repair Kit continued IMPORTANT: Proper Installation Mandatory For Optimun Performance ASSEMBLE AND TEST 4. Clean all parts with suitable solvent. 2. Install Stem Seal (Item 8) in Bonnet with Parker O-ring Lubricant or equivalent. 3. Lubricate Stem Seal and Seal (Item 6) with Parker O-ring Lubricant or equivalent 4, Install Retainer (Item 7) and Seal (Item 6) into Bonnet. 5, Install Spring into body. 6. _ Install O-Rings using Parker lubricant or equivalent. 7. Assemble Cap with Diaphragm and Support to Bonnet and Body. 8. Torque bolts alternately o 65-75 inch pounds. 9. Install Vent Filter (Item 2) using some type of thread locking material such as Loctite 10. Apply new label (Item 10) if required 11. Pressurize and inspect for leaks NOTE: Current valves manufactured after June of 1988 (CPV June of 1981, to June of 1988), are “A” models with 2 1/8" square diaphragm and have Bonnet stamped 6-1 or above with code number CLA-79. Earlier models prior to June of 1981, have a 2” square diaphragm with no ‘code number (CL-79). 718 SENTINEL* SVK-1 and SVK-2 FUEL SOLENOID KIT INSTALLATION GUIDE PRIMARY ie TERMINAL NOTE: Position on Inlet Port Must Face Up. MASTER ‘swireH SENTINEL OVERRIDE sd onereney ie Pat 1 2. To. INsecTOR PUMP PARTS LIST L s.nnow =) WY vauve al Ma" NPT CONNECTOR 114" STAINLESS STEEL “JUMP LINE ua To #4 48" To 114" REDUCER MASTER CONTROL SV-4 Series Fuel Solenoid Valve Assembly - 42541 PB-1 Push Button - PB-1SENTINEL* SELF VENTING TEST VALVE SVT KIT sv HOSE TEST PROCEDURE MADE EASY Sy vermis HOE TEST VALVE (0.4 Pst) In the following chapter on testing we have tried to ‘explain complete testing. Now, we have a great egw breakthrough in testing procedure that takes all the fuss out of testing. tis our new self-venting TOICCOLANT LINE test valve cLose SELF VENTING TEST VALVE SARPES: Now, there are no more excuses why the system is Not tested and working properly, with just one-quarter tum of the valve handle, the testing is complete! SENTINEL, CPV The Sentinel Self Venting Test (SVT) Valve Kit elimi- nates excessive troubleshooting time, fluid spillage, = potential component damage and personal harm due | OUMP to hot oil or water. OUTLET! OIL LINES NOT SHOWN OW INLET HOW THE SELF VENTING TEST VALVE WORKS Sentine’s SVT installs at the water inlet to the coolant valve, 1. In normal operation, water flows through the SVT, allowing water to the coolant vaive. 2. To test the system, the red handle on the SVT is turned one-quarter to shut the water flow to the coolant vaive. 3. When the SVT is closed, it vents the small amount of water which becomes trapped between it and the coolant valve, The loss of water pressure from closing the SVT causes the coolant valve to open and simulate an engine shutdown, 4, The engine will not operate until the SVT is returned to the open position, Because the engine will not operate until the SVT is retumed to the open position, an added feature of the new SVT is that it can be used as an anti-theft device. At the job site, the operator can turn the SVT to the test position when his work is complete. If removal of the equipment is attempted, it would not start because the pressure will not build up close to the coolant valve, 1920 GENERAL TEST PROCEDURES Functional Stage I Test For Models With Manual Override Sentinel Protection System Using Model D and DL Series Master Control or Model DTF Series With Blank Fuel Orifice Installed 10. " 12, Visually Inspect system plumbing for correct installation and hose size. (Refer to Installation Schematic on Page 14.) Disconnect #4 oil supply line at Master Control and plug oil line to prevent oil loss, Tum manual override on Master Control clockwise until stop pin hits stop screw (180"). Override should remain spring loaded in this position, Check engine oil level; then start and warm-up engine, ‘A. When the engine reaches normal operating temperature, hold throttle wide open, B. Turn manual override lever on Master Control counterclockwise to close fuel valve and note the time it takes for engine to completely shut down with throttle still in wide open position, ‘Complete shutdown should occur within five seconds to two minutes (depending on engine model tested). Shutdown will occur more rapidly when engine is under load, IFengine fails to shut down, refer to “Troubleshooting.” section, on page 32 for possible cause, Make sure engine will shut down as described in previous steps prior to continuing. Correct any conditions that prevent engine shutdown. Reconnect oil supply line to Master Control Disconnect water pilct line at Coolant Pressure Valve and plug hose to prevent coolant loss. Turn manual override on Master Control clockwise to override position and start engine. Run engine with throttle wide open ‘Tum manual override to the “RUN” position (counterclockwise) and note the time it takes the engine to shut down. It should be approximately the same as in Step 4. If engine will nat shut down or takes longer than in Step 4, then refer to “Troubleshooting” section of manual on page 28, Reconnect the coolant pilot line to the Coolant Pressure Valve; tum manual override clockwise on Master Control and restart engine, allowing it to idle only. ‘A. Check manual override lever for automatic return to “RUN” position (counterclockwise). If Model D is employed, engine is now protected and ready for service. B. Ifoverride lever does not retum automatically within thity seconds, the pilot line to Coolant Pressure Valve is (1) plugged or (2) otherwise not furnishing a minimum of 1 psi coolant flow pressure. C. Check coolant pickup point, engine side of thermostat D. If Model DTF is employed, proceed with Stage 2 Test and Emergency Fuel Orifice selection. Due to the inconvenience of “on engine testing procedures and rigid factory testing of the Heat Sentinel prior to delivery itis not mandatory to functionally test the unit. The test can be performed easily on engines equipped with a reliable water temperature gauge which reads in degrees. FahrenheitEMERGENCY FUEL ORIFICE SELECTION & STAGE 2 TESTING For Model DTF Series Only If proper fuel orifice is not known or is not listed on the engine orifice selection guide, follow these steps to select proper orifice for particular engine and application NOTE: Unless a specific fuel orifice was ordered, each Model DTF has an orifice package shipped with the unit. Each fuel orifice has a letter stamped on the head. These letters are codes that identify the orifice size. See orifice selection chart supplied with orifice package. 1. After completion of Stage 1 testing, remove the 3/4” hex cap on the upper face of the Master Control, Replace the blank fuel orifice in the Master Control with the lowest letter fuel orifice from the assorted orifice package, or select one closest to your engine make listed on the Orifice Selection guide Install, and replace the 3/4” hex cap. NOTE: Do Not over tighten 3/4" hex plug, 2. Disconnect the #4 cil supply line at the Master Control and plug line. 3. Turn manual override lever on Master Control clockwise to “OVERRIDE” position, 4, Start and idle engine. Tum manual override on Master Control counterclockwise to close fuel valve. engine dies, orifice is too small. Repeat Step 1 using next larger fuel orifice from package. 5. With manual override turned counterclockwise ("RUN Position), engine should be put under normally encountered load to determine if selected fuel orifice is large enough to allow engine to develop suffi- cient power to perform the minimum work to safely operate the equipment if an abnormality should ‘occur. If sufficient power is not developed, repeat Step 1 using next larger size onfice until desired power is achieved, 6. Put seal wire in 3/4" hex cap and seal, Connect a #4 oil supply line to the Master Control. Engine is ready for service. ORIFICE APPLICATION CHART: ORDER FO-1 - (letter) Engine Orifice (Letter LD.) Engine Orifice (Letter LD.) DETROIT FIAT-ALLIS (In-Line) 3-53, 4-53, 6-53, 2-71, 3-71, 471.671 AorB ALL Bord (V Series) 8V-53, 8V-53, 6V-71, BV-71, 12V-71, MACK 6v-92, 8v-92 BorD All D 8.2 Liter B MERCEDES-BENZ 16V-71, 12V-92, 16V-92 fiotDorF | OM-352-6 & OM-355.5 Bord 12V-149, 16V-149, J FIAT CATERPILLAR 8360.05 (160 HP) 8 -330C, 0-336, D-343, D-1699, D-1140, D-1180, 8220.02 (200 HP) : 1B 10-1160, 0-3304, 0-3306 cecstdlord PERKINS 1.346, 0-353, 0-348, 0-379 dork ALL 3 -DorF 0-342 ForJ VOLVO .3204 Gord (In-Line) TO-70E 8 03208... co NA” INTERNATIONAL HARVESTER -3304, 0-3306 NA DT-468, 9.0 Liter 8 -3406, 0-3408, D-3412 J DT-817B, D-817C F 0.2512 DorF ALLIS-CHALMERS: CUMMINS ALL BorD All kK When the Master Control Functions as a torque reduction unit, the above chart will simplify selecting the proper orifice for the most popular engines. CONSULT FACTORY FOR ENGINES NOT LISTED FOR RECOMMENDED ORIFICE. 2122 SIMULATED OVERHEAT TEST ve" 70 6 ADAPTER | V4" FEMALE PIPE VALVE We" TO We ADAPTER ve" STREET TEE = O00 | rrow exam GALLERY “1° MALE PPLE ‘ue STREET TEE yoon SUMP | SIMULATED ENGINE OVERHEAT TEST Use the installation shown above for determining the operational condition of the Sentinel System, The above configuration requires a minimum of time and effort to functionally test the system without loss of oil, One man can perform this test operation. 1 _Itis recommended that the system be purged of old oil and functionally tested at scheduled oil change. The above installation makes daily testing of the operational status of the system possible. INSTRUCTIONS 1. With the 1/4" female pipe valve in the closed position, start engine and hold throttle open. Make sure manual override on Master Control is in the “RUN” position (turn counterclockwise). 2. Open 1/4" female pipe valve. 3. Engine shutdown or torque reduction should occur momentarily if system is functioning property. 4. Close 1/4" female pipe valve and restart engine.ACTUAL ENGINE OVERHEAT TEST Athough not recommended, the Heat Sentine! can be field tested by heating the engine up to the shut down point. Care should be taken not to overheat and damage the engine, The Heat Sentinel is factory checked for defects prior to shipping, ‘The unit is designed to give years of accurate, maintenance-free service If Testing Becomes Necessary, Observe the Following Precautions: CHASSIS OR STATIONARY APPLICATION 4. Simulate a coolant loss of oil pressure loss as described earlier in this guide. This will ensure the system has been correctly installed, 2. Install an accucrate mechanical heat gauge in the water manifold as close as possible to the Heat Sentinel 3. Locate the #6 Dump Line that runs from the Heat Sentinel “OUT” port to the oil dump point on the engine. 4. Disconnect this line at the dump point on the engine. A. Place the end of this hose in the oil filer neck, ora five-gallon bucket or other suitable container. B, Position the hose end so as to be able to visually observe when oil is running out of the hose C. Care must be taken to prevent oil from touching person. 5. Note the heat setting stamped on the Heat Sentinel (200° F, 2129 F, et). This figure indicates the temperature at which the Heat Sentinel will open. 6. Restrict the air flow through the radiator by blocking about 3/4" of the frontal area of the radiator with cardboard or some other material 7. Start engine and ensure the manual override is tuned to the “RUN position (counterclockwise). 8. Run engine at a high idle and monitor the heat gauge. 9. When engine coolant temperature approaches figure stamped on Heat Sentinel, the valve will open and oil wll be dumped out ofthe oil dump line. Engine shutdown will occur momentarily DYNAMOMETER TEST Itan engine dynamometer is available, this test can be more easily performed due to closer control of coolant flow and power imposed upon the engine. 2324 INDIVIDUAL COMPONENT TEST PROCEDURE Model D & DIF ve TH wacren ‘sn sureey —e| Va NPT we PLUG (NR REGULATOR MODEL D 1. _ Install air regulators and gauges as shown 2. Install a 1/8" NPT pipe plug at oil “IN" port as shown. 3. Adjust #1 air regulator to 3 or 4 psi 4, Adjust #2 air regulator to increase air pressure enough to open fuel section. When fuel section opens, #1 air regulator gauge will drop to 0 psi and air will come out of the fuel “OUT” port 5. Adjust #2 air regulator downward siowly until fuel section closes and no air comes out of the fuel “OUT" port 6. Note the reading on #2 air regulator gauge when fuel section closes. The gauge reading should be the same as the oil pressure value stamped on the body. EXCEPTION: The 5 lb. Master Control will close when #2 gauge reads 2 psi. Detroit Diesel engines idle with 12 to 20 psi of fuel pressure. MODEL DTF MASTER CONTROL ‘Same as Model D, except blank fuel orifice must be installed in fuel section to test uniINDIVIDUAL COMPONENT TEST PROCEDURE CPV Coolant Pressure Valve cpv ‘COOLANT PRESSURE VALVE AIR ‘SUPPLY AIR REGULATOR AIR REGULATOR CPV COOLANT PRESSURE VALVE 4. Connect air regulators and gauges to Coolant Pressure Valve as shown; remove vent filter 2. Hold thumb over “OUT* port of CPV Valve and adjust #1 regulator from 2 to 3 psi 3. Remove thumb from “QUT” port. Air should pass through valve and out of OUT" port. 4. Adjust #1 regulator upward until vaive closes. 5. Note reading on #2 gauge when valve closes. Reading should be between 3/4 and 1 psi 6. Adjust #2 regulator to §0 psi. Using soapy water and a brush, coat the vent filter opening and check for air leaks. Soapy water will have air bubbles if there is a leak 7. Reduce #1 regulator to 2 or 3 psi and increase #2 regulator to 20 psi. Then coat rest of vaive with soapy water and check for air leaks. 8 Reduce air pressure on #2 regulator until valve opens. Valve should open at approximately 1 psi 2526 INDIVIDUAL COMPONENT TEST PROCEDURE Light Buzzer LB-1 (12V) and LB-2 (24V) LB (12v) ‘uch euzzeR| ie) 1. Connect two wires to a 12V battery from LB-1 2. Alarm should come on. 1B-2 (24v) 3, The test for the LB-2 is the same as above, but use a 24 battery. eaTTERY SV 4-12 (12V) and SV-4-24 (24V) jour BATTERY Vt Connect air regulator and gauge to Solenoid as shown. Adjust regulator to about 10 psi. Air should not exit “OUT” port Connect the two wire leads from the Solenoid to the battery. Air should exit “OUT” ports when the wires touch the battery terminals. SV-4-24 (24V) Same as SV 4-12, but use a 24V battery. CHECK VALVE GM-1 and GM-2 (See Page 5-3, 2A) Nts SPRING RETAINER Inspect spring retainer for wear to ensure it has not worked its way past the snap ring If spring retainer is protruding past the snap ring, Check Valve is defective. Apply air pressure in opposite direction of free flow. Valve must have an airtight sealINDIVIDUAL COMPONENT TEST PROCEDURE Push Button PB-1 ‘TEST LIGHT le non ® aA BATTERY PUSH BUTTON 4. Connect Push Button to test ight and battery as shown, 2. Test light should activate when Push Button is pushed and deactivated when released. Pressure Switch PS-1, PS-1A, PS-2 and PS-2A TesTLiGHT sles, PSA, PSAA P52, PS-2A PRESSURE SWITCH AIR REGULATOR Attach test light, air regulator and gauge to pressure switch as shown, 2, When testing PS-1 (#5), PS-1A (#10), or PS-2 (#15), the test light should be it; these three pressure switches are normally closed. Increase air pressure slowly with regulator unti test light goes out; note reading on gauge. 4, The light should go out at 5 psi,+/- 1 on the PS-1A; and 15 psi +/-1 on the PS-2, On the PS-2A, the test light should not be on until pressure reaches 15 psi +/- 1, and then go out. This switch is normally open. 2728 INDIVIDUAL COMPONENT TEST PROCEDURE HEAT SENTINEL H and HA Field testing the unit to determine the activation temperature of the Heat Sentinel is not considered practi- ‘cal due to the lack of equipment necessary to conduct the test. If activating point needs to be checked, return the unit to the factory. 1 Heat Sentinel can be checked for leaks by applying about 40 psi of air pressure at the “IN" port and checking the “OUT” port for air pressure coming out. If leak is detected, connect the air supply to the "OUT" port. The air traveling through the unit in reverse will clean the ball seal Recheck the unit for leaks. A small leak is permissible, Large air leaks will have to be repaired by the factory. a“ Pv-s DUMP VALVE BIE AIR REGULATOR DUMP VALVE PV-4 1 2 3 Connect air regulators and gauges to Dump Valve as shown, Hold thumb over “OUT” port of Dump Valve and adjust #1 regulator to 2 or 3 psi Remove thumb from “OUT” port. Air should pass through valve and out of port. A. Adjust #2 regulator upward until valves closes and no air passes through valve. B. On 15 1b. units, the valve should close with 20 to 25 psi pilot pressure. C. On 50 Ib. units, the valve should close with 55 to 65 psi pilot pressure. Adjust #1 regulator to 10 psi and check bleed vent for leaks. No air should come out of bleed vent. Reduce #1 regulator to 2 or 3 psi Reduce air pressure on #2 regulator until valve opens. A. 15# valves should open as pilot pressure drops to 15 +/- 2 psi B. 50# valves should open as pilot pressure drops to 50 psi +/- 3 psiTROUBLESHOOTING GUIDE Troubleshooting should begin with a complete visual inspection of the Sentine! Master Control, Coolant Pressure Valve, Heat Sentinel, all hoses and associated fittings, and for correct plumbing and installation. The Master Control should be checked for leaks, especially signs of fuel or engine oil coming out of the \Vent Filter. Fuel or cil leaking out of the filter is a sign of internal seal ring failure that could prevent the Master Control from performing properly. If the Master Control is equipped with manual override, turn override a few times to make sure the piston inside the Master Control is moving up and down freely Check the Coolant Pressure Valve's Vent Fiter for coolant or engine oil leaking out of it. Leaking out of the Vent fer is a sign of internal seal failure that could prevent the Coolant Pressure Valve from perform- ing property A thorough understanding of how the system operates (refer to "System Operation Principle,” Page 1) will make troubleshooting problems very simple. ‘Trouble associated with the system generally will fll into the following categories: 41. Engine fails to shut down during self test or during an actual abnormaiity 2 Engine shuts down for no apparent reason while under normal work load. 3. Engine shuts down while idling Engine is hard to start. TEST GAUGE INSTALLATION pressure cause oe os a= = ao ~ 29TROUBLESHOOTING GENERAL PROCEDURE By taking pressure readings from the points shown on the Test Gauge Installation Drawing on previous age, you will be able to determine when the Master Control is open or closed and related system problems, 1. Install the vacuumipressure gauge at the “OUT” port ofthe fuel section of the Master contro A. Itwil show fuel transfer pump pressure when the Master Control isin the open position. B. When the Master Control closes, the fuel pressure will drop to 0 psi NOTE: On unit injection systems, such as the Detroit Diesel, after the fuel pressure drops to 0 psi a vacuum will be shown on the gauge of approximately 22" as the engine dies. On unit injection systems, if the gauge shows little or no vacuum, the fuel Return Line Check Valve has not been installed correctly or is defective. See Item 2-A on Page 32. The oil pressure gauge installed at the oil “OUT” port of the Master Control shows the oil pressure under the piston in the Master Control ‘A. The pound setting stamped on the Master Control body between the manual override and the cil “IN” portis the oil pressure required to keep the Master Control open with 0 psi fuel pressure. B. For every 7 psi of fuel pressure in the fuel section, 1 additional psi of oil pressure is required to equalize the pressure. Example: A Master Control with a 10# setting will close when oil pressure drops below 10 psi when there is O psi fuel pressure, The same Master Control wil close i oil pressure drops below 20 psi 70 psi of fuel pressure is present in the fuel section The test gauge should show actual engine oil pressure. If the test gauge reading is below actual engine oil pressure, check the following: ‘A. Oil pressure pickup point on the engine. Pickup should be at main pressure gallery of engine. DO NOT tee into an accessory supply line, such as an air compressor. 8. Obstructions in the oil supply line to the Master Control. The inlet orifice fitting at the Master Control has a 046 diameter hole that could easily be plugged by foreign matter left in the oil line when it was made up. * Make sure oil line, all fitings and inlet orifice are free from obstructions. C. Heat Sentinel in dump position. Disconnect oil dump line at “OUT” port on Heat Sentinel * Start engine, + Ifengine temperature is below that stamped on the Heat Sentinel, no oil should come out of this por. NOTE: Some engines have low idling coolant pressure and it may be necessary to mount the Coolant Pressure Valve at a height of about one foot below the top of the radiator,TROUBLESHOOTING GENERAL PROCEDURE continued ‘The installation of a test gauge to monitor the coolant flow is helpful in selecting the proper coolant pickup point. ‘A. The radiator cap should be removed while monitoring the coolant flow pressure. B. It takes 1 psi of coolant flow pressure to close the Coolant Pressure Valve. C. The coolant pressure should be monitored with the engine i increased to full governor rpm. D. The flow pressure should increase in relation to the increase in engine rpm. ig and the rpm should be NOTE: The coolant pickup point on the engine must be on the engine side of the thermostat. If pickup point is on the radiator side of thermostat, there will be no coolant flow pressure until thermostat open. 3132 TROUBLESHOOTING IF ENGINE FAILS TO SHUT DOWN DURING SELF TEST Follow the steps outlined below: ‘A. Visually Inspect system plumbing for correct installation and hose size. (Refer to Installation Schematic on page 14.) B. Disconnect #4 oil supply line at Master Control and plug oil line to prevent oil loss. C. Turn manual override on Master Control clockwise until stop pin hits stop screw (180). Gverride should remain spring loaded in this position. D. Check engine oil level; then start and warm-up engine. 4. When the engine reaches normal operating temperature, hold throttle wide open 2. Tum manual override lever on Master Control counterclockwise to close fuel valve and note the time it takes for engine to completely shut down with throttle stillin wide open position. 3. Complete shutdown should occur within five seconds to two minutes (depending on engine model tested). 4. Shutdown will occur more rapidly when engine is under load, E. Make sure engine will shut down as described in previous steps prior to continuing. Correct any conditions that prevent engine shutdown. F, Reconnect oil supply line to Master Control G Disconnect water pilot line at Cootant Pressure Valve and plug hose to prevent coolant loss. H. Tum manual override on Master Control clockwise to “OVERRIDE” position and start engine. Run engine with throttle wide open. 1. Tur manual override to the “RUN” position (counterclockwise) and note the time it takes the engine to shut down. It should be approximately the same as in Step D-3 above 1. Ifengine will nt shut down or takes longer than in Step D-3 above, then refer to “Troubleshooting” section of manual Reconnect the coolant pilot line to the Coolant Pressure Valve. 4. Tum manual override clockwise on Master Control and restart engine, allowing it to idle nly. 2. Check manual override lever for automatic return to "RUN" position (counterclockwise) If Model D is employed, engine is now protected and ready for service 3. override lever does not return automatically within thirty seconds, the pilot line to Coolant Pressure Valve is (1) plugged or (2) otherwise not furnishing a minimum of 1 psi coolant flow pressure 4. Check coolant pickup point, engine side of thermostat. 5. If Model DTF is employed, the testis the same as Model D. Blank fuel orifice must be installed in fuel section to test. K. Due to the inconvenience of “on engine’ testing procedures and rigid factory testing of the Heat Sentinel prior to delivery, itis not mandatory to functionally test the unit, The test can be performed easily on engines equipped with a reliable water temperature gauge which reads in degrees FahrenheitTROUBLESHOOTING IF ENGINE FAILS TO SHUT DOWN DURING SELF TEST continued 2. Ifengine does not shut down, check the following: ‘A. In the case of unit injection systems, such as Detroit Diesel, EMD, VC Series Waukesha and ‘some Allis Chalmers, it is mandatory that an In-line Check Valve be installed in the fuel return line to the tank. This will prevent fuel from being drawn through the fuel return line to the engine when the ‘Master Control closes. On some applications where the fuel supply tank is higher than the injec- tion pump, the Check Valve is required because gravity feed through the fuel return line will ‘supply fuel to the injection pump. Make sure that the arrow on the Check Valve points in the direction of the fuel tank and all con- nections in the fuel retum line are air tight. Functional test the Check Valve for one-way air tight seal B, Disconnect the fuel line(s) at the Master Controt’s fuel “OUT” port 41, Plug the line(s). 2, Turn the manual override to the Run position (counterclockwise), 3. Turn engine over with starter and observe if fuel is coming out of the fuel port of the Master Control 4. If fuel is coming out of the fuel port of the Master Control, the Master Control is not closing, 5. Repair or replace Master Control. CAUTION: On Mode! DTF Master Controls, a blank fuel orifice must be installed or a limited amount of fuel will flow out of the Master Control. 3. if engine faits to shut down, one of the following is at fault. A. Restricted or under-sized oil dump line or associated fitings. (Use 5/6" min... hose.) B. Improper dump point. Must be non-pressure opening in crankcase. C. Coolant Pressure Valve is stuck in closed position. 1. To check the valve, disconnect the dump line at the Coolant Pressure Valve's “OUT” port. 2. Start engine and observe if there is a free flow out of this port. 3. If no oil flows out of the port, Coolant Pressure Valve is stuck in closed position, 4. Clean or replace the Coolant Pressure Valve. D. Oil inlet orifice furnished with the Master Control, has been left out This .046 orifice fitting must be installed in the oil inlet of the Master Control for the system to operate property. 33