TIMING 2 Timing Marks When the engine timing Is set at the factory, markings ‘re made on the crankshatt geer, idler and camshaft ‘gear with the engine sot with No.1 piston at TD.C. on, Itscomaression stroke (see Fig. K.1) There may be markings on the engine to establish true TDC. but where not, No. 1 piston at TOC. on ite compression stroke can be ascertained by dropping valve on to No. 1 piston crown ana with the means of 2 clock gauge establish the maximum lit of the valve ‘when the valves of No. 6 cylinder should be racking It should be noted that Fig. K.1 has boon prepared to show the markings on the timing gears, The camshaft and fuel pump gears are not normaly fitted until the timing case has been replaced. Fuel Pump Timing When the fuel pump is removed, a machined slot will be noted in the top of the fusl pump drive shatt and a slot approximatoly ‘sin (3.2mm) wide in. the ‘adaptor plate wil also be seen (Fig. K.2). With No. 1 piston set at T.0C. on Stroke, these two slots should be inline compression (On the mounting flange of the fuel pump is a scribed line and a further line is scribed on the fuel pump adaptor plate. When the fuel pump is fitted, these two marks should ‘bein alignment (see Fig. K 3) To Reset Engine Timing It is assumed that the timing ease anc all the timing gears have been removed and require replacing with the knowledge that the valve and fuel pump timing wil be tothe origina setting To reset the ting to the orginal markings, proceed as tollows Remove the rocker assembly, push rods and atomisers “Tuen the engine orankshatt unt Nos, 1 and 6 pistons are eToc ‘That this has. been obtained may be checked by observing that the keyway for the rankshatt gear is at Toc Place the two idler gears in position on thelr respective hubs, making sure that the double line timing mark on the let nand gear is opposite the singe line timing mark onthe erankehalt gar (09 Fig K'). Then tighten the securing nuts to the correct toraue (see page 5.2) Replace the timing case and secure it to the oylinger block Fier kshalt pulley as detailed on Page H6. With the engine still in the T.O.C. position, refit the camshaft gear with the double dot timing mark opposite the single dot timing mark on the idler gear Draw gear onto camshaft and ft washer, tab washer, shim ‘washer ang retaining setscrew. Tighten setscrew to tne ‘correct torque (see page 2) ana lock with tab washer KaWith the engine stil a 7.0.C. turn the fuel pump drive shaft until the machined slot in the fuel pump driving hub is inline with the machined slot in the fuel pump ‘captor plate (see Fig. K.2} Fit the fuel pump drive gear with the part number to the front 80 that the three setscrew holes coincide with the holes in the fuel pump drive shaft when it Is in ‘mesh with the idler gear and secure in this position Ensure whon fiting the goar, that the two machined slots remain inline. Fit timing gear covers tothe timing case. Replace the fuel pump ensuring that the scribed ine ‘on its mounting flange coincides with the seribed line ‘on the fuel pump adaptor pate (see Fig. K.3}, With fater Bosch fuel pumps, this scribed line is on the top of the mounting flange. Replace atomisers and fue! pipes. Replace rocker assembly and adjust valve clearance Checking Valve Timing 1. Turn the crankshalt until the valves on No. 6 cylinder are rocking. In this position, set the clearance on 1No, 1 inlet vaive to one of the following clearances according to the part number which is stamped on ‘the rear of the camshat ‘Camshaft Part No. Clearance 31416207 0.0511 (1,30mm) | s1ai6222 0.026in (.86mm) ‘1416902 (0.0511 (1.30rm) ‘31416903 0.047 in 1.13) 31436908 0.060in (152mm) 2, Tum the crankshatin the normal direction of rotation unt the push rod of No. inet vave just tightens 3. Check that Nos. 1 and 6 pistons are at T.0.C. The valve {timing tolerance is pus or mirus 296” 4. When the valve timing is found to be core, reset valve ‘learance o 0.008: (0,20mm eo, “Includes 76.9544 North America vehicle engine. Note: Thoce is no adjustment provided fr valve ting. tte timing is found tobe incorrect, then the gears can only be one, cor more teeth out of correct mosh TIMING K3 Ks (CAV. Pump) Checking Fuel Pump Timing Ensures that No. t pistons atT.D.C. on compression, ‘The valves on No. Bylinder should be rocking, Remove the fuel injection pump and ensure that the slot in the fuel pump driving hub is in alignment with the slot in the fuel pump mounting flange. Hf these slots are not in line, the necessary adjustment should be made on the fuel pump drive gear, through the aperture In the timing case This adjustment may be offected by slackening off the three gear securing setscrews and turning the auxiliary rive shalt by means of the setsorews. Whon tho timing is found to be correct, refit the fuel ump ensuring the scrived line on the mounting flange ‘oincidos with tho seribad line on the fuet pump adaptor plato (s00 Fig. K.). Checking Fuel Pump Timing {Alternative Method—C.A.V. Fuel Pumps only) There is a rotor in the pump bearing a number of scribed lines, each one having an individual letter (see Fig. Ka), ‘A timing circlip is positioned inside the pump. which has to be set s0 that when the appropriate scribed line ‘on the fuel pump rotor aligns withthe straight edge of the Circlip, it denotes commencement of injection (static timing). ‘To sat the timing cielip, itis necessary to remove the: pump from the engine and fx the position of the cieeip by ‘connecting No. 1 cylinder outlet connection (xX) on ‘the pump to an atomiser tester and pump up to 30atm {440}bt/n® or (81kgliem). Turn the pump y hand in the normal direction of rotation until itlocks up. The squared fend ofthe crclip should now be adjusted unti i ines up withthe letter “F” on the pump rotor. Ensure the fuel pump is correctly fitted with the seribed line on the mounting flange coinciding with the mark ‘on the fuel pump adaptor plate Position the crankshaft so that No.1 piston is at 7.0.6. (nits compression stroke, Flomove the rocker cover. Remove the collets, spring cap and springs trom No. 4 inlet valve anc allow thevalvetoreston top ot the piston.TIMING K4 Reposition the valve stom seal to the collet groove to prevent the vale from dropping into the cylinder, With the aid of a clock gauge in contact with the end ff the valve now siting on No. 1 pision, it will be necessary to position the crankshaft so that the piston willbe at its static timing point (see Page B10) ‘To do ths, tun the crankshatt in the opposite direction {0 normal rotation, approximately an eighth of @ turn TDC. and then forward until the required position is registered on the clock gauge This enables the backlash inthe timing gears to be taken up Remove the flat inspection plate on the fuel pump. ‘enabling the rotor to be seen ate ka (CAV. Pump) With No. 1 piston at the static timing point on its ‘compression stroke, the scribed line on the rotor marked ‘F should align withthe straight edge of the timing circlip. See Fig. K4 1H the timing marks donot align, release the nuts securing the fuel pump end twist the pump body in the required direction until the marks align. Further adjustment can be made by turning the auxiliary drive shaft after est releasing the aunillay drive gear securing If aftor both these adjustments, the uming marks 60 not align, it could mean the auxiliary drive gear has fited incorrectly Checking Fuel Pump Timing (Attemative Method — Bosch Fuel Pumps only) Ensure fuol pump ie corey filed 1o engine as des: eribed under "To Reset Engine Timing” on Page K2. With the rooker cover removed, st the engine to TD. No. 1 cylinder compression, Le, tho valves of No, 6 eylindor rocking ‘Thoroughly elsan the fus! pump around the vent plug in the hydraulo head | Remove the conta plug fom the end of te pump (C, Fi, | N14) and fiona ofthe ming too assembles ven Delow:— | Bosch: Body 1888 190 048, Extension 1683 458 019 and | Diatindeator 1697 283002 | Church: Adaptor MS107 and Dia inictor SMOOTA Ensure dt does nt enter the pup. Ensure that the ial indicator plunger is depressed atleast ©.478in (Srm) to cover the plunger it which Is 0.1%0in (28mm). “Turn the engin in each direction to obtain B.0.C. ofthe pum ‘plunger and set the cial indicator to 260 a ths poi Reposition the engine at 7.0.0, No. + oylinder compres: sion and using tool No. 61188, remove the collet, spring cap and springs trom No. 1 inlet valve (see Fig, K.S) and allow the valve to rest on the top of the piston. Reposition the vaNo stem seal to the collet Groove 0 prevent the valve trom dropping into the cylin Position a dal indicator withthe plunger resting on top of the valve stom, determine exact T.D.C. position and zer0 the dit incicator.‘Turn the crankshaft in the opposite direction 0 normal rotation approximately ¥s of a turn and then turn in the normal direction of rotation until the dial indicator Indicates thatthe pistonis0 125in (3,18mm)8.T D.C. [At this position, the ial indicator on the fuel pump should read 0.0396 in (1 mm) — see Fig. KG. ‘Adjust timing as necossary by releasing the three screws securing the auxiliary drive gear to the auxiliary drive shalt {1 the plunger it sin excess of 1mm, turn the auxiliary cirive shaft clockwise and then anti-clockwise until mm litis obtained. Secure the gear ensuring the gear backlash 's taken up by nolding the gear against normal direction, of rotation It the plunger itis less than 1mm, turn the auxiliary drive shaft anti-clockwise until 1mm if is obtained. Secure the {gear ensuring the gear backlash is taken up by holding ‘the gear against the normal direction of rotation. Recheck timing as previously detailed When timing is correct, turn the engine in the normal direction of rotation until No. 1 piston Is at T.D.C. Refit valve stom oil seal, valve springs, spring cap and collet. Reset valve clearance to 0,008 n (0,20mm). Remove the special timing tol from the fuel pump and refit the plug. If the large inspection plug was remevee, tighten to 44016 (54Nm) 5.8kgfm oF tho small vent plug was ce ‘moved, ighton it to 7Ibtft(10Nm) 7,0kgfm. the low pressure ‘uel pipes have been disturbed, bleed the system a8 oe sorbed on Page N.7. Checking Fuel Pump Timing (Using Charen Too! MS.67B— See Fig. K.7) With the engine positioned with No. 1 piston at T.D.C. compression stroke, the tool is substituted for the fuel injection pump. As the engine is a T.D.C., the pointer on the tool is set at the relevant fuel pump marking angle, plus half the static timing angle and then the timing train is set to correspond to the timing mark on the fuel Injection pump adaptor plat. TIMING KS Kz To Check Engine Marking Angle Position the engine with No. 1 piston at T.0.C. ‘compression and using toolNo. 61188, remove the colts, Spring cap and springs from No. 1 inlet valve and allow ‘the valve to rast on the top of the piston, Reposition the Inlet valve stem sealto the collet groove to prevent thevalve from dropping into the cylinder. Position a dial indicator “withthe plunger resting ontop ofthe valve stem, determine the exact T.0.C. position Romove the fuel injection pump. Release screw (5) — Fig. K7 — and position splined ‘shaft (6) s0 that the larger splined adaptor is to the front of the too! Ensure thatthe slotted pointer (2) is positioned with the slot tothe front of the tool and chamfered sides ofthe slot are outwards, At this stage, the slotted ond of the pointer should be kept woll back from tho front of the Body. Ensure that the fat in the washer fitted behind pointer securing screw (9) is located over pointer. Release the bracket screw (4) and set bracket so that the chamfered edge isin line with the relevant engine checking angle. This angle can be obtaines by reference to the fuel pump setting code and table given on Page B11 Fit timing tool to the engine in the fuel pump position ‘ensuring firstly that splined shatt with master spine is fully located in pump drive shaft and then that the register of tool is seated in fuol pump locating aperture. Lock splined shaft in tool If pointer is 180° from timing mark, fengine Is probably on lls wrong stroke, in which case, Femove the tool and set the engine on correct stroke Slide the slotted pointer cownwards so that the end of pointer abuts flange — see Fig. K.8 ‘Turn timing tool by hand in opposite direction to pump rotation (shown on pump nameplate) to take up backlash ‘and then check that timing mark on fuel pump adaptor Is, inline with slot of pointer. If timing mark does not align, the position of the auxiliary drive shatt should be altered relative to its drive gear. The holes in the auxiliary drive ‘gear are slotted to allow for adjustment When engine timing is correct, remove the tol Where necessary, the fuel pump matking angle can be checked by using timing tool as described later oft fuel pump to engine as givan on Page N.. RefitNo. 1 {nlet valve stom sea, valve springs, spring cap and collet. “Then set valvo clearance to 0.008 in (0,20 mm).TIMING K6 Ka Checking Fue! Pump Marking Angle oloase screw (5) — Fig. K7 — and remove splined shatt (6). Ensure slotted pointer (2) is positioned with slot to rear ‘of tool and chamfered side of slot outwards. Ar this stage, slotted end of pointer should be kept well back towards body of tool. Ensure that flat in washer fitted behind pointer securing scrow (3) is located over side of pointer With C.A.. pumps, connect No.1 outlet connection of the ‘Bump (marked "X") to an atomiser tester and pump up to 30 atm 440 ain’ or (Stkgtiem). Ia pressurising valve 's fitted, this must be removed, lease bracket screw (4) — see Fig. K7 — and set bracket so that the chamfered edge is in line with relevant pump marking angle (see Page 8.11) Position timing tool on pump drive with master splines ‘engaged and tool located on spigot — see Fig. K9. With CAV. pumps, turn the pump in the normal direc: tion of rotation as shown on name plate unti it “locks up’ With Bosch pumps, ensure that the keyway in the tue! ump drive shaft is inline with No, * outlet marked “D ‘on the hydraulic hoad. Remove the cenral plug fom the end of the pump (C, Fig 'N.14) and ft one ofthe timing tool assemblies given bolow.— | Bosch: Body 1688 190 045, Extension 1683 458 019 and | Dial Indicator 1687 293 012. | Churchill Adaptor MS107, and Dial Indicator SMOSTA Ensure din does not ent tho pump. ‘Turn the pump against the normal direction of rotation and zero the cial incieator when the plunge is at 8.0.C. Then tum ‘pump in normal drocton of rotaton unt 0.0384in (1mm) of itis obtainec on the pump plunger. In those postions for both C.A.V. and Biosch pumps) sie the pointer (2) ofthe ting tool — Fig. K.7 — forward unt iis haliway over the pump lange and check that ting mark on the flange is central tothe sltin the pointer — 200 Fig. K9. | "necessary, remove incorrectly positioned mark and make a | newmarkin ne corectposiion on he pump Farge | Remove ting too! fiom Bosch pumps and refit the pag. the large inspection plus was remaved, ighten it to 401 | (G4Nm) 5,5kgim ox, if the small vent plug was removed, | tighten tro 71 (10m) 1,0Kghm),