Stanadyne has been supplying mechanical pumps

with TARGET features since 1996 to assist our DB4 Model pump with TARGET Features
OEM customers in meeting stricter emission
regulations now in effect in many markets. As our
OEM applications change from “blue” (non-
emissions certified) to “green” (emissions certified),
the need for pumps with TARGET features has
increased.

The volume of Stanadyne pumps produced with

Target features have increased from 23% in 1997
to 47% in 1998. Today, approximately 80% of
mechanical pump production includes one or more
TARGET features.

To the right is a photograph of a typical TARGET

featured pump and below is a cutaway view
showing the internal circuitry of the various
TARGET features. This brochure describes the
TARGET feature enhancements that are currently
available for our OEM customers on our
mechanical “D“ series pumps.

TARGET Featured
DB4 Pump

Low Speed
Fuel Limiter

Pressure
Compensating
Transfer Pump

Servo Speed Light Solenoid Actuated

Load Advance Cold Start Advance
Page 2

Servo Speed Light Load Advance (SSLLA)

As legislation continues to mandate decreases in
diesel engine emissions, the need to closely
control fuel delivery and injection timing functions
increases. Stanadyne assists in this effort by
developing the SSLLA which is designed to
optimize injection timing under full load and light
load conditions to minimize exhaust emissions
and smoke.
At part loads, metered fuel pressure drops. LLA
piston movement, sufficient to allow the LLA
spring to reestablish the force balance, can occur.
The LLA piston movement is transferred directly to
the servo piston and results in corresponding
advance change.

To achieve speed advance, transfer pump Cam Ring

pressure (shown in pink) is used to
overcome spring force and move the
advance piston, thereby rotating the cam
ring to advance the injection timing. Since
LLA Orifice
transfer pressure increases and decreases Screw
in direct relationship with engine speed
(ERPM), timing is advanced as speed
increases.
LLA Adjusting
Advance
Light Load Advance (LLA) is achieved with Screw Piston
a light load advance piston and spring. This
piston balances the forces from the servo LLA Spring
valve against the sum of forces from the
LLA Spring and metered fuel pressure Speed Advance
Adjusting Plug
(shown in green). The LLA spring pre-load
is adjusted so that it and full load metered LLA Piston
fuel pressure prevent LLA piston motion. Speed Cam Pin
Advance Spring Servo Valve

Solenoid Actuated Cold Start Advance

The Cold Start Advance is a solenoid
actuated, hydraulically powered feature
that provides a fixed amount of timing
advance to improve cold starting
characteristics. Cold
Advance
Piston
The key components of this feature are
the Cold Start Advance Solenoid and the
Cold Advance Piston. The solenoid
actuated cold start advance is typically
controlled by the engine’s coolant
temperature sensor circuit. When engine
coolant temperatures are below the
threshold temperature, the solenoid is
energized and fuel pressure (pink) is Cold Start
Advance
allowed to flow to the area behind the Head Locating Solenoid
cold advance piston. The advance piston Screw
is then hydraulically powered in the
advance direction providing additional
advance to eliminate white smoke during
cold engine operation.
 Page 3

Low Speed Fuel Limiter

Adjustable Orifice Fuel Limiter Piston
Screw

Figure 1 Figure 2

Another new feature designed to reduce exhaust The Low Speed Fuel Limiter feature uses an
emissions and smoke is the low speed fuel limiter. adjustable orifice screw and a fuel limiter piston to
The Low Speed Fuel Limiter is integral to the restrict the flow of fuel to the charging circuit during
hydraulic head assembly and provides a means to wide open throttle operation. Figures 1 and 2 show
reduce wide open throttle fuel delivery at speeds the locations of the adjustable orifice screw and fuel
below peak torque speed (generally below 1600 limiter piston.
ERPM). This is where there is insufficient air to burn
the normally injected fuel and is particularly true with At speeds below peak torque speed, transfer pump
turbocharged engines. pressure (shown in pink) is low, therefore the fuel
limiter piston remains seated in its bore restricting the
flow of fuel to the metering valve (reference Figure 3).
Fuel Flow Below Peak Torque Speed The only fuel that reaches the metering valve is the
fuel that flows past the adjustable orifice screw.
As engine speed increases, transfer pump pressure
also increases (speed responsive). The increased
Fuel Limiter Piston
Seated Restricting pressure overcomes the opposing forces (spring
fuel flow to the force and housing pressure) and the Fuel Limiter
metering valve Piston lifts allowing fuel to flow unrestricted to the
metering valve (reference Figure 4).
The graph below (Figure 5) shows the affect of the
low speed fuel limiter on the fuel delivery curve of a
typical pump application.
Figure 3
Fuel Delivery Curves
Low Speed Fuel Limiter vs. Baseline
Fuel Delivery mm3/stroke
Fuel Flow Above Peak Torque Speed 100
95
90
85
80
Piston lifted by
transfer pump 75
pressure allowing Baseline 70
fuel to flow Fuel Lim iter 65
unrestricted to the
60
metering valve
55
50
200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Figure 4 Engine RPM Figure 5
Page 4

Pressure Compensating Transfer Pump

A new transfer pump design was introduced for
Stanadyne “Target” series pumps. It is called the
Pressure Compensating Transfer Pump and is
designed to maintain its pressure curve despite
variations in either supply or housing pressure. Viscosity
Stable, repeatable transfer pump pressure is Compensator
necessary to ensure the proper operation of our
other “Target” features such as the low speed fuel
limiter and the servo speed light load advance.

With our standard transfer pump design, changes in

fuel supply pressure resulted in changes in transfer
pressure. This is because leakage through the
Solid Adjusting
viscosity compensation orifice (located in the Screw
adjusting screw) flows into the supply pressure area.
As a result, variations in supply pressure have a
direct biasing affect on the regulating piston and compensation orifice is directed into the pump
causes transfer pressure to vary in direct proportion housing and the result is that changes in supply
to increases or decreases in supply pressure. pressure have no effect on transfer pump pressure.

With the pressure compensating transfer pump
design, the viscosity compensation orifice was
moved from the pressure adjusting screw to a
passage in the regulator assembly as shown above.
The pressure adjusting screw is now solid, thereby
isolating supply fuel pressure from the transfer
pump. Fuel that now flows through the viscosity
The graphs below illustrate the effect of the pressure
compensating transfer pump. The “Standard
Regulator” graph shows that as supply pressure
varies so does transfer pump pressure. When the
pressure compensating regulator is used, variations
in supply pressure have virtually no effect on
transfer pump pressure.

Transfer Pump Pressure Curves

Standard Regulator Pressure Compensating Regulator
T. P. Pressure (PSI) T. P. Pressure (PSI)
70 70

65 65

60 60

55 55

50 50

45 45

40 40
35 1 PSI 5 PSI 8 PSI 35 1 PSI 5 PSI 8 PSI
30 30
800 1000 1200 1400 1600 1800 2000 2200 800 1000 1200 1400 1600 1800 2000 2200
Engine RPM Engine RPM

Stanadyne LLC Stanadyne LLC S.p.A.

92 Deerfield Road Via Matteotti, 158
Windsor, CT U.S.A. 06095 25014 Castenedolo (BS), Italy
Tel: (860) 525-0821 Tel: (39) 30.21.300.70

99798 . Oct. 2015