CATERPILLAR’ ise tth eee ieee oe es eet ees See eee eo eee eam mene ae ieee eee mt tee aeeees Testing & Adjusting 3304 Vehicular Engine 43V1-UP. 7Z1-UP, 46V1-UP 12Z1-UP- 48V1-UP ‘78P1-UP 9Z1-UPIMPORTANT SAFETY NOTICE Proper repair is important to the safe and reliable operation of a machine. This, Service Manual outlines basic recommended procedures, some of which require special tools, devices or work methods. Although not necessarily all inclusive, list ‘of additional skills, precautions and knowledge required to safely perform repairs is provided in the SAFETY section of this Manual Improper repair procedures can be dangerous and could result in injury or death. READ AND UNDERSTAND ALL SAFETY PRECAUTIONS AND WARNINGS BEFORE PERFORMING REPAIRS ON THIS MACHINE Basic safety precautions, skills and knowledge are listed in the SAFETY section of this Manual and in the descriptions of operations where hazards exist. Warning labels have also been put on the machine to provide instructions and identify specific hazards which if not heeded could cause bodily injury or death to you or ‘other persons. These labels identify hazards which may not be apparent toa trained mechanic. There are many potential hazards during repair for an untrained ‘mechanic and there is no way to label. the machine against all such hazards. These warnings in the Service Manual and on the machine are identified by this symbol: GU Operations that may result only in machine damage are identified by labels on the machine and in the Service Manual by the word CAUTION. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this Manual are therefore not all inclusive. If a procedure, tool, device or work method not specifically recommended by Caterpillar is used, you must satisfy yourself that itis safe for you and others. You should also ensure that the machine will not be damaged or made unsafe by the procedures you choose. IMPORTANT The information, specifications and illustrations in this book are on the basis of information available at the time it was written. The specifications, torques, Pressures of operation, measurements, adjustments, illustrations and other items ‘can change at any time. These changes can effect the service given to the product. Get the complete and most current information before you start any job. Caterpillar Dealers have the most current information which is available. Fora list of the most current modules and form numbers available for each Service Manual, see the SERVICE MANUAL CONTENTS MICROFICHE REG! 139F. 67200x23904 VEHICULAR ENGINE Ar Inlet and Exhaust System ‘ir Inlet and Exhaust System Timing Gears Turpoenarger Valves and Valve Mechanism Basie Block Crankshatt Cylinder Block and Liners... Pistons, Rings, and Connecting Rods Cooling System ‘Coolant for Air Compressor Electrical System ‘Charging System Gomponenis Electrical System Schematic. Other Components. Starting System Components. Fuel System (Seroll-D)) uel Injection Pump. Fuel System Timing... Governor (Hydra-Mechanica) Injection Nozzles « Introduction ......- Fuel System (Seroll-PC) Fuel injection Pump. Fuel injection Valve Fuel System Timing Glow Plugs Governor Operation Introduction Fuel System (Sleeve Metering) SYSTEMS OPERATION geist st Stana 32 se oRURERVENSENYY SRSSS ‘Adjustments To The Sleeve Metering Fuel System Fuel Flow After Engine Stops Running Fuel Flow Using The Priming Pump and Bleed Vaive. Fuel Flow With Engine Running vin ‘System With Constant Bleed Valve System With Siphon Break. ‘System With Siphon Break and Constant Bioed Valve ‘System Without Siphon Break or Constant Bleed Valve Fuel Injection Pump Operation Fuel Injection Valve—PC. Fuel Injection Valves. Fuel Priming Pump Fuel Ratio Controt Fuel System Operation Fuel System Timing Fuel Transter Pump Glow Plugs—PC Governor Injection Nozze Introduction . Non-Adjustable Dashpot Governor Siphon Break : Water Separator or General Information Engine Design Fuel System Usage Chart Lubrication System (iI Flow in The Engine Oil Flow Through The Oil Fiter and Oil Cooier be ae3304 VEHICULAR ENGINE TESTING AND ADJUSTING Ac Inet and Exhaust Systr ‘Checking Iniet Manifold Converter Stall Speed Compression - Crankcase (Crankshait Compartment) Pressure Gyindor Head Glow Plug and Precombustion Chamber Removal And Installation ‘Measurement of Exhaust Temperatures Measurement of Pressure in inet Maniots Procedure for Measuring Camshatt Lobes. Restriction of Air Iniet and Exhaust Turbocharger Valve Clearance ressure AY Torque Basic Block: ‘Connecting Rod and Main Bearings ‘Connecting Rods and Pistons Cylinder Block Cylinder Liner Projection ‘Counterbored Block Spacer Pate Block > Flywheel and Flywnee! Housing it Pump instalation Piston Ring Groove Gauge {Cooling System (Checking Coolant Temperature Checking Fan Speed Checking Radiator Air Flow Filler Cap and Pressure Reliet Valve Gauge for Water Temperature Pressure Cap Testing Radiator and Cooling System for Leaks ‘Testing the Cooling System V-belt Tension Chart Visual Inspection ofthe Cooling System Water Temperature Regulators Electrical System Battery i Charging System Starting System Fioxible Drive Coupling Checking Flexible Drive Coupling Alignment Fuel System ‘Adjustment and Cleaning of 7N449 Fuel Injection Nozzles Checking Engine Cylinders Separately ‘Checking Engine Timing With 6V3100 Diesel Engine Timing Indicator Group Engine Speed Measurement Finding Top Center Compression Position for ‘No, 1 Piston NOTE: This book has been completely changed from the former issuc 107 108 109) 109 109 no 107 a2 107 122 122 122 124 122,120 122 123 24327 127 1 118 nS Ww 17 19 no 118 18 ns 121 15 120 129 ™ 3 18 Flow Checking Fue! Injection Pump Timing (PC Engines Only) Fuel injection Lines Fuel System Inspection Star-Up Procedure Test Sequence — Precombustion Chamber (PC) Fue! Nozz ee Testing 7N449 Ful Injection Nozzles ‘Testing Capsule-Type Fuel Injection Nozzles ‘Troubleshooting of 7N449 Fuel Injection Nozzios Fuel System (Scrol-D!) ‘Checking the Fue! Injection Valves 4 ‘Checking the Plunger and Lifter Washer af an Injection Pump Fuel injection Pump Timing Dimension Setting Ott Engine. Fuel Injection Timing Check (Timing Pin Method) Fuel Rack Setting k Fuel System Adjustments Injection Pump (install) Injection Pump (Remove) Fuel System (Scroll-PC) ‘Checking the Fuel Injection Vaives. Checking the Plunger and Litter Washer ofan Injection Pump ? Fuel injection Service ‘Accessory Orive Shaft Timing Checking With 854620 Gauge Checking With 887167 or 5P4158 Gauge Fuel injection Pump Timing Dimension Setting Off Engine. Fuel Rack Setting Injection Pump i Injection Pump installation Injection Valve (Capsule-Type Nozzle) Governor Adjustments Fue! Ratio Control Seting Fuel System (Sleeve Metering) Fuel injection Service Fuel Pump Calibration Fuel Ratio Control Seting Fuel System Adjustments Fuel System Setting Governor Adjustments Lubrication System il Pressure is High Oit Pressure is Low Too Much Bearing Wear ‘Too Much Oi! Consumption SPECIFICATIONS NOTE: For Specifications with illustrations, make reference to SPECIFICA- TIONS for 3304 VEHICULAR ENGINE, Form No. SENR7590. If the Specifications in Form SENR7590 are not the same as in the Systems Operation and the Testing and Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in the book with the latest date. ee ee ee es INDEX 109 102 13 4 13 4 a 46-59GENERAL INFORMATION SYSTEMS OPERATION GENERAL INFORMATION ENGINE DESIGN Bore. 475 in. (120.7 mm) Stroke 8.0 in. (1524 mm) Number of Cylinders <<... ss. : 4 Cylinder Arrangement ...... 2 ss Tnsine Firing Order (injection Sequence) fF 1.3.4.2 Direction of Rotation {wmen seen trom flywheel end)... -. Counterciockwise “No, 1 Oylinder Is Opposite Flywheel End on CYLINDER AND VALVE IDENTIFICATION FUEL SYSTEM USAGE CHART “FUEL SYSTEM APPLICATIONS MoveL Scrott | Sleeve Metering | Sleeve Metering (Pc) (eo) (oh, 4, D4 (SA) Earlier Later = DAE", DAE (SA) Japan Earior 1204, 1306 = Earier 112F al = a 28 = Earior Later 518 Intermediate Later 1920, 930, 50 Later - 941, 951, 955 Earlier Later = 9551. = All es “See the appropriate PARTS BOOK for effective Serial Numbers. “Later ENGINES builtin Japan are (Di) witha scroll fuel system‘SLEEVE METERING FUEL SYSTEM ee ee | SYSTEMS OPERATION SLEEVE METERING FUEL SYSTEM INTRODUCTION The Sleeve Metering Fuel System is a pressure type fuel system. The name for the system is from the method used to control the amount of fuel in the fuel injection charge. This system has an injection pump. and an injection valve for each cylinder. The injec- tion pumps are in the fuel injection pump housing on the right side of the engine. The injection valves are in the precombustion chambers for PC engines and in adapters in the cylinder head for DI engines. The drive gear for the fuel transfer pump is on the front of the camshaft for the injection pumps. The carrier for the governor weights is bolted to the rear of the camshaft for the injection pumps. The injec- tion pump housing has a bearing at each end to support the camshaft. The camshaft for the sleeve metering fuel system is driven by the timing gears at the front of the engine. The injection pumps, lifters and rollers, and the camshaft are all inside of the pump housing. The pump housing and the governor housing are full of fuel at transfer pump pressure (fuel system pressure). CAUTION Diesel fuel is the only lubrication for the moving parts in the transfer pump, injection pump housing and the governor. The injection pump housing must be full of fuel before turning the camshaft. FUEL SYSTEM TIMING Injection timing before TC (top center): Sleeve Metering-PC: (fuel pump serial numbers thru 44,899) ......2.. ieee T® (fuel pump serial numbers 44,900 and up) * camedaene Tt |e Sleeve Metering-DI: Engines with turbocharger . B+ 1° Engines without turbocharger 291° FUEL INJECTION VALVES Fuel, under high pressure from the injection pumps, is sent through the injection valves. The in- jection valves change the fuel to the correct fuel characteristic (spray pattern) for good combustion in the cylinders. The fuel injection valves are installed in the pre- combustion chambers in engines equipped with pre- combustion chambers. An adapter takes the place of the precombustion chamber in engines equipped with direct injection. The precombustion chambers. or adapters are installed in the cylinder heads. WATER SEPARATOR Some engines have a water separator. The water separator is installed between the fuel tank and the rest of the fuel system. For efficiency in the action of the water separator, the fuel flow must come directly from the fuel tank and through the water separator. Thisis because the action of going through a pump or valves before the water separator lowers the effi- ciency of the water separator. The water separator can remove 95% of the water in a fuel flow of up to 33 gph (125 liter/hr) if the concentration of the water in the fuel is 10% or less. It is important to check the water level in the water separator frequently. The maximum amount of water which the water separator can hold is 0.8 pt (0.4 liter), At this point the water fills the glass to 3/4 full, Do not let the water separator have this much water before draining the water. After the water level is at 3/4 full, the water separator loses its efficiency and the water in the fuel can go through the separator and cause damage to the fuel injection pump. Drain the water from the water separator every day or when the water level gets to 1/2 full. This gives the system protection from water in the fuel. If the fuel has a high concentration of water, or if the flow rate of fuel through the water separator is high, the water separator fills with water faster and must be drained more often. To drain the water separator, open the valve in the drain line and the valve at the top of the water separator. Let the water drain until it is all out of the water separator. Close both valves.SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION FUEL FLOW WITH ENGINE RUNNING ial ‘System With Siphon Break bg ise ae ieee —cueeces 1 nasser, SCHEMATIC OF FUEL SYSTEM 1. Governor housing. 2. Ful inaction pump._3. Ful injection pump housing. 4. Bypas vale. 5. Bled va, 6. Ful tmnk 1. Ghack valve 8. Fos supply ln. 8. Water sparta is0 equipped) 10, Drain vane, 1, Went valve, War Fal fer Check vave."14. riming pur. 15. Check va. 16. Fuel tensir pump. A. Siphon break onic -~ FUEL SYSTEM INSTALLED 2. Fuol injection pump. 5. Bleed valve line. 12. Fuel fiter. 14 Priming pump.‘SLEEVE METERING FUEL SYSTEM GOVERNOR AND FUEL INJECTION PUMP 1. Governor housing. 3. Fuel injection pump housing. 16. Fal tanater pump. When the engine is running fuel transfer pump (16) pulls fuel from fuel tank (6) through fuel supply line (8). The fuel goes through water separator (9) (if so equipped), fuel filter (12) and into channel (17) behind cover (18). FUEL INJECTION PUMP HOUSING COVER, 14, Priming pump. 17. Channel. 18. Cover. SYSTEMS OPERATION From channel (17) the fuel goes through prim- ing pump (14) into passage (D) to the fuel transfer pump (16). FUEL INJECTION PUMP HOUSING Bypase valve. 7. Check valve. D. Pasage to ful transfor pump. From fuel transfer pump (16) fuel under pres- sure fills fuel injection pump housing (3). Pressure of the fuel in housing (3) is controlled by bypass valve (4). Pressure of the fuel at full load is 30 # 5 psi (205 + 35 kPa). If the pressure of the fuel in housing (3) gets too high, bypass valve (4) will move (open) to let some of the fuel retum to the transfer pump (16). Fuel injection pumps (2) send fuel, under high pressure, out of housing (3) into the fuel injection lines during injection. The fuel goes through the lines to the fuel injection valves in the precombus- tion chambers.SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION ‘System With Constant Bleed 7 Ch w ap b Se 6 SCHEMATIC OF FUEL SYSTEM tank 13, ‘Vent valve. 12. Fuel fi 16, Fuel transfer pump. B, Fu return line. C. Constant bled valve FUEL SYSTEM INSTALLED 8. Fuel supply line. 12. Fuel filter. 14. Priming pump. 18. Pug in hole for constant Bleed valve (C)‘SLEEVE METERING FUEL SYSTEM GOVERNOR AND FUEL INJECTION PUMP 16. Fuel transfer pump. C. Constant bed valve When the engine is running fuel transfer pump (16) pulls fuel from fuel tank (6) through fuel supply line (8). The fuel goes through water separator (9) (if so equipped), fuel filter (12) and priming pump (14). From priming pump (14) the fuel goes through line (8) to connection (X) on the governor housing. The fuel goes through passages (Y) and (Z) to passage (D). FUEL FLOW THROUGH HOUSINGS X. Connection for fuel supply tne (8) Passage. The fuel goes through passage (D) to fuel transfer pump (16), From fuel transfer pump (16) fuel under pressure fills fuel injection pump hous- ing (3), Pressure of the fuel in housing (3) is controlled by bypass valve (4). Pressure of the fuel at full load is 30 + 5 psi (205 + 35 kPa). If the pressure of the fuel in housing (3) gets too high, bypass valve (4) will move (open) to let some of the fuel return to the transfer pump (16). 10 ‘SYSTEMS OPERATION FUEL INJECTION PUMP HOUSING 4, Bypass wave. 7. Chock valve. D. Passog to fuel transfor pump. Fuel injection pumps (2) send fuel, under high pressure, out of housing (3) into the fuel injection lines during injection. The fuel goes through the lines to the fuel injection valves in the precombus- tion chambers. ‘The constant bleed valve (C) lets approximately 9 gal./ hr. (34.1 liter/ hr) of fuel go back to the tank through return line (B) when the pressure in the housing is 25 to 32 psi (170 to 220 kPa). This flow takes air and heat away from the housit \ ee Whe CONSTANT BLEED VALVE Constant bleed va.SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION ‘System Without Siphon Break Or Constant Bleed S a G ke 1. Governor housing, 2. Fusl injection pump. 3. Fuel injection purnp housing. 4. Bypass valve, 6. Bead vale. 6. Fuel tank. / 7 Check valve. 8. Fuel supply tine. 9. Water soparator (itso equipped. 10, Drain valve. 11. Vent valve, 12. Fuel filter. 13. Check valve. 14. Priming pump. 15. Check valve. 16. Fusl veneer pump. Lf a a th gaat bow 8 i evans SCHEMATIC OF FUEL SYSTEM FUEL SYSTEM INSTALLED housing. 2. Fuel injection pur ‘Fuel supply line. 12. Fi Priming pump. X. Connection for Fuel supply‘SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION The fuel goes through passage (D) to fuel transfer pump (16). From fuel transfer pump (16) fuel under pressure fills the fuel injection pump housing (3). Pressure of the fuel in housing (3) is ~ controlled by bypass valve (4). Pressure of the fuel at full load is 30 + 5 psi (205 + 35 kPa). If the pressure of the fuel in housing (3) gets too high, bypass valve (4) will move (open) to let some of the fuel return to the transfer pump (16). GOVERNOR AND FUEL INJECTION PUMP 16. Fuel transfer pump. X. Connection for fuel supply line. When the engine is running fuel transfer pump (16) pulls fuel from fuel tank (6) through fuel supply line (8). The fuel goes through water separator (9) (if so equipped), fuel filter (12) and priming pump (14). From priming pump (14) the fuel goes through fuel supply line (8) to connec: tion (X) on the governor housing. The fuel goes through passages (Y) and (Z) to passage (D). FUEL INJECTION PUMP HOUSING 4 Bypass valve, 7. Check valve. Passage to fuel transfor pump. Fuel injection pumps (2) send fuel, under high pressure, out of housing (3) into the fuel injection lines during injection. ‘The fuel goes through the lines to the fuel injection valves in the precombus- tion chambers. FUEL FLOW THROUGH HOUSINGS supply line (8). Y. Passage. 2,SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION ‘System With Siphon Break and Constant Bleed FUEL SYSTEM INSTALLED (Fuel fit and priming pump fstoned ‘0 the injection pump housing.) 2. Fue injection pump. 14. Priming pump. 19. Pug in hole {or constant bleed valve (C)SLEEVE METERING FUEL SYSTEM GOVERNOR AND FUEL INJECTION PUMP (uel iter end prising pump fastened soparatly) 16. Fuel waster pump. ©. Constant bled vale. Fut bresture connection. "F. Gover X. Connection for fu Spl tine 1 When the engine is running fuel transfer pump (16) pulls fuel from fuel tank (6) through fuel supply line (8). ‘The fuel goes through water separator (9) (if so equipped), fuel filter (12) and into channel (17) behind cover (18). FUEL INJECTION PUMP HOUSING COVER ing pump. 17. Channel. 18. Cover. From channel (17) the fuel g ing pump (14) or cover (F) into passage (D) to the fuel transfer pump (16). FUEL INJECTION PUMP HOUSING 4, Bypass wae, 7. Chack valve. D. Passage to fuel transfor 14 's through prim- ‘SYSTEMS OPERATION From fuel transfer pump (16) fuel under pres sure fills fuel injection pump housing (3). Pressure of the fuel in housing (3) is controlled by bypass valve (4). Pressure of the fuel at full load is 30 + psi (205 35 kPa). If the pressure of the fuel in housing (3) gets too high, bypass valve (4) will move (open) to let some of the fuel return to the transfer pump (16). Fuel injection pumps (2) send fuel, under high pressure, out of housing (3) into the fuel injection lines during injection. The fuel goes through the lines to the fuel injection valves in the precombus- tion chambers. The constant bleed valve (C) lets approximately 9 gal./hr. (34.1 iter/ hr) of fuel go back to the tank through return line (B) when the pressure in the housing is 25 to 32 psi (170 to 220 kPa). This flow takes air and heat away from the housing CONSTANT BLEED VALVE C. Constant bed valve.SLEEVE METERING FUEL SYSTEM FUEL FLOW USING THE PRIMING PUMP AND BLEED VALVE When the priming pump handle is pulled out, negative air pressure in the pump makes check valve (13) open and pulls fuel from the tank. Pushing the handle in closes check valve (13) and opens check valve (15). This pushes air and/or fuel into the housing through a passage and check valve (7). More operation of the priming pump will pull fuel from the tank until fuel supply’ line (8), fuel filter (12) and housing (3) are full of fuel. At this time the fuel flow from the bleed valve (5) will have no air bubbles. FUEL PRIMING PUMP The priming pump is on the cover of the sleeve metering fuel system. The purpose of the pump is to fill the fuel system with fuel. Operation of the pump with bleed valve (5) open will remove air from the fuel injection pump housing. SIPHON BREAK The siphon break is used on vehicles which have the fuel tank below the fuel injection pump housing, When the engine stops running, the fuel stays whe! it is in the housing, FUEL PASSAGE IN COVER “Hole. 2. Cover. SIPHON BREAK 3, Housing. 4 Passage. 5. Disc. 6 Scratch. SYSTEMS OPERATION When the engine is running, the pressure in the housing holds some air in the fuel in a mixture, When the engine stops, the air comes out of the fuel and goes to the top of the housing. The air goes out of the housing through hole (1) in cover (2) and into a passage in housing (3) to passage (4). From passage (4), the air goes under dise (5) through seratch (6) and follows the fuel back to the tank The siphon break is located in the fuel filter base. The air goes out of the fuel transfer pump housing through hole (1) in the cover and into passages (7) and (10) in the filter base. The air goes under disc (5) through scratch (6) and down through passages (11) (8), (9). Then the air goes through the top of the filter and follows the fuel back to the tank. The remainder of the fuel stays in the housing and filter. SIPHON BREAK HOUSING 1. Hole, 7. Passage. 8. Passage. 9. Passage, @:. SIPHON BREAK FUEL FILTER BASE 5. Disc. 6 Scratch. 10. Passage. 11. Passage. ‘A081 30%7 ‘When the engine starts the next time, the fuel in the housing and in the filter will be the supply for the engine until the transfer pump pulls the fuel from the tank. FUEL TRANSFER PUMP The fuel transfer pump is on the front end of housing for the fuel injection pumps. The output of IsSLEEVE METERING FUEL SYSTEM the pump is more than the engine needs for combus- tion. Camshaft (4) for the fuel injection pump turns drive gear (3) in the transfer pump. Two lip-type seals (6) on the camshaft keep the fuel in the transfer pump apart from the engine oil in the compartment for the timing gears. The area between the two seals in connected to transfer pump drain (8). The drain has two functions. One function is to be an outlet for fuel or lubrication oil leakage. The other function is to give a visual indication of seal or bearing failure before the failure can be a cause for any other failures. 1 STE Ss NX FUEL TRANSFER PUMP 4. Seal, 2. Driven gear. 3. Drive gear. 4. Camshaft for the fuel injection pump. 5. Drive sleeve. 6. Lip-type se FUEL TRANSFER PUMP BODY 7.Outlet for lubrication oll 8. Tra {or lubrication ol pump drain. 8. Inet SYSTEMS OPERATION FUEL FLOW AFTER ENGINE STOPS RUNNING When the engine is running, the pressure in the housing holds some air in the fuel in a mixture. When the engine stops, the air comes out of the fuel and ‘20es to the top of the housing. The air goes out of the housing through hole (1) in the cover and into pas- sages (2) and (5) in the filter base. The air goes under disc (7) through scratch (6) and down through pas- sages (8), (3), and (4). Then the air goes through the top of the filter housing and the fuel stays in the housing and filter. When the engine starts the next time, the fuel in the housing and in the filter will be the supply for the engine until the transfer pump pulls the fuel from the tank. SIPHON BREAK HOUSING 1. Hole. 2 Passage. 3 Passage. 4 Passage. SIPHON BREAK FUEL FILTER BASE 5. Passage. 6. Scratch. 7 Disc. 8. Passage.SLEEVE METERING FUEL SYSTEM FUEL INJECTION PUMP OPERATION The main components of a fuel injection pump in the sleeve metering fuel system are: plunger (7), barrel (3), and sleeve (8). The plunger moves up and down inside the barrel and sleeve. The barrel is sta- tionary while the sleeve is moved up and down around the plunger to make a change in the amount of fuel for injection, FUEL INJECTION PUMP OPERATION 1 Reverse flow check Spring. 5 Fuel init (Hi port). 6. Retainer. 7. Plunger. 8 Sleeve. 9. Fuel outlet (spil port. 10. Sleeve control le- ver. 11 Litter. 12. Camshaft. The plunger, barrel, and sleeve are a fitted set and they must be kept together. Lifter (11) and plunger (7)are lifted through a full stroke by each revolution of the camshaft (12). The force of spring (4) on plunger (7) through retainer (6) holds the lifter against the camshaft through the full stroke cycle. ‘SYSTEMS OPERATION w aceon FUEL INJECTION PUMP OPERATION 2. Chamber. 3. Barrel. 5. Fuel inlet (Ill port. 7. Plunger. 8. Sleeve. 8. Fuel outlet (spill. port). 11. Lifter, 12. Camshaft. A. Before injection. B Start of injec: tion. ©. End of injection Before Injection Before the engine can start or run correctly, the housing and fuel injection lines must be full of fuel and the sleeve (8) must be high enough on the plunger to close the fuel outlet (9) (spill port) during part of the stroke cycle. Chamber (2) fills with fuel through the fuel inlet (5) (fill port) which is under the level of the fuel in the housing. Injection Injection starts after the rotation of the camshaft lifts plunger (7) far enough into barrel (3) to close fuel inlet (5). At this time, both the fuel inlet and fuel ‘outlet are closed. As more rotation of the camshaft lifts the plunger farther into the chamber of the barrel, the fuel in the chamber is put under more and more pressure. This pressure is felt by reverse flow check valve (1) and the fuel injection valve, When the pressure is high enough to open the fuel injection valve, injection starts. Injection stops when the rota- tion of the camshaft has lifted the plunger far enough toopen fuel outlet (9). This puts the fuel outlet above the top of sleeve (8)SLEEVE METERING FUEL SYSTEM When the fuel outlet opens, it lets pressure off of the fuel in the chamber. The pressure of the fuel in the line closes the reverse flow check valve (1). With no more flow of fuel, injection valve at the other end of the line closes. This makes the injection complete. The volume of fuel in the injection charge is equal to the volume of the plunger which is lifted into the barrel between the start of injection and the end of injection After Injection After injection has stopped, the camshaft lifts the plunger the rest of the way to the top of the stroke. The plunger is pushed out of the chamber by spring (4). The fuel in the housing fills the space in the chamber through the fuel outlet (9) until the sleeve closes it on the down stroke. More rotation of the camshaft lets the spring push the plunger down farther which opens fuel inlet (5). Fuel fills the rest of the chamber through the fuel inlet (5). Then the stroke cycle starts again. SLEEVE POSITION The position of the sleeve on the plunger controls the amount of fuel for injection. When the position of the sleeve on the plunger is low enough that it does not cover the fuel outlet during any part of the stroke, the pump can not make pressure for injection. This is the “fuel off” position for the sleeve. If the sleeve is in a higher position on the plunger, the pump can make pressure for injection. This is the “fuel on” position. As the sleeve position is made higher, more fuel is put into the injection charge ADJUSTMENTS TO THE SLEEVE METERING FUEL SYSTEM Fuel Pump Calibration For good engine performance, itis very important to make the setting of all of the injection pumps be the same. The procedure for this is called Fuel Pump Calibration. See the Testing and Adjusting section of this book. Fuel System Setting The maximum injection charge is controlled by the Fuel System Setting. The correct procedure and tooling lists for adjustments to the fuel system are in the Testing and Adjusting section of this book. The correct measurement for the fuel system setting is in FUEL SETTING INFORMATION. 18 ‘SYSTEMS OPERATION FUEL SYSTEM OPERATION When the engine is running, any movement of the governor control shaft (1) makes a change in the speed of the engine. Counterclockwise movement (A) causes an increase in engine speed until the ‘movement is held by the high idle stop (2). Clockwi ‘movement (B) makes a decrease in engine spe until the movement is held by the low idle stop (3). More clockwise movement (B) moves the linkage beyond the detent (4) in the control. Still more clock- wise movement (B) causes the pumps to stop injec- tion and, because no fuel goes to the cylinders, the engine stops. FUEL SYSTEM OPERATION 4. Governor control shaft. 2 High idle stop. 3. Low ile GOVERNOR CONTROL SHAFT 4.Governor control shalt. 5.Groove. 6. Tooth 7.Lever. 8 Edge of lever (7). 8. Lever. Governor control shaft (1) has a groove (5) which fits a tooth (6) in lever (7). Any movement of shaft (1) moves lever (7) in the same direction. If the shaft and lever have counterclockwise movement (A), an edge (8) of lever (7) comes into contact with lever ©).SLEEVE METERING FUEL SYSTEM aL ‘mosa20x2 0 n oR a © FUEL SYSTEM OPERATION 5. 11, Washer. 12. Governor spring. 18. Seat FUEL SYSTEM OPERATION 48. Seat. 15. Load stop. 16. Load stop pin. 17. Lever. 18. Lever. FUEL SYSTEM OPERATION 18. Lever. 19, Hole. 20. Pin. More counterclockwise movement (A) pushes le- ver (9) against seat (10), washer (11), governor spring (12), seat (13), and riser (14), The movement of seat (13) pushes against lever (17) which works like a bellerank and pushes load stop pin (16) up. The load stop pin (16) can be pushed up until it is in contact with the load stop (15). This is the limit for SYSTEMS OPERATION the movement toward maximum fuel for injection At the same time the lower end of lever (18) isin the groove in riser (14). As the riser moves, lever (18) works like a bellerank and moves pin (20) which is in the top end of the lever. The pin (20) which is in the top end of the lever. The outer end of pin (20) has the shape of a ball. It fits in a hole (19) in the bottom part of lever (23). The turning of lever (23) makes lever (24) turn the fuel control shaft (21) through spring (2), This makes an increase in the fuel for injection to the cylinder. FUEL CONTROL SHAFT 18. Hole. 21. Fuel control shaft. 22. Spring. 29. Lever. 24, Lever. 25. Pin Starting the Engine When starting the engine, the governor control shaft is in the middle position. The linkages in the housing work in almost the same manner as when the engine is running. The only difference is in the func- tion of a spring (C) which is between seat (13) and riser (14). When the engine is running, the force from the weights in the governor is enough to cause compression of spring (C) until the seat (13) and riser (14) are in contact. For starting, the force of spring (C) is enough to push the riser to the full fuel position. This lets the engine have the maximum amount of fuel for injection for starting. 0.0 FUEL SYSTEM OPERATION 10. Seat. 11. Washer. 12. Governor spring. 18. Seat. 1, Riser. C. Spring. 19‘SLEEVE METERING FUEL SYSTEM Before the speed of the engine is up to low idle speed, the governor weights make enough force to push spring (C) together and riser (14) and seat (13) come into contact. From this time on, the governor works to control engine speed. ‘Stopping the Engine Manually Maximum clockwise movement (B) of the govern- or control shaft stops the engine. If the governor control shaft (1) is not at the low idle position, clock- wise movement (B) lets lever (9) move back away from the governor spring (12). Less compression in governor spring (12) lets riser (14) and seat (13) move away from the weight end of the shaft. The lower end of lever (18) is in the groove in riser (14). As the riser moves, lever (18) works like a bellerank and moves pin (20) which is in the top end of the lever. The outer end of pin (20) has the shape of a ball. It fits in a hole (19) in the bottom part of lever (23). The turning of lever (18) makes lever (23) push against lever (24) which turns the fuel control shaft QD). This makes a decrease in the amount of fuel for injection to the cylinder. ‘When the governor control shaft (1) is in the low idle position, more clockwise movement (B) makes pin (27) in the end of lever (28) move against lever (26). Lever (26) works as a bellerank. As it turns from the pressure of pin (27) the other end of the lever (26) moves against the pin (25) in lever (24). Lever (24) is tight on the fuel control shaft (21) and more movement in that direction causes the pumps to stop injection and, because no fuel goes to the cylinders, the engine stops. FUEL SYSTEM OPERATION jovernor control. shaft. 8. Lever. 12. Governor ‘26 Lever. 27. Pin. 28. Lever. 29. Shaft. B. Clock: Pushing the governor control lever past the detent manually stops the engine. SYSTEMS OPERATION GOVERNOR 1 243 4 5 H| © o) 0 2 s fF 3) li 6 2 ° a — 1 Oo ‘ oveRNOR 1. Seat. 2. Washer. 3. Governor spring. 4. Seat. 5. Riser 6. Tachometer drive shaft. 7. Race. 8. Bearing. 9. Race. The governor for the Sleeve Metering Fuel System is of the mechanical type. It works to keep the speed of the engine from changing when there is an ii crease or decrease in load when the engine is running with governor control shaft stationary. GOVERNOR WEIGHTS Tachometer drive shalt. 10. Weight. 11. Pin. 12. Car ‘i Slot. 14. Pin Carrier (12) for weights (10) is held on one end of the camshaft by bolts. Tachometer drive shaft (6) is through the center of the governor parts. The shaft hasa radial hole through the driven end. A pin (14) is, through this hole and fits into slot (13) in the carrier ‘on both sides of the shaft.‘SLEEVE METERING FUEL SYSTEM Weights (10) are connected to carrier (12) by pi (11). Weights (10) and pins (11) work like bell- cranks and pivots. When the camshaft and carrier (12) turn, the outer parts of weights (10) move out from the center. The inner parts push against race (9), bearing (8), and race (7) (thrust bearing). The thrust bearing removes the turning movement but puts the thrust against the shoulder of riser (5). Riser (5) is against seat (4) which is against governor spring (3). FUEL SYSTEM OPERATION 18. Load stop. 16. Load stop pin. 17. Lever. 18 Governor spring (3) and washer (2) are in compression between seat (1) and seat (4). Seat (1) is held in position by the lever on the governor control shaft, There is a balance between the forces from weights (10) and governor spring (3) as long as the load on the engine does not change. When there is a decrease in the load on the engine the engine starts to make an increase in speed. The weights in the governor turn faster causing the outer parts of weights to move out farther. This puts more force against the thrust bearing. The thrust bearing pushes riser (5) which puts more compression on governor spring (3). At the same time the lower end of lever (18) is in the groove in riser (5) The movement of riser (5) moves lever (18) to make a decrease in the amount of fuel for injection, With less fuel, the engine has a decrease in speed. The governor has this action again and again until the governor is in balance. When the governor is in balance the engine speed will be the same as it was before there was a decrease in load. If there is an increase in the load on the engine, the engine starts to make a decrease in speed. The weights in the governor turn slower. The thrust from Weights against the riser will be less, so the spring pushes the riser to the right. SYSTEMS OPERATION The movement of riser (5) makes lever (18) move the fuel control shaft to make an increase in the amount of fuel for injection. With more fuel, the engine runs faster. The governor has this action again and again until the governor is in balance. ‘When the governor is in balance, the engine speed is the same as it was before the engine had an increase in load “NON-ADJUSTABLE DASHPOT” GOVERNOR The “non-adjustable dashpot” governor gets its name from the function of some of the parts in the governor. These parts work together like a “dash- pot” or shock absorber to make the rpm of the engine steady. Governor piston (6) moves in cylinder (3) which is filled with fuel. The move- ment of piston (6) in cylinder (3) either pulls fuel 1 NON-ADJUSTABLE DASHPOT GOVERNOR 1. Orifice, 2. Hole in bottom of eylinder. 3. Cylinder 'S Waghts, 6. Piston, 7. Dathpot 9. Rise. into cylinder (3) or pushes it out. In either direction the flow of fuel is through hole (2) in the bottom of cylinder (3) and through orifice (1) to the inside of the housing. The restriction to the flow of the fuel by orifice (1) gives the governor its “dashpot” function. The fixed size of orifice (1) makes the “dashpot” function non-adjustable When the engine has a decrease in load, the engine starts to run faster. The governor weights push against riser (9). Riser (9) pushes against governor spring (4) with more force. The addition- al force starts to move riser (9). This puts more compression on governor spring (4) and starts to put dashpot spring (7) in compression. Dashpot spring (7) is in compression because the fuel in cylinder (3) behind piston (6) can only go out through hole (2) in the bottom of cylinder (3). The rate of flow through hole (2) and orifice (1) controls how fast piston (6) moves. As the fuel 21 a a a eeSLEEVE METERING FUEL SYSTEM DASHPOT GOVERNOR PISTON 6.Piston. 7. Dashpot spring. 8. Seat goes out of cylinder (3), piston (6) moves into the space from the fuel. This lets compression off of dashpot spring (7) gradually NON-ADJUSTABLE DASHPOT ‘GOVERNOR CYLINDER 2.Hole in bottom of eylinder. 3. Cylinder. When governor spring (4) and dashpot spring (7) are both in compression, their forces work together against the force of the governor weights. This gives the effect of having a governor spring with a high spring rate. A governor spring with a high spring rate keeps the engine rpm from havin oscillations during load changes. When the engin rpm and the engine load are both s*-ady, governor spring (4) works alone to keep the engine rpm steady. This gives the engine sitive rpm. control under steady load conditions. When the engine has an increase in load, the ie starts to run slower. The governor weights push against riser (9) and seat (8) for governor spring (4) with less force. Governor spring (4) starts to push seat (8) and riser (9) to give the engine more fuel for injection. Seat (8) is connect ed to piston (6) through dashpot spring (7). When seat (8) and riser (9) start to move, the action puts dashpot spring (7) in tension. Piston (6) has to pull ‘SYSTEMS OPERATION fuel into cylinder (3) from the governor housing to take its space so that it can move. This makes the movement of seat (8) for the governor spring (4) and riser (9) more gradual. During this condition, dashpot spring (7) is pulling against governor spring (4). This gives the effect of a governor spring with a high spring rate A governor spring with a high spring rate keeps the engine speed from having oscillations during load changes. It lets the engine have just enough fuel for injection to keep the engine speed steady. The functions of the other parts in the governor housing are the same as in the standard governor. FUEL RATIO CONTROL The fuel ratio control is on the fuel system as a limit for the amount of fuel for injection during an increase in engine speed (acceleration). The purpose is to keep the amount of smoke in the exhaust gas at a When the engine is running, air pressure from the inlet manifold is in chamber (1) of the control. The combination of the force from the air pressure and spring (2) makes a balance with spring (3). The balance controls the position of bolt (4). When the governor control is moved to make an increase in engine speed, the linkage moves to turn the fuel control shaft to put more fuel into each injection. FUEL RATIO CONTROL, 1. Chamber. 2 Spring. 3. Spring. 4 Bolt. When the adjustment of the fuel ratio control is correct there will be enough increase in the fuel for injection to make the engine accelerate rapidly. If the adjustment is correct, there will not be too much smoke in the exhaust when the engine accelerates.SLEEVE METERING FUEL SYSTEM FUEL INJECTION VALVE-PC Fuel, under high pressure from the injection Pumps, is sent through the fuel lines to the fuel injection valves. When the fuel under high pressure ‘g0¢s into the nozzle assembly, the check valve inside the nozzle opens and the fuel goes into the precom- bustion chamber. The injection valve changes the fuel to many very small drops of fuel. This gives the fuel the correct characteristics for good combustion. 1 2 ‘CROSS SECTION OF THE PRECOMBUSTION ‘CHAMBER AND FUEL INJECTION VALVE 1.Fuelinjection tine. 2.Nut. 3.Glow plug. 4. Body. §.Noz- zie assembly. 6. Precombustion chamber. GLOW PLUGS-PC Glow plugs are an aid for cold weather starting. During cold weather starting, the pressure in the cylinders made by the compression stroke is not en- ‘ough to start combustion of the fuel injection charge. Aciivating the glow plugs for the correct length of time heats the precombustion chambers to the tem- Perature which is necessary for combustion when the engine is turned for starting. After combusiton starts and the starter motor is no longer necessary to keep the engine running, more operation of the glow plugs heats the precombustion chambers until the engine is running smoothly INJECTION NOZZLE-DI The fuel inlet (5) and nozzle tip (14) are part of the nozzle body. Valve (7) is held in position by spring force, The force of spring (11) is controlled by ‘SYSTEMS OPERATION pressure adjustment screw (3). Locknut (10) holds pressure adjustment screw (3) in position. The lift of valve (7) is controlled by lift adjustment screw (2). Locknut (9) holds lift adjustment screw (2) in posi- tion. Compression seal (6) goes on the nozzle body. Compression seal (6) goes against the fitting of the fuel inlet (5) and prevents the leakage of compres- sion from the cylinder. Carbon dam (13), at the lower end of the nozzle body, prevents the deposit of carbon in the bore in the cylinder head. Tagged b# 5 rei ' 4 eax: ee te i 4 ‘NA49 FUEL INJECTION NOZZLE 41. Cap, 2. Lift adjustment serew. 3. Pressure adjustment screw. 4. O-ring. 5. Fuel Inlet 8. Compression seal 7. Valve. 8. Orifices (nine). 8. Locknut (for hit adjustment screw), 10. Locknut (for pressure adjustment screw). 11, Spring. 12 Diameter. 13, Carbon dam. 14. Nozzle ip, Fuel, under high pressure from the fuel injection Pump goes through the hole in fuel inlet (5). The fuel then goes around valve (7), fills the inside of the nozzle body and pushes against diameter (12). When the force made by the pressure of the fuel is more than the force of spring (11), valve (7) will lift. When valve (7) lifts, fuel under high pressure will go through the nine .0088 in, (0.224 mm) orifices (8) into the cylinder. When the fuel is sent to the cy- linder, the force made by the pressure of the fuel in the nozzle body will become less. The force of the spring will then be more than the force of the pres- sure of the fuel on diameter (12). Valve (7) will move to the closed position Valve (7) is a close fit with the inside of nozzle tip (14). This makes a positive seal for the valve. ‘When the fuel is sent to the cylinder, a very small ‘quantity of fuel will leak by diameter (12). This fuel gives lubrication to the moving parts of the fuel injection nozzle,‘SCROLL FUEL SYSTEM-PC ‘SYSTEMS OPERATION SCROLL FUEL SYSTEM 1 a sree tog 4 ‘SCROLL FUEL SYSTEM SCHEMATIC +. Fuel priming pump. 2. Fuel transfer pump bypass valve. 3. Fuel filter. 4. Fuel injection pump. 5. Precombustion INTRODUCTION The scroll fuel system is a pressure type system. There is one injection pump and injection valve for each cylinder. The injection pumps are in the pump housing. The injection valves are in the precombus- tion chambers. The transfer pump (8) pulls fuel from the fuel tank through primary filter (7). It sends the fuel through the priming pump (1), main filter (3), and to mani- fold (9) of the injection pump housing. The fuel in manifold (9) of the injection pump housing goes to the injection pumps. The injection pumps are in time with the engine and send fuel to the injection valves under high pressure. Priming pump (1) is used to fill the system with fuel and to remove air from the fuel filter, fue! and components. The transfer pump has a bypass valve. The bypass valve controls the maximum pressure of the fuel. The extra fuel goes back to the inlet of the pump. 24 Primary fuel fier. 8 Fuel transter pump. Fue injection pump housing fuel manifold. FUEL SYSTEM TIMING The timing of this Engine is 13°30" + 1° before TC (top center), FUEL INJECTION PUMP Injection pump plungers (5) and lifters (8) are lifted by cams on camshaft (9) and always make a full stroke. The force of springs (6) hold the lifters (8) against the cams of camshaft (9). Fuel from fuel manifold (1) goes through inlet passage (2) in the barrel and then into the chamber above plunger (5). During injection, the camshaft cam moves plunger (5) up in the barrel. This move- ment will close inlet passage (2) and push the fuel through the fuel lines to the injection valves. The amount of fuel sent to the injection valves is controlled by turning plungers (5) in the barrels. ‘When the governor moves fuel rack (7), the fuel rack moves gears (4) that are fastened to the bottom of plungers (5).SCROLL FUEL SYSTEM-PC 4 5 6 1 8 mez FUEL INJECTION PUMP 4.Fuel manifold. 2.Inlet port. 3. heck valve, 4. ear seg- ment. 5. Pump plunger. 6. Spring. 7. Fuel rack. titer. 8. camehatt GOVERNOR OPERATION The accelerator pedal is connected to the control lever on the engine governor. The governor controls the amount of fuel needed to keep the desired engine rpm, ‘The governor has governor weights (11) driven by the engine through drive gear(7). When the engine is Funning, the rotation of weights (11) makes a force. The difference in the force of weights (11) and spring (4) controls the movement of valve (12). Valve (12) sends engine oil to either side of piston (13). Piston (13) will move the rack to increase or decrease fuel to the engine. When engine load increases, engine rpm de- creases. The speed of rotation of weights (11) be- comes less. Weights (11) move toward each other and make less force. Governor spring (4) can move valve (12) forward. As valve (12) moves forward, oil passage (6) around valve (12) opens to pressure vil Oil is sent through passage (6) and fills the chamber behind piston (13). The pressure oil pushes piston (13) and the rack forward. This increases the amount of fuel to the engine. Engine rpm increases until the force from the rotation of weights (11) makes a balance with the force of governor spring (4). When engine load decreases, engine rpm in- creases. The speed of rotation of weights (11) in- creases. Weights (11) move apart and make more SYSTEMS OPERATION 1 ra | ae | =e iS bs aati aon ie alel § HYDRAULIC GoveRNOR (eter Governor Shown) 1. Cllr, 2. Lever asembly. 2. Seat. 4. Governor sprig. 5. Thrust bearing. 6. Oi! passage. sembly). "8 Cylinder. 9. Bolt: 10. Spring sete 11 Weight.” 12. Valve 13. Piston, 14, Shove. 16. Oi ‘passage. The governor valve is shown in the position when the {ores of the weights and the free of the sring are balance, 7. Drive geor (wo force against governor spring (4). Valve (12) moves backwards and sends the oil behind piston (13) through a drain passage, opened at the rear of piston (13). The pressure oil in the chamber between sleeve (14) and piston (13) pushes piston (13) and the rack backwards, This decreases the amount of fuel to the engine, Engine rpm decreases until the force from the rotation of weights (11) makes a balance with the force of governor spring (4). On earlier engines, when the engine is started, the speed limiter plunger restricts the movement of the governor control linkage. When operating oil pres- sure is reached, the plunger in the speed limiter retracts and the governor control can be moved to the HIGH IDLE position. When engine rpm is at LOW IDLE, a spring- loaded plunger in lever assembly (2) comes in con- tact with a shoulder on the adjustment screw for low idle. To stop the engine, pull back on the governor control. This will let the spring-loaded plunger move over the shoulder on the low idle adjusting screw and move the fuel rack to the fuel OFF position. With no fuel to the engine cylinders, the engine will stop. Oil from the engine lubrication system gives lubri- cation to the governor weight bearing. The other parts of the governor get lubrication from “splash- lubrication” (oil thrown by other parts). Oil from the governor runs down into the housing for the fuel injection pumps, 25 baSCROLL FUEL SYSTEM—PC SYSTEMS OPERATION FUEL INJECTION VALVE Fuel, under high pressure from the injection pumps, is sent through the fuel lines to the fuel yy injection valves. When the fuel under high pressure ‘g0es into the nozzle assembly, the check valve inside the nozzle opens and the fuel goes into the precom- bustion chamber. The injection valve changes the fuel to many very small drops of fuel. This gives the fuel the correct characteristics for good combustion. 1 2 4 Pe Y Bt. SENS a (CROSS SECTION OF THE PRECOMBUSTION ‘CHAMBER AND FUEL INJECTION VALVE injection line. 2.Nut. 3.Glow plug. 4. Body. 5.Noz~ 2le assembly. 6. Precombustion chamber. GLOW PLUGS Glow plugs are an aid for cold weather starting. During cold weather starting, the pressure in the cylinders made by the compression stroke is not en- ‘ough to start combustion of the fuel injection charge. Activating the glow plugs for the correct length of time heats the precombustion chambers to the tem- perature which is necessary for combustion when the engine is turned forstarting. After combustion starts and the starter motor is no longer necessary to keep the engine running, more operation of the glow plugs heats the precombustion chambers until the engine is running smoothly. 26‘SCROLL FUEL SYSTEM-DI ‘SYSTEMS OPERATION SCROLL FUEL SYSTEM 3 SCROLL FUEL SYSTEM SCHEMATIC 1. Fuel priming pump. 2. Fuel transter pump bypass valve. 3. Fuel titer. 4. Fuel injection pump. 5. jection nozzle. 6. Fuel Supply line. 7. Primary fuel filler. 8 Fuel transfer pump. 8. Fuel injection pump housing fuel meni INTRODUCTION The scroll fuel system is a pressure type system. ‘There is one injection pump and injection nozzle for each cylinder. The injection pumps are in the pump housing. The injection nozzles are in the adapters. The transfer pump (8) pulls fuel from the fuel tank through primary filter (7). It sends the fuel through the priming pump (1), main filter (3), and to mani- fold (9) of the injection pump housing. The fuel in manifold (9) of the injection pump housing goes to the injection pumps. The injection pumps are in time with the engine and send fuel to the injection nozzles (5) under high pressure. Priming pump (1) is used to fill the system with fuel and to remove air from the fuel filter, fuel lines, and fuel pump housing, The transfer pump has a bypass valve. The bypass valve controls the maximum pressure of the fuel. The extra fuel goes back to the inlet of the pump. a. FUEL SYSTEM TIMING Engines without turbocharger Or a FUEL INJECTION PUMP. The injection pumps are located in th pump housing. There is one injection pump for each cylinder. The operation of each is similar. The injec- tion pumps send fuel through the injection lines to the injection nozzles. Injection timing is controlled by the relationship between the fuel pump drive gear and the front gear train, The fuel pump drive gear is fastened to the fuel pump drive shaft. A tang on the rear of the fuel pump drive shaft engages in a slot on injection pump cam- shaft (9). This arrangement drives the injection pump camshaft at 1/2 engine rpm. When plunger (4) is down, fuel in manifold (1) goes through inlet passage (7) and fills the chamberSCROLL FUEL SYSTEM-DI above plunger (4). As camshaft (9) turns, lifter (5) and plunger (4) move up. The plunger closes off inlet passage (7). The pressure of the fuel in the chamber above the plunger increases. At 170 psi (1170 kPa) ‘check assembly (2) opens. Fuel flows to the injection nozzle until plunger (4) moves up enough to open inlet passage (7) to the pressure relief passage cut in the plunger. The pressure in the chamber above the plunger decreases and check assembly (2) closes. If the pressure in the injection line is above 1000 psi (6900 kPa), a small check valve at the center of check assembly (2) opens. This lets fuel pressure in the injection line go down to 1000 psi (6900 kPa). In between injections the injection line pressure goes down to manifold pressure through a scratch on the face of check assembly (2). ¥ sons (CROSS SECTION OF FUEL INJECTION PUMP "AND HOUSING. 4. Inlet manitold. 2. Check assembly. 3. Pressure roliet ‘passage. 4 Plunger. 5. Lifter. 6.Gear.7.inletpassage. 8. Fuel rack. 8. Camahatt. Governor movement of fuel rack (8) causes rota- tion of gear (6) that is fastened to plunger (4). Pres- sure relief passage (3), on the plunger, is designed so 28 ‘SYSTEMS OPERATION that when fuel rack (8) is moved in the fuel on direction the period during which inlet passage (7) is closed increases. The longer the inlet passage is closed, the larger the amount of fuel which will be forced through check assembly. GOVERNOR (HYDRA-MECHANICAL) Mechanical Operation RIGHT SIDE OF ENGINE. ‘A. Governor. Governor (A) is fastened to the rear of the injec- tion pump housing. A gear on the rear of the injection pump camshaft drives a gear that is part of weight assembly (4). Flyweights (12) are fastened to the weight assembly by pivot pins. The centrifugal force caused by the rotation of the weight assembly causes the flyweights to move out. This action of the flyweights changes the centrifugal force to axial force against governor spring (3). There is a thrust bearing between the toes of the flyweights and the seat for the governor spring. Movement of valve (9) is controlled by the action of the flyweights against the force of the governor spring. ‘The engine is at the governed (desired) rpm when the axial force of the flyweights is the same as the force of compression in the governor spring. When lever assembly (1) is against the high idle stop, the governor weights are out. The engine runs at high idle rpm. As load is put on the engine the flyweights slow. They move in because they have less centrifugal force. This causes valve (9) to push rack (18) to the right. There is more fuel to the engine to carry the load. The centrifugal force and spring force balance at the governed (desired) rpm. ‘As load is removed from the engine the flyweights increase speed. They move out because they have ‘more centrifugal force. This causes valve (9) to pull piston (6) to the left. The piston is connected to rack (18). There is less fuel to the engine. The centrifugal‘SCROLL FUEL SYSTEM-DI force and spring force balance at the governed (de- sired) rpm. ‘When engine rpm is at low idle, a spring loaded plunger in lever assembly (1) makes contact with a shoulder on the adjustment screw for low idle. To stop the engine pull back on the governor control. This will move the spring loaded plunger over the shoulder. Spring (11) will move the rack to the fuel off position. With no fuel to the engine cylinders, the engine will stop. After the engine has stopped, a small force from spring (2) moves rack (18) to the right. When the ‘governor control is moved forward to start the engine this gives the engine full fuel. Spring (2) is extended only when the engine is stopped during start. During ‘normal operation, the force of the flyweights and the governor spring keep spring (2) in compression. Hydraulic Operation The hydraulic action of the governor helps give smooth governor operation. ewsoe 1 - W 1 Valve. 10. Torque spring, SYSTEMS OPERATION Engine oil under pressure goes into the governor through passage (17). The oil flows around sleeve (15). Part of the oil goes through passage (14) to give lubrication between cylinder (16) and weight assem- bly (4). The rest of the oil flows into chamber (7), through two passages (8) in piston (6), between the piston and valve (9), then out between the piston and valve at the left end. This ol gives splash lubrication (oil thrown by other parts) to governor components. Oil in the governor housing drains into the injection pump housing. NOTE: Chamber (5) is filled with oil through two small passages (8) in piston (6). When the force of compression in the governor spring increases (operator calls for more rpm) or the axial force of the flyweights decreases (load on the engine increases), valve (9) moves to the right. The flow of oil between the left end of valve and piston (6) stops. Oil flows through passage (8) into chamber (5). This pressure oil helps move the piston and rack (18) hydraulically. The engine gets more fuel 1a ee ee 8 SN go 8 GOVERNOR CROSS SECTION 4. Lever assembly. . Spring. 3. Governor spring. 4. Weight assembly ‘Spring. 12. Flyweight. 13, Passage. 14. Passage. 15. Sleeve, 16, Cylinder. 17 Passage. 18, Rack, ‘Chamber. Piston. 7. Chamber. 8. Passage. 29SCROLL FUEL SYSTEM-DI When the force of compression in the governor spring decreases (operator calls for less rpm) or the axial force of the flyweights increases (load on the engine decreases) valve (9) moves to the left. This stops the flow of oil between the right end of the valve and piston (6). Pressure oil in chamber (7) pushes the piston and rack to the left. The engine gets less fuel. INJECTION NOZZLES The fuel injection nozzles are located in the cy- linder head, There is one injection nozzle above each cylinder. The operation of each is similar. some Wo non ‘ FUEL INJECTION NOZZLE 4. Cap. 2 Lift adjustment screw. 3. Pressure adjustment orev. 4. Locknut for pressure adjustment screw. 5. O- fing seal 6 Fuel Inlet. 7. Compression seal. 8. Valve. 8. Onifices (four. 10, Locknut for lit adjustment screw. 11. Nozze body. 12. Carbon dam. 13, Nozze ti Fuel inlet (6) and nozzle tip (13) are parts of nozzle body (11). Valve (8) is held in position by spring force. The force of the spring is controlled by pressure adjustment screw (3). Locknut (4) holds 30 TL ‘SYSTEMS OPERATION pressure adjustment screw (3) in position. The lift of valve (8) is controlled by lift adjustment screw (2). Locknut (10) holds lift adjustment screw (2) in posi- tion. Compression seal (7) goes on nozzle body (11). ‘The compression seal goes against fuel inlet (6) ‘and prevents the leakage of compression from the cylinder. Carbon dam (12), at the lower end of noz~ zle body (11) prevents the deposit of carbon in the bore for the nozzle, Fuel, under high pressure from the fuel injection pump goes through the hole in fuel inlet (6). The fuel then goes around valve (8), fills the inside of nozzle body (11) and pushes against the valve guide, When the force made by the pressure of the fuel is more than the force of the spring, valve (8) will ift. When valve (8) lifts, fuel under high pressure will go through the nine .0088 in. (0.224 mm) orifices (9) into the cylinder. When the fuel is sent to the cy- linder, the force made by the pressure of the fuel in the nozzle body will become less. The force of the spring will then be more than the force of the pres- sure of the fuel in the nozzle body. Valve (8) will move to the closed position. Valve (8) is close fit with the inside of nozzle tip (13), and this makes a positive seal for the valve. When the fuel is sent to the cylinder, a very small quantity of fuel will leak by the valve guide, This fuel gives lubrication to the moving parts of the fuel injection nozzle.‘SCROLL FUEL SYSTEM-DI SYSTEMS OPERATION AIR INLET AND EXHAUST SYSTEM AIR INLET AND EXHAUST SYSTEM (Engines With Turbochargers) 1 ‘AIR INLET AND EXHAUST SYSTEM FOR ENGINES WITH A TURBOCHARGER {Exhaust manifold. 2 Inlet manifold. 3. Engine cylinder. 4. Turbocharger compr Air inlet. 7-Exhaust outlet, The air inlet and exhaust system components are: air cleaner, inlet manifold, cylinder head, valves and valve system components, exhaust manifold and turbocharger. Clean inlet air from the air cleaner is pulled through the air inlet (6) of the turbocharger by the turning compressor wheel (4). The compressor whee! causes a compression of the air. The air then goes to the inlet manifold (2) of the engine. When the intake valves open, the air goes into the engine eylinder (3) and is mixed with the fuel for combustion, When the ‘exhaust valves open, the exhaust gases go out of the engine cylinder and into the exhaust manifold (1). From the exhaust manifold, the exhaust gases go through the blades of the turbine wheel (5). This causes the turbine wheel and compressor wheel to turn, The exhaust gases then go out the exhaust outlet (7) of the turbocharger. wheel. 5. Turbocharger turbine whee. 6, AIR INLET AND EXHAUST SYSTEM 1. Exhaust manifold. 2 nlet manifold. 8, Turbocharger.AIR INLET AND EXHAUST SYSTEM TURBOCHARGER The turbocharger is installed on the exhaust mani- fold. All the exhaust gases from the engine go through the turbocharger. The exhaust gases go through the blades of the turbine wheel. This causes the turbine wheel and compressor wheel to turn which causes a compres- sion of the inlet air woe 19 tion inlet port. 8 Turbine housing. 11. Exhaust outle. 12. Spacer. 13. Ring. 14 Seal. 15. Collar. 16. Lubrication outlet port. 17 Ring, 1. Bearing. 19. Ring When the load on the engine goes up more fuel is put into the engine. This makes more exhaust gases and will cause the turbine and compressor wheels of the turbocharger to turn faster. As the turbocharger turns faster, it gives more inlet air and makes it possible for the engine to burn more fuel and will give the engine more power. Maximum rpm of the turbocharger is controlled by the fuel or rack setting, the high idle speed setting ind the height above sea level at which the engine is operated, er idle rpm or the fuel system setting is. igher than given in the FUEL SETTING INFOR- MATION (for the height above sea level at the engine is operated), there can be damage to engine or turbocharger parts. ‘SYSTEMS OPERATION The bearings for the turbocharger use engine oil under pressure for lubrication. The oil comes in through the oil inlet port and goes through passages in the center section for lubrication of the bearings. Oil from the turbocharger goes out through the oil outlet port in the bottom of the center section and goes back to the engine lubrication system. The fuel system adjustment is done at the factory for a specific engine application. The governor hous- ing and turbocharger are sealed to prevent changes in the adjustment of the fuel or rack setting and the high idle speed setting AIR INLET AND EXHAUST SYSTEM (Engines Without Turbochargers) 1 gb ‘AIR INLET AND EXHAUST SYSTEM FOR. ENGINES WITHOUT A TURBOCHARGER 4. Exhaust manifold. 2 Inlet manifold. 3. Engine cylinder. The air inlet and exhaust system components are: air cleaner, inlet manifold, eylinder head, valves and valve system components and exhaust manifoldAIR INLET AND EXHAUST SYSTEM When the engine is running, each time a piston ‘moves through the inlet stroke, it pulls air into the cylinder. The air flow is through the air filter, inlet ‘manifold, passages in the cylinder head and past the open intake valve into the cylinder. Too much restric- tion in the inlet air system makes the efficiency of the engine less When the engine is running, each time a piston moves through the exhaust stroke, it pushes hot ex- haust gases from the cylinder. The exhaust gas flow is out of the cylinder between the open exhaust valve and the exhaust valve seat. Then it goes through passages in the cylinder head, through the exhaust manifold and out through the exhaust pipe. Too much restriction in the exhaust system makes the efficiency of the engine less. TIMING GEARS: ‘The timing gears are at the front of the cylinder block. Their cover is the housing for the timing gears. The timing gears keep the rotation of the crankshaft, camshaft and fuel injection pump in the correct rela~ tion to each other. The timing gears are driven by the crankshaft gear. et ‘ TIMING GEARS ‘gear for fue injection pump. 2. Idler gear for fuel jon pump. 3. Camshaft gear. 4.Crankshall gear. 5. Balancer shals. 6, Idler gear for oll pump. 7- Drive gear tor oll pur ‘SYSTEMS OPERATION VALVES AND VALVE MECHANISM The valves and valve mechanism control the flow of air and exhaust gases in the cylinder during engine operation. The intake and exhaust valves are opened and ‘closed by movement of these components; crank- shaft, camshaft, valve lifters (cam followers), push rods, rocker arms and valve spring. Rotation of the crankshaft causes rotation of the camshaft. The camshaft gear is driven by, and timed to, a gear on the front of the crankshaft. When the camshaft turns, the cams on the camshaft also turn and cause the valve lifter (cam followers) to go up and down. This movement makes the push rods move the rocker arms. The movement makes the push rods move the rocker arms. The movement of the rocker arms will make the intake and exhaust valves in the cylinder head open according to the firing order (injection sequence) of the engine. A valve spring for each valve pushes the valve back to the closed position, Valve rotators cause the valves to have rotation while the engine is running. This rotation of the valves keeps the deposit of carbon on the valves to a minimum and gives the valves longer service life.LUBRICATION SYSTEM SYSTEMS OPERATION LUBRICATION SYSTEM 4 LUBRICATION SYSTEM SCHEMATIC (For Engines With Turbocharger) 2. Piston cooling orice. through rocker shaft to rocke Fite 14. Oil cooler bypass, 15. Balancer shall bores. The lubrication system has the following compo- nents: oil pan, oil pump, oil cooler, oil filter, oil passages in the cylinder block, and lines to engine components and attachments. NOTE: Most engines without turbochargers do not have an oil cooler (11), Ifa turbocharger is installed 34 pass. 8. Turbocharger (Iso equipped). 10. Oilfiter. 17. Oilcooler. 12. Ol! sump, on the engine, be sure to install an oil cooler (11) and orifices (2), If the engine has an oil cooler (11) and no turbocharger, be sure to install orifices (2). If the engine does not have an oil cooler (Il) or a turbocharger, plugs must be installed in the holes for orifices (2) in the cylinder block.LUBRICATION SYSTEM SYSTEMS OPERATION 1 A B4a737%1 LUBRICATION SYSTEM SCHEMATIC (For Engines With Oil Cooler and Without Turbocharger) 1. Oil pressure connection. Piston cooling orifices. 4. Ol passage through rocker shalt to rocker arms. 5. Oil pressure connection. 6. Camshatt bores. 7. Oil manifold. 8. Filler bypass. 10. Oil iter. 11. Ollcooler. 12. Oilsump. 13. Ol ‘pump. 14. Oil cooler bypass. 15, Balancer shaft bores.LUBRICATION SYSTEM OIL FLOW THROUGH THE OIL FILTER AND OIL COOLER With the engine warm (normal operation), oil comes from the oil pan (6) through the suction bell (9){0 the oil pump (7). The oil pump sends warm oil to the oil cooler (10) and then to the oil filter (4), From the ol filter, ol is sent to the oil manifold (1) in the cylinder block and to the oil supply line (2) for the turbocharger. Oil from the turbocharger goes back through the oil return line (3) to the oil pan. FLOW OF OIL (ENGINE WARM) 1.0 manifold in cylinder block. 2.Oit supply line to turbo- Charger. 2. Oil return line from turbocharger. 4. Oil {iter 5. Bypass valve for the il fier. 6. Oil pan. 7. Oi ump. 8. Bypass valve for the oil cooler. 8. Suction bell 10 Oi cooler. With the engine cold (starting conditions), oil comes from the oil pan (6) through the suction bell (9) to the oil pump (7), When the oil is cold, an oil pressure difference in the bypass valve (installed in the oil filter housing) causes the valves to open. These bypass valves give immediate lubrication to all com- ponents when cold oil with high viscosity causes a restriction to the oil flow through the oil cooler (10) and il filter (4). The oil pump then sends the cold oil through the bypass valve for the oil cooler (8) and through the bypass valve for the oil filter (5) tothe oil manifold (1) in the cylinder block and to the supply line (2) for the turbocharger. Oil from the turbo- charger goes back through the oil return line (3) to the oil pan When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass valves close. Now there is a normal oil flow through the oil cooler and oil filter. The bypass valves will also open when there is a restriction in the oil cooler or oil filter. This action does not let an oil cooler or oil filter with a restriction prevent the lubrication of the engine. 36 ‘SYSTEMS OPERATION FLOW OF Olt (ENGINE COLD) 1. Ollmanifold in eylinder block. 2.Oi! supply tine to turbo- charger. 3. Oil return line. from turbocharger. 4 Oil {iter 5. Bypass valve Yor the ol iter. 6. Oil pan. 7. Oil ump. 8. Bypacs valve for the ol! cooler. 8. Suction Belt 10. Oi cooler OIL FLOW IN THE ENGINE There is a bypass valve in the oil pump. This bypass valve controls the pressure of the oil coming fronrthe oil pump. The oil pump can put more oil into the system than is needed. When there is more oil than needed, the oil pressure goes up and the bypass valve opens. This lets the oil that is not needed go back to the oil pan. I Pressure on. aaT922K1 ROCKER ARM OIL SUPPLY (Engines without spacer plate)LUBRICATION SYSTEM NOTE: The later oil pumps have a different kind of spring in the bypass valve in the oil pump. These bypass valves are not adjustable. ‘The output of the oil pump goes to the oil manifold in the eylinder block. The oil manifold is the source of oil under pressure for the engine and its attachments. From the oil manifold in the eylinder block, oil is sent through drilled passages in the cylinder block that connect the main bearings and the camshalt bearings. Oil goes through drilled holes in the crankshaft to give lubrication to the connecting rod bearings On engines with turbochargers and/or an oil cooler oil goes out through piston cooling orifices in the block. These orifices are between cylinders Tand 2.and between cylinders 3and 4, near the mai bearings. This oil cools the pistons and helps lubri- cate the pistons, piston pins, cylinder walls and piston rings. On engines without piston cooling orifices oil thrown by other parts lubricates the pistons, piston pins, cylinder walls and piston rings. Oil is sent through passages to the rocker arm shaft. Holes in the rocker arm shafts let the oil give lubrication to the valve system components in the cylinder head, The oil supply passage for the rocker arms is in a different location in the engine w/spacer plate. En- gines w/o a spacer plate have an oil passage from the Fear of the eylinder block to a head bolt hole in the block. The oil flows around the head bolt, up through the cylinder head and rocker arm shaft bracket, to the rocker arm shaft. Engines w/spacer plate have an oil passage from the rear of the cylinder block that goes below the head bolt hole and connects with a drilled passage in the cylinder block to the oil passage in the head. The spacer plate has a hole with a counterbore on each side that the hollow dowel goes through. An O-ring is ineach counterbore to prevent oil leakage around the hollow dowel. Oil flows through the hollow dowel into a vertical passage in the cylinder head to the rocker arm shaft bracket, The rocker arm shaft has an orifice to restrict the oil flow to the rocker arms. The rear rocker arm bracket also has an O-ring that SYSTEMS OPERATION seals against the head bolt. This seal prevents oil from going down around the head bolt and leaking past the head gasket or spacer plate gasket. The O- ring must be replaced each time the head bolt is removed from the rear rocker arm bracket. All the timing gear bearings get lubricant under pressure from the oil manifold through connecting drilled passages (mass PRESSURE O1L ee ROCKER ARM OIL SUPPLY {Engines w/spacer plate) Oil goes to the components and attachments on the outside of the engine through supply lines which connect to the oil manifold, These components and attachments are: turbocharger, air compressor and others. After the lubrication oil has done its work, it goes back to the engine oil pan 37COOLING SYSTEM ‘SYSTEMS OPERATION COOLING SYSTEM 1 2 3 4 5 6 1 tae 46596x1 9 ie ff 2 3 COOLING SYSTEM SCHEMATIC cap. 2. Radiator. 3. tnt tine Cylinder block. 8. Inlet line for wal cooler. 13. Cylinder liner. Water pump (9) is on the left front side of the engine. It is gear driven by the timing gears. Coolant from the bottom of radiator (2) goes to water pump inlet (8). The rotation of the impeller in water pump (9) pushes the coolant through the system. When an engine is equipped with a direct drive transmission, all of the coolant flow from water pump (9) goes through engine oil cooler (5). Bonnet (11) on the outlet side of engine oil cooler (5) con- nects to the side of cylinder block (7). 38 4. Water temperature res 9. Water pump. 10. Inlernal Bypass. 11. Bonnet. Engines with power shift transmissions have an additional oil cooler (12). A different bonnet (11) is on engine oil cooler (5). This bonnet (11) sends the coolant flow through the other cooler (12) which is for the torque converter. The flow goes through one side on the way into cooler (12). At the bottom of cooler (12) the flow turns and goes back up through the other side and into bonnet (11) again. Then bonnet (11) sends the coolant into cylinder block (7). Inside cylinder block (7) the coolant goes around cylinder liners (13) and up through the water direc-COOLING system ‘COOLING SYSTEM 3nlet tine tor radiator. 4. Water temperature regulator. 5. Engine oll cooler. 8. Inlet line tor water pump. 8. Water ‘pump. 11, Bonnet. 12. Transmission ol cooler, tors into cylinder head (6). The water directors send the flow of coolant around the valves and the pas- sages for exhaust gases in cylinder head (6). The coolant goes to the front of cylinder head (6). Here water temperature regulator (4) controls the direc- tion of the flow. If the coolant temperature is less than normal for engine operation, water temperature regulator (4) is closed. The only way for the coolant to get out of cylinder head (6) is through internal bypass (10), The coolant from this line goes into water pump (9) which pushes it through the cooling stem again, The coolant from internal bypass (10) also works to prevent cavitation (air bubbles) in the ‘coolant. When the coolant gets to the correct temper- ature, water temperature regulator (4) opens and coolant flow is divided. Most of the coolant. goes through the radiator (2) for cooling. The remainder goes through internal bypass (10) to water pump (9). ‘The amount of the two flows is controlled by water temperature regulator (4). NOTE: The water temperature regulator is an im- Portant part of the cooling system. It divides coolant flow between the radiator (2) and the internal bypass (10) as necessary to maintain the correct operating temperature. If the regulator is not installed in the system, there is no mechanical control and most of the coolant will follow the path of least resistance thru the internal bypass (10). This will cause the engine to overheat in hot weather. In cold weather, even the small amount of coolant that goes thru the radiator (2)is too much and the engine will not get to normal operating temperature. ‘SYSTEMS OPERATION ‘The internal bypass (10) has another function when the cooling system is being filled. It lets the coolant go into cylinder head (6) and cylinder block (7) without going through water pump (9). Radiator (2) has a pressure relief cap or a relief valve and filler cap. The pressure relief cap of valve Keeps the pressure in the cooling system from getting too high when the engine is running. It also lets air ‘come into the system when the pressure in the system is less than atmospheric. Water Pump The centrifugal-type water pump has two seals. One prevents leakage of water and the other prevents leakage of lubricant ‘An opening in the bottom of the pump housing allows any leakage at the water seal or the rear bearing oil seal to escape, The fan is driven by two V-belts, from a pulley on the crankshaft. Belt tension is adjusted by moving the clamp assembly which includes the fan mounting and pulley COOLANT FOR AIR COMPRESSOR COOLANT FLOW IN AIR COMPRESSOR (Typical Example) 1. Outlet hose. 2. Air compressor. 3. Inlet hose. The coolant for the air compressor (2) comes from the cylinder block through hose (3) and into the air compressor. The coolant goes from the ait compressor through hose (1) back into the front of the cylinder head. x”Le ———ee | BASIC BLOCK ‘SYSTEMS OPERATION BASIC BLOCK CYLINDER BLOCK AND LINERS On later engines a steel spacer plate is used between the cylinder head and the block to eliminate liner counterbore and to provide maximum liner flange support area (the liner flange sits directly on the eylinder block). Engine coolant flows around the liners to cool them. Three O-ring seals at the bottom and a filler band at the top of each cylinder liner form a seal between the liner and the cylinder block. PISTONS, RINGS AND CONNECTING RODS The piston has three rings; two compression and. one oil ring, All rings are located above the piston pin bore. The two compression rings seat in an iron band which is cast into the piston. Pistons in some engines use compression rings with straight sides. Pistons in other engines use compression rings which are of the KEYSTONE type. KEYSTONE. rings have @ tapered shape and the movement of the rings in the piston groove (also of tapered shape) results in a constantly changing clearance (scrub- bing action) between the ring and the groove. This action results in a reduction of carbon deposit and possible sticking of rings. 40 The oil ring is a standard (conventional) type and is spring loaded. Holes in the oil ring groove provide for the return of oil to the crankcase. The piston pin bore in the piston is offset (moved away) from the center of the piston .030 in, (0.76 mm). The full floating piston pin is held in the piston by two snap rings which fit into grooves in the piston pin bore. Also the piston pin end of the connecting, rod is tapered to give more bearing surface at the area of highest load. The connecting rod is installed ‘on the piston with the bearing tab slot on the same side as the “W" mark on the piston. The top of the pistons for engines with direct injec- tion have a different shape than the pistons for en- zines with precombution chambers. CRANKSHAFT The crankshaft changes the combustion forces in the cylinders into usable rotating torque which powers the machine, There is a timing gear on the front of the crankshaft which drives the respective timing gears. The bearing surfaces on the lubrication through passages ‘crankshaft. shaft get oil for drilled in theELECTRICAL SYSTEM ‘SYSTEMS OPERATION ELECTRICAL SYSTEM The electrical system can have three separate cir- cuits: the charging circuit, the starting circuit and the low amperage circuit. Some of the electrical system components are used in more than one circuit. The battery (batteries), circuit breaker, ammeter, cables and wires from the battery are all common in each of the circuits. ‘The charging circuit is in operation when the en- gine is running. An alternator makes electricity for the charging circuit. A voltage regulator in the cir- cuit controls the electrical output to keep the battery at full charge. The starting circuit is in operation only when the start switch is activated, The starting circuit of a PC engine can have a glow plug for each cylinder of the diesel engine. Glow plugs are small heating units in the precombustion chambers. Glow plugs make ignition of the fuel ea- sier when the engine is started in cold temperature. The low amperage circuit and the charging circuit are both connected to the same side of the ammeter. The starting circuit connects to the opposite side of the ammeter. CHARGING SYSTEM COMPONENTS Alternator (Delco-Remy) The alternator is driven by V-type belts from the crankshaft pulley. This alternator is a three phasc, self-rectifying charging unit, and the regulator is part of the alternator. This alternator design has no need for slip rings or brushes, and the only part that has movement is the rotor assembly, All conductors that carry current are stationary. The conductors are: the field winding, stator windings, six rectifying diodes and the regula- tor circuit components. The rotor assembly has many magnetic poles like fingers with air space between each opposite pole. ‘The poles have residual magnetism (like permanent magnets) that produce a small amount of magnet- like lines of force (magnetic field) between the poles. As the rotor assembly begins to turn between the field winding and the stator windings, a small amount of alternating current (AC) is produced in the stator windings from the small magnetic lines of force made by the residual magnetism of the poles. This AC current is changed to direct current (DC) when it passes through the diodes of the rectifier bridge. Most of this current goes to charge the bat- tery and to supply the low amperage circuit, and the remainder is sent on to the field windings. The DC current flow through the field windings (wires around an iron core) now increases the strength of the magnetic lines of force. These stronger lines of force now increase the amount of AC current pro- duced in the stator windings. The increased speed of the rotor assembly also increases the current and voltage output of the alternator. 1 B A BY p> eile 640298 ALTERNATOR bearing. 3. Stator winding. 4 Field winding. 7. Rotor aa- The voltage regulator is a solid state (transistor, stationary parts) electronic switch. It feels the vol- tage in the system and switches on and off many times a second to control the field current (DC cur- rent to the field windings) for the alternator to make the needed voltage output. 1589088 ALTERNATOR 1. Regulator. 2. Fan. 3. Roller bearing. 4. Rot windings. 6. Ball bearin 41