i01664183

Fuel System
SMCS - 1250

Fuel System

Illustration 1 g00690661
Fuel System Schematic

(A) Fuel priming pump (if equipped)

(1) Screen (if equipped)

(2) Inlet check valve

(3) Fuel transfer pump that is integral with the governor

(4) Outlet check valve

(5) Fuel filter

(6) Cylinder head

(7) Pressure regulating valve

(8) Check valve

(9) Primary fuel filter (if equipped)

(10) Pressure relief valve
(11) Fuel tank

Fuel from fuel tank (11) is pulled through an in-line screen (1) by fuel transfer pump (3). The fuel transfer
pump is integral with the governor. Fuel is sent from the fuel transfer pump through the pressure relief
valve (10). The pressure relief valve is closed in normal operation. Fuel will enter through fuel filter (9) to a
drilled passage in the cylinder head (6). Once the pressure of the fuel is greater than the desired range then
the pressure relief valve will open. This will allow the fuel to return to the tank. The drilled passage in the
cylinder head intersects a gallery around each unit injector in order to provide a continuous flow of fuel to
all injectors.

When there is air on the inlet side of the fuel system, fuel priming pump (A) (if equipped) may be used in
order to fill the fuel filter and the fuel gallery that is in the cylinder head. This is performed before the
engine is started. When the priming pump is used, check valves that are located in the fuel priming pump
control the movement of the fuel. The fuel is forced through the low pressure side of the fuel system. This
removes air from the fuel lines and components back into the fuel tank.

Illustration 2 g00690672
Lines Group For The Fuel Filter

(3) Fuel transfer pump that is integral with the governor

(5) Fuel filter

(6) Cylinder head

(10) Pressure relief valve

(12) Fuel outlet port to the fuel tank

(13) Fuel inlet port to the fuel transfer pump

(14) Fuel filter base

(15) Pressure tap for filtered fuel

(16) Tube assembly from the fuel filter base to the fuel gallery in the cylinder head

(17) Tube assembly from the transfer pump to the fuel filter base
Illustration 3 g00690675
Lines Group For The Fuel Filter

(1) Screen

(6) Cylinder head

(7) Pressure regulating orifice

(8) Check valve

(10) Pressure relief valve

(12) Fuel outlet port to the fuel tank

(13) Fuel inlet port to the fuel transfer pump

(17) Tube assembly from the transfer pump to the fuel filter base

(18) Tube assembly from the fuel passage in the cylinder head to the fuel tank

Fuel Transfer Pump

Illustration 4 g00690711
Fuel Transfer Pump

(A) Inlet flow of fuel

(B) Outlet flow of fuel

(1) Screen (if equipped)

(2) Inlet check valve

(3) Spring

(4) Piston assembly

(5) Outlet check valve

(6) Piston check valve

(7) Tappet assembly

(8) Camshaft

(9) Passage

The fuel transfer pump is located in the front housing of the governor. The pump is activated by camshaft
(8) that is attached to the shaft of the governor drive gear. Piston assembly (4) and tappet assembly (7) are
stroked up and down by the camshaft and spring (3) .

Fuel enters the transfer pump through screen (1) (if equipped) and inlet check valve (2). On the upstroke of
piston assembly (4), check valve (2) closes. Outlet check valve (5) closes in order to prevent fuel from
being pulled back in the pump from the outlet. As pressure increases above piston assembly (4), piston
check valve (6) opens in order to fill the cavity above the piston assembly.

On the downstroke, as the fuel pressure in passage (9) increases, piston check valve (6) is closed and outlet
check valve (5) is opened. This causes fuel to be pushed through the secondary fuel filter and to the engine.
Inlet check valve (2) opens in order to allow fuel to fill the cavity above piston assembly (4) .

During engine shutdown, the check valves are held closed by springs.

Fuel Injection Pump (Unit Injector)

Illustration 5 g00691325
Fuel Injection System

(1) Rocker arm

(2) Setscrew

(3) Floating button

(4) Tappet Spring

(5) Pushrod

(6) Plunger

(7) Rack

(8) O-ring

(9) Barrel
(10) Fuel gallery

(11) Sleeve

(12) O-ring

(13) Lifter

(14) Camshaft

The fuel injection pump (unit injector) allows a small amount of fuel to be injected at the proper time into
the combustion chamber. The fuel that is supplied to fuel gallery (10) surrounds each unit injector. Each of
these galleries are connected by a drilled passage in the cylinder head. This passage provides a continuous
flow of fuel to all unit injectors.

The unit injector is isolated from the coolant passages by sleeve (11). The sleeve also provides the seating
surface for the unit injector.

Injection timing is determined by the angular location of camshaft (14) and the vertical location of plunger
(6) in barrel (9). The camshaft gear and the crankshaft gear mesh together at the front of the engine in order
to achieve the angular location of the camshaft. The location of the plunger (fuel timing) is adjusted by
setscrew (2) .

The profile of the camshaft is sent to rocker arm (1) by lifter (13) and pushrod (5), as the camshaft rotates.
The motion of rocker arm (1) is then sent to plunger (6) through the floating button (3).
Illustration 6 g00691353
Fuel Injection Pump (Unit Injector)

(4) Tappet spring

(6) Plunger

(7) Rack

(8) O-ring

(9) Barrel

(12) O-ring

(15) Gear

(16) Sleeve filter

(17) Helix

(18) Lower port

(19) Upper port

(20) Spring

(21) Check (needle valve)

At the top of the plunger's stroke, fuel from fuel gallery (10) enters the unit injector around the edges of
sleeve filter (16). The fuel then fills the volume below plunger (6) .

During the plunger's downward motion, fuel beneath the plunger is displaced into the gallery through the
two ports in barrel (9). As upper port (19) is closed by the bottom edge of the plunger, fuel continues to be
displaced through lower port (18). When the lower port is closed, effective stroke begins. The fuel inside
the unit injector becomes pressurized by the continued downward movement of the plunger. When the fuel
pressure is sufficient to open check (21), high pressure fuel will be forced through orifices at the bottom of
the nozzle into the combustion chamber. This will continue until upper port (19) is uncovered by helix (17)
on the plunger. At this instant, effective stroke ends and this high pressure fuel will spill through upper port
(19) into the gallery. This will allow spring (20) to close check (21), which will end the injection cycle.

The downward motion of the plunger will continue until lifter (13) reaches the nose of the camshaft. The
plunger will be returned upward by tappet spring (4). This will allow the cavity under the plunger to be
refilled from the fuel in the gallery. The unit injector is now ready for the next cycle.

In addition to vertical motion, the plunger can rotate with respect to barrel (9) by gear (15). The gear slides
in order to allow vertical movement of the plunger and the gear meshes with rack (7). The rotation of the
gear changes the relationship between helix (17) and upper port (19). The amount of fuel that is injected
into each combustion chamber then changes. For example, if rack (7) is moved to the right, then plunger (6)
will rotate CCW. (This movement is viewed from the top.) The distance between the bottom end of the
plunger and helix (17) then increases with respect to upper port (19). The effective stroke is increased and
more fuel is injected into the combustion chamber.

Rack Control Linkage For The Fuel Injector

Illustration 7 g00859254
Unit Injectors and Rack Control Linkage

(1) Lever

(2) Torsion spring

(3) Shaft

(4) Rack

(5) Synchronization screw

(6) Clamp

(7) Clamp assembly

(8) Fuel setting screw

(9) Link

(10) Lever assembly

(11) Unit injector

Illustration 8 g00859641
Unit Injector And Rack Control Linkage

(A) FUEL ON

(B) FUEL OFF

(1) Lever

(3) Shaft

(4) Rack

(5) Synchronization screw

(6) Clamp

(11) Unit injector

The rack control linkage connects the governor output to unit injector (11) at each cylinder. The governor
output shaft is pinned to link (9). The link is connected to lever assembly (10). When the governor demands
more fuel, link (9) and lever assembly (10) cause rotation of shaft (3) and clamps (6). Shaft (3) and clamps
(6) are rotated in a FUEL ON (A) direction. Each clamp then pushes lever (1) as the shaft rotates. Rack (4)
is pulled by lever (1). This will allow more fuel to be injected into the cylinder.

When the governor requires less fuel, link (9) causes rotation of shaft (3) and clamps (6). Shaft (3) and
clamps (6) are rotated in a FUEL OFF (B) direction. Lever (1) is forced to rotate clockwise by torsion
spring (2). This will push rack (4) toward the shutoff position. A torsion spring is located at each unit
injector. This allows the rack control linkage to go to the shutoff position, even if one fuel injector rack is
stuck open.

The power setting of the unit injector for the No. 1 cylinder is made with fuel setting screw (8) in clamp
assembly (7). As fuel setting screw (8) is turned, shaft (3) rotates to a new position with respect to link (9)
and lever assembly (10). Adjusting screws (8) allow synchronization of the injectors to the unit injector of
the No. 1 cylinder.

Governor
The governor transfers the operator's requirements to the fuel injector rack control linkage. The governor
receives the desired engine speed by the position of the throttle. The governor output shaft immediately
moves when the throttle is moved. The motion of the governor output shaft will cause the fuel injector rack
control linkage to rotate. This will move the fuel injector racks. The change in the position of the fuel
injector rack will cause a change in the speed of the engine. As the speed of the engine changes, the
governor will adjust the amount of fuel that is delivered. This will cause the engine to stabilize at the rpm
that corresponds to the throttle position. For further information, refer to, SENR6454, " 3114, 3116, and
3126 Governor Service Manual".

Fuel Ratio Control

The turbocharged engine uses a fuel ratio control (FRC) in order to control smoke during acceleration at
low boost levels. The FRC restricts the amount of fuel to the combustion chambers until sufficient boost
has been achieved.
Illustration 9 g00691999
Governor Linkage and Fuel Ratio Control Schematic

(A) FUEL ON output

(B) FUEL ON input from operator

(1) Governor output shaft

(2) Inlet port

(3) Fuel ratio control (FRC)

(4) Retainer shaft

(5) FRC lever

(6) Limit lever setscrew

(7) FRC lever setscrew

(8) Limit lever

Fuel ratio control (FRC) (3) operates on boost air pressure that is delivered by a tube from the inlet
manifold of the engine to inlet port (2). At low boost, retainer shaft (4) is held stationary by springs that are
inside the FRC. When the operator demands more fuel, governor output shaft (1) moves in the FUEL ON
direction (A). The governor output shaft will move in this direction until limit lever (8) contacts setscrew
(7) of FRC lever (5). When FRC lever (5) is restrained from rotating clockwise or FUEL ON movement by
the FRC, further FUEL ON movement of governor output shaft (1) is stopped. Thus, overfueling is
prevented.

As engine power increases, boost pressure also increases. This pressure acts against a diaphragm inside the
FRC. When boost pressure is sufficient, spring force inside the FRC is overcome and retainer shaft (4)
moves to the right. This movement will allow FRC lever (5) and limit lever (8) to rotate clockwise.
Governor output shaft (1) is now able to move in the FUEL ON direction until the limit lever (8) contacts
limit lever setscrew (6) .

When boost pressure decreases, springs inside fuel ratio control (FRC) (3) will return retainer shaft (4) to
the normal position. FUEL ON movement of governor output shaft (1) is again restricted.

Fuel Shutoff Solenoid

Illustration 10 g00825990
(1) Button

(2) Fuel Shutoff Solenoid

The fuel shutoff mechanism is activated by an energize-to-run (ETR) latching solenoid. A spring loaded
plunger inside the solenoid acts on a lever assembly within the front housing of the governor. This lever
assembly pushes the governor output shaft to the FUEL OFF position when the plunger is released
electrically or the plunger is released manually at engine shutdown. At engine start-up, the solenoid is
energized in order to latch in the run position. The governor output shaft is then free to move to the FUEL
ON position.

Engines that are equipped with a latching solenoid can be manually shut off by pushing button (1) inward.
The solenoid CANNOT be manually latched in the run position in order to start the engine.

Illustration 11 g00825197
Wiring diagram of a Typical Fuel Shutoff Solenoid
Wiring diagram of a Typical Fuel Shutoff Solenoid

(2) Fuel Shutoff Solenoid

(3) "STOP" Connection

(4) "G" Connection

(5) "S" Connection

(6) "BAT" Connection

(7) Positive Terminal

(8) Negative Terminal

(9) "GND" Connection

(10) "START" Connection

(11) "MTR" Connection

(12) Starter Motor

(13) Battery