Front page / cover

page
Acknowledgement
PREFACE
TABLE OF CONTENTS
1) Contact Information
2) Introduction to Bosch
3) Internship
3.1) Guidelines for safety and cleanliness
3.2) Tools Required
3.3) Test Equipment Required
3.4) Injection Pump & Types
3.5) Inline Pump Working
3.6) Fuel System Flow
3.7) Metering
3.8) Pump Features
3.9) Disassembly
3.10) Cleaning & Inspection
3.11) Assembly
3.12) Calibration
4) Conclusion
1. Contact Information

Student Contact Information:

Name:
Department: Mechanical Engineering
VTU No:
Roll No:
Semester:
Email Id:
Mobile No:

Company Contact:
Supreme Diesel Industry (Bosch)
Plot No-64, KIADB 1st Phase
Kapnoor Industrial Estate
Kapnoor, Kalaburagi, 585104.
Mobile No: +91 9448277171
Tel No: 08472-258171-226474
Email Id: ayazsupreme@yahoo.co.in
 2. Company and Industry
Robert Bosch GmbH , commonly known as Bosch, is a
German multinational engineering and technology
company headquartered in Gerlingen. The company was founded
by Robert Bosch in Stuttgart in 1886. Bosch is 92% owned by Robert
Bosch Stiftung, a charitable institution.
Bosch's core operating areas are spread across four business sectors:
mobility (hardware and software), consumer goods (including household
appliances and power tools), industrial technology (including drive and
control) and energy and building technology.
Bosch entered India in 1922, when Illies & Company set up a sales office
in Calcutta. For three decades, the company operated in the Indian
market only through imports. In 1951 the Motor Industries Company Ltd
(MICO) was founded, with Bosch instantly buying 49% of its stock.
MICO became the sole distributor, and after the Indian state implemented
restrictive import regulations, a factory was set up at Adugodi, Bangalore
in 1953 to manufacture various products by Bosch license.
In India, Bosch is a leading supplier of technology and services in the
areas of Mobility Solutions, Industrial Technology, Consumer Goods, and
Energy and Building Technology. Additionally, Bosch has, in India, the
largest development center outside Germany, for end to end engineering
and technology solutions.
The Bosch Group operates in India through thirteen companies, viz,
Bosch Limited, Bosch Chassis Systems India Private Limited, Bosch
Rexroth (India) Private Limited, Robert Bosch Engineering and Business
Solutions Private Limited, Bosch Automotive Electronics India Private
Limited, Bosch Electrical Drives India Private Limited, BSH Home
Appliances Private Limited, ETAS Automotive India Private Limited,
Robert Bosch Automotive Steering Private Limited, Automobility Services
and Solutions Private Limited, Newtech Filter India Private Limited and
Mivin Engg.Technologies Private Limited and Precision Seals
Manufacturing Limited. In India, Bosch set-up its manufacturing operation
in 1951, which has grown over the years to include 18 manufacturing
sites, and seven development and application center.
3. Internship

3.1 Guidelines for Safety and

Cleanliness:
Preparatory Work
➢ Work on the fuel system must only be performed in a clean
environment (no dust, no grinding). Draughts should be
avoided (as they cause a dust problem). The workshop floor
should be cleaned regularly.
➢ Clean work clothes must be worn at all times.
➢ Materials, equipment and tools must be cleaned before work is
started. Tools must only be used if they are clean and usable.

While work is in progress

➢ When components are dismantled and reassembled, materials
which could release particles or fibres (cardboard, word, cloth)
must not be used.
➢ Dismantled parts may only be rubbed as necessary with clean
lint free cloth. Care must be taken to avoid any dirt particles
being rubbed in to the components.
➢ Openings on components / engine must immediately be
covered with suitable protective caps. Dismantled components
should be stored in new, clean trays.

Workstation in the diesel workshop

➢ The diesel workshop floor should be sealed or tiled.
➢ Use of ventilation systems and heating fans should be kept to a
minimum.
➢ The tools for testing and repair, which are regularly cleaned,
should be stored in a locked tool cabinet.
➢ An extraction device (vaccum cleaner) is recommended for
loose pieces of paint, chips, dust particles, etc.
3.2 TOOLS REQUIRED:
Arbor Press:
An arbor press is a small hand-operated press. It is typically used to perform smaller
jobs, such as staking, riveting, installing, configuring and removing bearings and
other press fit work. Punches, inserters, or other tools/dies may be added to the end
of the ram depending on the desired task. Arbor presses are usually rated by the
ideal force that the leverage bar can apply Typically common are presses with a
leverage of 1–5 tons. This leverage is achieved when a force is applied to the lever
arm or wheel.
Arbor presses can be mounted on a work bench, wall, or pedestal. The base is
usually constructed of cast metal. A ram provides the force; it may be square or
round. The ram is usually driven by a rack and pinion setup to improve the
mechanical advantage. Higher force arbor presses have another gear reduction.
Forces are usually generated by manual or hydraulic input.

Grinding Machine:
A grinding machine, often shortened to grinder, is one of power tools or machine
tools used for grinding, it is a type of machining using an abrasive wheel as the
cutting tool. Each grain of abrasive on the wheel's surface cuts a small chip from the
workpiece via shear deformation.
Grinding is used to finish workpieces that must show high surface quality (e.g., low
surface roughness) and high accuracy of shape and dimension. As the accuracy in
dimensions in grinding is of the order of 0.000025 mm, in most applications it tends
to be a finishing operation and removes comparatively little metal, about 0.25 to 0.50
mm depth. However, there are some roughing applications in which grinding
removes high volumes of metal quite rapidly. Thus, grinding is a diverse field.
Mounting Device:
• Multiple fastening options – performs versatile, secure mounting to a variety of
surfaces
• Wide clamp adjustment – allows for a clamping range of 1/2 In. to 2-1/4 In. wide
• Flexible neck – provides quick position modification for fast, accurate job setup
• Rotating 360° neck – delivers quick setup and simple line fine-tuning

Work Bench:
The work bench is equipped with the necessary tools, in a proper manner enabling
the user to reach the necessary tools faster. Slots or hangers are provided to keep
the tools steady and at arm’s length.
3.3 Test Equipment Required:
Nozzle Tester:
Specifications:-
Our diesel Injector nozzle Tester can test Opening Pressure, Sealing Performance,
and Spray Pattern of the fuel injectors
Nozzle tester is a special equipment used to calibrate fuel injector. It can test
opening pressure, sealing performance, and spray pattern of the fuel injector with a
double-range pressure gauge and two unions.
It is widely used because of it's compact structure and convenient operation.
Additional Functions:-
Test sealing of fuel injector base, fuel injection needle and fuel injection nozzle.
Test and calibrate opening pressure of fuel injector.
Test spray pattern and distributor of fuel injector.
Test sound of needle valve vibration.
Initiative injecting press of injector
Spraying shape. And High quality
Good strength and hard material
Long functional life
At affordable price
2.150*120*350mm; about 3.5.5KG
Sealing function of needle valve and nozzle body mating pair
This type fuel injector tester is a special instrument for the operation test of diesel
engine.
 Diesel Pump Testing Machine:
Injection Pump Tester, it is designed as per the fuel injection pump working principle
one the engine, with digital control, economic model, very reliable quality, it is a must
fuel injection pump calibration machine for a diesel pump repair workshop, this diesel
pump test bench is used for all types of mechanical fuel pump test.
Main Characteristics of the fuel pump testing
machine:
Advanced frequency conversion technology with rotation speed, temperature, count
numeral control are applying this diesel pump test bench
Calibrating speed curve of injection diesel pump.
Automatic fuel unloading device used on the fuel injection pump calibration machine
Print and keep calibration data of the pump.
Large inertia flywheel— steady drive and good balance of the fuel pump test bench.
Option: rack travel measurement of the fuel pump.
Function of the diesel fuel injection pump test bench
Testing and calibrating the fuel-supply amount of each cylinder and fuel-supply
uniformity of mechanical injection pump.
Testing the fuel-supply spacing of each cylinder and fuel supply starting point in the
static state.
Testing and calibrating the performance of mechanical speeder.
The sealing testing of diesel injection pumps.
Testing the value of distribution diesel fuel pump.
Testing of loop fuel of distribution diesel fuel pump.
Calibration of the intracavity pressure of distribution pump.
Calibrating the performance of air-film mechanical speeder.
Calibrating the pump of pressurized compensatory.
Testing diesel fuel delivery pump.
3.4 INJECTION PUMP & TYPES
Injection Pump:
An Injection Pump is the device that pumps fuel into the cylinders of a diesel
engine. Traditionally, the injection pump was driven indirectly from
the crankshaft by gears, chains or a toothed belt (often the timing belt) that
also drives the camshaft. It rotates at half crankshaft speed in a
conventional four-stroke diesel engine. Its timing is such that the fuel is
injected only very slightly before top dead centre of that cylinder's
compression stroke. It is also common for the pump belt on gasoline engines
to be driven directly from the camshaft. In some systems injection pressures
can be as high as 620 bar (8992 psi).

Types:
➢ Inline Pumps
➢ Rotary Pumps
Inline Pumps:
An Injection Pump is the device that pumps diesel (as the fuel) into the
cylinders of a diesel engine. The injection pump is driven indirectly from the
crankshaft by gears, chains or a toothed belt (often the timing belt) that also
drives the camshaft. It rotates at half crankshaft speed in a four stroke diesel
engine. Its timing is such that the fuel is injected only very slightly before top
dead center of that cylinder's compression stroke. The injection pressures can
be as high as 200 MPa (30,000 PSI).
 Rotary Pumps:
The rotary system is found on small to medium size diesel engine and is often
referred to as rotary pump because its concept of operation is similar to that of
the ignition distributor found on gasoline engine. A rotating member called a
rotor within the pump distributes fuel at high pressure to the individual
injectors. In engine firing order sequence. It is classified as a high pressure
fuel system. Nowadays, mostly all high speed, light and medium diesel
vehicles use rotary pump.

Difference between Inline Pump & Rotary Pump:

Inline Pump Rotary Pump

➢ INDIVIDUAL INJECTION ➢ SINGLE INJECTION
PART DISTRIBUTOR TYPE PART
➢ SELF LUBRICATED BY USED
➢ LUBRICATION REQUIRED DIESEL ENGINE
➢ LESS IN WEIGHT /
➢ WEIGHT MORE COMPACT
➢ COST OF REPAIR LESS ➢ COST OF REPAIR MORE
➢ CALIBRATION TIME MORE ➢ CALIBRATION TIME LESS
➢ POLLUTION MORE ➢ LESS POLLUTION ACHIEVE
DIFFICULT TO ACHIEVE ABLE IN EURO.NORMS
EURO.NORMS ENGINE. ENGINE.
➢ SPREAD MASTER PUMP ➢ SPREAD MASTER PUMP
1000 RPM 500 STROKE 25 1000 RPM 25 CC + 0.2 CC IN
CC + 0.5CC 500 STROKE.
➢ BARRELL AND PLUNGER ➢ HEAD AND ROTOR
GAP 10 TO 12 MICRON CLEARENCE 3 TO 4
1/1000 M MICRONS
3.5) Inline Pump working:
The injection pump is the in-line type with an individual plunger and barrel pumping
element for each engine cylinder. Each plunger stroke is constant, but its effective
pumping (metering) stroke is variable and is controlled by the positioning of a common
control rack connected through linkage to the governor and the vehicle’s throttle lever.

The individual plunger and barrel pumping elements receive fuel at supply pump
pressure from the injection pump housing fuel gallery, and forces it under very high
pressure through the injection nozzles into the engine combustion chamber.

The injection pump plungers are moved by tappet assemblies which ride on the lobes of
the injection pump camshaft. The injection pump camshaft is timed to the engine to inject
fuel into each cylinder at the proper time.

Each plunger has a delivery valve above the plunger. The delivery valve, which is held on
its seat by spring pressure, prevents fuel from draining out of the high pressure line
between pumping cycles.

The injection cycle can be described by observing the plunger in its four principle
positions in the barrel. The four positions are shown in Figure

At bottom dead center the plunger is held down on the lowest point of the cam lobe by
the plunger spring. Top of plunger is below the charging port of barrel. Fuel at supply
pump pressure flows through the charging port to fill the area above the plunger.

Figure . Four Principle Plunger Positions of

Injection Cycle

1. Bottom Dead Center 3. Injection

2. Port Closure 4. End of Injection

Port closure begins when the rising plunger covers the charging port and fuel is trapped
above the plunger.Start of injection occurs as the plunger continues with charging ports
covered, fuel is forced upward under high pressure, unseats the delivery valve and is
injected into the cylinder.

End of injection occurs when the plunger moves up to the point where the charging port is
again uncovered by the lower helix. Fuel pressure above the plunger is relieved to the
charging gallery. This pressure drop allows delivery valve and injection nozzle to seat thus
ending injection.
3.6) FUEL SYSTEM FLOW
As fuel travels through the fuel system, it will be under suction (negative pressure), intermediate
pressure, high pressure (injection pressure) and low pressure.

Negative Pressure
The piston type supply pump creates a suction at its inlet and pulls fuel from the fuel tank, through
the fuel supply lines and through the primary fuel filter. No filter is used on the fuel suction line
extending into the fuel tank because wax particles could plug the filter in cold weather. Fuel lines
and fittings between the supply pump inlet and the fuel tank must be a minimum of three-eighths
inches inside diameter. Small diameter fuel supply lines or fittings will reduce fuel flow and can
reduce engine power output.

Intermediate Pressure
The supply pump produces an intermediate pressure, called supply pump pressure, at its outlet
and forces fuel through the final fuel filter and into the injection pump housing. Fuel under
intermediate pressure surrounds each barrel assembly. Fuel pressure in the housing is controlled
by the orificed

High Pressure
The injection pump meters and delivers fuel at high pressure, up to an instantaneous 9000 psi
pressure after nozzle valve opening, through the injection pipes or lines to the injection nozzle
assemblies. This high pressure fuel causes the nozzle valve to open and fuel flows through the
nozzle orifices into the combustion chamber. The amount of fuel delivered is controlled by the
injection pump governor. A small amount of low pressure fuel returns from the nozzle
assemblies to the fuel tank through the leakoff lines.

Low Pressure

An orifice fitting in the end of fuel hose from the fuel return check valve limits the amount of fuel
returned to the fuel tanks. After fuel passes through the orifice, it is at low pressure.
3.7) METERING
Metering (providing proper amount of fuel to meet engine requirements at various loads and
speeds) is accomplished by rotating the plunger in its barrel to change the effective pumping
stroke. The effective stroke is the distance traveled upward by the plunger from the time the
charging port is covered until it is again uncovered by the lower helix. A short effective stroke
means a small amount of fuel is injected. As effective stroke increases, the amount of fuel injected
increases.

The metering function can be described by observing the relationship of plunger helix to barrel
charging port under various metering positions as shown in Figure 5.

Figure 5. Helix and Charging Port Metering Positions

1. Start Position (Charging Port Closed)

2. Idle Position (Charging Port Closed)
3. Full Load Position (Charging Port Closed)
4. Stop Position (Charging Port Open)
5. Effective Stroke
6. Charging Port Position

Starting (Excess Fuel)

For starting, plunger is rotated by control rack to a point where the maximum effective stroke (port
closing to port opening) is obtained. When engine starts, release accelerator pedal. This rotates
plunger out of start fuel position to decrease fuel delivery.

Engine Operating (Metered Delivery)

At engine operating speeds from idle through maximum governed speed, the quantity of fuel
delivered is determined by effective stroke (port closing to port opening) as controlled by the
position of the throttle lever and governor.

Engine Stop (No Delivery)

To stop the engine, plungers are rotated so that vertical slots (stop slots) are in line with barrel
ports. As plunger moves up and down fuel is transferred back and forth from top of plunger
through vertical slots and into charging gallery. The ports do not close - thus, no delivery.
Plungers are rotated to the various metering positions by the control rack. Rack movement is
controlled by the throttle lever and governor speed.
3.8) PUMP FEATURES
Mounting Adapter
A mounting adapter (9, Figure 1) incorporating four studs attaches to the injection pump
housing. Capscrews through the injection pump drive gear cover secure the mounting adapter
to the engine front plate. Removal of the timing pointer plug (7, Figure 1) in the adapter is
necessary when verifying or adjusting pump to engine timing.

The mounting adapter is an integral part of the injection pump because it contains the timing
pointer. During injection pump calibration, a port closure mark is stamped on the injection pump
hub directly in line with the pointer. Because the timing pointer is located on the mounting
adapter and the mounting adapter is fastened to the injection pump housing by the four studs
and nuts, these four nuts should not be loosened.

Loosening the nuts and rotating the pump housing in relationship to the mounting adapter will
change the relationship of the timing pointer/hub mark which was established during injection
pump calibration.

Supply Pump With Hand Priming Pump

The piston-type supply pump (6, Figure 1) is activated by the eccentric on the injection pump
camshaft and serves as a mount for the hand priming pump (10, Figure 1). Since all fuel entering
the injection pump must be filtered to ensure long pump life, the hand priming pump should be
used when changing fuel filters. Always install the fuel filters "dry" and use the hand pump to fill
the filters and bleed air from the fuel system.

Aneroid Assembly
Exhaust smoke levels during engine acceleration are controlled by using an aneroid (12, Figure
1). The aneroid limits fuel delivery during acceleration until the turbocharger speed is sufficient to
provide adequate air for complete combustion. An external line connects the intake manifold to
the aneroid to allow manifold pressure to activate the aneroid. A leak in the aneroid diaphragm or
intake manifold to aneroid line will cause the injection pump to stay in the "cutback" position, and
reduce engine power.

Fuel Return Valve

A fuel return check valve is mounted to the injection pump housing and all fuel that is not injected
passes through the check valve and then through a special orificed rubber hose. The function of
the fuel return check valve is to provide
Figure - Right Side View of Injection Pump

1. Fuel Return Valve

2. Delivery Valve Holder
3. Drive Gear

GOVERNOR
The mechanical flyweight governor which is mounted on the injection pump, is the variable
speed type, identified by the manufacturer as ROV 350-1200 (or -1300). The 350-1200 (or -
1300) designation refers to the injection pump speed range in which the governor functions.
This corresponds to 700 to 2400 (or 2600) engine RPM, since the pump camshaft rotates at 1/2
engine speed. Figure 7 illustrates a typical cut-away view of the RQV governor

Figure . Cut-Away View of Governor Assembly

1. Stop Shackle 7. S-Plate

2. Rack Link 8. Guide Pin
3. Control Rack 9. Adjusting Pin
4. Governor Springs 10. Guide Lever
5. Bell Crank 11. Rocker Arm
6. Sliding Block 12. Aneroid

Governor
The functions of the governor are:

(1) limit minimum (lo-idle) engine speed, (2) limit maximum engine speed and (3) maintain smooth
speed control (without stalling, surging or hunting) within the limits of its regulation throughout the
operating speed range of the engine.

The all-speed governor provides speed control at any fixed position of the control lever
(accelerator pedal). This provides the vehicle operator with the most satisfactory driving
characteristics. The governor tends to keep engine speed constant at the level determined by
position of the accelerator pedal and automatically increases or reduces fuel delivery in response
to minute changes in engine speeds without a significant change in road speed and without the
operator changing position of the accelerator pedal.

The transfer pump, a single action none positive displacement plunger type pump, is driven by
the injection pump camshaft.

The transfer pump can supply more fuel than is required for injection. Excess fuel, utilized for
cooling injection pump, is routed from the injection pump fuel gallery back to the fuel pump.

NOZZLE
The American Bosch ADB-M type nozzles are of the closed differential hydraulically-operated
type.
Fuel, under high pressure, flows into the fuel duct in the body and enters the pressure chamber.
When fuel pressure in the pressure chamber exerts sufficient force on the differential area of
the nozzle valve to overcome the opposing spring preload, the nozzle valve is lifted, allowing
fuel to enter the nozzle body sac and flow through the spray holes. The fuel flowing through the
spray holes is atomized as it enters the combustion chamber.

When the end of the pumping stroke occurs, there is a sudden drop in line pressure. As a result,
the pressure in the nozzle pressure chamber drops rapidly. Since the pressure adjusting spring
is exerting a downward force on the nozzle valve and is no longer being opposed by fuel
pressure, the nozzle valve moves downward rapidly until it seats in the nozzle body - the nozzle
is now closed.

Since there is a slight amount of clearance (controlled) between the nozzle valve and body, a
small amount of leakage between the valve and body will occur. This leakage is necessary for
valve O.D. and body I.D. lubrication.

NOZZLE HOLDER
The American Bosch AKN-M type nozzle holder is a unit which retains the nozzle in the cylinder
head and transfers the fuel from the high pressure tubing to the nozzle duct. The holder assembly
consists of a holder body, doweled nozzle spacer, lower spring seat, pressure adjusting spring,
shims and a nozzle retaining nut.

The holder body contains a high pressure tubing connection at the upper end, a high pressure
fuel duct, a leak-off duct and drain connection. The lower end is counterbored to accept the
pressure adjusting spring and shims. The lower face is lapped to a fine surface finish and contains
two locating dowel pin holes. The lower spring seat provides a seat for the spring and a contact
surface for the nozzle valve stem. The nozzle spacer contains two locating dowel pins which
locate the nozzle radially to the holder body to insure proper spray
pattern orientation. Both faces of the spacer are lapped to a fine surface finish to provide
gasketless, high pressure seals between the holder body face, spacer faces and nozzle body
face. The spacer also acts as the nozzle valve stop. The cap nut clamps the nozzle and spacer
to the holder body.

8) Fuel flowing through the high-pressure tubing enters the nozzle holder and flows down the
high- pressure duct, through the spacer duct and to the nozzle. The slight fuel leakage between
the nozzle valve and body enters the spring chamber in the holder body and flows through a
return duct to a drain connection

Figure 8. Exploded View of Fuel Injection Nozzle and Holder

Assembly

1. Holder Body 5. Valve Stop Spacer

2. Shim(s) 6. Nozzle Body and Nozzle Valve
3. Pressure Adjusting Spring 7. Cap Nut
4. Spring Seat Guide 8. Copper Gasket

Nozzle Holder & Nozzle

3.9) DISASSEMBLY:

SPECIAL TOOLS
To overhaul the pump assembly, metric wrenches and sockets will be required. Special rebuild
tools called out throughout the text will speed repair and protect parts from damage. See Service
Tool Chart.

PREPARATION
Pump and governor repair should be performed in a clean area free from airborne dirt. A separate
injection room is preferred. Work bench, vise and tools should be clean. The use of trays is
recommended for keeping injection pump parts in order. The pump assembly should be
thoroughly cleaned before disassembly. Use only clean solvent and clean filtered test oil to clean
injection pump parts.

Prepare the pump for disassembly as follows:

1. Drain fuel and lubricating oil from pump and governor housings.

2. Cap or plug fuel and lube oil openings after draining.

3. Use clean diesel fuel or kerosene to clean exterior of pump and governor assembly.

4. Clamp holding fixture KDEP 2919/A in vise. Remove two pump housing to adapter bolts.
Secure injection pump assembly to holding fixture.

Figure - Injection Pump Mounted in Holding Fixture

Holding Fixture KDEP 2919/A

5. Remove fuel supply pump mounting bolts, remove supply pump and drain lubricating oil into
a container.

6. Remove fuel return valve. Hold adapter in place with a 3/4 inch wrench while removing elbow
and valve body.
GOVERNOR DISASSEMBLY
1. Using 10 mm Allen wrench, remove plug from rack link adjustment access hole in top of
governor housing.

2. Remove seal wire and remove 4 aneroid assembly to governor housing screw.

3. Move control lever fully back against low idle stop screw.
4. Turn aneroid assembly slightly counter-clockwise and unlock link from rocker arm guide
pin before trying to remove
5. Remove slotted screw guide pin from governor cover. Use large screwdriver to fit slot of
this screw which has been sealed in place with Loc-Tite Red
6. Remove six governor cover screws and take off governor cover Lift cover up and operate
control lever to release internal linkage
7. Remove pin retaining clip and link pin and disconnect floating lever from rack link.

8. Pull top of floating lever back and down to remove floating lever and slider from guide
bushing.

9. Raise tabs on lock washer and remove double nutted thru-bolt and guide bushing from
governor flyweight assembly

10. Raise tabs on lock plates, remove two cap screws and take- out guide bushing

11. Using KDEP 2988 remover tool on slotted cylindrical nut and holding the camshaft with a
wrench at the front of the pump to keep it from rotating, remove the cylindrical nut and
spacer shim under the nut.

12. Install KDEP 2886 governor flyweight remover tool and remove flyweight assembly. Since
governor weight assembly is serviced as a complete unit, no further disassembly is
required until rebuild.

13. To remove governor housing remove rack link and unscrew eight governor housing to
pump housing mounting screws. Remove governor housing and bracket
 PUMP DISASSEMBLY

1. Remove camshaft rear bearing nut and lockwasher if rear bearing is to be replaced.
2. Assemble side puller KDEP 1056 to plug. Remove side plug by inserting collet
jaws into side of plug. Tighten wing nut until jaws grip plug. Hold handle and turn
shaft with a 27 mm wrench until plug is free. Repeat for other two plugs.
3. Remove tappet spacer block from side plug hole with long nose pliers
4. To make insertion of tappet holders KDEP 1068 easier loosen barrel flange nuts 3
turns, remove split shims and tap flanges so there is a slight clearance between
barrel flanges and pump housing.
5. Remove bottom cover
6. Turn rotating handle of tappet holder (KDEP 1068) counter-clockwise as far as it will
go. Grease ramps and guide piece
7. With pump upside down, rotate camshaft until No. 1 plunger is at TDC.
8. Hold tappet holder with ramps up and insert holder as far as possible into the side
hole. The tappet holder will only go part way in, lifting tappet No. 1 off the camshaft.
Rotate camshaft until plunger No. 2 is at TDC. Push tappet holder the rest of the way
in (push hard with the palm of hand)
9. Rotate camshaft and repeat step 16 until all tappets are lifted off camshaft. Check all
holders to be sure they are properly installed before removing camshaft. When
holders are properly installed camshaft should oscillate freely
10. Remove intermediate bearing screws
11. Use an arbor press to push camshaft, with attached rear bearing, out of the pump
housing. Be careful with intermediate bearing. Do not let camshaft fall to floor.

PUMP TAPPET AND BARREL REMOVAL

1. Attach bracket of tappet depressor tool KDEP 1505 to pump bottom edge using two
screws (supplied with tool) and tighten. Using the double adapter (holds two tappets)
insert adapter into tube end of small round bar
2. Place adapter over tappets No. 1 and No. 2. Hook depressor bar under upper nut of
threaded rod on bracket and adjust nut for leverage
3. While pushing on tappets screw knurled handle of tappet holder in until it pops out.
Hold on to holder when depressing tappets because foot of holder is spring loaded
and toll will spring out.
4. Repeat procedure for the next four tappets.
5. Remove each roller tappet, lower spring seat, plunger and spring.
6. Position rack so control sleeve ball is in notch of pump housing
7. Remove control sleeves and upper spring seats.
8. Remove tappet depressor tool.
BARREL REMOVAL
1. Remove barrel flange nuts and lockwashers. Remove each barrel from housing.
Store each barrel with its plunger and shims.
2. Remove four capscrews and lockwashers from camshaft bearing retainer on
drive end of pump
3. Remove rack screws, lockwashers and retaining plate. Pull rack out of pump
housing

ANEROID
The aneroid should be disassembled, cleaned and inspected when the injection
pump is disassembled or if the aneroid is suspected of malfunction. The diaphragm
assembly must be replaced if signs of leakage, cracking or hardening exist. Replace
o-ring on diaphragm stop.

FUEL SUPPLY PUMP

The fuel supply pump should be disassembled, cleaned and inspected for damage or
wear. Damaged or worn parts must be replaced, along with gaskets and o-ring before
reassembly.

CHECK VALVE
The check valve assembly should be cleaned and inspected. If signs of malfunction
exist the valve must be replaced.
3.10) CLEANING AND INSPECTION
A thorough cleaning and inspection of all parts is important for the injection pump and governor
assembly. Each machined surface should be cleaned of all old gasket material and wash all
parts in clean fuel oil or calibrating oil. When inspecting for damage or wear, it is a good practice
to replace any part that is questionable
Part Inspect For Following Condition(s) Corrective Action When
Required
Injection Pump Housing Cracks, chips, evidence of over torque or If damaged, replace
stripping of screw threads, damage in
roller tappet bores.
Damaged camshaft bearing located in If damaged, replace bearing as follows:
front bearing retainer and bearings on 1. Remove governor housing
camshaft. from pump housing.
2. Remove gasket material
from governor and pump
housings.
3. Obtain new gasket and
install governor housing
onto pump housing. Apply
Loctite to mount- ing screws
to secure.
4. Remove and replace
bearing in front bearing
retainer.
5. Remove and replace
bearing on camshaft.
Leak at fuel gallery closing plug. If known to be leaking, replace pump
housing.
Camshaft Deep wear or grooving on cams or bearing Replace camshaft (with
surfaces. camshaft re- placement, bearing
must also be re- placed).

Roller Tappets Pressure marks or grooving. Slight marks or grooving -

smooth out with polishing
cloth. More ser- ious wear -
replace parts.
Spring Seats Worn or bent. Replace seats
Springs Broken or rust coated. Replace springs.
Barrels and Plungers Damage (scratches, scoring, etc.) on Replace barrel and plunger
lapped surfaces of plunger. See NOTE*

Control Sleeves Damage If damaged, replace

Control Rack Burrs on gear teeth or scratches along Polish with crocus cloth. Replace
sides. if any binding with housing exists.
Delivery Valve Damage at delivery valve seat or Replace complete assembly.
Assembly needle.
Gaskets, Seats and O- ALWAYS REPLACE WHEN REBUILDING
Rings PUMP
When replacing barrel lower spacer rings, spacer ring installer 9 681 238 902 must
be used
Transfer Pump Fuel leakage past pump drive stem. Replace as a complete unit only.

Governor Housing and Cracks, stripped screw threads, burrs on Replace.

Cover mating surfaces.
Governor Weight Worn bell cranks, damaged weights, Replace weight assembly as complete
Assembly stripped adjusting nut threads, worn or unit. Weight springs and shims
damaged springs. may be replaced individually.
3.11) ASSEMBLY

PUMP ASSEMBLY

1. It is suggested that all delivery valves and plunger and barrel assemblies be inspected
and ready prior to pump reassembly. While still in assembly jig KDEP 1066 install
copper gasket, delivery valve, spring and washer into barrel. Tighten delivery valve
holder nut with O-ring to specifications.
2. All parts must be returned to their original position. Clean fuel oil or calibration oil must
be available for lubricating the individual parts prior to assembly

BARREL
1. Install barrel lower O-ring in housing. Install barrel lower spacer ring in pump
housing, if it was removed, using 9 681 238 902.
2. Assemble impact cap with snap ring and O-ring onto barrel. Be sure hole in impact
cap does not line up with spill/fill port in barrel
3. Lubricate O-ring and lower surface of barrel, and install barrel with adjustment slot
on the barrel flange opposite the control rack. Push down with hand pressure: the
barrel should stay down when pressure is released. If not, remove barrel and check
for pinched O- ring.
4. Install spacer plates KDEP 1057 under barrel flanges and install flat washer,
lockwasher and nuts. Tighten to specifications. Install fitting locks, flat washer,
lockwasher and nuts.
5. Turn pump upside down. Install each plunger in correct barrel. Position the notch
on the plunger foot so it points away from the rack, thus sealing the port.
6. Install plunger retainersKDEP1052.
7. Connect air coupling to intake of gallery and plug return port. Submerge pump
housing in an oil bath and pressurize pump to 5 bar (75 PSI).
8. Look for leakage (bubbles) from top and bottom of pump. Any bubbles other than
small bubbles coming from inside plunger retainer tubes indicates a leak. Correct
any leaks found. If no leaks are found remove air hose, gallery outlet plug, plunger
retainers and plungers.
9. Loosen barrel retaining nuts and back off so washers are loose.
PLUNGER AND RACK
10. Install control rack and fasten retaining plate with two screws and lockwashers.
Check rack for freedom of movement.
11. Insert each control sleeve after positioning rack so that the control sleeve ball will
fall into the slot of the control rack.
12. When all control sleeves are installed, move rack back and forth to make sure
control sleeves all move freely and together
13. Coat each upper spring seat with grease and stick upper spring seat to spring.
14. Insert each spring and upper seat into pump housing.
15. Insert each plunger into correct barrel. Make sure each plunger foot is positioned
so that notch on plunger foot points away from control rack
16. Move rack back and forth and watch plungers. The control rack should move freely
without binding and the plungers should rotate together.
17. Coat each lower spring seat with grease. Stick lower spring seat on each roller
tappet
18. Insert tappets in normal position.
19. Reassemble tappet depressor tool KDEP 1505. Turn tappet holder handles fully
counterclockwise, grease ramps and guide piece.
20. starting with tappets No. 1 and 2 push tappets down. Insert tappet holder (ramps
up) into side plug hole between two tappets. A fourth inch should show between
holder handle and pump housing
21. The first two tappets have now been held in place by the tappet holder. Repeat this
procedure until-all tappets are held in place with tappet holders
22. Remove tappet depressor tool (or spring compressor) and mount the pump right
side up in vise.
23. Look at tops of plungers to be sure all are oriented in the same direction.
24. Install roller bearing in drive end bearing plate with KDEP 1059.
25. Install drive end bearing retaining plate, oil return hole must be toward top of pump.
Mounting screws must be coated with Loc-Tite 601.
26. Lubricate intermediate bearing. Install camshaft with intermediate bearing. Carefully
press in camshaft from governor end. Using ball bearing installer KDEP-1069, press
only on outer race of ball bearing while guiding intermediate bearing into place. Be
careful camshaft does not catch on roller tappets.
27. Install camshaft intermediate bearing screws with copper washers. See torque
specifications
28. Remove tappet holders as follows: Starting from governor end of pump, rotate
camshaft until No. 6 cam lobe is at TDC. Turn handle of tappet holder clockwise
until #6 tappet contacts cam lobe. Rotate camshaft until No. 5 cam lobe is at TDC.
Turn handle of tappet holder clockwise until No. 5 tappet contacts cam lobe. The
tool can now be removed from housing
29. Repeat until all holders are removed
30. Install tappet spacer block in side plug holes
31. Coat new side plug with Loctite 601 and install with side plug installer KDEP 1058.
32. Place a new O-ring on bottom cover and mount bottom cover to pump.
33. Remove spacer plates and install correct shims under each barrel flange.
34. Install supply pump.
1. Tighten supply pump mounting nuts.
2. Install fuel return valve
GOVERNOR REASSEMBLY
1. Install governor housing to pump. Apply Loctite 601 to internal screws.
2. Install flyweight assembly to camshaft. Install spacer shim and secure to camshaft
with slotted cylindrical nut. Spacer shims are available in .05 mm increments to
adjust for axial end play of governor weight assembly, specified at .05 .10 mmm
(.002 .004 in). Use cylindrical nut tool KDEP 2988. Torque nut to specifications.
3. Check action of damper by holding camshaft, grasping weight assembly and
twisting to note for slight movement.
4. Install guide bushing; secure bushing with two cap screws lock screws in place
with lock plate tabs.
5. Install guide bushing assembly; temporarily secure with thru-bolt at this time, since
another measurement will be made later in procedure.
6. Install slider and floating lever open slot of floating lever to right. Pin floating lever
to rack link to hold in place.
7. Check "slider-to-housing" distance with guide bolt gauge 1 682 329 038. Notch in
gauge must fit in groove on guide bushing when gauge is placed against mating
surface of housing (no gasket)
8. Secure double-nutted thru-bolt in governor weight assembly by installing
lockwasher and nut. Bend over tabs of lockwasher to secure. Operate rack back
and forth to recheck all linkage for free movement.
Remove seal cover from hi-idle adjusting screw locknut on governor cover and
back out hi-idle adjusting screw. Hi-idle screw is removed so that control lever can
be moved full forward for making next check.
Check "basic setting of S-plate", the distance from governor cover surface (gasket
in place) to guide pin shaft when guide pin is in maxim fuel position and bottomed
in S-plate. Using S-plate gauge 9 681 238 904 , notch in tang of gauge should fit
over guide pin shaft when bar is placed on governor cover surface (gasket in
place).
9. Add shims under S-plate mounting to decrease basic setting or remove shims to
increase basic setting. Check for free travel of guide pin shaft in S-plate after
resetting. Check to be sure cotter pin has been used to secure pin between rack
link and floating lever
10. Install governor cover to housing. When installing, apply small dab of grease to
floating block to hold hollow end up and note that floating block enters floating
lever. Operate control lever to facilitate installation. Secure cover with six cover
screws.
Install guide bolt in rear of governor cover. Apply Loctite hydraulic sealant
compound to threads before installing.
11. If governor control lever and/or accelerator lever assembly were removed,
reinstall at this time as follows:
a. Install woodruff key and governor control lever on shaft and tighten securely.
b. Install accelerator lever assembly on shaft and tighten securely.
12. Position control lever fully back against lo-idle stop screw.
13. Insert aneroid assembly into governor housing. Rotate aneroid assembly
approximately 45 degrees in the counter-clockwise direction (from installed
position). Slide aneroid assembly into governor housing, then rotate aneroid
assembly 45 degrees clockwise to the horizontal position.
14. Move control lever to the vertical position.
15. After aneroid strap is engaged with rocker arm pin, push aneroid assembly into
position against governor housing and secure with 4 mounting screws.
3.12) CALIBRATION
INJECTION PUMP CALIBRATION
Following injection pump or governor service and overhaul, the pump must be recalibrated to
establish correct internal timing, fuel delivery and governor operation. It is also recommended that
pump calibration be checked on a calibrating stand anytime the injection pump is removed to
perform engine service operations.
CALIBRATING STAND

A calibration stand with 10 HP or more is recommended. Existing stands of 5 HP are acceptable.

Calibrating Stand Maintenance

The calibrating stand must be kept in good operating condition. Maintenance checks and
lubrication of test stand components must be performed periodically to assure satisfactory results.
Calibrating oil must be of the specified type. Calibrating oil and filter must be changed regularly.
Transfer (supply) pump must maintain minimum specified pressure since injection pump
calibration depends upon correct supply pump oil pressure.

To assure uniform delivery, calibrating stand test nozzles should be tested for balance (equal
delivery) every six months or whenever 200 pumps have been tested. The method for balancing
the test nozzles is as follows:
a. Adjust all test nozzles to specified test nozzle opening pressure.
b. Install an injection pump on calibrating stand.
c. Perform the "Maximum Fuel Delivery Check" and record amount of fuel obtained from No. 1
pumping element.
When installing the pump on the test stand follow instructions furnished with the stand.
d. Install each of the remaining test nozzles in the No. 1 nozzle position and note delivery from
each nozzle. If necessary, adjust nozzle opening pressure to obtain same flow as recorded for
nozzle No. 1 (Step c.). Nozzles must be balanced to within 0.5cm3 per 1000 strokes.
e. After nozzle balance (uniform delivery) has been obtained, recheck opening pressure of all
nozzles. If nozzle opening pressure is
not within specified limits (3000 25 psi), nozzle should be repaired or replaced.
MOUNTING ON STAND
Before mounting the pump on stand, make sure pump camshaft can be rotated more then 360°.
This is especially important when the pump has been overhauled.
When installing pump on stand follow instructions with stand.
Before mounting pump on stand remove access plug with screwdriver bit KDEP 2949. Remove fuel
inlet adapter and plug opening with bushing 1 413 462 040
and copper gasket 2 916 710 611 so it is flush with pump housing.

ESTABLISH PORT CLOSURE ON NO. 1 CYLINDER

1. Mount pump on stand and install rack dial indicator 1 687 233 015, bracket 1 688 130
030, adapter bushing 1 683 350 065 and rack pin 1 683 201 013.
2. Zero dial indicator when rack is pushed to shut- off. Be sure rack does not bottom out on
indicator. Move throttle lever to max. position Total rack travel should be as specified on
individual pump calibration chart for starting fuel delivery.

3. Move rack out of starting fuel position with shut- off lever. Dial indicator should read
about 10 mm 2 mm.

4. Mount lift-to-port closure measuring device 1 688

130 135 with dial indicator 1 687 233 012, adapter bushing 1 683 350 066 and tappet pin
1 682 012 008 to pump. Make sure tappet number one is at bottom dead center (B.D.C.).
The plunger lift-to-port closure is the distance in mm from the B.D.C. position of the cam
to port closing by the plunger. Lift-to-port closure is only measured at element number
one. Subsequent elements are phased at 60 degree intervals.

5. Zero the dial indicator at bottom dead center position of the roller tappet.
6. With the bleeder screw open at number one calibrating nozzle holder assembly, increase
feed pressure until calibration fluid comes out of overflow tube with no bubbles.

7. Turn camshaft slowly in direction of rotation (clockwise) until port closure is reached. Port
closure is reached when the flow of calibrating fluid from nozzle holder overflow tube
changes from a steady stream to drops.
8. Read dial indicator for proper lift (see Calibration Chart for specification). Zero the pump
stand degree wheel at this point for phasing. Return tappet to B.D.C. and repeat Steps 6
and 7 to ensure repeatability.

9. Compensate for deviation from the specified measurement by inserting the proper size
adjusting spacer (available in thickness steps of 0.05 mm) between the barrel flange and
pump housing.
 PHASING
1. Check port closure for the remaining plungers in pump discharge order by rotating
the camshaft in 60 degree intervals.

No. 1 No. 5 No. 3 No. 6 No. 2 No. 4

0 60 120 180 240 300
± 1/20 ± 1/2 ± 1/2 ± 1/2 ± 1/2

At each of these intervals check port closure as outlined in Steps 7 and 8 (nozzle
bleeder screw opening to correspond with element number).

2. If port closure is not exactly as specified 1/2 degree, adjust by selecting proper
spacer for under the barrel flange. If port closure occurs too early, increase spacer
thickness. If too late, reduce spacer thickness.0.05 mm spacer equals 0.2°.

GOVERNOR ADJUSTMENT
1. Insure zero dial indicator setting. Adjust shut-off lever stop screw to 1.5 - 2.0 mm
(.060 - .079") rack position.
2. Add clean engine oil to injection pump sump (one pint). Set feed pump pressure to
2 PSI.

Check Governor Preliminary Cut-Off (Governor

Internal Adjustment)
➢ With control lever assembly in full forward position and hi-idle stop screw removed, rack
position should be 20.0 21.0 mm (.787" .827") as shown on dial indicator prior to start.
Operate calibrating stand at specified RPM and observe rack position. Rack position should
be 8.0 mm (.315") as shown on dial indicator.

If preliminary governor cut-off does not come into effect within specifications,
corrective adjustments inside governor housing are made as follows:

a. Remove seal wire and governor access plug from side of governor housing.
b. Check control rack and governor assembly for binding and correct if needed.
c. Adjust cut-off by increasing or decreasing pre-tension of governor weight springs. Use KDEP
2989 governor spring adjusting wrench on cylindrical nut to make this adjustment.
To raise governor cut-off, pre-tension is increased; to lower governor cut-off, pretension is
decreased. "Cam" nut is self locking but must be turned 1/4 turns to assure its being in
locked position. Preload of governor springs should range from 4 to 10 quarter (1/4) turns
(clicks) from flush on each side. Alter preload range as required.
d. Spring set may be one-half turn out of balance with opposite set if necessary to obtain
desired governor cut-off
e. If specified governor cut-off can not be obtained by adjusting preload, remove adjusting nut,
spring seat and intermediate spring. Add or remove intermediate spring shims on both sides
to achieve specified control rack position and recheck (must end up with same amount of
shims on each side).
f. If specified governor cut-off cannot be obtained by steps c, d or e, recheck "slider to housing"
and "S-plate" basic dimensions.
Check Governor Cut-Off
(Governor External Adjustment)
➢ Install hi-idle stop screw and operate test stand, with control lever assembly in full load
position (fully forward), at specified RPM. Check rack setting on dial indicator and compare
with specifications given on CALIBRATION CHART.

If rack is not positioned within specified limits, make hi-idle adjustments as

follows:
a. Loosen locknut and turn hi-idle stop screw with wrench counterclockwise to
decrease rack dimension, or clockwise to increase rack dimension.
b. Tighten locknut and recheck rack dimension.

Governor Performance at No-Load (Hi-Idle) Check

1. Operate test stand, with control lever assembly positioned as specified, at specified
RPM listed on CALIBRATION CHART and observe rack position. Rack position as
shown on dial indicator should be as specified on Calibration Chart.

2. If specified rack position is unattainable, recheck governor cut-off (internal

adjustment) and governor cut-off (external adjustment) calibrations.

Governor End Regulation Check

➢ Operate test stand at specified RPM with control lever assembly in full load position (fully
forward) and observe rack position. Rack position should be 0.1-1.0 mm (.0039-.039"). If
specified rack position is unattainable, recheck governor cut-off internal adjustment and
governor external adjustment calibrations.

Governor Lo-ldle Regulation Check

➢ Operate test stand at specified RPM with control lever assembly positioned as
specified.
If rack is not within specified limits, make governor adjustments as follows:
a. Remove adjusting nut (count clicks to flush), spring seat and outer spring. Add
or remove outer spring shims to achieve specified control rack position.
b. To increase rack position shims must be added and to decrease rack position
shims must be removed. Add or remove same shim pack on both sides.
c. Install outer spring, spring seat, adjusting nut, preload governor springs to initial
setting from flush position and recheck.
d. If specified rack position still cannot be obtained by steps a, b and c, recheck
"slider to housing" and "S-plate" basic dimensions.
Lo-ldle Back-Up Check
➢ Operate test stand at specified RPM with control lever positioned as specified.

Decrease test stand speed to 100 RPM. Rack position should be 9.0 mm (.354") or
greater as shown on dial indicator.

If rack is not positioned as specified, repeat Steps 3 on. Bring low idle stop screw up to
touch control lever.

Step/No Step Check

➢ Check for continuous rack movement while increasing speed within the range specified on
calibration chart (Step/No Step Check). Rack should not stay in any one position for more
than 25 RPM. If rack is "sticky, " correct.

Adjust Full Load Fuel Setting and Balance Delivery

➢ This is an operating test to assure that the injection pump provides the proper quantity of fuel
at full load setting and at the same time provides a balanced fuel delivery between pumping
elements. Test and adjustment is made as follows:

a. Operate test stand at specified RPM with control lever in full load position (fully forward)
and specified boost pressure, note rack position as shown on dial indicator.

b. If not within specifications remove cover from rear of aneroid. Remove aneroid fuel
adjustment plate. Using KDEP 1047 loosen inner jam nut then adjust outer nut
clockwise to reduce power and fuel or counterclockwise to increase power and fuel.

c. Operate test stand for fuel delivery at specified RPM and boost pressure for 1000
strokes. Read and record flow to each of the six graduates.

If average fuel delivery for all pumping elements and imbalance between individual
pumping elements do not meet specifications, adjust affected elements.

Balanced Delivery Adjustment Procedure

1. If fuel flow of one or more pumping elements are not within specified balance limits
given on CALIBRATION CHART, adjust affected elements as follows:
2. Loosen barrel flange clamping nuts.

3. Adjust barrels by turning clockwise (as viewed from top) to increase delivery,
counterclockwise to decrease delivery.
4. Check balance at low idle RPM. Adjust throttle lever to obtain low idle delivery.

5. Maximum difference between cylinders is

1 cc from average at rated and ± 2 cc from average at low idle.
 Fuel Delivery at Lo-Idle Check
➢ This is an operating test to assure that the injection pump provides the proper quantity
of fuel at lo-idle. Test and adjustment are made as follows:

a. Operate test stand at specified RPM with control lever in lo-idle position (fully
back) for 1000 strokes.
b. Record fuel delivery from elements and compare results with specifications
given on CALIBRATION CHART.
c. Check balanced delivery between pumping elements and compare
imbalance with specifications given on CALIBRATION CHART.
d. Adjust fuel delivery and imbalance.

Check Fuel Delivery at Torque Check Speed

1. This is an operating test to assure proper pump and governor operation. Perform
the test as follows:

a. Operate stand at specified RPM with control lever locked in full load (fully forward)
position for 1000 strokes.

b. Record fuel delivery from elements and check for balanced delivery between
pumping elements and compare with specifications given on CALIBRATION
CHART.

Check Aneroid Controlled Power and Fuel

(Cutback)
1. Check with boost line disconnected. If not within specifications proceed as
follows:
a. Remove cap from rear of aneroid.
b. Using KDEP 1048 turn socket head screw clockwise to increase power and
fuel or counter-clockwise to decrease power and fuel.

Check Low Speed Power and Fuel (Aneroid Controlled)

1. This adjustment is for correct spring preload. If not within specifications on calibration
chart adjust as follows:

a. Remove recessed hex head plug from top of aneroid. Use a screwdriver as a lever
for turning the star wheel.

b. If power or fuel are below specifications engage screwdriver blade with star wheel
pushing screwdriver towards engine. This reduces spring preload, increasing power
and fuel.

c. If power or fuel are above specifications pull engaged screwdriver away from engine,
increasing spring preload and reducing power and fuel.

.
Check Fuel Shut-Off
➢ This adjustment is made to protect pump internal stop and rack from damage. Adjustment is
made by loosening stop bracket against which shutoff lever will strike. Operate shutoff lever
to rear and hold in this position (rack against internal stop). Reposition external stop lever
bracket so that shutoff lever will contact bracket stop screw just before rack would be stopped
by the internal stop. Rack setting (dial indicator reading) with rack against external stop
should be between 1.5 2.0 mm (.059 .079").

Check Start Fuel Cutout

➢ This is an operating test made to assure that control rack will move from start fuel to full load
fuel position at specified pump speed. Adjustment is made by varying the height of the rack
link adjustment screw.

Increase test stand speed slowly from 50 RPM and simultaneously operate control lever
between lo-idle and hi-idle stops until cutoutoccurs and observe test stand speed. Test
stand speed should be between specified RPM. If specified test speed is not obtained,
reposition rack link adjusting screw height as follows:

a. Using 10 mm Allen wrench, remove plug from adjustment access hole in top of governor
housing.
b. Loosen adjusting screw locknut (10 mm).
c. If cutout occurred below specified speed, turn adjusting screw counterclockwise and if
cutout occurred above specified speed turn adjusting screw clockwise.
d. Tighten adjusting screw locknut and repeat test.
Reinstall plug in adjustment access hole

Check Start Fuel Quantity

➢ This is an operating test made to assure that the injection pump provides the proper
quantity of fuel to start the engine. Test is made as follows:

a. Remove dial indicator from injection pump and install rack end cap.
b. Operate test stand at specified RPM with control lever locked in start position (fully
forward) for 1000 strokes.

c. Record fuel delivery from elements and compare with specifications given on
CALIBRATION CHART.

d. If fuel delivery does not meet minimum specifications, remove shim(s) from under
screw head located at the end of control rack. If fuel delivery exceeds maximum
specification, add shim(s) under screw head.

e. Install rack end cap and recheck fuel delivery.

4.) CONCLUSION: