Testing And Adjusting

Usage:

Introduction

NOTE: For Specifications with illustrations, make reference to SPECIFICATIONS for 3204 VEHICULAR ENGINE, Form No. REG01254. If the Specifications in Form REG01254 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 Specification given in the book with the latest date.

Troubleshooting

Troubleshooting can be difficult. The TROUBLESHOOTING INDEX gives a list of possible problems. To make a repair to a problem, make reference to the cause and correction on the pages that follow.

This list of problems, causes, and corrections will only give an indication of where a possible problem can be, and what repairs are needed. Normally, more or other repair work is needed beyond the recommendations in the list.

Remember that a problem is not normally caused only by one part, but by the relation of one part with other parts. This list is only a guide and can not give all possible problems and corrections. The serviceman must find the problem and its source, then make the necessary repairs.

Troubleshooting Index

1. Engine Will Not Turn When Start Switch Is On.

2. Engine Will Not Start.

3. Engine Misfires or Runs Rough.

4. Stall at Low rpm.

5. Sudden Changes In Engine rpm.

6. Not Enough Power.

7. Too Much Vibration.

8. Loud Combustion Noise.

9. Valve Train Noise (Clicking).

10. Oil In Cooling System.

11. Mechanical Noise (Knock) In Engine.

12. Fuel Consumption Too High.

13. Loud Valve Train Noise.

14. Too Much Valve Lash.

15. Valve Rotocoil or Spring Lock is Free.

16. Oil at the Exhaust.

17. Little or No Valve Clearance.

18. Engine Has Early Wear.

19. Coolant In Lubrication Oil.

20. Too Much Black or Gray Smoke.

21. Too Much White or Blue Smoke.

22. Engine Has Low Oil Pressure.

23. Engine Uses Too Much Lubrication Oil.

24. Engine Coolant Is Too Hot.

25. Starter Motor Does Not Turn.

26. Alternator Gives No Charge.

27. Alternator Charge Rate Is Low or Not Regular.

28. Alternator Charge Is Too High.

29. Alterntor Has Noise.

30. Exhaust Temperature Is Too High.

Engine Crankshaft Will Not Turn When Start Switch Is On

Engine Will Not Start

Engine Misfires Or Runs Rough

Stall At Low RPM

Sudden Changes In Engine Speed (rpm)

Not Enough Power

Too Much Vibration

Loud Combustion Noise (Sound)

Valve Train Noise (Clicking)

Oil In Cooling System

Mechanical Noise (Knock) In Engine

Fuel Consumption Too High

Loud Valve Train Noise

Too Much Valve Lash

Valve Rotocoil Or Spring Lock Is Free

Oil At The Exhaust

Little Or No Valve Clearance

Engine Has Early Wear

Coolant In Lubrication Oil

Too Much Black Or Gray Smoke

Too Much White Or Blue Smoke

Engine Has Low Oil Pressure

Engine Uses Too Much Lubrication Oil

Engine Coolant Is Too Hot

Starter Motor Does Not Turn

Alternator Gives No Charge

Alternator Charge Rate Is Low Or Not Regular

Alternator Charge Too High

Alternator Has Noise

Exhaust Temperature Is Too High

Fuel System

Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.

Many times work is done on the fuel system when the problem is really with some other part of the engine. The source of the problem is difficult to find, especially when smoke comes from the exhaust. Smoke that comes from the exhaust can be caused by a bad fuel injection valve, but it can also be caused by one or more of the reasons that follow:

a. Not enough air for good combustion.

b. An overload at high altitude.

c. Oil leakage into combustion chamber.

d. Not enough compression.

e. Fuel injection timing retarded.

Fuel System Inspection

To check for low fuel pressure, remove the fuel pressure switch or the pipe plug from the fuel filter base. Connect the 8M2743 Gauge from the 5P6225 Hydraulic Test Box to the hole where the switch or plug was removed. Run the engine at high idle and check the fuel pressure reading. The fuel pressure must be a minimum of 15 psi (105 kPa).

A problem with the components that send fuel to the engine can cause low fuel pressure. This can decrease engine performance.

1. Check the fuel level in the fuel tank. Look at the cap for the fuel tank to make sure the vent is not filled with dirt.

2. Check the fuel lines for fuel leakage. Be sure the fuel supply line does not have a restriction or a bad bend.

3. Install a new fuel filter. Clean the primary fuel filter.

4. Remove any air that may be in the fuel system. Use the priming pump to push the air through the return line to the fuel tank.

To remove air from the fuel injection lines, loosen the fuel line nuts 1/2 turn. Move the governor lever to the low idle position. Crank engine with the starter motor until fuel without air comes from the fuel line connections. Tighten the fuel line nuts.

Checking Engine Cylinders Separately

An easy check can be made to find the cylinder that runs rough (misfires) and causes black smoke to come out of the exhaust pipe.

Run the engine at the speed that is the roughest. Loosen the fuel line nut at a fuel injection pump. This will stop the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is found that makes no difference in engine performance. Be sure to tighten each fuel line nut after the test before the next fuel line nut is loosened. Check each cylinder by this method. When a cylinder is found where the loosened fuel line nut does not make a difference in engine performance, test the injection pump and fuel injection nozzle for that cylinder.

Temperature of an exhaust manifold port, when a engine runs at low idle speed, can also be an indication of the condition of a fuel injection nozzle. Low temperature at an exhaust manifold port is an indication of no fuel to the cylinder. This can possibly be an indication of a nozzle with a defect. Extra high temperature at an exhaust manifold port can be an indication of too much fuel to the cylinder, also caused by a nozzle with a defect.

The most common defects found with the fuel injection nozzles are:

1. Carbon on tip of the nozzle or in the nozzle orifice.

2. Orifice wear.

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NOTICE

Do not test nozzles unless you have the correct service tools.

Testing Fuel Injection Nozzles

^*5P4150 Nozzle Testing Group.5P4244 Adapter.8S2270 Fuel Collector.FT1384 Extension.8S2245 Cleaning Tool Group.

8S2258 Brass Wire Brush.6V4979 Carbon Seal Installation Tool. 1F1153 Needle Nose Pliers.5P4721 Tube Assembly.7/64" Hex Wrench.

^*Special Instruction Form No. SEHS7292.

5P4150 NOZZLE TESTING GROUP
1. Nozzle assembly. A. 5P4244 Adapter. B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). C. 5P4721 Tube Assembly. D. 2P2324 Gauge, 0 to 5000 psi (0 to 34500 kPa). E. Gauge protector valve for 2P2324 Gauge. F. FT1384 Extension. G. Gauge protector valve for 5P4146 Gauge. H. On-off valve. J. 8S2270 Fuel Collector. K. Pump isolator valve.

EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).

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NOTICE

Be sure to use clean SAEJ967 Calibration Fluid when tests are made. Dirty test fluid will damage components of fuel injection nozzles. The temperature of the test fluid must be 65 to 75°F (18 to 24°C) for good test results.

Order calibration fluid by part number, in the quantities needed, according to the information that follows:

6V6068 Calibration Fluid,5 U.S. gal. (18.9 liter).6V6067 Calibration Fluid,55 U.S. gal. (208.2 liter).

The fuel injection nozzle can not be disassembled for cleaning or adjustment. Do the tests that follow to determine if the nozzle performance is acceptable.

I. Valve Opening Pressure Test.

II. Flush the Nozzle.

III. Tip Leakage Test.

IV. Orifice Restriction Test.

V. Bleedscrew Leakage Test.

Nozzle Preparation for Test

Before fuel injection nozzle (1) can be tested, all loose carbon around the tip of the nozzle must be removed with the 8S2258 Brass Wire Brush (M).

REMOVING CARBON DAM
1. Fuel injection nozzle. 2. Carbon dam. 3. Seal. Remove carbon dam (2) with needle nose pliers and remove seal (3) from the nozzle.

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NOTICE

Do not use a steel brush or a wire wheel to clean the nozzle body or the nozzle tip. Use of these tools can cause a small reduction of orifice size, and this will cause a large reduction in engine horsepower. To much use of the 8S2258 Brass Wire Brush will also remove the coating that is on the nozzle for protection.

8S2245 CLEANING KIT
M. 8S2258 Brass Wire Brush. N. 6V4979 Carbon Seal Tool. P. 8S2250 Nozzle Holding Tool.

Clean the groove for carbon seal dam (2) and the body of the nozzle below the groove with the 8S2258 Brass Wire Brush (M). Remove the carbon, but be sure not to use the brush enough to cause damage to the body of the nozzle.

NOTE: A change in color in the area below the groove is normal and does not effect the body of the nozzle.

FUEL INJECTION NOZZLE
4. Bleed screw and seal.

Remove bleed screw and seal (4) from the nozzle.

NOTE: The bleed screw and seal must be removed for all tests except test V; Bleed Screw Leakage Test.

I. Valve Opening Pressure Test (VOP)

1. Install 5P4721 Tube Assembly (C) to the tester.

2. Install the fuel injection nozzle with 5P4244 Adapter (A) on tube assembly (C). Be sure the nozzle tip is down and extends into FT1384 Extension (F) and 8S2270 Fuel Collector (J).

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When fuel injection nozzles are tested, be sure to wear eye protection. Fuel comes from the orifices in the nozzle tip with high pressure. The fuel can pierce (go thru) the skin and cause serious injury to the operator. Keep the tip of the nozzle pointed away from the operator and into the 8S2270 Fuel Collector and FT1384 Extension.

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NOTICE

Put a shop towel around the upper part of the nozzle to take in any fuel leakage.

3. Close on-off valve (H). Open pump isolator valve (K).

NOZZLE READY FOR TEST
E. Gauge protector valve. H. On-off valve. K. Pump isolator valve.

4. Open gauge protector valve (E). Operate the pump to make a slow increase in pressure until the valve in the fuel injection nozzle just starts to open. Read the maximum gauge pressure at the instant fluid flows from the tip.

NOTE: It is possible for the pressure reading of the gauge to go down fast if the valve makes a noise (chatters) when it opens. It is also possible for the pressure reading of the gauge to be almost constant when the valve in the fuel injection nozzle opens.

NOTE: The valve in the fuel injection nozzle can be good and still not make a noise (chatter), or not have a very fine vapor (spray) from the orifices in the tip of the fuel injection nozzle during Step 4.

If the opening pressure is not within specifications, do not use the fuel injection nozzle again.

II. Flush the Nozzle

1. Close gauge protector valve (E). Close on-off valve (H). Open pump isolator valve (G).

NOTE: Make sure nozzle extends inside and below the top of FT1384 Extension (F).

2. Operate the pump rapidly for three full strokes.

III. Tip Leakage Test

1. Remove all fuel from the nozzle tip and body with a clean cloth.

2. Put a clean cloth around the body of the nozzle to take in any leakage from the bleed screw hole and prevent any fuel leakage to drain down to the tip of the nozzle.

NOZZLE READY FOR TEST
E. Gauge protector valve. H. On-off valve. K. Pump isolator valve.

3. Open gauge protector valve (E). Close on-off valve (H). Open pump isolator valve (K).

4. Make and hold for 15 seconds a pressure of 200 psi (1380 kPa) less than the opening pressure measured in VOP Test I and make a note of the number of drops that fall.

5. If the nozzle is not within specifications, DO NOT USE THE NOZZLE.

IV. Orifice Restriction Test

1. Close gauge protector valve (E) and on-off valve (H). Open pump isolator valve (K).

2. Point the tip of the fuel injection nozzle into the 8S2270 Fuel Collector and FT1384 Extension.

3. Make a slow increase in pressure and look at the orifice discharge pattern (shape of discharge) when fluid begins to flow thorugh the fuel injection nozzle. The discharge must be the same through all four orifices. Any change either vertically or horizontally, is an indication of a bad nozzle.

GOOD NOZZLE (USE AGAIN)

TYPICAL DISCHARGE PATTERN FOR ORIFICE WITH A RESTRICTION (REPLACEMENT NECESSARY)

TYPICAL DISCHARGE PATTERN WITH HORIZONTAL DISTORTION (REPLACEMENT NECESSARY)

TYPICAL DISCHARGE PATTERN WITH VERTICAL DISTORTION (REPLACEMENT NECESSARY)

V. Bleed Screw Leakage Test

1. Install bleed screw and seal (4) in fuel injection nozzle. Tighten the bleed screw to a torque of 16 ± 2 lb. in. (1.8 ± 0.2 N·m).

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NOTICE

Do not tighten the bleed screw more than the torque shown. The bleed screw or seal can be damaged.

2. Put the tip of the fuel injection nozzle down inside the 8S2270 Fuel Collector and FT1384 Extension.

3. Close on-off valve (H). Open gauge protector valve (E) and pump isolator valve (K).

4. Pump the tester until fuel injection nozzle is full of fluid and the pressure on the gauge is 4000 psi (27500 kPa).

NOTE: 15 or 20 strokes of the pump can be necessary for the pressure to get to 4000 psi (27500 kPa).

5. If there is leakage, replace the 8N4174 Seal. Inspect the washer face of the bolt for damage, replace if needed. Test the nozzle again. If there is still leakage, the fuel injection nozzle must be replaced.

6. If no fuel leakage is found, the fuel injection nozzle is acceptable. Put a new seal (3) on the nozzle. Install a new carbon dam (2) in nozzle groove with 6V4979 Carbon Seal Tool (N).

INSTALLING CARBON DAM
2. Carbon dam. 3. Seal. N. 6V4979 Carbon Seal Tool.

Fuel Injection Lines

Fuel from the fuel injection pumps goes to the fuel injection nozzles through the fuel injection lines.

When fuel injection lines are disconnected or removed, always put caps or plugs on the ends to keep dirt out of the lines. When fuel injection lines are installed, be sure all clamps and dampers are installed in their original location.

The nuts that hold a fuel injection line to an injection nozzle and injection pump must be tightened to the correct torque. If the nut is loose, fuel will leak from the connection. If the nut is tightened too tight, the inside diameter of the line will become smaller and cause a restriction to the flow of fuel in the line. Use a torque wrench and a 5P144 Fuel Line Socket to tighten the fuel injection line nuts to 30 ± 5 lb. ft. (40 ± 7 N·m).

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Fuel injection lines which are bent, damaged or rubbing can leak and cause a fire. Replace any lines which have damage or leaks that can not be corrected when tightened to the correct torque.

Checking The Plunger And Lifter Of An Injection Pump

NOTE: There are no different size spacers available to adjust the timing dimension of the fuel injection pumps. If the pump plunger or the lifter is worn, they must be replaced. Because there is no adjustment to the timing dimension possible, there is NO OFF ENGINE LIFTER SETTING PROCEDURE.

When there is too much wear on the fuel injection pump plunger, the lifter may also be worn and there will not be good contact between the two parts. To stop fast wear on the end of a new plunger, install new lifters in the place of the lifters that have wear.

WEAR BETWEEN LIFTER AND PLUNGER
Fig. A. Illustrates the contact surfaces of a new pump plunger and a new lifter. In Fig. B the pump plunger and lifter have worn considerably. Fig. C shows how the flat end of a new plunger makes poor contact with a worn lifter, resulting in rapid wear to both parts.

An injection pump can have a good fuel flow coming from it but not be a good pump because of slow timing that is caused by wear on the bottom end of the plunger. When making a test on a pump that has been used for a long time, use a micrometer and measure the length of the plunger. If the length of the plunger is shorter than the minimum length (worn) dimension given in the chart, install a new pump.

Look for wear at the top part of the plunger. Check the operation of the plunger according to the instructions for the Fuel Injection Test Bench.

Removal And Installation Of Fuel Injection Pumps

8S4613 Wrench.8S2244 Extractor6V4186 Timing Pin.

Removal of Fuel Injection Pumps

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NOTICE

Before any parts are removed from the fuel injection pump housing, thoroughly clean all dirt from the housing. Dirt that gets inside the pump housing will cause much damage.

NOTE: The fuel rack must be in the center position before the fuel injection pumps can be removed.

1. Remove fuel filter base (1) and the fuel line from the fuel filter base to the fuel transfer pump.

2. Remove bolts (2) and timing pin cover (3) from the fuel injection pump housing.

FUEL INJECTION PUMP HOUSING
1. Fuel filter base.

FUEL INJECTION PUMP HOUSING
2. Bolts. 3. Timing pin cover.

3. Move the governor lever to the FUEL OFF position and install timing pin (4) in the rack centering hole as shown.

4. With the timing pin in position, move the governor lever to the high idle position. The fuel rack will move until the edge of the groove in the rack makes contact with the timing pin. The fuel rack is now in the center position. Fasten the governor lever in the HIGH IDLE position.

TIMING PIN INSTALLED
4. Timing pin.

5. Remove the fuel injection line from the fuel injection pump.

6. Put the 8S4613 Wrench into spline of bushing that holds the fuel injection pump in the housing. Remove the bushing.

7. Install 8S2244 Extractor (5) on the threads of the injection pump. Carefully pull the pump straight up out of the bore.

Be careful when an injection pump is disassembled. Do not damage the surface on the plunger. The plunger and barrel are made as a set. Do not put the plunger of one pump in the barrel of another pump. If one part is worn, install a complete new pump assembly. Be careful when the plunger is put into the bore of the barrel. When injection pumps and spacers are removed from the fuel injection pump housing, keep the parts together so they can be installed in the same location in the housing.

Installation of Fuel Injection Pumps

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NOTICE

The fuel rack MUST BE IN THE CENTER POSITION before the correct installation of an injection pump is possible.

1. Put the fuel rack in the center position. Make reference to Removal of Fuel Injection Pumps.

2. Put the 8S2244 Extractor on the threads of the fuel injection pump.

3. Make sure the lifter for the pump to be installed is at the bottom of its travel.

4. Put the groove of barrel (6) in alignment with the middle (fourth) tooth of gear segment (7).

5. Look into the bore for the fuel injection pump and locate both dowels. There is a dowel in the lifter and a dowel in the opposite side of the bore in the fuel injection pump housing. Put the groove in the pump barrel in alignment with the large dowel in the pump housing and put the slot (groove) on the opposite side of the gear teeth on the sector gear in alignment with the small dowel in the lifter. Install the fuel injection pump straight down into the bore.

6. Push down on extractor (5) (hand force only) and install O-ring and bushing that holds the injection pump in the pump housing. If the pump is in the correct position, the bushing will turn into the threads of the fuel injection housing with the fingers until it is even with the top of the housing. When the bushing is installed correctly, tighten the bushing to 120 ± 10 lb. ft. (160 ± 14 N·m).

FUEL PUMP INSTALLATION
5. 8S2244 Extractor. 6. Groove of barrel. 7. Fourth tooth of gear segment.

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NOTICE

The bushing must be tightened to the correct torque. Damage to the housing will be the result if the bushing is too tight. If the bushing is not tight enough, the pump will have leakage.

7. Install the fuel injection line to the pump and tighten to 30 ± 5 lb. ft. (40 ± 7 N·m).

8. Remove timing pin (4) and install timing pin cover (3).

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NOTICE

If one or more of the fuel injection pumps have been installed wrong, it is possible for the engine to run out of control when started. When any of the fuel injection pumps have been removed and installed, take the precautions (steps) that follow to stop the engine if it starts to overspeed (run out of control).

a. Remove the air cleaner.

b. Set the governor at low idle.

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Be careful when plate is put against air inlet opening. Due to excessive suction, the plate can be pulled quickly against air inlet opening. To avoid crushed fingers, do not put fingers between plate and air inlet opening.

STOPPING THE ENGINE (TYPICAL EXAMPLE)

c. Start the engine, and if engine starts to overspeed (run out of control) put a steel plate over the air inlet to stop the engine.

Finding Top Center Compression Position For No. 1 Piston

5P7307 Engine Turning Tool Group.3/8-16 NC Bolt.

No. 1 piston at top center (TC) on the compression stroke is the starting point for all timing procedures.

1. Remove the valve cover.

2. Remove plug (1).

NOTE: The engine is seen from the flywheel end when direction of crankshaft rotation is given.

3. Remove the starter motor and install 5P7307 Engine Turning Tool Group.

4. Turn the flywheel clockwise approximately 60°.

LOCATION OF PLUG
1. Plug.

5. Now turn the flywheel counterclockwise until a 3/8" 16 NC bolt (2) can be put through hole (3) and installed in the timing bolt hole in the flywheel.

6. Look at the valves for No. 1 cylinder (the two valves at the front of the engine). The intake valve and exhaust valve for No. 1 cylinder must be closed. If they are closed, you will be able to move both rocker arms up and down by hand.

7. If the intake valve and exhaust valve for No. 1 cylinder are not closed, remove bolt (2). Turn the crankshaft counterclockwise 360° and install bolt (2). Both valves are now closed. This is top center (TC) compression position for No. 1 piston.

INSTALLING BOLT
2. Bolt. 3. Hole.

NOTE: If the flywheel bolt hole is turned beyond hole (3) and bolt (2) can not be installed, turn the flywheel clockwise approximately 60°. Then, turn it counterclockwise until bolt (2) can be installed. The reason for this step is to be sure the play is removed from the timing gears when the engine is put on top center.

Checking Engine Timing With 6V3100 Diesel Engine Timing Indicator Group

6V3100 Diesel Engine Timing Indicator Group.

Special Instruction Form No. SEHS7742 is with the tool group and gives instructions for the test procedure.

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NOTICE

The engine must be stopped while the timing indicator is being connected.

6V3100 DIESEL ENGINE TIMING INDICATOR GROUP
1. Engine timing indicator. 2. TDC magnetic transducer. 3. Pipe adapter. 4. Injection transducer. 5. 5P7437 Adapter. 6. 5P7435 Tee Adapter. 7. 5P7436 Adapter.

1. Make reference to Operation Instructions inside the lid of the 6V3100 Diesel Engine Timing Indicator Group for complete instructions and calibration.

2. Loosen all fuel line clamps that hold No. 1 fuel injection line and disconnect fuel injection line (8) for No. 1 cylinder at the fuel injection pump. Slide the nut up and out of the way. Put 5P7436 Adapter (7) in its place and turn adapter (7) onto the fuel pump bonnet until the top of the bonnet threads are approximately even with the bottom of the "window" in the adapter.

3. Put the 5P7435 Tee Adapter (6) on the Injection transducer (4) and put the end of the 5P7435 Tee Adapter (6) in the "window" of the 5P7436 Adapter (7).

4. Put fuel injection line (8) on top of 5P7435 Tee Adapter (6). Install 5P7437 Adapter (5) and tighten to 30 lb. ft. (40 N·m).

TRANSDUCER IN POSITION (TYPICAL EXAMPLE)
4. Injection transducer. 8. Fuel injection line for No. 1 cylinder.

5. Remove the plug from the flywheel housing. Install pipe adapter (3) into the hole the plug was removed from. Tighten only a small amount.

6. Push the TDC magnetic transducer (2) into the pipe adapter (3) until it makes contact with the flywheel. Pull it back out 1.6 mm (.06 in.) and lightly tighten the knurled locknut.

7. Connect the cables from the transducers to the Engine Timing Indicator. Make a calibration check of the indicator. For calibration procedure, make reference to Special Instruction Form No. SEHS7742.

8. Start the engine. Get the engine to operating temperature. With the engine at low idle, check engine timing. Increase engine speed and check timing at 2100 rpm.

TRANSDUCER IN POSITION
2. TDC magnetic transducer.

The TIMING CHART gives the acceptable dynamic (engine in motion) timing range as read on the Timing Indicator Group. The TIMING CHART is for the 3204 Engine with 21 ± 1° static (engine stopped) timing.

If the engine timing is not correct, make reference to CHECKING TIMING BY TIMING PIN METHOD for the procedure to change engine timing.

Checking Timing By Fuel Flow Method

1P540 Flow Checking Tool Group5P6524 Engine Timing Indicator Group

9S215 Dial Indicator3S3268 Contact Point, .25 in. (6.4 mm) long5P7266 Adapter3P1565 Collet 8S2296 Rod, 5.25 in. (133.4 mm) long6V2023 Flow Checking Adapter

The distance of piston (7) from top center when inlet port (6) just closes can be determined by the use of the procedure that follows. Use the chart to find the conversion of dial indicator reading to crankshaft degrees.

MEASUREMENT OF PISTON TRAVEL
1. 3P1565 Collet Clamp. 2. 9S215 Dial Indicator and 3S3268 Contact Point. 3. 5P7266 Adapter. 4. 8S2296 Rod, 133.4 mm (5.25 in.) long. 5. Cylinder head. 6. Inlet port. 7. Piston.

NOTE: The fuel system timing has a tolerance of ± 1°.

NOTE: When reference is made to crankshaft rotation, the engine is seen from the flywheel end.

1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to FINDING TOP CENTER COMPRESSION POSITION FOR NO. 1 PISTON.

2. Remove the timing bolt from the flywheel.

3. Remove No. 1 fuel injection line and nozzle.

4. Put a small amount of clean oil on 8S2296 Rod (4) and put the rod in 5P7266 Adapter (3).

5. Put adapter (3) in same hole that No. 1 fuel nozzle was removed from. Fasten adapter (3) to head with bolt and spacer from fuel nozzle.

6. Install 3P1565 Collet Clamp (1) in the top of adapter (3).

7. Install 3S3268 Contact Point on 9S215 Dial Indicator (2) and put indicator (2) in adapter (3) thru collet (1).

8. Position the dial indicator (up or down) so small pointer is on "0" (zero) and tighten collet (1).

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NOTICE

Do not tighten collet too much or damage to the dial indicator can result.

9. Loosen the screw that locks the dial face. Move the dial face until the larger pointer is on "0" (zero) and tighten the lockscrew.

10. Turn the crankshaft a minimum of 45 degrees in a clockwise direction. Slowly turn the crankshaft in a counterclockwise direction until a maximum reading is seen on the dial indicator. Adjust the indicator up or down in the collet until the revolution counter is at +.300 in. (Black Numbers). Tighten the collet to hold the indicator in this position. Loosen the bezel lock and turn the bezel until the zero on the face of the dial is in alignment with the hand. Tighten the bezel lock.

11. Slowly turn the crankshaft in a counterclockwise direction until the dial indicator moves beyond .020 in. Now turn the crankshaft in the opposite direction until the dial indicator is at .020 in.

12. Make a pointer from a piece of wire and install on a bolt near the front pulley. Make a temporary mark on the front pulley in relation to the pointer.

13. Turn the crankshaft in a clockwise direction beyond the maximum indicator reading and beyond .020 in. Now turn the crankshaft in a counterclockwise direction until the dial indicator is .020 in.

14. Make a second temporary mark on the front pulley in relation to the pointer. Now make a mark on the front pulley that is one-half the distance between the two temporary marks. This mark is the point of most accuracy for top center No. 1 piston.

15. Turn the crankshaft in a clockwise direction approximately 45 degrees and then turn the crankshaft in a counterclockwise direction to the top center mark that was made in Step 14. If needed, adjust the dial indicator as in Step 10.

16. Turn the crankshaft in a clockwise direction approximately 45 degrees.

6V2023 FLOW CHECKING ADAPTER GROUP
8. Tube. 9. Connector assembly. 10. Fitting. 11. Sealing washer. 12. Adapter. 13. Locknut. 14. Pin. 15. Nut.

17. Install 6V2023 Flow Checking Adapter Group on No. 1 fuel injection pump. Use the procedure that follows to install the group.

a. Turn fitting (10) out of adapter (12) until .20 in. (5.0 mm) of pin (14) can be seen.

b. Put 6V2023 Flow Checking Adapter Group on No. 1 fuel injection pump and tighten nut (15) to 30 lb. ft. (40 N·m).

c. Turn fitting (10) into adapter (12) until pin (14) just makes contact with the reverse flow check valve in the fuel injection pump bonnet. This is the point of first resistance.

d. Turn the fitting into the adapter an additional 1/4 turn.

e. Move sealing washer (11) against the adapter. Tighten locknut (13) finger tight against sealing washer (11).

f. Tighten tube (8) to connector assembly (9) so that the end of tube (8) is in a position above horizontal and higher than the end on the connector assembly.

18. Disconnect the fuel line at the fuel filter. Use an adapter to connect 5J4634 Hose Assembly (18) to the fuel filter base.

19. Disconnect the fuel return line from the constant bleed valve. Put cap (16) on the constant bleed valve.

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If shop air is used, set the tank regulator to the minimum psi (kPa) setting. If air pressure is too high, fittings and hoses can be blown off or the tank can explode causing personal injury. Do not exceed 60 psi (415 kPa) air pressure in the tank.

20. Put 1 gal. (4 liters) of clean fuel in the tank assembly. Move the governor lever to full fuel-on position. Put 15 psi (105 kPa) of air pressure in the tank. Use the hand pump or shop air.

FLOW CHECKING ADAPTER GROUP INSTALLED (TYPICAL EXAMPLE)

CONSTANT BLEED VALVE (TYPICAL EXAMPLE)
16. Cap.

21. Put pan (17) under the end of tube (8) for the fuel that comes out of the tube.

22. Turn the crankshaft, slow, in a counterclockwise direction. Do this until the flow of fuel from the end of tube assembly (8) is 6 to 12 drops per minute.

23. Stop rotation of the crankshaft when the flow of fuel is 6 to 12 drops per minute. Take a reading of the measurement on dial indicator (3).

24. To check for correct timing of the fuel system, make a comparison of the reading on the dial indicator (3) with the correct measurement in the chart. Timing must be set within ± 1° of correct timing angle.

FUEL FLOW CHECK OF TIMING (TYPICAL EXAMPLE)
8. Tube. 17. Pan. 18. 5J4634 Hose Assembly.

NOTE: If the timing of the fuel system is more than 1° different than the correct timing angle given in the chart, make reference to INJECTION TIMING ADJUSTMENT (ON ENGINE).

Checking Timing By Timing Pin Method

6V4186 Timing Pin.FT1538 Fuel Pump Timing Gear PullerFT1823 Modified 15/16" Hex Socket5P8676 Extension

1. Put No. 1 piston at top center on the compression stroke. Make reference to LOCATING TOP CENTER COMPRESSION POSITION FOR NO. 1 PISTON. Remove the timing bolt and rotate the crankshaft clockwise 30°.

2. Remove fuel filter base (1) and the fuel line from the fuel filter base to the fuel transfer pump.

3. Remove bolts (2) and timing pin cover (3) from the fuel injection pump housing.

FUEL INJECTION PUMP HOUSING
1. Fuel filter base.

4. Install 6V4186 Timing Pin (4) in the fuel injection pump housing as shown. Slowly rotate the crankshaft counterclockwise until timing pin (4) goes into the groove in the fuel pump camshaft.

5. Put the timing bolt in the timing hole in the flywheel housing. If the bolt can be installed in the timing hole in the flywheel, the timing of the fuel injection pump is correct.

TIMING PIN COVER
2. Bolt. 3. Timing pin cover.

6. If the timing bolt does not go into the timing hole in the flywheel, the timing is not correct. Do the steps that follow to adjust the fuel injection pump timing.

7. Remove plug (5) from the front cover.

TIMING PIN INSTALLED
4. 6V4186 Timing Pin.

FRONT COVER
5. Plug.

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NOTICE

The tooling must be installed in the position shown so the locks will not damage the water passage in the timing gear cover.

8. Install assembled tooling in the timing gear housing and tighten the locks to hold the tooling in place.

PULLER TOOLING ASSEMBLED
6. FT1823 Socket. 7. FT1538 Fuel Pump Timing Gear Puller. 8. 5P8676 Extension.

PULLER TOOLING INSTALLED

9. Turn the extension counterclockwise to loosen the bolt in the timing gear. As the bolt is loosened it will push against the assembled tooling and push the shaft of the pump drive through the timing gear to loosen the timing gear on the shaft.

10. Turn the flywheel clockwise, as seen from the flywheel end, at least 30° beyond the point where the 3/8"-16 NC bolt can be installed.

11. Tighten the bolt that holds the fuel pump drive gear finger tight. Turn the flywheel counterclockwise, as seen from the flywheel end, until the 3/8"-16 NC bolt can be installed in the flywheel.

12. Tighten the bolt that holds the fuel pump drive gear to 108 ± 5 lb. ft. (149 ± 7 N·m).

13. Remove the pin and bolt. Turn the flywheel two complete revolutions counterclockwise, as seen from the flywheel end. If the bolt and pin can be installed, the on engine timing is correct.

14. If the bolt and pin can not be installed, do steps 8 through 13 again.

Fuel Setting Procedure

6V4186 Timing Pin.6V2106 Rack Adjustment Tool Group.6V7941 Compressor, Overfueling Spring.6V2031 Rack Position Indicator Group.

9S229 Contact Point, .38 in. (9.7 mm) long.5P4814 Collet.6V3075 Dial Indicator. 8S4627 Circuit Tester.

The static fuel setting can be done with the fuel injection pump and governor on or off the engine.

1. Remove the fuel filter and base from the fuel injection pump housing. Remove cover (1) from the side of the fuel injection pump housing.

FUEL INJECTION PUMP AND GOVERNOR
1. Cover.

2. Install 5P4814 Collet (2) on 6V2014 Bracket Assembly (3).

BRACKET ASSEMBLY INSTALLED
2. 5P4814 Collet. 3. Bracket assembly.

3. Install the bracket assembly on the fuel pump housing. Lever (5) on the bracket assembly must be in slot (4) on the fuel rack. Push up on the bracket assembly while the bolts are tightened.

After the bracket assembly is tightened to the pump housing, shaft (6) must have axial (in and out) movement. If there is no axial movement of shaft (6), check to be sure lever (5) is in the slot on the fuel rack and that the bracket assembly is installed correctly. Check to make sure that lever (5) is not bent. Lever (5) must be perpendicular (at right angle) to the mounting face of the bracket assembly.

4. Put 9S229 Contact Point, .38 in. (9.7 mm) long on 6V3075 Dial Indicator (7) and install dial indicator in collet (2).

COVER REMOVED
4. Slot on fuel rack.

BRACKET ASSEMBLY
5. Lever. 6. Shaft.

DIAL INDICATOR INSTALLED
7. 6V3075 Dial Indicator.

5. Remove plug (8) from the rear of the governor housing.

6. Move the governor control lever to the FUEL OFF position (rotate governor shaft clockwise).

REAR OF GOVERNOR HOUSING
8. Plug.

TIMING PIN INSTALLED
9. 6V4186 Timing Pin.

7. Install 6V4186 Timing Pin (9) in the hole in the bracket assembly. Push timing pin in until contact is made with the fuel rack. Hold the timing pin gently against the fuel rack for Steps 8 and 9. If too much force is used to hold the timing pin the fuel rack can stick and cause an incorrect zero reading.

8. Hold the governor control lever in the HIGH IDLE position (rotate governor shaft counterclockwise).

9. Insert 6V7942 Hook (10) into the hole that plug (8) was removed from. Engage the end of hook (10) with collar (11) and pull toward the rear of the governor housing until the collar stops moving. This will make sure the fuel rack stops against the timing pin. This is the rack zero position.

10. With the hook still pulled toward the rear of the governor, loosen collet (2) and adjust the revolution counter on the dial indicator to zero. Tighten the collet just enough to hold the indicator in this position. Move the dial of the indicator to get alignment of the pointer and zero.

6V7942 HOOK IN USE
10. 6V7942 Hook.

CUTAWAY VIEW OF GOVERNOR
10. Hook. 11. Collar.

6V7941 COMPRESSOR ASSEMBLY
12. Rod. 13. Knob.

11. Remove timing pin (9).

12. Turn rod (12) out of 6V7941 Compressor Assembly (14) until knob (13) is 1.0 in. (25.4 mm) from the compressor body. Install 6V7941 Compressor Assembly (14) in the hole plug (8) was removed from.

NOTE: The 6V7941 Compressor Assembly is used to compress the overfueling spring. The overfueling spring must be compressed to get an accurate fuel setting measurement.

COMPRESSOR ASSEMBLY INSTALLED
14. 6V7941 Compressor Assembly.

NOTE: The procedure to check the fuel setting is different than the procedure to adjust the fuel settings. Follow Steps 13 through 17 to check the fuel settings. Follow Steps 18 through 23 to adjust the fuel settings.

13. Fasten the clip end of 8S4627 Circuit Tester (15) to rack contact screw (16) and put the other end to a good electrical ground.

CHECKING STATIC FUEL SETTING
15. 8S4627 Circuit Tester. 16. Rack contact screw. 17. Adjustment screw cover.

14. Hold the governor control lever in the FUEL ON position (rotate lever fully counterclockwise).

15. Turn rod (12) of compressor assembly (14) in (clockwise) until the light in circuit tester (15) goes off and the dial indicator hands move an additional 2 mm in the negative (-) direction after the light goes out.

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NOTICE

DO NOT turn the rod any further in if the rod begins to tighten. Damage to the governor can occur if the rod is turned in further.

16. Slowly turn rod (12) out (counterclockwise) until the circuit tester light just comes on. This is the static fuel setting. See the FUEL SETTING AND RELATED INFORMATION FICHE for the correct static fuel setting.

NOTE: When the rod is turned out, there will be a small initial movement of the dial indicator hands, then, they will stop moving while the rod is turned out for approximately another 11/2 turns. Now the indicator hands will begin to move again and will follow the turning of the rod until the setting is reached. It is important that the rod be turned slowly so that the rack can follow the governor components.

17. Continue to turn the rod out until the indicator hand stops moving. Then turn the rod out two additional turns. The reading on the indicator is the torque rise static setting. See the FUEL SETTING AND RELATED INFORMATION FICHE for the correct static torque rise setting.

18. If the fuel setting or the torque rise setting is not correct, remove adjustment screw cover (17) from the rear of the governor housing.

ADJUSTMENT SCREW COVER REMOVED
18. Torque rise adjustment screw. 19. Fuel setting screw.

19. Determine how much the settings will have to be changed (see examples). Use the chart that follows to determine how far the adjusting screws must be turned.

Example #1

Since "desired setting" is higher than "actual reading," turn adjusting screw out (counterclockwise) approximately 1/4 turn. Recheck the new setting and readjust if necessary.

Example #2

Since "desired setting" is lower than "actual reading," turn adjusting screw in (clockwise) approximately 11/8 turn. Recheck the new setting and readjust if necessary.

Example #3

Negative numbers work differently than positive numbers. If one number (-1.25) has a larger digital value than another one (-1.05), the first number (-1.25) is actually less than the other one. Therefore, in this example the "desired setting" is lower than the "actual reading." Turn the adjusting screw in (clockwise) approximately 1/4 turn. Recheck the new setting and readjust if necessary.

Example #4

The "desired setting" is higher than the "actual reading." Turn the adjusting screw out (counterclockwise) approximately 11/8 turns. Recheck the new setting and readjust if necessary.

Example #5

The "desired setting" is lower than the "actual reading." Turn the adjusting screw in approximately 27/8 turns.

Example #6

The "desired setting" is higher than the "actual reading." Turn the adjusting screw out approximately 27/8 turns.

20. If both settings are to be increased, turn torque rise adjustment screw (18) out (counterclockwise) the same number of turns as fuel setting adjustment screw (19) is going to be changed. If the static fuel setting is going to be decreased, it is not necessary to change the torque rise setting at this time.

21. Use 6V2106 Rack Adjustment Tool Group (20) to loosen the locknuts for adjustment screws and to turn the adjustment screws.

ADJUSTING FUEL SETTING
20. 6V2106 Rack Adjustment Tool Group.

22. Adjust the fuel setting screw the number of turns determined in Step 19. Always recheck the setting after each adjustment and adjust again if needed.

23. After the static fuel setting is correct, adjust the torque rise adjustment screw the number of turns determined in Step 19. Always recheck the setting after each adjustment and adjust again if needed.

Engine Speed Measurement

6V3121 Multitach Group or6V4950 Injection Line Speed Pickup Group

6V3121 MULTITACH GROUP
1. Carrying case. 2. Power cable. 3. Tachometer generator. 4. Tachometer drive group. 5. Multitach.

The 6V3121 Multitach Group can measure engine speed from a tachometer drive on the engine. It also has the ability to measure engine speed from visual engine parts in rotation.

6V4950 INJECTION LINE SPEED PICKUP GROUP
6. 6V6144 Pickup. 7. 6V6113 Amplifier.

Special Instruction Form No. SEHS7807 is with the 6V3121 Multitach Group and gives instructions for the test procedure.

The 6V4950 Injection Line Speed Pickup Group is another diagnostic tool accessory that can be used with the 6V2100 Multitach. It can be used on all Caterpillar Diesel Engines equipped with .25 in. (6 mm) single wall fuel injection lines. With this pickup group, engine speed can be measured quickly, automatically, and with an accuracy of ± 1 rpm.

Special Instruction Form No. SEHS8029 is with the group and gives instructions for use of the 6V4950 Injection Line Speed Pickup Group.

Governor Adjustments

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NOTICE

A mechanic with training in governor adjustments is the only one to make the adjustment to the set point rpm.

Engine rpm must be checked with an accurate tachometer. Make reference to ENGINE SPEED MEASUREMENT.

Low Idle Adjustment

NOTE: The correct LOW IDLE rpm is given in the FUEL SETTING AND RELATED INFORMATION FICHE.

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To help prevent an accident caused by parts in rotation, work carefully around an engine that has been started.

Start the engine and run until the temperature of normal operation is reached. Check low idle rpm with no load on the engine. If an adjustment is necessary, use the procedure that follows:

1. To adjust the LOW IDLE rpm, start the engine and run with the governor in the low idle position. Loosen the locknut for low idle screw (2). Turn the low idle screw to get the correct low idle rpm. Increase engine speed and return to low idle and check low idle speed again. Tighten the locknut.

LOW IDLE ADJUSTMENT
1. Cover. 2. Low idle screw.

Checking Set Point (Balance Point)

The engine set point is an adjusted specification and is important to the correct operation of the engine. High idle rpm is NOT an adjusted specification. Set point (formerly balance point) is full load rpm plus an additional 20 rpm. Set point is the rpm at which the fuel setting adjustment screw and stop or first torque spring just start to make contact. At this rpm the fuel setting adjustment screw and stop or first torque spring still have movement between them. When additional load is put on the engine, the fuel setting adjustment screw and stop or first torque spring will become stable against each other. Set point is controlled by the fuel setting and the high idle adjustment screw.

There is a new and more accurate method for checking the "set point," formerly called the balance point, of the engine. If the tools for the new method are not available, there is an alternate method for checking the "set point."

6V4060 Engine Set Point Indicator Group.

The 6V4060 Engine Set Point Indicator Group with the 6V2100 Multitach can be used to check the set point. Special Instruction Form No. SEHS7931 gives instructions for installation and use of this tool group.

6V4060 ENGINE SET POINT INDICATOR GROUP

Alternate Method

8S4627 Circuit Tester.6V3121 Multitach Group.

If the set point is correct and the high idle speed is within specifications, the fuel system operation of the engine is correct. The set point for the engine is:

A. At 20 rpm greater than full load speed.

B. The rpm where the fuel setting adjustment screw and stop or first torque spring just make contact.

Use the procedure that follows to check the set point. Make reference to TECHNIQUES FOR LOADING ENGINES in Special Instruction Form No. SEHS7050.

TERMINAL LOCATION
3. Brass terminal screw.

1. Connect a tachometer which has good accuracy to the tachometer drive.

2. Connect the clip end of the 8S4627 Circuit Tester to the brass terminal screw (3) on the governor housing. Connect the other end of the tester to a place on the fuel system which is a good ground connection.

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Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury.

3. Start the engine.

4. With the engine at normal conditions for operation, run the engine at high idle.

5. Make a record of the speed of the engine at high idle.

6. Add load on the engine slowly until the circuit tester light just comes on (minimum light output). This is the set point.

7. Make a record of the speed (rpm) at the set point.

8. Repeat Step 6 several times to make sure that the reading is correct.

9. Stop the engine. Make a comparison of the records from Steps 5 and 7 with the information from the ENGINE INFORMATION PLATE. If the ENGINE INFORMATION PLATE is not available see the FUEL SETTING AND RELATED INFORMATION FICHE. The tolerance for the set point is ± 10 rpm. The tolerance for the high idle rpm is ± 30 rpm. If the readings from Steps 5 and 7 are within the tolerance, no adjustment is needed.

NOTE: It is possible in some applications that the high idle rpm will be less than the lower limit. This can be caused by high parasitic loads such as hydraulic pumps, compressors, etc.

Adjusting Set Point (Balance Point)

1. If the set point and the high idle rpm are within tolerance, no adjustment is to be made.

2. If the set point rpm is not correct, remove cover (1) and loosen locknut. Turn adjustment screw (4) to adjust the set point to the mid point of the tolerance.

SET POINT ADJUSTMENT
4. Adjustment screw.

3. When the set point is correct, check the high idle rpm. The high idle rpm must not be more than the high limit of the tolerance.

If the high idle rpm is more than the high limit of the tolerance, check the governor spring and flyweights. If the high idle rpm is less than the low limit of the tolerance, check for excess parasitic loads and then the governor spring and flyweights.

Dashpot Screw Adjustment

DASHPOT SCREW ADJUSTMENT
1. Dashpot adjustment screw.

The dashpot adjustment screw does not normally need adjustment from the factory setting. If the engine is slow to change rpm with a change in load, it is possible that the dashpot adjustment screw is not adjusted correctly.

1. Turn dashpot adjustment screw (1) in (clockwise) until it stops.

2. Turn dashpot adjustment screw out (counterclockwise) 1/2 ± 1/4 turn.

Fuel System (Earlier & Later)

Later Fuel System

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NOTICE

Later engine arrangements, shown on the chart, have a different fuel injection pump group. The later engines use a timing pin to set the fuel injection pump timing. Fuel system adjustment procedures and timing for later engines have changed.

Fuel System (Earlier & Later)

Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.

a. Not enough air for good combustion.

b. An overload at high altitude.

c. Oil leakage into combustion chamber.

d. Not enough compression.

Fuel System Inspection

A problem with the components that send fuel to the engine can cause low fuel pressure. This can decrease engine performance.

1. Check the fuel level in the fuel tank. Look at the cap for the fuel tank to make sure the vent is not filled with dirt.

2. Check the fuel lines for fuel leakage. Be sure the fuel supply line does not have a restriction or a bad bend.

3. Install a new fuel filter. Clean the fuel screen located in the inlet valve of the fuel transfer pump.

4. Remove any air that may be in the fuel system. If there is air in the fuel system, use the priming pump and loosen the nuts holding the fuel lines to the outside of the cylinder head, one at a time. Do this until fuel, without air, comes from the fuel line connection.

Checking Engine Cylinders Separately

An easy check can be made to find the cylinder that runs rough (misfires) and causes black smoke to come out of the exhaust pipe.

Temperature of an exhaust manifold port, when the engine runs at low idle speed, can also be an indication of the condition of a fuel injection nozzle. Low temperature at an exhaust manifold port is an indication of no fuel to the cylinder. This can possibly be an indication of a nozzle with a defect. Extra high temperature at an exhaust manifold port can be an indication of too much fuel to the cylinder, also caused by a nozzle with a defect.

The most common defects found with the fuel injection valves are:

1. Carbon on tip of the nozzle or in the nozzle orifice.

2. Orifice wear.

3. Dirty nozzle screen.

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NOTICE

Do not test or disassemble nozzles unless you have the correct service tools.

NOTE: Do not disassemble fuel nozzles before they have been tested. See TESTING FUEL INJECTION NOZZLES FOR DI ENGINES or TESTING CAPSULE-TYPE FUEL INJECTION NOZZLES FOR PC ENGINES.

Testing 9L6969 Fuel Injection Nozzles For DI Engines

^*5P4150 Nozzle Testing Group.5P4244 Adapter.8S2270 Fuel Collector.FT1384 Extension.8S2245 Cleaning Tool Group.

8S2258 Brass Wire Brush.8S2250 Nozzle Holding Tool.8S2252 Carbon Seal Installation Tool. 1F1153 Needle Nose Pliers.8H8505 Combination Wrench.8H8502 Combination Wrench.8S2274 Socket.8S1589 Socket.9S5031 Socket.5P4813 Socket.5/64" Hex Wrench.

^*Special Instruction Form No. SEHS7292.

5P4150 NOZZLE TESTING GROUP
A. 5P4721 Tube. B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa) used to test PC capsule valves. C. 2P2324 Gauge, 0 to 5000 psi (0 to 34 500 kPa) used to test DI capsule valves and pencil-type nozzles. D. Gauge protector valve for 5P4146 Gauge (B). E. Gauge protector valve for 2P2324 Gauge (C). F. On-off valve. G. Pump isolator valve. H. 5P4720 Fitting. J. 5P8744 Adapter for capsule nozzles. K. 5P4244 Adapter for pencil-type nozzles.

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NOTICE

Be sure to use clean SAE J967 Calibration Fluid when tests are made. Dirty test fluid will damage components of fuel injection nozzles. The temperature of the test fluid must be 65 to 75° F (18 to 24° C) for good test results.

EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).

Order calibration fluid by part number, in the quantities needed, according to the information that follows:

6V6068 Calibration Fluid,

5 U.S. gal. (18.9 liter). 6V6067 Calibration Fluid,

55 U.S. gal. (208.2 liter)

To test a DI fuel injection nozzle, all six steps of the test procedure must be completed, and the step sequence must be follows:

I. Return Leakage Test.

II. Valve Opening Pressure Test.

III. Flush the Nozzle.

IV. Tip Leakage Test.

V. Orifice Restriction Test.

VI. Cap Leakage Test.

NOTE: Do all tests before the nozzle is disassembled for cleaning, or before any adjustments are made to a nozzle. A test can show that the nozzle must not be used again.

Nozzle Preparation for Test

Before fuel injection nozzle (1) can be tested, all loose carbon around the tip of the nozzle must be removed with the 8S2258 Brass Wire Brush (M).

REMOVING CARBON DAM
1. Fuel injection nozzle. 2. Carbon dam. 3. Seal. Remove carbon dam (2) with a needle nose pliers and remove seal (3) from the nozzle.

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NOTICE

Do not use a steel brush or a wire wheel to clean the nozzle body or the nozzle tip. Use of these tools can cause a small reduction of orifice size, and this will cause a large reduction in engine horsepower. Too much use of the 8S2258 Brass Wire Brush will also remove the coating that is on the nozzle for protection.

NOTE: A change in color in the area below the groove is normal and does not effect the body of the nozzle.

8S2245 CLEANING KIT
(M) 8S2258 Brass Wire Brush. (N) 8S2252 Carbon Seal Tool. (P) 8S2250 Nozzle Holding Tool.

I. Return Leakage Test

1. Put nozzle (1) and 8S2250 Nozzle Holding Tool (P) in a vise and remove cap (4).

FUEL INJECTION NOZZLE
4. Cap. 5. Nut.

2. Use 5P4244 Adapter (Q) to connect fuel injection nozzle (1) to the tester. Nut (5) can be tightened by hand if 1H1023 O-ring Seal (6) is not damaged.

3. Install FT1384 Extension (R) in 8S2270 Fuel Collector (S) and put parts into position under nozzle.

FUEL INJECTION NOZZLE CONNECTOR
5. Nut. 6. 1H1023 O-ring Seal for fuel line.

4. Put the tip of the fuel injection nozzle a little above the horizontal position. Tighten the nut by hand that connects the fuel injection nozzle to the tester.

NOZZLE POSITION FOR RETURN LEAKAGE TEST
1. Fuel injection nozzle. Q. 5P4244 Adapter. R. FT1384 Extension. S. 8S2270 Fuel Collector.

5. Close on-off valve (F). Open pump isolator valve (G).

6. Open gauge protector valve (E) and operate the tester slowly until the pressure is at 1400 to 1600 psi (9630 to 11045 kPa).

7. Look at the leakage from the return at the top (pressure screw end) of the fuel injection nozzle.

II. Valve Opening Pressure Test (VOP)

1. Loosen nut (5) and turn nozzle tip down so that it extends into FT1384 Extension (R) as shown.

2. Tighten nut (5) to 5P4244 Adapter (Q). Nut (5) can be tightened by hand if 1H1023 O-ring Seal (6) is not damaged.

3. Close on-off valve (F). Open pump isolator valve (G).

NOZZLE CONNECTED TO 5P4150 NOZZLE TESTER

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When fuel injection nozzles are tested, be sure to wear eye protection. Test fluid comes from the orifices in the nozzle tip with high pressure. The fluid can pierce (go thru) the skin and cause serious injury to the operator. Keep the tip of the nozzle pointed away from the operator and into the 8S2270 Fuel Collector and FT1384 Extension.

NOZZLE READY FOR TEST
E. Gauge protector valve. F. On-off valve. G. Pump isolator valve.

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NOTICE

Put a shop towel around the top of the nozzle (pressure screw end) to take in any fuel leakage.

4. Open gauge protector valve (E). Operate the pump to make a slow increase in pressure until the valve in the fuel injection nozzle just starts to open. Read the maximum gauge pressure at the instant fluid flows from the tip.

If the opening pressure is less than 1900 psi (13 090 kPa), do not use the fuel injection nozzle again.

III. Flush the Nozzle

1. Close gauge protector valve (E). Close on-off valve (F). Open pump isolator valve (G).

NOTE: Make sure nozzle extends inside and below the top of FT1384 Extension (R).

2. Operate the pump rapidly for three full strokes.

IV. Tip Leakage Test

1. Remove all fuel from the nozzle tip and body with a cloth.

2. Put a clean cloth around the top of the body of the fuel injection nozzle (pressure screw end) to take in the leakage and prevent any fuel leakage to drain down to the tip of the nozzle.

CLOTH ON TOP OF NOZZLE
E. Gauge protector valve. F. On-off valve. G. Pump isolator valve.

3. Open gauge protector valve (E). Be sure the nozzle tip is completely dry.

4. Make and hold for 15 seconds a pressure of 200 psi (1380 kPa) less than the opening pressure measured in VOP Test II.

5. If nozzle is not within specification, do not use the nozzle.

V. Orifice Restriction Test

1. Close gauge protector valve (E) and on-off valve (F). Open pump isolator valve (G).

2. Point the tip of the fuel injection nozzle into the 8S2270 Fuel Collector and FT1384 Extension.

3. Make a rapid increase in pressure and look at the orifice discharge pattern (shape of discharge) when fluid begins to flow through the fuel injection nozzle. The discharge must be the same through all four orifices. Any change, either vertically or horizontally, is an indication of a bad nozzle.

GOOD NOZZLE (USE AGAIN)

TYPICAL DISCHARGE PATTERN FOR ORIFICE WITH A RESTRICTION (RECONDITIONING OR REPLACEMENT NECESSARY)

TYPICAL DISCHARGE PATTERN WITH HORIZONTAL DISTORTION (RECONDITIONING OR REPLACEMENT NECESSARY)

TYPICAL DISCHARGE PATTERN WITH VERTICAL DISTORTION (RECONDITIONING OR REPLACEMENT NECESSARY)

VI. Cap Leakage Test

1. Remove fuel injection nozzle (1) from the 5P4150 Nozzle Tester and put it in 8S2250 Nozzle Holding Tool (P).

NOZZLE CAP INSTALLATION
1. Fuel injection nozzle. 4. Cap. 6. 1H1023 O-ring Seal.

2. Install new 1H1023 O-ring Seal (6).

3. Install cap (4) and tighten to 110 to 120 lb. in. (12.4 to 13.6 N·m).

TIGHTENING CAP
7. 9S5031 Socket. P. 8S2250 Nozzle Holding Tool.

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NOTICE

Do not tighten the cap more than torque shown or the new O-ring seal will be damage.

4. Put fuel injection nozzle (1) on the 5P4150 Nozzle Tester with the nozzle tip in the 8S2270 Fuel Collector and FT1384 Extension.

5. With gauge protector valve (E) open, pump the tester until cap (4) is completely full of fuel and the pressure on the gauge is 4000 psi (27 500 kPa).

NOTE: 15 to 20 strokes of the pump can be necessary for the pressure to reach 4000 psi (27 500 kPa).

6. If there is leakage, make a replacement of 1H1023 Seal (6) and inspect cap (4) for cracks. Test the nozzle again. If there is still leakage, replacement of fuel injection nozzle is necessary.

INSTALLING CARBON DAM
2. Carbon dam. 3. Seal. N. 8S2252 Carbon Seal Tool.

7. If no fuel leakage is found, fuel injection nozzle is acceptable. Slide new seal (3) into position over the nozzle. Install new carbon dam (2) in nozzle groove with 8S2252 Carbon Seal Tool (N).

Troubleshooting Of 9L6969 Fuel Injection Nozzles

Use the guide that follows to troubleshoot for problems with the fuel injection nozzles.

Adjustment And Cleaning Of 9L6969 Fuel Injection Nozzles

For the procedure to clean the nozzles, see Special Instruction Form No. SEHS7292.

NOTE: Do not clean or adjust a nozzle with a valve opening pressure (VOP) less than 1900 psi (13 090 kPa).

Valve Opening Pressure (VOP) Adjustment

FUEL INJECTION NOZZLE
1. Fuel injection nozzle. 2. Locknut (for pressure adjustment screw). 3. Pressure adjustment screw. 4. 1H1023 O-ring Seal for cap. 5. Locknut (for lift adjustment screw). 6. Lift adjustment screw.

1. Remove fuel injection nozzle (1) from the 5P4150 Nozzle Tester and put it in the 8S2250 Nozzle Holding Tool (P).

LOOSENING LOCKNUT
1. Fuel injection nozzle. 7. 8H8502 Combination Wrench. P. 8S2250 Nozzle Holding Tool.

2. Loosen locknut (5) that holds lift adjustment screw (6). Turn lift adjustment screw (6) counterclockwise two turns.

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NOTICE

If the lift adjustment screw is not turned counterclockwise two turns, the valve can be bent or the seat for the valve can be damaged when the pressure adjustment screw is turned.

3. Hold lift adjustment screw (6) with a 5/64" hex wrench (8) and remove locknut (5).

REMOVING LOCKNUT
5. Locknut (for lift adjustment screw). 8. 5/64" hex wrench.

LOOSENING LOCKNUT
1. Fuel injection nozzle. 9. 8H8505 Combination Wrench.

4. Loosen locknut (2) that holds pressure adjustment screw (3).

5. Put fuel injection nozzle (1) on the nozzle tester. Turn pressure adjustment screw (3) clockwise with 5P4813 Socket (10). Each one-fourth of a turn will increase the opening pressure approximately 250 psi (1720 kPa).

OPENING PRESSURE ADJUSTMENT
10. 5P4813 Socket.

6. Turn pressure adjustment screw (3) clockwise until the valve opening pressure is within specifications.

NOTE: If nozzle can not be adjusted to specifications, make a replacement of the nozzle.

TIGHTENING LOCKNUT
1. Fuel injection nozzle. 9. 8H8505 Combination Wrench. 10. 5P4813 Socket.

7. Hold pressure adjustment screw (3) and tighten locknut (2) just enough so that pressure adjustment screw (3) will not turn.

8. After the opening pressure adjustment is made, install locknut (5) that holds lift adjustment screw (6). Make the valve lift adjustment. See VALVE LIFT ADJUSTMENT.

Valve Lift Adjustment

1. With the valve opening pressure correct, pump test oil through the fuel injection nozzle. At the same time, hold locknut (5) and slowly turn lift adjustment screw (6) clockwise until the pressure starts to increase above the opening pressure.

2. To be sure the valve is on the seat, increase the pressure 200 to 500 psi (1380 to 3450 kPa) more than the opening pressure.

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NOTICE

Do not bend the valve or damage the seat by turning lift adjustment screw (6) with too much force.

NOTE: Some test fluid can be at the tip of the fuel injection nozzle, but a constant flow of drops (dribble) must not be seen.

TIGHTENING LOCKNUT
1. Fuel injection nozzle. 7. 8H8502 Combination Wrench. 8. 5/64" Hex Wrench.

3. Turn lift adjustment screw (6) counterclockwise 3/4 ± 1/8 of a turn.

4. Hold lift adjustment screw (6) with 5/64" hex wrench (8) and tighten locknut (5) just enough so that lift adjustment screw (6) will not turn.

Tightening Locknuts and Cap

1. Remove fuel injection nozzle (1) from the 5P4150 Nozzle Tester and put it in 8S2250 Nozzle Holding Tool (P).

2. Tighten locknut (2) that holds pressure adjustment screw (3) to 70 to 80 lb. in. (8.0 to 9.1 N·m).

TIGHTENING PRESSURE SCREW LOCKNUT (Typical Example)
11. 8S2274 Socket. P. 8S2250 Nozzle Holding Tool.

3. Tighten locknut (5) that holds lift adjustment screw (6) to 35 to 45 lb. in. (4.0 to 5.1 N·m).

TIGHTENING VALVE LIFT SCREW LOCKNUT (Typical Example)
12. 8S1589 Socket.

4. Install new 1H1023 O-ring seal (4).

5. Install the cap and tighten to 110 to 120 lb. in. (12.4 to 13.6 N·m).

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NOTICE

Do not tighten the cap more than torque shown or the new O-ring seal will be damaged.

TIGHTENING CAP
13. 9S5031 Socket.

With the adjustments and tests complete, check for leakage between the cap and the body of the fuel injection nozzle. See Cap Leakage Test in section TESTING 9L6969 FUEL INJECTION NOZZLES.

Testing 9N3979 And 1W5829 Fuel Injection Nozzles For DI Engines

^*5P4150 Nozzle Testing Group.5P4244 Adapter.8S2270 Fuel Collector.FT1384 Extension.8S2245 Cleaning Tool Group.

^*Special Instruction Form No. SEHS7292.

5P4150 NOZZLE TESTING GROUP
A. 5P4721 Tube. B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa) used to test PC capsule valves. C. 2P2324 Gauge, 0 to 5000 psi (0 to 34 500 kPa) used to test DI capsule valves and pencil-type nozzles. D. Gauge protector valve for 5P4146 Gauge (B). E. Gauge protector valve for 2P2324 Gauge (C). F On-off valve. G. Pump isolator valve. H. 5P4720 Fitting. J. 5P8744 Adapter for capsule nozzles. K. 5P4244 Adapter for pencil-type nozzles.

EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).

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NOTICE

Be sure to use clean SAE J967 Calibration Fluid when tests are made. Dirty test fluid will damage components of fuel injection nozzles. The temperature of the test fluid must be 65 to 75°F (18 to 24°C) for good test results.

Order calibration fluid by part number, in the quantities needed, according to the information that follows:

6V6068 Calibration Fluid,

5 U.S. gal. (18.9 liter). 6V6067 Calibration Fluid,

55 U.S. gal. (208.2 liter)

To test a fuel injection nozzle, all five steps of the test procedure must be completed, and the step sequence must be as follows:

I. Valve Opening Pressure Test.

II. Flush the Nozzle.

III. Tip Leakage Test.

IV. Orifice Restriction Test.

V. Cap Leakage Test.

NOTE: Do all tests before the nozzle is disassembled for cleaning, or before any adjustments are made to a nozzle. A test can show that the nozzle must not be used again.

Nozzle Preparation for Test

Before fuel injection nozzle (1) can be tested, all loose carbon around the tip of the nozzle must be removed with the 8S2258 Brass Wire Brush (M).

REMOVING CARBON DAM
1. Fuel injection nozzle. 2. Carbon dam. 3. Seal. Remove carbon dam (2) with needle nose pliers and remove seal (3) from the nozzle.

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NOTICE

Do not use a steel brush or a wire wheel to clean the nozzle body or the nozzle tip. Use of these tools can cause a small reduction of orifice size, and this will cause a large reduction in engine horsepower. Too much use of the 8S2258 Brass Wire Brush will also remove the coating that is on the nozzle for protection.

Clean the groove for carbon seal dam (2) and the body of the nozzle below the groove with the 8S2258 Brass Wire brush (M). Remove the carbon, but be sure not to use the brush enough to cause damage to the body of the nozzle.

NOTE: A change in color in the area below the groove is normal and does not affect the body of the nozzle.

Remove cap (4) from nozzle for all tests except Cap Leakage Test.

8S2245 CLEANING KIT
M. 8S2258 Brass Wire Brush. N. 8S2252 Carbon Seal Tool. P. 8S2250 Nozzle Holding Tool.

I. Valve Opening Pressure Test (VOP)

1. Loosen nut (5) and turn nozzle tip down so that it extends into FT1384 Extension (R) as shown.

FUEL INJECTION NOZZLE
4. Cap. 5. Nut.

2. Tighten nut (5) to 5P4244 Adapter (Q). Nut (5) can be tightened by hand if 1H1023 O-ring Seal (6) is not damaged.

FUEL INJECTION NOZZLE CONNECTOR
5. Nut. 6. 1H1023 O-ring Seal for fuel line.

NOZZLE CONNECTED TO 5P4150 NOZZLE TESTER (Typical Example)
Q. 5P4244 Adapter. R. FT1384 Extension. S. 8S2270 Collector.

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NOZZLE READY FOR TEST
E. Gauge protector valve. F. On-off valve. G. Pump isolator valve.

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NOTICE

Put a shop towel around the top of the nozzle (pressure screw end) to take in any fuel leakage.

3. Close on-off valve (F). Open pump isolator valve (G).

If the opening pressure is less than 1500 psi (10 300 kPa), do not use the fuel injection nozzle again.

II. Flush the Nozzle

1. Close gauge protector valve (E). Close on-off valve (F). Open pump isolator valve (G).

NOTE: Make sure nozzle extends inside and below the top of FT1384 Extension (R).

2. Operate the pump rapidly for three full strokes.

III. Tip Leakage Test

1. Remove all fuel from the nozzle tip and body with a cloth.

2. Put a clean cloth around the top of the body of the fuel injection nozzle (pressure screw end) to take in the leakage and prevent any fuel leakage to drain down to the tip of the nozzle.

3. Open gauge protector valve (E). Be sure the nozzle tip is completely dry.

4. Make and hold for 15 seconds a pressure of 200 psi (1380 kPa) less than the opening pressure measured in VOP Test I.

5. If the nozzle is not within specifications, DO NOT USE THE NOZZLE.

CLOTH ON TOP OF NOZZLE
E. Gauge protector valve. F. On-off valve. G. Pump isolator valve.

IV. Orifice Restriction Test

1. Close gauge protector valve (E) and on-off valve (F). Open pump isolator valve (G).

2. Point the tip of the fuel injection nozzle into the 8S2270 Fuel Collector and FT1384 Extension.

3. Make a rapid increase in pressure and look at the orifice discharge pattern (shape of discharge) when fluid begins to flow through the fuel injection nozzle. The discharge must be the same through all four orifices. Any change, either vertically or horizontally, is an indication of a bad nozzle.

GOOD NOZZLE (USE AGAIN)

TYPICAL DISCHARGE PATTERN FOR ORIFICE WITH A RESTRICTION (RECONDITIONING OR REPLACEMENT NECESSARY)

TYPICAL DISCHARGE PATTERN WITH HORIZONTAL DISTORTION (RECONDITIONING OR REPLACEMENT NECESSARY)

TYPICAL DISCHARGE PATTERN WITH VERTICAL DISTORTION (RECONDITIONING OR REPLACEMENT NECESSARY)

V. Cap Leakage Test

1. Remove fuel injection nozzle (1) from the 5P4150 Nozzle Tester and put it in 8S2250 Nozzle Holding Tool (P).

2. Install new 1H1023 O-ring Seal (6).

3. Install cap (4) and tighten to 110 to 120 lb. in. (12.4 to 13.6 N·m).

NOZZLE CAP INSTALLATION
1. Fuel injection nozzle. 4. Cap. 6. 1H1023 O-ring Seal.

TIGHTENING CAP
7. 9S5031 Socket. P. 8S2250 Nozzle Holding Tool.

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NOTICE

Do not tighten the cap more than torque shown or the new O-ring seal will be damaged.

4. Put fuel injection nozzle (1) on the 5P4150 Nozzle Tester with the nozzle tip in the 8S2270 Fuel Collector and FT1384 Extension.

5. With gauge protector valve (E) open, pump the tester until cap (4) is completely full of fuel and the pressure on the gauge is 4000 psi (27 500 kPa).

NOTE: 15 to 20 strokes of the pump can be necessary for the pressure to reach 4000 psi (27 500 kPa).

There must be no leakage between the cap and the body of fuel injection nozzle.

6. If there is leakage, make a replacement of 1H1023 Seal (6) and inspect cap (4) for cracks. Test the nozzle again. If there is still leakage, replacement of fuel injection nozzle is necessary.

7. If no fuel leakage is found, fuel injection nozzle is acceptable. Slide new seal (3) into position over the nozzle. Install new carbon dam (2) in nozzle groove with 8S2252 Carbon Seal Tool (N).

INSTALLING CARBON DAM
2. Carbon dam. 3. Seal. N. 8S2252 Carbon Seal Tool.

Troubleshooting Of 9N3979 And 1W5829 Fuel Injection Nozzles

Use the guide that follows to troubleshoot for problems with the fuel injection nozzles.

Adjustment And Cleaning Of 9N3979 And 1W5829 Fuel Injection Nozzles

For the procedure to clean the nozzles, see Special Instruction Form No.SEHS7292.

NOTE: Do not clean or adjust a nozzle with a valve opening pressure (VOP) less than 1500 psi (10 300 kPa).

Valve Opening Pressure (VOP) Adjustment

1. Remove fuel injection nozzle (1) from the 5P4150 Nozzle Tester and put it in the 8S2250 Nozzle Holding Tool (P).

LOOSENING LOCKNUT
1. Fuel injection nozzle. 7. 8H8502 Combination Wrench. P. 8S2250 Nozzle Holding Tool.

2. Loosen locknut (5) that holds lift adjustment screw (6). Turn lift adjustment screw (6) counterclockwise two turns.

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NOTICE

If the lift adjustment screw is not turned counterclockwise two turns, the valve can be bent or the seat for the valve can be damaged when the pressure adjustment screw is turned.

3. Hold lift adjustment screw (6) with a 5/64" hex wrench (8) and remove locknut (5).

REMOVING LOCKNUT
5. Locknut (for lift adjustment screw). 8. 5/64" hex wrench.

LOOSENING LOCKNUT
1. Fuel injection nozzle. 9. 8H8505 Combination Wrench.

4. Loosen locknut (2) that holds pressure adjustment screw (3).

OPENING PRESSURE ADJUSTMENT
10. 5P4813 Socket.

6. Turn pressure adjustment screw (3) clockwise until the valve opening pressure is within specifications.

NOTE: If nozzle can not be adjusted to specifications, make a replacement of the nozzle.

TIGHTENING LOCKNUT
1. Fuel injection nozzle. 9. 8H8505 Combination Wrench. 10. 5P4813 Socket.

7. Hold pressure adjustment screw (3) and tighten locknut (2) just enough so that pressure adjustment screw (3) will not turn.

8. After the opening pressure adjustment is made, install locknut (5) that holds lift adjustment screw (6). Make the valve lift adjustment. See VALVE LIFT ADJUSTMENT.

Valve Lift Adjustment

2. To be sure the valve is on the seat, increase the pressure 200 to 500 psi (1380 to 3450 kPa) more than the opening pressure.

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NOTICE

Do not bend the valve or damage the seat by turning lift adjustment screw (6) with too much force.

NOTE: Some test oil can be at the tip of the fuel injection nozzle, but a constant flow of drops (dribble) must not be seen.

TIGHTENING LOCKNUT
1. Fuel injection nozzle. 7. 8H8502 Combination Wrench. 8. 5/64" Hex Wrench.

3. Turn lift adjustment screw (6) counterclockwise 3/4 ± 1/8 of a turn.

4. Hold lift adjustment screw (6) with 5/64" hex wrench (8) and tighten locknut (5) just enough so that lift adjustment screw (6) will not turn.

Tightening Locknuts and Cap

1. Remove fuel injection nozzle (1) from 5P4150 Nozzle Tester and put it in 8S2250 Nozzle Holding Tool (P).

2. Tighten locknut (2) that holds pressure adjustment screw (3) to 70 to 80 lb. in. (8.0 to 9.1 N·m).

TIGHTENING PRESSURE SCREW LOCKNUT (Typical Example)
11. 8S2274 Socket. P. 8S2250 Nozzle Holding Tool.

3. Tighten locknut (5) that holds lift adjustment screw (6) to 35 to 45 lb. in. (4.0 to 5.1 N·m).

4. Install new 1H1023 O-ring seal (4).

TIGHTENING VALVE LIFT SCREW LOCKNUT (Typical Example)
12. 8S1589 Socket.

5. Install the cap and tighten to 110 to 120 lb. in. (12.4 to 13.6 N·m).

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NOTICE

Do not tighten the cap more than torque shown or the new O-ring seal will be damaged.

TIGHTENING CAP
13. 9S5031 Socket.

With adjustments and tests complete, check for leakage between the cap and the body of the fuel injection nozzle. See Cap Leakage Test in section TESTING 9N3979 and 1W5829 FUEL INJECTION NOZZLES.

Testing Capsule-Type Fuel Injection Nozzles For PC Engines

5P4150 Nozzle Testing Group

5P4720 Fitting5P8744 Adapter or5P4717 Adapter 8S2270 Fuel CollectorFT1384 Extension

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NOTICE

Be sure to use clean SAE J967 Calibration Fluid when tests are made. Dirty test fluid will damage components of fuel injection nozzles. The temperature of the test fluid must be 65 to 75°F (18 to 24°C) for good test results.

Order calibration fluid by part number, in the quantities needed, according to the information that follows:

6V6068 Calibration Fluid,

5 U.S. gal. (18.9 liter). 6V6067 Calibration Fluid,

55 U.S. gal. (208.2 liter).

EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).

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The test procedures that follow will give an indication of nozzle condition. A nozzle that has a defect is not always the only cause for a specific engine problem.

Nozzle Tester Preparation

Find an old capsule type fuel nozzle and weld the orifice closed. Keep this fuel nozzle with the tester group for use in the future.

NOTE: Do not weld the fuel nozzles that are to be tested.

Illustration I shows the latest 5P8744 Adapter. Illustration II shows the former 5P4717 Adapter. Unless some indication is made, the procedure is the same for use of either adapter.

ILLUSTRATION I
1. Test nozzle (welded orifice). 2. Bottom part of 5P8744 Adapter (J). J. 5P8744 Adapter. M. FT1384 Extension. N. 8S2270 Fuel Collector.

ILLUSTRATION II
1. Test nozzle (welded orifice). 2. Bottom part of 5P4717 Adapter (J). J. 5P4717 Adapter.

1. Install the top part of adapter (J) that holds the capsule valve.

2. Put test nozzle (1) (with welded orifice) in the bottom part (2) of adapter (J) that holds the capsule valve. Install and tighten bottom part (2) to top part of adapter (J).

3. Close on-off valve (F). Open pump isolator valve (G). Open gauge protector valve (E).

4. Operate the tester pump until a pressure of 3500 psi (24 000 kPa) is read on 2P2324 Gauge (C). Now, close pump isolator valve (G).

5. Check all connections for leaks. Tighten connections to stop any leaks that are found.

6. Open on-off valve (F) and remove test (welded) fuel nozzle.

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Do not loosen the bottom half of the adapter to remove fuel nozzle until on-off valve is opened and no pressure is read on the gauge. Unless the high pressure is released in the pump, the fuel discharge from the adapter can cause injury to the operator.

NOTE: To prevent fuel leakage, the top surface of the test (welded) nozzle, and all other nozzles that are to be tested, must be free of scratches or burrs (sharp edges).

The procedure for NOZZLE TESTER PREPARATION must be done each time any of the conditions that follow exist:

a. The complete 5P8744 or 5P4717 Adapter is removed and installed again.

b. Before and after a series of tests.

c. There is an indication of a problem with the nozzle tester.

Fuel Nozzle Test Sequence

To test PC capsule-type fuel nozzles, use the sequence that follows:

I. Nozzle Installation

II. Pressure Loss Test

III. Valve Opening Pressure Test (VOP)

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NOTICE

Do not use a drill or a reamer on the orifice of a nozzle. Do not use a steel brush or a wire wheel to clean the tip of the nozzle. The orifice and the valve can be damaged easily.

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NOTICE

DO NOT use a drill or a reamer on the orifice of a nozzle. DO NOT use a steel brush or a wire wheel to clean the tip of the nozzle. The orifice and the valve can be damaged easily.

I. Nozzle Installation

1. Put one of the nozzles to be tested in the bottom part (2) of adapter (J). Install and tighten bottom part (2) to top part of adapter (J).

AIR REMOVAL FROM TESTER
2. Bottom part of adapter (J). J. 5P8744 Adapter.

2. Close on-off valve (F). Open gauge protector valve (D) one-half turn. Open pump isolator valve (G) one-half turn.

3. Bleed (remove) air from the tester as follows:

a. Loosen bottom part (2) of adapter (J) one-half turn.

b. Operate the pump until clear test oil (free of air bubbles) leaks past the threads at top of adapter (J).

NOTE: With some 5P8744 Adapters, pressure may start to increase before there is an indication of clear test oil. To correct this condition, do Step C.

c. Tighten bottom part (2) of adapter (J).

NOTE: The 5P8744 Adapter makes its own seal, and normally needs very little force when turned on bottom part (2) of the adapter.

II. Pressure Loss Test

1. Open gauge protector valve (D) an extra amount of one-half turn (the total amount is now one turn open).

2. Operate pump to increase pressure slowly to 300 psi (2050 kPa), and close pump isolator valve (G). Now turn gauge protector valve (D) to adjust pressure again to 300 psi (2050 kPa).

3. After 30 seconds, take a pressure reading from the gauge. The pressure at this time must not be below 100 psi (690 kPa) reading on the dial face.

TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump isolator valve.

PRESSURE LOSS RANGE FOR GOOD NOZZLE

4. The valve must not lose more than 200 psi (1380 kPa).

5. If the pressure loss is not in the 200 psi (1380 kPa) range as shown, stop the test sequence, Do not use the fuel nozzle again.

6. If nozzle is in specification range, see VALVE OPENING PRESSURE TEST (VOP).

III. Valve Opening Pressure Test (VOP)

1. Open pump isolator valve (G) one-half turn.

2. Operate the pump to increase the pressure slowly until test oil comes from the nozzle tip.

3. The pressure reading on the gauge at this time must be in the pressure range of 400 to 750 psi (2750 to 5200 kPa) as shown.

TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump isolator valve.

VALVE OPENING PRESSURE (VOP) RANGE FOR GOOD NOZZLE

4. If the valve opening pressure (VOP) is not in the 400 to 750 psi (2750 to 5200 kPa) range as shown, do not use the fuel nozzle again.

Fuel Injection Service

Injection Valve (DI Nozzle)

If a fuel injection nozzle has been removed from the head, test the nozzle before it is again installed in the head. See TESTING FUEL INJECTION NOZZLES FOR DI ENGINES.

Check to see that the bore and nozzle seat in the head is clean before fuel injection nozzle is installed. It is important to keep the correct torque on the fuel line nut (1) of the nozzle (3). Tighten the nut to the adapter (2) with a torque of 30 ± 5 lb. ft. (40 ± 7 N·m) before bolt is tightened on clamp (4) and spacer.

FUEL INJECTION NOZZLES INSTALLED
1. Nut. 2. Adapter. 3. Nozzle. 4. Clamp.

Injection Valve (Capsule-Type Nozzle)

5P166 Wrench.

If a fuel injection nozzle has been removed from the precombustion chamber, test the nozzle before it is again installed in the precombustion chamber. See TESTING CAPSULE-TYPE FUEL INJECTION NOZZLES FOR PC ENGINES.

Check and clean the seat in the precombustion chamber before the fuel injection valve is installed. It is important to keep the correct torque on the nut that holds the fuel nozzle in the precombustion chamber. Tighten the nut to 55 ± 5 lb. ft. (75 ± 7 N·m). There will be damage to the nozzle if the nut is too tight. If the nut is not tight enough, the nozzle can leak.

INNER FUEL INJECTION LINE INSTALLATION
5. Inner fuel injection line. 6. Adapter. A. 5P166 Wrench.

Install inner fuel injection line (5) to adapter (6) and to the nozzle. Tighten nuts of both ends to 30 ± 5 lb. ft. (40 ± 7 N·m). Use 5P166 Wrench (A) to tighten the fuel line nut at the nozzle.

Governor Adjustments

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NOTICE

A mechanic with training in governor adjustments is the only one to make the adjustment to the set point rpm.

Engine rpm must be checked with an accurate tachometer. Make reference to ENGINE SPEED MEASUREMENT.

Low Idle Adjustment

NOTE: The correct LOW IDLE rpm is given in the FUEL SETTING AND RELATED INFORMATION FICHE.

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To help prevent an accident caused by parts in rotation, work carefully around an engine that has been started.

Start the engine and run until the temperature of normal operation is reached. Check low idle rpm with no load on the engine. If an adjustment is necessary, use the procedure that follows:

1. To adjust the LOW IDLE rpm, start the engine and run with the governor in the low idle position. Remove cover (1) and turn the screw nearest the cylinder block. Clockwise rotation of the screw gives a reduction of engine rpm. Increase engine speed and return to low idle and check low idle speed again.

COVER AND TERMINAL LOCATION
1. Cover. 2. Brass terminal screw.

Checking Set Point (Balance Point)

6V4060 Engine Set Point Indicator Group.

6V4060 ENGINE SET POINT INDICATOR GROUP

Alternate Method

8S4627 Circuit Tester.6V3121 Multitach Group.

If the set point is correct and the high idle speed is within specifications, the fuel system operation of the engine is correct. The set point for the engine is:

A. At 20 rpm greater than full load speed.

B. The rpm where the fuel setting adjustment screw and stop or first torque spring just make contact.

Use the procedure that follows to check the set point. Make reference to TECHNIQUES FOR LOADING ENGINES in Special Instruction Form No. SEHS7050.

1. Connect a tachometer which has good accuracy to the tachometer drive.

2. Connect the clip end of the 8S4677 Circuit Tester to the brass terminal screw (2) on the governor housing. Connect the other end of the tester to a place on the fuel system which is a good ground connection.

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Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury.

3. Start the engine.

4. With the engine at normal conditions for operation, run the engine at high idle.

5. Make a record of the speed of the engine at high idle.

6. Add load on the engine slowly until the circuit tester light just comes on (minimum light output). This is the set point.

7. Make a record of the speed (rpm) at the set point.

8. Repeat Step 6 several times to make sure that the reading is correct.

NOTE: It is possible in some applications that the high idle rpm will be less than the lower limit. This can be caused by high parasitic loads such as hydraulic pumps, compressors, etc.

Adjusting Set Point (Balance Point)

1. If the set point and the high idle rpm are within tolerance, no adjustment is to be made.

2. If the set point rpm is not correct, remove cover (1). Turn the screw that is farthest from the cylinder block to adjust the set point to the mid point of the tolerance.

3. When the set point is correct, check the high idle rpm. The high idle rpm must not be more than the high limit of the tolerance.

Engine Speed Measurement

6V3121 Multitach Group or6V4950 Injection Line Speed Pickup Group

6V3121 MULTITACH GROUP
1. Carrying case. 2. Power cable. 3. Tachometer generator. 4. Tachometer drive group. 5. Multitach.

The 6V3121 Multitach Group can measure engine speed from a tachometer drive on the engine. It also has the ability to measure engine speed from visual engine parts in rotation.

6V4950 INJECTION LINE SPEED PICKUP GROUP
6. 6V6114 Pickup. 7. 6V6113 Amplifier.

Special Instruction Form No. SEHS7807 is with the 6V3121 Multitach Group and gives instructions for the test procedure.

Special Instruction Form No. SEHS8029 is with the group and gives instructions for use of the 6V4950 Injection Line Speed Pickup Group.

Injection Pump (Remove)

5P6577 Fuel Setting Tool Group.

3P1544 Pin.8S2244 Extractor.8S4613 Wrench.

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NOTICE

The fuel rack must be in the center position before the injection pumps are removed. There will be damage to the lifter and injection pump if the rack is not in the center position.

GOVERNOR AND INJECTION PUMP HOUSING
1. Control lever. 2. Plug. 3. Cover. 4. Stop collar.

1. Remove cover (3). Turn stop collar (4) 180°.

2. Remove plug (2). Move governor control lever (1) to shutoff (fully clockwise).

3. Install the 3P1544 Pin in the hole for plug (2). Move the governor control lever in the fuel on direction (counterclockwise). The pin will stop the rack at the center position.

4. Remove the fuel injection line from the injection pump.

INJECTION PUMP HOUSING
5. Bushing. 6. Seal.

5. Use the 8S4613 Wrench to remove bushing (5). Remove seal (6). Use the 8S2244 Extractor to remove the injection pump assembly.

Be careful when injection pumps are disassembled. Do not damage the surface on the plunger. The plunger and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel of another pump. If one part is worn, install a complete new pump assembly. Be careful when the plunger is put in the bore of the barrel.

Look for wear at the top part of the plunger. Check the operation of the plunger according to the instructions for the Fuel Injection Test Bench.

An injection pump can have a good fuel flow output but not be a good pump because of slow timing that is caused by wear on the bottom end of the plunger. When a test is made on a pump that has been used for a long time, use a micrometer and measure the length of the plunger. If the length of the plunger is shorter than the minimum length (worn) dimension given in the chart, install a new pump.

When there is too much wear on the pump plunger, the lifter may also be worn and there will not be good contact between the two parts. To stop fast wear on the end of a new plunger, install new lifters in the place of the lifters that have wear.

Injection Pump (Install)

5P6577 Fuel Setting Tool Group.

3P1544 Pin. 8S2244 Extractor.8S4613 Wrench.

1. Make sure the fuel rack is in the center position. See INJECTION PUMP (REMOVE).

2. Put 8S2244 Extractor (1) on the injection pump.

3. Put slot (2) of the bonnet and slot (3) of the barrel in alignment with slot (4) of gear segment (5).

4. Look inside the bore for the injection pump to find dowel (8). Put slot (3) of the barrel in alignment with the dowel. Put the injection pump straight down into the bore.

5. Install seal (7). Put bushing (6) in position. Push down on the extractor (hand force only). If the injection pump is in the correct position and the lobe of the injection pump camshaft is not up, the fingers can be used to turn the bushing until it is even with the top of the housing. When the bushing is installed correctly, tighten it to 154 ± 11 lb. ft. (205 ± 15 N·m).

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NOTICE

Damage to the housing will be the result if the bushing is too tight. If the bushing is not tight enough the pump will have leakage.

ALIGNMENT OF INJECTION PUMP PARTS
1. 8S2244 Extractor. 2. Slot in bonnet. 3. Slot in barrel. 4. Slot in gear segment. 5. Gear segment.

INJECTION PUMP HOUSING
6. Bushing. 7. Seal. 8. Dowel. 9. Small dowel.

A check for correct installation of each injection pump can be made.

a. Remove the governor weight assembly.

b. Measure the total amount of rack travel. It must be approximately .800 in. (20.32 mm). If the travel is less than this the pump is not installed correctly.

NOTE: One tooth off will cause a reduction in travel of .2 in. (5 mm).

c. If a pump was installed wrong, remove it. Check to make sure small dowel (9) in the lifter assembly is not broken. Carefully follow Steps 1 through 5 again.

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NOTICE

If one or more of the fuel injection pumps have been installed wrong, it is possible for the engine to run out of control when started. When any of the fuel injection pumps have been removed and installed with the fuel injection pump housing on the engine, take the cautions (steps) that follow to stop the engine if it starts to overspeed (run out of control).

a. Remove the air cleaner.

b. Set the governor control at low idle.

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c. Start the engine, and if engine starts to overspeed (run out of control), put a steel plate over the air inlet to stop the engine.

Fuel Injection Lines

Fuel from the fuel injection pumps is sent through the fuel injection lines to the fuel injection nozzles.

Each fuel injection line of an engine has a special design and must be installed in a certain location. When fuel injection lines are removed from an engine, put identification marks or tags on the fuel lines as they are removed, so they can be put in the correct location when they are installed. Put caps or plugs on the ends to keep dirt out. When fuel injection lines are installed, be sure all clamps and dampers are installed in their original location.

The nuts that hold a fuel injection line must be kept tight. Use a torque wrench and a 5P144 Socket to tighten the fuel line nuts to 30 ± 5 lb. ft. (41 ± 7 N·m).

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Fuel injection lines which are bent, damaged or rubbing can leak and cause a fire. Replace any lines which have damage or leaks that can not be corrected when tightened to the correct torque.

Fuel Pressure Control

Fuel pressure in the injection pump manifold is the result of a restriction caused by an orifice in the return to tank elbow. The fuel transfer pump is designed to give the flow necessary to keep the manifold pressure at 30 to 50 psi (205 to 345 kPa).

Finding Top Center Compression Position For No. 1 Piston

5P7307 Engine Turning Tool Group.3/8-16 NC Bolt.

No. 1 piston at top center (TC) on the compression stroke is the starting point for all timing procedures.

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With the fuel injection lines removed, fuel can spray (discharge) from the fuel injection pumps when rotation of the engine is made with the governor control in the fuel-on position. This can result in personal injury or fire. Move the governor control to "fuel-off - engine stop" position before fuel injection lines are removed.

1. Remove the fuel injection lines.

2. Remove the valve cover.

3. Remove plug (1).

4. Remove the starter motor and install 5P7307 Engine Turning Tool Group.

5. Turn the flywheel clockwise approximately 60°.

6. Now turn the flywheel counterclockwise until a 3/8"16 NC bolt (2) can be put through hole (3) and installed in the timing bolt hole in the flywheel.

NOTE: The engine is seen from the flywheel end when direction of crankshaft rotation is given.

7. Look at the valves for No. 1 cylinder (the two valves at the front of the engine). The intake valve and exhaust valve for No. 1 cylinder must be closed. If they are closed, you will be able to move both rocker arms up and down by hand.

LOCATION OF PLUG
1. Plug.

8. If the intake valve and exhaust valve for No. 1 cylinder are not closed, remove bolt (2). Turn the crankshaft counterclockwise 360° and install bolt (2). Both valves are now closed. This is top center (TC) compression position for No. 1 piston.

INSTALLING BOLT
2. Bolt. 3. Hole.

Fuel Injection Timing Check (Timing Pin Method)

5P6577 Fuel Setting Tool Group.

3P1544 Pin. 5P7307 Engine Turning Tool Group.3/8"-16 NC Bolt.

1. Put No. 1 piston at top center on the compression stroke. Make reference to FINDING TOP CENTER COMPRESSION POSITION FOR NO. 1 PISTON. Remove the 3/8"-16 NC bolt from the flywheel. Turn the flywheel approximately 30° clockwise, as seen from the flywheel end.

2. Remove plug (1). Put the 3P1544 Pin in the hole for plug (1). Turn the flywheel slowly counterclockwise, as seen from the flywheel end, until the pin goes into the notch in the injection pump camshaft.

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NOTICE

The flywheel must be turned slowly so that damage is not done to the fuel system when the pin goes into the notch.

FUEL PUMP DRIVE HOUSING
1. Plug.

3. Put the 3/8"-16 NC bolt in the timing hole in the flywheel housing. If the bolt can be installed in the hole in the flywheel, the timing of the fuel injection pump is correct. If it can not be installed see INJECTION TIMING ADJUSTMENT (ON ENGINE).

Fuel Injection Timing Check (Fuel Flow Method)

1P540 Flow Checking Tool Group.5P6524 Engine Timing Indicator Group.

5P7266 Adapter.9S215 Dial Indicator.3P1565 Collet Clamp.3S3268 Contact Point, .25 in. (6.4 mm) long.8S2296 Rod, 5.25 in. (133.4 mm) long. 5P7307 Engine Turning Tool Group.3/8"-16 NC Bolt.

5P6524 ENGINE TIMING INDICATOR GROUP
1. 3P1565 Collet Clamp. 2. 9S215 Dial Indicator. 3. 5P7266 Adapter. 4. 8S2296 Rod, 5.25 in. (133.4 mm) long. A. 3S3268 Contact Point, .25 in. (6.4 mm) long.

Travel of piston (7), from point of closing inlet port (6) to top center, can be found by using the procedure that follows:

NOTE: The fuel system timing has a tolerance of ± 1°.

1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to FINDING TOP CENTER COMPRESSION POSITION FOR NO. 1 PISTON.

2. Remove the timing bolt from the flywheel.

3. Remove the rocker arm shaft assembly and the No. 1 fuel injection nozzle from the cylinder head.

4. Install the fuel injection lines, except line for No. 1 cylinder, that were removed at Step 1 (finding top center).

5. Put a small amount oc clean oil on 8S2296 Rod (4) and put the rod in 5P7266 Adapter (3).

6. Put adapter (3) in same hole that No. 1 fuel nozzle was removed from. Fasten adapter (3) to head with bolt and spacer from fuel nozzle.

7. Install 3P1565 Collet Clamp (1) in the top of adapter (3).

8. Install 3S3268 Contact Point (A) on 9S215 Dial Indicator (2) and put indicator (2) in adapter (3) thru collet (1).

9. Position the dial indicator (up or down) so small pointer is on "0" (zero) and tighten collet (1).

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NOTICE

Do not tighten collet too much or damage to the dial indicator can result.

MEASUREMENT OF PISTON TRAVEL
1. 3P1565 Collet Clamp. 2. 9S215 Dial Indicator and 3S3268 Contact Point (A). 3. 5P7266 Adapter. 4. 8S2296 Rod, 5.25 in. (133.4 mm) long. 5. Cylinder head. 6. Inlet port. 7. Piston.

10. Loosen the screw that locks the dial face. Move the dial face until the larger pointer is on "0" (zero) and tighten the lock screw.

11. Turn the crankshaft a minimum of 30° in the CLOCKWISE direction (when seen from the flywheel end of the engine).

12. Turn the crankshaft in the COUNTERCLOCKWISE direction (when seen from the flywheel end of the engine) until the dial indicator gives an indication of maximum piston travel. Make an adjustment to the dial indicator, if necessary, to put both pointers of the dial indicator on "0" (zero).

13. Install 6V2023 Adapter Group on No. 1 injection pump.

a. Turn fitting (8) so that less than .2 in. (5 mm) of pin (14) is extended.

b. Remove tube (13). Put the adapter group in position on No. 1 injection pump. Tighten nut (11) to 30 lb. ft. (40 N·m) maximum.

c. Turn fitting (8) down until pin (14) makes contact with the reverse flow check valve.

d. Turn the fitting an additional 1/4 turn.

e. Push washer (10) against adapter (12). Tighten nut (9) finger tight. Install tube (13) on the adapter group.

6V2023 ADAPTER GROUP
8. Fitting. 9. Nut. 10. Washer. 11. Nut. 12. Adapter. 13. Tube. 14. Pin.

1P540 FLOW CHECKING TOOL GROUP
15. 5J4634 Hose Assembly. 16. Tank assembly.

14. Disconnect the fuel line at the fuel filter. Use an adapter to connect 5J4634 Hose Assembly (15) to the fuel line.

15. Turn the crankshaft approximately 45° in a clockwise direction (when seen from the flywheel end of the engine.)

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16. Put 1 U.S. Gal. (4 liters) of clean fuel in the tank assembly (16). Move the governor lever to full "fuel-on" position. Put 15 psi (105 kPa) of air pressure in the tank by using the hand pump or shop air.

17. Hold a pan under the free end of tube (13) for the fuel that comes out.

18. Turn the crankshaft slowly in direction of normal rotation (counterclockwise when seen from the flywheel end of the engine). Do this until the flow of fuel that comes from the end of tube (13) is 6 to 12 drops per minute [point of closing inlet port (6)].

19. Stop rotation of the crankshaft when the flow of fuel is 6 to 12 drops. Take a reading of the measurement on the dial indicator.

20. To check for correct timing angle of the fuel system in degrees, make a comparison of the measurement on the dial indicator with the measurements in the FLOW TIMING CONVERSION CHART that follows.

NOTE: If the timing of the fuel system is more than 1° different than the correct timing angle given in the chart, make reference to INJECTION TIMING ADJUSTMENT (ON ENGINE).

Checking Engine Timing With 6V3100 Diesel Engine Timing Indicator Group

6V3100 Diesel Engine Timing Indicator Group.

6V3100 DIESEL ENGINE TIMING INDICATOR
1. Engine timing indicator. 2. TDC magnetic transducer. 3. Pipe adapter. 4. Injection transducer. 5. 5P7437 Adapter. 6. 5P7435 Tee Adapter. 7. 5P7436 Adapter.

Special Instruction Form No. SEHS7742 is with the tool group and gives instructions for the test procedure.

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NOTICE

The engine must be stopped while the timing indicator is being connected.

TRANSDUCER IN POSITION
4. Injection transducer. 8. Fuel injection line for No. 1 cylinder.

1. Make reference to Operation Instructions inside the lid of the 6V3100 Diesel Engine Timing Indicator (1) for complete instructions and calibration.

2. Disconnect the fuel injection line (8) for No. 1 cylinder. Slide the nut up and out of the way. Then use the 5P7436 Adapter (7) in its place and turn the 5P7436 Adapter (7) onto the fuel pump bonnet until the top of the bonnet threads are approximately even with the bottom of the "window" in the 5P7436 Adapter (7).

3. Put the 5P7435 Tee Adapter (6) on the Injection transducer (4) and put the end of the 5P7435 Tee Adapter (6) in the "window" of the 5P7436 Adapter (7).

4. Remove air from the fuel line (8) and move the end of it down on top ofthe 5P7435 Tee Adapter (6). Hold the fuel line (8) in place with the 5P7437 Adapter (5) and tighten to a torque of no more than 30 lb. ft. (41 N·m).

5. Remove plug and install the pipe adapter (3) into the TDC static pin timing hole and tighten just more than finger tight.

6. Push the TDC magnetic transducer (2) into the pipe adapter (3) until it makes contact with the flywheel. Pull it back out .06 in. (1.6 mm) and finger tighten the knurled locknut.

TRANSDUCER IN POSITION
2. TDC magnetic transducer.

7. Connect the cables from the transducers to the Engine Timing Indicator. Calibrate and make adjustments. For calibration procedure refer to Special Instruction Form No. SEHS7742.

8. Start the engine. With engine at operating temperature, run the engine at low idle speed 800 rpm and check engine timing. Increase engine speed and check timing at 2500 rpm.

The Timing Chart gives the acceptable dynamic (engine in motion) timing range as read on the Timing Indicator Group. The Timing chart is for 3204 Engine with 22 ± 1° static (engine stopped) timing.

Make reference to Fuel Injection Timing Check (Timing Pin Method) for the correct procedure for checking and changing the timing.

Fuel Injection Timing Adjustment (On Engine)

5P6577 Fuel Setting Tool Group.

3P1544 Pin. 5P7307 Engine Turning Tool Group.3/8"-16 NC Bolt.FT1538 Fuel Pump Timing Gear Puller.FT1537 Modified 3/4" Hex Socket.5P8676 Extension.

1. Do the FUEL INJECTION TIMING CHECK (TIMING PIN METHOD). If the timing is not correct, do the steps that follow:

2. Remove plug (1) from the front cover.

FRONT COVER
1. Plug.

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NOTICE

The tooling must be installed in the position shown so the locks will not damage the water passage in the timing gear cover.

3. Install assembled tooling in the timing gear housing and tighten the locks to hold the tooling in place.

PULLER TOOLING ASSEMBLED
2. FT1537 Socket. 3. FT1538 Fuel Pump Timing Gear Puller. 4. 5P8676 Extension.

PULLER TOOLING INSTALLED

4. Turn the extension counterclockwise to loosen the bolt in the timing gear. As the bolt is loosened it will push against the assembled tooling and push the shaft of the pump drive through the timing gear to loosen the timing gear on the shaft.

5. Turn the flywheel clockwise, as seen from the flywheel end, at least 30° beyond the point where the 3/8"-16 NC bolt can be installed.

6. Tighten the bolt that holds the fuel pump drive gear finger tight. Turn the flywheel counterclockwise, as seen from the flywheel end, until the 3/8"-16 NC bolt can be installed in the flywheel.

7. Tighten the bolt that holds the fuel pump drive gear to 108 ± 5 lb. ft. (149 ± 7 N·m).

8. Remove the pin and bolt. Turn the flywheel two complete revolutions counterclockwise, as seen from the flywheel end. If the bolt and pin can be installed, the on engine timing is correct.

9. If the bolt and pin can not be installed, do steps 2 through 8 again.

NOTE: If the on engine timing is correct and the engine still runs rough, make reference to INJECTION TIMING ADJUSTMENT (OFF ENGINE).

Fuel Injection Timing Adjustment (Off Engine)

5P6600 Off Engine Lifter Setting Tool Group.

1P7420 Pointer Assembly.S1617 Bolt, 5/16"-18 NC, .75 in. (19.1 mm) long.6V3035 Shaft Assembly.1P7410 Timing Plate.2S6160 Washer.S509 Bolt, 3/8"-16 NC, .75 in. (19.1 mm) long. 5P4165 Indicator Group.

8S3158 Indicator.3P1565 Collet Clamp.5P4159 Gauge Stand.5P4165 Base.5P4163 Contact Point, 4.75 in. (120.7 mm) long.5P4157 Gauge, 4.00 in. (101.6 mm) long.5P4158 Gauge, 2.00 in. (50.8 mm) long. 8S4613 Wrench.8S2244 Extractor.

NOTE: A 6F6922 Depth Micrometer with a 4 to 5 in. (102 to 127 mm) rod can be used in place of the dial indicator.

This method of adjustment corrects for wear of components in the injection pump housing.

GOVERNOR AND INJECTION PUMP HOUSING
1. S1617 Bolt. 2. 1P7420 Pointer Assembly. 3. 6V3035 Shaft Assembly.

1. Put 1P7420 Pointer Assembly (2) in position, as shown, on the pump housing. Use S1617 Bolt (1) to hold it in place.

2. Slide 6V3035 Shaft Assembly (3) onto the camshaft. Make sure the key on the shaft assembly is fully engaged in the timing notch. Tighten the screw that holds the shaft assembly in place.

3. Install 1P7410 Timing Plate (4), 2S6160 Washer (5) and S509 Bolt (6) as shown.

5P6600 OFF ENGINE LIFTER SETTING TOOL GROUP INSTALLED
4. 1P7410 Timing Plate. 5. 2S6160 Washer. 6. S509 Bolt.

NOTE: The 1P7420 Pointer Assembly holds the rack at zero position when the governor is in the fuel on position.

4. Move the governor control shaft to the fuel on position. Use the 8S4613 Wrench to remove the bushings that hold the injection pumps in the housing. Remove the washers and seals.

5. Use the 8S2244 Extractor to remove the injection pumps.

6. Put the 3P1565 Collet Clamp in the 5P4165 Base. Put the 8S3158 Indicator with the 5P4163 Contact Point through the collet clamp.

7. Use 5P4157 Gauge, 4.00 in. (101.6 mm), and the 5P4159 Gauge Stand, set both dials on the indicator at zero.

8. Turn the timing plate counterclockwise to the degree setting given, in the LIFTER SETTING CHART (OFF ENGINE), for number 1 lifter. The lifters are numbered 1 through 4 from the timing plate end of the injection pump.

9. Use the dial indicator assembly and 5P4158 Gauge (7), 2.00 in. (50.8 mm), to measure timing dimension (9). The correct timing dimension is 4.2675 ± .0020 in. (108.395 ± 0.051 mm).

NOTE: Add 4.00 in. (101.6 mm) to the dial indicator reading to get the timing dimension.

TYPICAL TIMING DIMENSION MEASUREMENT
7. 5P4158 Gauge, 2.00 in. (50.8 mm). 8. Spacer. 9. Timing dimension.

10. If the timing dimension is not correct change spacer (8). Make reference to the SPACER CHART.

11. Turn the timing plate counterclockwise, check the timing dimension for each lifter at the given setting. Change spacers (8) as necessary.

12. Make reference to INJECTION PUMP (INSTALL) to install the pumps in the housing.

Fuel Rack Setting

5P6577 Fuel Setting Tool Group.

3P1544 Pin. 8S4627 Circuit Tester.1C569 Bolt, 5/16"-18 NC, .50 in. (12.7 mm) long.9S228 Rack Position Tool Group.

8S2283 Dial Indicator.9S225 Bracket Assembly. 5P7335 Rack Adjusting Tool.

1. Disconnect the governor control linkage at the governor lever.

2. Remove plug (1) and cover group (2) from the governor.

INJECTION PUMP HOUSING
1. Plug.

GOVERNOR
2. cover group. A. Stop collar cover.

3. Turn stop collar (5) 180°, so that stop screw (3) will not be able to make contact with torque spring (4).

4. Move the governor lever to shutoff (fully clockwise).

GOVERNOR AND INJECTION PUMP HOUSING
3. Stop screw. 4. Torque spring. 5. Stop collar.

5. Install the 9S225 Bracket. Put the 8S2283 Dial Indicator with 9S8883 Contact Point in position so that the indicator will measure movement of the stop collar.

6. Put the 3P1544 Pin in the hole for plug (1). Move the governor lever counterclockwise to the full fuel position. Pull stop collar (5) softly, to remove end clearance, and set both dials on the indicator at zero

BRACKET AND DIAL INDICATOR INSTALLED

7. Move the governor lever clockwise to low idle position.

8. Remove the 3P1544 Pin. Turn stop collar (5) so that stop screw (3) will be able to make contact with torque spring (4).

9. Connect the 8S4627 Circuit Tester to the brass terminal on the governor and a ground on the governor.

10. Turn the governor lever in the fuel on direction (counterclockwise) until the light in the tester goes on. Turn the governor lever clockwise until the light goes off. Slowly turn the governor lever counterclockwise until the test light has a minimum light output. In this position, stop screw (3) is just in contact with torque spring (4). Read the measurement on the dial indicator.

11. Look in the FUEL SETTING AND RELATED INFORMATION FICHE to find the correct measurement for rack setting.

NOTE: Negative (-) rack is when stop screw (3) makes contact with torque spring (4) before both dials on the indicator reach zero.

12. To make an adjustment of the fuel rack setting, loosen the locknut and turn stop screw (3). A clockwise turn will make a reduction to the rack setting.

NOTE: One full turn of the stop screw changes the rack setting approximately .035 in. (0.89 mm).

13. After the adjustment is made tighten the locknut to 9 ± 3 lb. ft. (12 ± 4 N·m).

14. Do Step 10 again to check the rack setting.

Alternate Method

NOTE: This method can only be used if the desired result is a positive rack setting.

Same except for bolt and contact point, use:5P6531 Contact Point 2.25 in. (37.2 mm) long.1D4538 Bolt, 5/16"-18 NC, 2.25 in. (37.2 mm) long.

1. Disconnect the governor control linkage at the governor lever.

2. Remove plug (1) and stop collar cover (A) from the governor.

3. Move the governor lever to shutoff (fully clockwise).

4. Install 9S225 Bracket Assembly (6). Put the 8S2283 Dial Indicator with 5P6531 Contact Point in position so that the indicator will measure movement of stop collar (5).

5. Put the 3P1544 Pin in the hole for plug (1). Move the governor lever counterclockwise to the full fuel position. Pull stop collar (5) softly, to remove end clearance, and set both dials on the indicator at zero.

TOOLS INSTALLED
6. 9S225 Bracket Assembly. 7. 8S4627 Circuit Tester.

6. Move the governor lever clockwise to low idle position.

7. Remove the 3P1544 Pin.

8. Connect 8S4627 Circuit Tester (7) to the brass terminal on the cover group and to a ground on the governor.

9. Turn the governor lever in the fuel on direction (counterclockwise) until the light in the tester goes on. Turn the governor lever clockwise until the light goes off. Slowly turn the governor lever counterclockwise until the test light has a minimum light output. In this position, stop screw (3) is just in contact with torque spring (4). Read the measurement on the dial indicator.

10. Look in the FUEL SETTING AND RELATED INFORMATION FICHE to find the correct measurement for rack setting. Negative (-) rack measurements can not be made accurately by this method.

11. To make an adjustment of the fuel rack setting, use the 5P7335 Rack Adjusting Tool. Loosen the locknut and turn stop screw (3). A clockwise turn will make a reduction to the rack setting.

NOTE: To use the 5P7335 Rack Adjusting Tool, it is necessary to pivot the bracket assembly to one side. One full turn of the stop screw changes the rack setting approximately .035 in. (0.89 mm).

12. After the adjustment is made, tighten the locknut to 9 ± 3 lb. ft. (12 ± 4 N·m).

13. Do Steps 3 thru 9 again to check the rack setting.

Injection Pump (Remove)

5P130 "O" Set Gauge.8S4613 Wrench.8S2244 Extractor.

Before the fuel injection pumps can be removed, the fuel rack must be put in the center position. To put the rack in the center position, the procedure that follows is necessary.

1. If the governor has a speed limiter, put a 9S8518 Plug (2) in place of existing plug.

2. Put a 9S8521 Rod through the hole in the 9S8518 Plug.

3. Push in on the 9S8521 Rod to get compression of the speed limiter spring. Hold the rod in this position and tighten the 9S8518 Plug enough to hold the rod.

INSTALLATION OF THE 5P130 GAUGE
1. 5P130 Gauge. 2. 9S8518 Plug. 3. Hole. 4. Slot.

4. Remove small cover over hole (3).

5. Put 5P130 Gauge (1) in hole (3) with slot (4) toward front of engine.

6. Turn the 5P130 Gauge 180° so slot (4) is toward rear of engine. [When governor control is moved to FUEL-ON, the end of the fuel rack (B) must go in slot (4).]

7. Install two bolts (6) to hold the 5P130 Gauge (1) in place.

8. Pull lever (5) of the gauge in the direction of arrow and tighten the screw (A) to hold lever (5) in position.

9. Pull governor control in fuel-on direction until end of fuel rack (B) is in contact with inside of slot (4). Fasten the governor control in this position.

5P130 GAUGE INSTALLED
4. Slot. 5. Lever. A. Screw. B. Fuel rack.

10. Remove fuel injection line from injection pump.

11. Put 8S4613 Wrench into spline of bushing. Remove bushing.

12. Install 8S2244 Extractor (7) on the injection pump. Pull the pump straight up out of the bore.

When injection pumps, spacers and lifters are removed from the injection pump housing, keep the parts of each pump together so they can be installed back in their original location.

Look for wear at the top part of the plunger. Check the operation of the plunger according to the instructions for the Fuel Injection Test Bench.

When there is too much wear on the pump plunger, the lifter washer may also be worn and there will not be good contact between the two parts. To stop fast wear on the end of a new plunger, install new lifters in the place of the lifters that have washers with wear.

WEAR BETWEEN LIFTER WASHER AND PLUNGER
Fig. A shows the contact surfaces of a new pump plunger and a new lifter washer. In Fig. B the pump plunger and lifter washer have worn a large amount. Fig. C shows how the flat end of a new plunger makes bad contact with a worn lifter washer, causing rapid wear to both parts.

Injection Pump (Install)

5P130 "0" Set Gauge.8S4613 Wrench.8S2244 Extractor.9S8518 Plug (Earlier Models).9S8521 Rod (Earlier Models).

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NOTICE

The fuel rack MUST BE IN THE CENTER POSITION before the correct installation of an injection pump is possible.

To put the fuel rack in the center position, the procedure that follows is necessary.

1. If the governor has a speed limiter (earlier models), put a 9S8518 Plug (2) in place of original plug. Identification of later models without a speed limiter is made when no plug or hole is found on governor housing.

INSTALLATION OF THE 5P130 GAUGE
1. 5P130 Gauge. 2. 9S8518 Plug. 3. Hole. 4. Slot.

2. Put a 9S8521 Rod through the hole in the 9S8518 Plug.

3. Push in on the 9S8521 Rod to get compression of the speed limiter spring. Hold the rod in this position and tighten the 9S8518 Plug enough to hold the rod.

5P130 GAUGE INSTALLED
4. Slot. 5. Lever. A. Screw. B. Fuel rack.

4. Remove small cover over hole (3).

5. Put 5P130 Gauge (1) in hole (3) with slot (4) toward front of engine.

6. Turn the 5P130 Gauge 180° so slot (4) is toward rear of engine. [When governor control is moved to fuel-on, the end of fuel rack (B) must go in slot (4).]

7. Install two bolts (6) to hold 5P130 Gauge (1) in place.

8. Pull lever (5) of the gauge in the direction of arrow and tighten screw (A) to hold lever (5) in position.

5P130 GAUGE INSTALLED
5. Lever. 6. Bolts (two).

9. Pull governor control in fuel-on direction until end of fuel rack (B) is in contact with inside of slot (4). Fasten the governor control in this position.

10. Put 8S2244 Extractor (7) on the new injection pump.

11. Put slot (8) of bonnet and slot (9) of barrel in alignment with slot (10) of gear segment (11).

ALIGNMENT OF PARTS FOR INSTALLATION OF INJECTION PUMP
7. 8S2244 Extractor. 8. Slot of bonnet. 9. Slot of barrel. 10. Slot of gear segment. 11. Gear segment. 12. Center tooth of gear segment.

12. Look inside the bore of the injection pump housing to find the dowel. Put slot (9) of the barrel in alignment with the dowel and put the injection pump straight down into the bore.

13. Push down on extractor (7) (hand force only) and install the bushing that holds the injection pump in the pump housing. If the pump is in the correct position, the bushing will turn into the threads of the injection pump housing with the fingers until it is even with the top of the housing (except for the pump that is in position to fire). When bushing is installed correctly, tighten the bushing to 150 ± 10 lb.ft. (205 ± 14 N·m).

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NOTICE

Damage to the housing will be the result if the bushing is too tight. If the bushing is not tight enough, the pump will have leakage.

Check for the correct installation of injection pumps with the engine stopped. The governor and governor piston and valve must be removed. Use the 9S240 Rack Position Tool Group and the chart that follows to check for full rack travel.

With the governor piston and valve removed, the total amount of fuel rack travel (from shut-off position to full load position) is approximately .800 in. (20.32 mm). If the pump is installed wrong (center tooth of gear segment is not in correct notch of fuel rack) fuel rack travel will be less than .800 in. (20.32 mm). The injection pump will have to be removed and then installed correctly.

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NOTICE

If one or more of the fuel injection pumps have been installed wrong, it is possible for the engine to run out of control when started. When any of the fuel injection pumps have been removed and installed with the fuel injection pump housing on the engine, take the cautions (steps) that follow to stop the engine if it starts to overspeed (run out of control).

AIR CLEANER REMOVED
13. Air inlet.

a. Remove the air cleaner and hose and let the air inlet open.

b. If a pump has been installed wrong and the engine does not run in a normal way, put a steel plate over open air inlet (13) to stop the engine.

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Be careful when plate is put against air inlet opening. Due to excessive suction, the plate can be pulled quickly against air inlet pipe. To avoid crushed fingers, do not put fingers between plate and air inlet pipe.

STOPPING THE ENGINE

Fuel Injection Lines

Fuel from the fuel injection pumps is sent through the fuel injection lines to the fuel injection valves.

The nuts that hold a fuel injection line to an injection valve and injection pump must be kept tight. Use a torque wrench and a 5P144 Socket to tighten the fuel line nuts to 30 ± 5 lb. ft. (40 ± 7 N·m).

Fuel Pressure Control

The fuel transfer pump controls fuel pressure to the fuel injection pump at a pressure of 30 to 50 psi (205 to 345 kPa). As the fuel pressure increases, the stroke of the pump piston decreases, and fuel output becomes less until there is no more fuel delivery.

Finding Top Center Compression Position For No.1 Piston

5P7307 Engine Turning Tool Group.3/8-16 NC Bolt.5P144 Socket.

No.1 piston at top center (TC) on the compression stroke is the starting point for all timing procedures.

1. For DI engines, the fuel injection lines must be removed.

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With the fuel injection lines removed from DI engines, fuel can spray (discharge) from the fuel injection pumps when rotation of the engine is made with governor control in the fuel-on position. This can result in personal injury or fire. Move the governor control to "fuel-off - engine stop" position before fuel injection lines are removed.

2. Remove the valve cover.

3. Remove plug (1).

LOCATION OF PLUG
1. Plug.

NOTE: The engine is seen from the flywheel end when direction of crankshaft rotation is given.

4. Remove the starter motor and install 5P7307 Engine Turning Tool Group.

5. Turn the flywheel clockwise approximately 60°

6. Now turn the flywheel counterclockwise until a 3/8"-16NC bolt (2) can be put through hole (3) and installed in the timing bolt hole in the flywheel.

INSTALLING BOLT
2. Bolt. 3. Hole.

7. Look at the valves for No.1 cylinder (the two valves at the front of the engine). The intake valve and exhaust valve for No.1 cylinder must be closed. If they are closed, you will be able to move both rocker arms up and down by hand.

8. If the intake valve and exhaust valve for No.1 cylinder are not closed, remove bolt (2). Turn the crankshaft counterclockwise 360° and install bolt (2). Both valves should now be closed. This is top center (TC) compression position for No.1 piston.

Engine Timing (Dynamic Check)

The DYNAMIC check of an engine means that the engine is checked while in operation (in motion). The STATIC check of an engine means that the engine is checked while stopped (not in motion).

6V3100 Diesel Engine Timing Indicator Group

Special Instruction Form No. SEHS7742 is with the tool group and gives instructions for the test procedure.

6V3100 DIESEL ENGINE TIMING INDICATOR
1. Engine timing indicator. 2. Magnetic transducer. 3. Pipe adapter. 4. Injection transducer. 5. 5P7437 Adapter. 6. 5P7435 Tee Adapter. 7. 5P7436 Adapter.

1. Make reference to Operation Instructions inside the lid of 6V3100 Diesel Engine Timing Indicator (1) for complete instructions and calibration.

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A high pressure fuel line must be disconnected. To avoid personal injury or fire from fuel spray, the engine must be stopped before the fuel line is disconnected.

TRANSDUCER IN POSITION (Typical Example)
4. Injection transducer. 8. Fuel injection line for No. 1 cylinder.

2. Disconnect fuel injection line (8) for No. 1 cylinder. Slide the nut up and out of the way. Put 5P7436 Adapter (7) in its place and turn the adapter onto the fuel pump bonnet until the top of the bonnet threads are approximately even with the bottom of the "window" in 5P7436 Adapter (7).

3. Put 5P7435 Tee Adapter (6) on Injection transducer (4) and put the end of 5P7435 Tee Adapter (6) in the "window" of 5P7436 Adapter (7).

4. Move the end of fuel line (8) down on top of 5P7435 Tee Adapter (6). Hold fuel line (8) in place with 5P7437 Adapter (5) and tighten to a torque of no more than 30 lb. ft. (40 N·m).

5. Remove plug (9) from timing hole in flywheel housing. Install pipe adapter (3) into the timing hole and tighten just a small amount more than finger tight.

TIMING HOLE LOCATION (Typical Example)
9. Plug.

6. Push magnetic transducer (2) into adapter (3) until it makes contact with the flywheel. Pull it back out .06 in. (1.5 mm) and finger tighten the knurled locknut.

TRANSDUCER IN POSITION (Typical Example)
2. Magnetic transducer.

7. Connect the cables from the transducer to engine timing indicator (1). Calibrate and make adjustments. For calibration procedure, refer to Special Instruction Form No. SEHS7742.

8. Start the engine. With the engine at operating temperature, run the engine through the rpm check points shown in DYNAMIC TIMING CHART.

NOTE: The DYNAMIC TIMING CHART gives the acceptable dynamic (engine in motion) timing range as read on the Timing Indicator Group. Special Instruction Form No. SEHS7742 is with the group and explains how dynamic tolerances are different than static tolerances.

9. If the timing is not within the range shown in the chart, make reference to CAMSHAFT TIMING FOR THE FUEL INJECTION PUMP for the correct procedure to change the timing.

Timing The Accessory Drive Shaft

5P143 Timing Fixture Plate.

1. Remove the injection pump housing from the engine.

2. Put No.1 piston at top center (TC) on the compression stroke. Make reference to FINDING TOP CENTER COMPRESSION POSITION FOR NO.1 PISTON.

3. Install 5P143 Timing Fixture Plate (1) on the rear face of the accessory housing with dowel alignment and bolts installed as illustrated.

5P143 TIMING FIXTURE PLATE INSTALLED
1. 5P143 Timing Fixture Plate.

NOTE: If the timing fixture plate can be installed, the timing is correct. If the timing fixture plate can not be installed, use the procedure that follows.

4. Remove plug (2) from the front cover.

LOCATION OF PLUG
2. Plug.

5. Loosen the bolt that holds the drive gear to the accessory drive shaft.

6. Use a hammer and punch to hit the head of the loosened bolt. This will separate the accessory drive shaft from the gear.

SEPARATION OF SHAFT AND GEAR

7. Turn the accessory shaft far enough to allow installation of 5P143 Timing Fixture Plate (1).

8. With the timing fixture plate installed correctly, tighten the bolt that holds the gear for the accessory drive shaft to a torque of:

PC Engines ... 75 ± 10 lb. ft.(100 ± 14 N·m)

DI Engines ... 110 ± 5 lb. ft.(149 ± 7 N·m)

TIGHTENING THE BOLT THAT HOLDS THE ACCESSORY DRIVE GEAR

9. Remove 5P143 Timing Fixture Plate (1) and install plug (2) in the front cover.

10. Turn the camshaft of the injection pump so it is in alignment with the end of the accessory drive shaft. Install the pump housing. Make all necessary connections.

11. Remove the timing bolt from flywheel. Install plug in flywheel housing.

12. The injection pump camshaft is now timed to No.1 cylinder.

Fuel System Adjustments: On Engine

Flow Checking Fuel Injection Pump Timing (DI Engines)

1P540 Flow Checking Tool Group.5P6524 Engine Timing Indicator Group.

5P7266 Adapter.9S215 Dial Indicator.3P1565 Collet Clamp.9S8883 Contact Point, .50 in. (12.7 mm) long.8S2296 Rod, 5.25 in. (133.4 mm) long.

5P6524 ENGINE TIMING INDICATOR GROUP
1. 3P1565 Collet Clamp. 2. 9S215 Dial Indicator. 3. 5P7266 Adapter. 4. 8S2296 Rod, 5.25 in. (133.4 mm) long. A. 3S3268 Contact Point, .25 in. (6.4 mm) long.

Travel of piston (7), from point of closing inlet port (6) to top center, can be found by using the procedure that follows.

NOTE: The fuel system timing has a tolerance of ± 1°.

1. Put No.1 piston at top center (TC) on the compression stroke. Make reference to FINDING TOP CENTER COMPRESSION POSITION FOR NO.1 PISTON.

2. Remove the timing bolt from the flywheel.

3. Remove the rocker arm shaft assembly and the No.1 fuel injection nozzle from the cylinder head.

4. Install the fuel injection lines, except line for No.1 cylinder, that were removed at Step 1 (finding top center).

5. Put a small amount of clean oil on 8S2296 Rod (4) and put the rod in 5P7266 Adapter (3).

6. Put adapter (3) in same hole that No.1 fuel nozzle was removed from. Fasten adapter (3) to head with bolt and spacer from fuel nozzle.

7. Install 3P1565 Collet Clamp (1) in the top of adapter (3).

8. Install 3S3268 Contact Point (A) on 9S215 Dial Indicator (2) and put indicator (2) in adapter (3) thru collet (1).

9. Position the dial indicator (up or down) so small pointer is on "0" (zero) and tighten collet (1).

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NOTICE

Do not tighten collet too much or damage to the dial indicator can result.

10. Loosen the screw that locks the dial face. Move the dial face until the large pointer is on "0" (zero) and tighten the lock screw.

11. Turn the crankshaft a minimum of 30° in the CLOCKWISE direction (when seen from the flywheel end of the engine).

13. Put 7M1999 Tube Assembly (9) on No.1 injection pump and tighten the nut. The free end of tube assembly (9) must be in a position above horizontal and higher than the end on the injection pump.

1P540 FLOW CHECKING TOOL GROUP
8. 5J4634 Hose Assembly. 9. 7M1999 Tube Assembly. 10. Tank Assembly.

14. Disconnect the fuel line at the fuel filter. Use an adapter to connect 5J4634 Hose Assembly (8) to the fuel line.

15. Turn the crankshaft approximately 45° in a clockwise direction (when seen from the flywheel end of the engine).

16. Put 1 gal. (4 litres) of clean fuel in the tank assembly (10). Move the governor lever to full fuel-on position. Put 15 psi (105 kPa) of air pressure in the tank. Use the hand pump or shop air.

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17. Hold a pan under the free end of tube assembly (9) for the fuel that comes out.

18. Turn the crankshaft slowly in direction of normal rotation (counterclockwise when seen from the flywheel end of the engine). Do this until the flow of fuel that comes from the end of tube assembly (9) is 6 to 12 drops per minute [point of closing inlet port (6)].

19. Stop rotation of the crankshaft when the flow of fuel is 6 to 12 drops. Take a reading of the measurement on the dial indicator.

NOTE: If the timing of the fuel system is different than the correct timing dimension given in the chart, make reference to TIMING THE ACCESSORY DRIVE SHAFT.

Flow Checking Fuel Injection Pump Timing (PC Engines)

1P540 Flow Checking Tool Group.5P6524 Engine Timing Indicator Group.

5P7267 Adapter.9S215 Dial Indicator.3P1565 Collet.9S8883 Contact Point, .50 in. (12.7 mm) long.3S3264 Rod, 7.12 in. (180.9 mm) long.

Travel of piston (7), from point of closing inlet port (6) to top center, can be found by using the procedure that follows.

NOTE: The fuel system timing has a tolerance of ± 1°.

1. Put No.1 piston at top center (TC) on the compression stroke. Make reference to FINDING TOP CENTER COMPRESSION POSITION FOR NO.1 PISTON.

MEASURING PISTON TRAVEL
1. 3P1565 Collet Clamp. 2. 9S215 Dial Indicator with 3S3268 Contact Point, .25 in. (6.4 mm) long. 3. 5P7267 Adapter. 4. Precombustion chamber. 5. 3S3264 Rod, 7.12 in. (180.9 mm) long. 6. Inlet port. 7. Piston.

2. Remove the timing bolt from the flywheel.

3. Remove the fuel nozzle from the precombustion chamber for No. 1 cylinder.

4. Put a small amount of clean oil on 3S3264 Rod (5) and put the rod in adapter (3).

5. Put 5P7267 Adapter (3) in precombustion chamber (4) and tighten the adapter finger tight.

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NOTICE

Do not use a wrench to tighten the adapter. There will be damage to the nozzle seat if the adapter is too tight.

6. Install 3P1565 Collet Clamp (1) in the top of adapter (3).

7. Put 3S3269 Contact Point on 9S215 Dial Indicator (2).

8. Put the assembled indicator into adapter (3) thru collet (1). Position the dial indicator (up or down) so small pointer is on "0" (zero) and tighten collet (1).

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NOTICE

Do not tighten collet too much or damage to the dial indicator can result.

9. Loosen the screw that locks the dial face. Move the dial face until the large pointer is on "0" (zero) and tighten the lock screw.

TOOLS INSTALLED
2. 9S215 Dial Indicator. 3. 5P7267 Adapter. 8. 5J4634 Hose Assembly. 9. 7M1999 Tube Assembly.

10. Turn the crankshaft a minimum of 30° in the CLOCKWISE direction (when seen from the flywheel end of the engine).

11. Turn the crankshaft in the COUNTERCLOCKWISE direction (when seen from the flywheel end of the engine) until the dial indicator gives an indication of maximum piston travel. Make an adjustment to the dial indicator, if necessary, to put both pointers of the dial indicator on "0" (zero).

12. Disconnect the fuel line for No. 1 injection pump at the injection pump housing. Put 7M1999 Tube Assembly (9) on No. 1 injection pump and tighten the nut. The free end of tube assembly (9) must be in a position above horizontal and higher than the end on the injection pump.

13. Disconnect the fuel line at the fuel filter. Use an adapter to connect 5J4634 Hose Assembly (8) to the fuel line.

14. Turn the crankshaft approximately 45° in a clockwise direction (when seen from the flywheel end of the engine).

15. Put 1 gal. (4 litres) of clean fuel in the tank assembly (10). Move the governor lever to full fuel-on position. Put 15 psi (105 kPa) of air pressure in the tank. Use the hand pump or shop air.

1P540 FLOW CHECKING TOOL GROUP
8. 5J4634 Hose Assembly. 9. 7M1999 Tube Assembly. 10. Tank Assembly.

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16. Hold a pan under the free end of tube assembly (9) for the fuel that comes out.

17. Turn the crankshaft slowly in direction of normal rotation (counterclockwise when seen from the flywheel end of the engine). Do this until the flow of fuel that comes from the end of tube assembly (9) is 6 to 12 drops per minute [point of closing inlet port (6)].

FUEL FLOW CHECK OF TIMING

18. Stop rotation of the crankshaft when the flow of fuel is 6 to 12 drops. Take a reading of the measurement on the dial indicator.

19. To check for correct timing angle of the fuel system in degrees, make a comparison of the measurement on the dial indicator with the measurements in the FLOW TIMING CONVERSION CHART that follows.

NOTE: If the timing of the fuel system is different than the correct timing dimension given in the chart, make reference to TIMING THE ACCESSORY DRIVE SHAFT.

Fuel System Adjustments: Off Engine

Setting Fuel Injection Pump Dimension

5P6600 Off Engine Lifter Setting Tool Group.

1P7420 Pointer Assembly.S1617 Bolt, 5/16-18 NC, .75 in. (19.1 mm) long.2M5218 Shaft Assembly.1P7410 Timing Plate.2S6160 Washer.S509 Bolt. 5P129 Sleeve.6F6922 Depth Micrometer, 4 to 5 in. (102.0 to 127 mm) rod and 8S7167 Gauge or5P4165 Indicator Group.

8S3158 Indicator.3P1565 Collet Clamp.5P4165 Base.5P4163 Contact Point, 4.75 in. (120.7 mm) long.5P4158 Gauge, 2.00 in. (50.8 mm) long. 8S4613 Wrench.8S2244 Extractor.

Check timing dimension for the fuel injection pumps. Make an adjustment if necessary, with the pump housing off the engine. When an adjustment to the timing dimension is done correctly, fuel injection in the cylinder will be at the correct time. If the timing dimension is too small, fuel injection will be early. If the timing dimension is too large, fuel injection will be late.

The off engine setting makes an adjustment for wear of components in the injection pump housing and the camshaft of the injection pump.

5P6600 OFF ENGINE LIFTER SETTING TOOL GROUP
1. 1P7410 Timing Plate. 2. 1P7420 Pointer Assembly. 3. 2M5218 Shaft Assembly. 4. 2S6160 Washer. 5. S509 Bolt. 6. S1617 Bolt.

1. Use the 8S4613 Wrench and 8S2244 Extractor to remove the injection pumps.

2. Fasten the 1P7420 Pointer (2) to the pump housing using S1617 Bolt (6).

INSTALLATION OF THE 1P7420 POINTER
2. 1P7420 Pointer. 6. S1617 Bolt.

3. Put the 5P129 Sleeve (7) on the pump camshaft.

INSTALLATION OF 5P129 SLEEVE
7. 5P129 Sleeve.

4. Put 2M5218 Shaft Assembly (3) in 5P129 Sleeve (7) with the tang into the slot in camshaft.

MEASURING TIMING DIMENSION (8F6922 Depth Micrometer and 8S7167 Gauge shown)
1. 1P7410 Timing Plate. 4. 2S6160 Washer. 5. S509 Bolt.

5. Put 1P7410 Timing Plate (1) in position on 2M5218 Shaft Assembly (3). Install 2S6160 Washer (4) and S509 Bolt (5).

6. When 5P4165 Indicator Group is used, the procedure that follows is necessary to adjust (calibrate) the dial indicator for the lifter measurements:

a. Put the 5P4157 Gauge [4.00 in. (100.6 mm)] on the 5P4159 Gauge Stand.

b. With contact point in gauge hole, put the dial indicator and base on top of 5P4157 Gauge.

c. Loosen the screw that locks the dial face. Move the dial face until the large pointer is on zero and tighten the screw.

d. Make a record of the position of the small pointer. The dial indicator is now adjusted (calibrated).

MEASURING TIMING DIMENSION (5P4165 Indicator Group Shown)
8. 8S3158 Indicator. 9. 3P1565 Collet Clamp. 10. 5P4156 Base. 11. 5P4158 Gauge - 2 in. (50.8 mm). 12. Spacer. 13. Timing dimension. 14. 5P4163 Contact Point - 4.75 in. (120.7 mm).

7. To use the timing plate, turn it counterclockwise until the degree setting for the lifter to be checked is in alignment with the pointer. The lifters are numbered 1 thru 4 from the timing plate end of the injection pump.

8. Make reference to the LIFTER SETTING CHART (OFF ENGINE) for the timing dimension of the lifter being checked.

NOTE: When measurement of the pump timing dimension is made, find the difference between the adjustment reading and the present reading on the dial face. A dimension of 4.00 in. (100.6 mm) must be added to the difference in indicator readings for the correct measurement.

9. The correct off engine timing dimension for adjustment of each lifter is:

DI Engines ... 4.2675 ± .0020 in.(108.395 ± 0.051 mm)

PC Engines ... 4.2675 ± .0020 in.(108.395 ± 0.051 mm)

10. The spacer (12) of each injection pump must be changed to change the timing dimension of that injection pump. Make reference to the spacer chart for spacer thickness.

11. Make another check of all timing dimensions after all adjustments have been made.

12. After the fuel injection pump housing is again installed on the engine, make reference to INSTALLATION OF INJECTION PUMP to install pumps in housing and to check for full travel of fuel rack.

NOTE: The accessory drive shaft must be in the correct position in relation to the position of the crankshaft before the housing for the injection pumps can be installed.

Fuel Rack Setting

9S228 Rack Position Tool Group or9S240 Rack Position Tool Group.

8S2283 Dial Indicator.9S8883 Contact Point, .50 in. (12.7 mm) long.8S4627 Circuit Tester.9S8521 Rod (for speed limiter).9S8518 Plug (for speed limiter).9S225 Bracket. 5P130 "0" Set Gauge.

TOOLS TO SET FUEL RACK
A. 9S225 Bracket. B. 8S2283 Dial Indicator and 9S8883 Contact Point. C. 8S4627 Circuit Tester. D. 9S8521 Rod. E. 9S8518 Plug. F. 5P130 "0" Set Gauge.

REMOVAL OF COVER
1. Cover.

1. Move the governor control to the "fuel-off" position. Remove cover (1).

2. Put 5P130 Gauge (F) down in hole (2) under cover (1) as shown. After gauge (F) is in hole (2), turn it 180° so slot (3) will face fuel rack (4). [When governor control is moved to fuel-on, end of fuel rack (4) must go in slot (3)]. Hold gauge (F) in position with two bolts through the bolt holes for cover (1).

NOTE: If the governor has a speed limiter, do Steps 3 and 4.

3. Remove the plug from the governor housing.

4. Put 9S8518 Plug (E) in place of the plug. Put 9S8521 Rod (D) through the hole in 9S8518 Plug (E). Push in on the rod to get compression of the speed limiter spring. Hold the rod in this position and tighten 9S8518 Plug (E) enough to hold 9S8521 Rod (D).

INSTALLATION OF THE 5P130 GAUGE
2. Hole. 3. Slot in spacer. D. 9S8521 Rod. E. 9S8518 Plug. F. 5P130 Gauge.

5. Remove the fuel filter element and the cover at the rear of the governor.

6. Install the 9S225 Bracket (A) to one of the cover bolt holes and install 8S2283 Dial

7. Use finger force to pull top of lever (G) of 5P130 Gauge (F) toward front of engine. Hold the lever in this position or install screw (H) in the lever. Turn governor lever in "fuel-on" direction until end of fuel rack (4) makes contact with slot (3) of 5P130 Gauge (F). Fasten the governor lever in this position.

5P130 GAUGE INSTALLED
3. Slot. 4. Fuel rack. G. Lever. H. 10-32 NF Screw.

INSTALLATION OF BRACKET AND DIAL INDICATOR
5. Stop collar.

NOTE: To center the fuel rack on engines that have a negative rack setting, turn the stop collar (5) 90° to keep adjustment screw (7) from coming in contact with the stop bar or torque spring (8).

PUTTING FUEL RACK AT CENTER POSITION
5. Stop collar.

8. Make an adjustment to the dial indicator so both dials will be at zero.

9. Release the governor lever and loosen screw (H) in lever of 5P130 Gauge (F). Turn stop collar (5) so adjustment screw (7) is in alignment with the torque spring (8) or stop bar.

10. Connect the clip end of 8S4627 Circuit Tester (C) to the contact for torque spring (8) or the contact for the rack stop bar. Put the pin end of the tester to a good ground.

11. Turn the governor lever in the "fuel-on" direction until the light in the tester comes on. Now move the governor lever toward the "shut-off" position until the test light goes out. Now slowly, turn the governor lever toward "fuel-on" until the test light has a minimum light output. In this position rack stop collar (5) is just touching torque spring (8) or the stop bar.

ADJUSTMENT SCREW CONTACT WITH TORQUE SPRING
5. Rack stop collar. 6. Locknut. 7. Adjustment screw. 8. Torque spring.

12. Read the measurement on the dial indicator. Look in the FUEL SETTING INFORMATION to find the correct measurement for rack setting.

13. To make an adjustment to the fuel rack, loosen locknut (6). Turn adjustment screw (7) to change the fuel rack setting.

LOCATION TO MAKE THE ADJUSTMENT
6. Locknut. 7. Adjustment screw.

NOTE: Dial indicator (B) and bracket (A) are shown removed so locknut (6) and adjustment screw (7) can be seen. They do not have to be removed to make this adjustment.

14. After the adjustment procedure is done, tighten locknut (6) to 9 ± 3 lb. ft. (12 ± 4 N·m).

Air Inlet And Exhaust System

Restriction of Air Inlet And Exhaust

There will be a reduction of horsepower and efficiency of the engine if there is a restriction in the air inlet or exhaust system.

Air flow through the air cleaner must not have a restriction (negative pressure difference measurement between atmospheric air and air that has gone through air cleaner) of more than 30 in. (762 mm) of water.

Back pressure from the exhaust (pressure difference measurement between exhaust at outlet elbow and atmospheric air) must not be more than 34 in. (864 mm) of water.

Measurement Of Pressure In Inlet Manifold

The efficiency of an engine can be checked by making a comparison of the pressure in the inlet manifold with the information given in the FUEL SETTING AND RELATED INFORMATION FICHE. This test is used when there is a decrease of horsepower from the engine, yet there is no real sign of a problem with the engine.

The correct pressure for the inlet manifold is given in the FUEL SETTING AND RELATED INFORMATION FICHE. Development of this information is done with these conditions:

a. 29.4 in. (747 mm) of mercury barometric pressure

b. 85° F (29° C) outside air temperature

c. 35 API rated fuel

Any change from these conditions can change the pressure in the inlet manifold. Outside air that has higher temperature and lower barometric pressure than given above will cause a lower horsepower and a lower inlet manifold pressure measurement than given is the FUEL SETTING AND RELATED INFORMATION FICHE. Outside air that has a lower temperature and a higher barometric pressure will cause higher horsepower and a higher inlet manifold pressure measurement.

A difference in fuel rating will also change horsepower and the pressure in the inlet manifold. If the fuel is rated above 35 API, pressure in the inlet manifold can be less than given in the FUEL SETTING AND RELATED INFORMATION FICHE. If the fuel is rated below 35 API, the pressure in the inlet manifold can be more than given in the FUEL SETTING AND RELATED INFORMATION FICHE. BE SURE THAT THE AIR INLET AND EXHAUST DO NOT HAVE A RESTRICTION WHEN MAKING A CHECK OF PRESSURE IN THE INLET MANIFOLD.

Use the 6V3150 Engine Pressure Group to check engine rpm and the pressure in the inlet manifold.

6V3150 ENGINE PRESSURE GROUP
1. Differential pressure gauges. 2. Zero adjustment screw. 3. Pressure gauge 0 to 1100 kPa (0 to 160 psi). 4. Pressure tap. 5. Pressure gauge 0 to 415 kPa (0 to 60 psi).

This tool group has a gauge to read pressure in the inlet manifold. Special Instruction Form No. SEHS7851 is with the tool group and gives instructions for the test procedure.

Exhaust Temperature

1P3060 PYROMETER GROUP

Use the 1P3060 Pyrometer Group to check exhaust temperature. Special Instruction Form No. SMHS7179 is with the tool group and gives instructions for the test procedure. Changes in exhaust temperature can be an indication of changes in the engine or in the conditions of operation.

Crankcase (Crankshaft Compartment) Pressure

Pistons or piston rings that have damage can be the cause of too much pressure in the crankcase. This condition will cause the engine to run rough. There will also be more than the normal amount of fumes coming from the crankcase breather. This crankcase pressure can also cause the element for the crankcase breather to have a restriction in a very short time. It can also be the cause of oil leakage at gaskets and seals that would not normally have leakage.

Compression

An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Use the test that follows for a fast and easy method to find a cylinder that has low compression, or does not have good fuel combustion. Find the speed that the engine runs the roughest, and keep the engine at this rpm until the test is finished. Loosen a fuel line nut at fuel injection pump to stop the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is found that makes no difference in engine performance. Be sure to tighten each fuel line nut after the test before the next fuel line nut is loosened. This test can also be an indication that the fuel injection is wrong, so the cylinder will have to be checked thoroughly. Removal of the head and inspection of the valves and valve seats is necessary to find those small defects that do not normally cause a problem. Repair of these problems is normally done when reconditioning the engine.

An analysis of the engine cylinder condition can be done with controlled pressure air through the cylinder head. Special Instruction GMG00694 explains the procedure and has a complete list of available parts.

1. Remove the fuel injection nozzle from DI engine or fuel injection valve from PC engine.

2. DI Engines:

Adapt an air hose to 1P5564 Adapter. Install the 1P5564 Adapter in the fuel injection nozzle opening in the cylinder head.

PC Engines:

Remove nozzle from valve body and make a replacement with 1P5569 Tip. Install valve body in prechamber. Install 8S2268 Tube Assembly, 9S7341 Adapter and 7S8890 Adapter to valve body. Fasten an air hose to 7S8890 Adapter.

3. Start crankshaft rotation until the piston in the cylinder being inspected is at TC on the compression stroke. In this position the valves of this cylinder will be against their seats.

4. Force the air into the cylinder and then check for air leakage. An air leak from the exhaust opening is an indication of exhaust valve leakage and an air leak from the air cleaner inlet is an indication of intake valve leakage. If the air leakage is into the crankcase during this test, the piston or piston rings can be the cause.

Cylinder Head

The cylinder head has exhaust valve seat inserts that can be removed when they are worn or have damage. Also, the DI cylinder head can be machined for the addition of an intake valve seat insert, if necessary. Replacement or reconditioning can be made with the tools that follow.

Valves

Valve removal and installation is easier with use of the 7F4291 Valve Spring Compressor Assembly, 8S2277 Adapter Assembly and 5S1322 Valve Keeper Inserter.

Valve Seat Inserts

Tools needed to remove and install valve seat inserts are in the 8S7170 Valve Seat Insert Puller Group. Special Instruction Form No. GMG02114 gives an explanation for this procedure. For easier installation, lower the temperature of the insert before it is installed in the head.

Checking Valve Guide Bore

Use the 5P3536 Valve Guide Gauge Group to check the bore of the valve guides. Special Instruction Form No. GMG02562 gives complete and detailed instructions for use of the 5P3536 Dial Bore Gauge Group.

If the valve guide bores are larger than the maximum permissible given in the Specifications, use the 5P5170 Knurling Group for reconditioning. Special Instruction SMHS6747 gives explanations on the use of the 5P5170 Knurling Group.

5P3536 VALVE GUIDE GAUGE GROUP

Valve Clearance Setting

Check and adjust valve clearance with engine stopped.

Valve clearance (1) is measured with thickness gauge between the top of the valve stem (5) and the rocker arm (2).

NOTE: When the valve lash (clearance) is checked, adjustment is NOT NECESSARY if the measurement is in the range given in the chart for VALVE CLEARANCE CHECK: ENGINE STOPPED. If the measurement is outside this range, adjustment is necessary. See the chart for VALVE CLEARANCE SETTING: ENGINE STOPPED, and make the setting to the nominal (desired) specifications in this chart.

1. Put No. 1 piston at top center position. Make reference to FINDING TOP CENTER COMPRESSION POSITION FOR NO. 1 PISTON. Both valves for No. 1 cylinder will be closed.

2. Measure the intake valve clearance for No. 1 and No. 2 cylinders, and the exhaust valve clearance for No. 1 and No. 3 cylinders.

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With the fuel injection lines removed from DI engines, fuel can spray (discharge) from the fuel injection pumps when rotation of the engine is made with governor control in the fuel-on position. This can result in personal injury or fire. Move the governor control to "fuel-off-engine stop" position before fuel injection lines are removed.

VALVE CLEARANCE ADJUSTMENT
1. Valve clearance. 2. Rocker arm. 3. Adjustment screw. 4. Locknut. 5. Valve stem. 6. Shaft for rocker arms. 7. Push rod.

3. To adjust the valve clearance (1), loosen the locknut (4) and turn the adjustment screw (3) as needed to get the correct clearance. Then, hold the adjustment screw (3) with a screw driver and tighten the locknut (4) to 24 ± 5 lb.ft. (30 ± 7 N·m). Check the valve clearance (1) again.

CYLINDER AND VALVE LOCATION (DI Engine)

CYLINDER AND VALVE LOCATION (PC Engine)

4. Remove the timing bolt and turn the flywheel 360° counterclockwise. Install the timing bolt again in the flywheel. Both valves for No. 4 cylinder will be closed.

NOTE: If the flywheel is turned beyond the exact point to install the timing bolt, turn the flywheel clockwise approximately 60°. Then, turn it counterclockwise carefully until the timing bolt can be installed.

5. Measure the intake valve clearance for No. 3 and No. 4 cylinders, and the exhaust valve clearance for No. 2 and No. 4 cylinders. Adjust when necessary, as explained in Step 3.

6. Remove the timing bolt from the flywheel.

When the adjustment of the valve lash needs to be done several times in a short period of time, it can be an indication of wear in a different part of the engine. Find the problem and make any necessary repairs to prevent more damage to the engine.

Not enough valve lash, if not corrected, can be the cause of rapid wear of the camshaft and cam followers. Not enough valve lash can also be an indication of the seats for the valves being bad. Some reasons for valve seat damage are fuel injection nozzles with defects, restriction to the inlet air or dirty air filters, wrong fuel setting, or engine used with loads that are too large for the engine.

Too much valve lash, if not corrected, can be the cause for broken valve stems, push rods, or spring retainers. A rapid increase in valve lash can be an indication of any of the following:

a. Camshaft and cam followers with wear.

b. Rocker arms with wear.

c. Push rods that are bent.

d. Loose adjustment screw for the valve lash.

e. Broken socket on the upper end of a push rod.

If the camshaft and cam followers show signs of rapid wear, look for fuel in the lubrication oil or dirty lubrication oil as a possible cause when the necessary repairs are made.

Procedure For Measuring Camshaft Lobes

To find lobe lift (A) of camshaft, use the following procedure:

1. Measure lobe height (B) of one exhaust and one intake lobe.

2. Measure base circle (C) of one exhaust and one intake lobe.

3. Subtract base circle (C) dimension (STEP 2) from lobe height (B) dimension (STEP 1). The difference is actual lobe lift (A).

CAMSHAFT LOBE
A. Lobe lift. B. Lobe height. C. Base circle.

4. The specified (new) lobe lift (A) is:

(a) Exhaust lobe ... .3071 in.(7.800 mm)

(b) Intake lobe ... .3077 in.(7.816 mm)

5. The maximum permissible difference between actual lobe lift (STEP 3) and specified lobe lift (STEP 4) is .025 in. (0.64 mm).

Lubrication System

One of the problems in the list that follows will generally be an indication of a problem in the lubrication system for the engine.

TOO MUCH OIL CONSUMPTIONOIL PRESSURE IS LOWOIL PRESSURE IS HIGHTOO MUCH BEARING WEARINCREASED OIL TEMPERATURE

Measuring Engine Oil Pressure

5P6225 Hydraulic Test Box.9S9102 Thermistor Thermometer Group.

An oil pressure gauge that has a defect can give an indication of low oil pressure.

An 8M2744 Oil Pressure Gauge which is part of the 5P6225 Hydraulic Test Box can be used to check oil pressure in the system.

5P6225 HYDRAULIC TEST BOX

This procedure must be followed exactly for the pressure readings to have any value.

NOTE: Before any oil pressure test is made, install a new Caterpillar filter to be sure the filter does not cause a reduction in oil pressure.

1. Be sure that the engine is filled to the correct level with SAE 30 oil. If any other viscosity of oil is used, the information does not apply.

2. Find pressure test location (1) on the oil manifold to install a tee. Install a probe from the 9S9102 Thermistor Thermometer Group in one side of the tee. Connect a 8M2744 Gauge from the 5P6225 Hydraulic Test Box to the other side of the tee.

OIL MANIFOLD
1. Pressure Test Location.

3. Run the engine to get the oil temperature at 200 ± 10° F (93 ± 6° C).

4. Keep the oil temperature constant with the engine at the rated rpm and read the pressure gauge.

5. An oil pressure reading of 60 to 80 psi (415 to 550 kPa) is normal at rated speed. Do not continue engine operation if oil pressure reading is less than 15 psi (105 kPa).

If the results do not fall within the pressure range given, find the cause and correct it. Engine failure or a reduction in engine life can be the result if engine operation is continued with oil manifold pressure outside this range.

Too Much Oil Consumption

Oil Leakage on Outside of Engine

Check for leakage at the seals at each end of the crankshaft. Look for leakage at the oil pan gasket and all lubrication system connections. Check to see if oil comes out of the crankcase breather. This can be caused by combustion gas leakage around the pistons. A dirty crankcase breather will cause high pressure in the crankcase, and this will cause gasket and seal leakage.

Oil Leakage Into Combustion Area of Cylinders

Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are three possible ways for oil leakage into the combustion area of the cylinders:

1. Oil leakage between worn valve guides and valve stems.

2. Worn or damaged piston rings, or dirty oil return holes.

3. Compression ring not installed correctly.

Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thin viscosity can be caused by fuel leakage into the crankcase, or by increased engine temperature.

Oil Pressure Is Low

Crankcase Oil Level

Check the level of the oil in the crankcase. Add oil if needed. It is possible for the oil level to be too far below the oil pump supply tube. This will cause the oil pump to not have the ability to supply enough lubrication to the engine components.

Oil Pump Does Not Work Correctly

The inlet screen of the supply tube for the oil pump can have a restriction. This will cause cavitation (low pressure bubbles suddenly made in liquids by mechanical forces) and a loss of oil pressure. Air leakage in the supply side of the oil pump will also cause cavitation and loss of oil pressure. If the bypass valve for the oil pump is held in the open (unseated) position, the lubrication system can not get to maximum pressure. Oil pump rotors that have too much wear will cause a reduction in oil pressure.

Oil Filter

Engines with Serial Numbers 45V1 thru 45V32893

A dirty oil filter will cause a reduction in oil pressure. When the oil filter is filled with dirt, a restriction of oil flow thru the filter and a reduction of filtered oil pressure is the result. The 9L9200 Oil Filter Assembly has a bypass valve inside that opens with a pressure difference of 20 ± 2 psi (140 ± 14 kPa). When bypass is open, oil that is not filtered is permitted to flow thru the engine. To correct this problem, install a new Caterpillar filter.

Engines with Serial Numbers 45V32894-Up

A dirty oil filter will cause a reduction in oil pressure. When the oil filter is filled with dirt, a restriction of oil flow thru the filter and a reduction of filtered oil pressure is the result. The oil filter base has a bypass valve inside that opens with a pressure difference of 140 ± 14 kPa (20 ± 2 psi). When this bypass is open, oil that is not filtered is permitted to flow thru the engine. To correct this problem, install a new Caterpillar filter.

Too Much Clearance at Engine Bearings or Open (Broken or Disconnected Oil Line or Passage) Lubrication System

Components that are worn and have too much bearing clearance can cause oil pressure to be low. Low oil pressure can also be caused by an oil line or oil passage that is open, broken or disconnected.

Oil Pressure Is High

Oil pressure will be high if the bypass valve for the oil pump can not move from the closed position.

Too Much Bearing Wear

When some components of the engine show bearing wear in a short time, the cause can be a restriction in an oil passage. A broken oil passage can also be the cause.

If the gauge for oil pressure shows enough oil pressure, but a component is worn because it can not get enough lubrication, look at the passage for oil supply to the component. A restriction in a supply passage will not let enough lubrication get to a component, and this will cause early wear.

Increased Oil Temperature

Look for a restriction in the oil passages of the oil cooler. If the oil cooler has a restriction, the oil temperature will be higher than normal when the engine is operated. The oil pressure of the engine will not get low just because the oil cooler has a restriction.

Cooling System

This engine has a pressure type cooling system. A pressure type cooling system gives two advantages. The first advantage is that the cooling system can have safe operation at a temperature that is higher than the normal boiling (steam) point of water. The second advantage is that this type system prevents cavitation (low pressure bubbles suddenly made in liquids by mechanical forces) in the water pump. With this type system, it is more difficult for an air or steam pocket to be made in the cooling system.

The cause for increased engine temperature is generally because regular inspections of the cooling system were not made. Make a visual inspection of the cooling system before a test is made with test equipment.

Visual Inspection Of The Cooling System

1. Check coolant level in the cooling system.

2. Look for leaks in the system.

3. Look for bent radiator fins. Be sure that air flow through the radiator does not have a restriction.

4. Inspect the drive belts for the fan.

5. Check for damage to the fan blades.

6. Look for air or combustion gas in the cooling system.

7. Inspect the filler cap and the surface that seals the cap. This surface must be clean.

Testing The Cooling System

Remember that temperature and pressure work together. When a diagnosis is made of a cooling system problem, temperature and pressure must both be checked. Cooling system pressure will have an effect on cooling system temperatures. For an example, look at the chart to see the effect of pressure and height above sea level on the boiling (steam) point of water.

Test Tools for Cooling System

9S9102 Thermistor Thermometer Group.9S7373 Air Meter Group.1P5500 Portable Phototach Group.9S8140 Cooling System Pressurizing Pump Group.

9S9102 THERMISTOR THERMOMETER GROUP

The 9S9102 Thermistor Thermometer Group is used in the diagnosis of overheating (engine hotter than normal) or overcooling (engine cooler than normal) problems. This group can be used to check temperatures in several different parts of the cooling system. The testing procedures is in Special Instruction Form No. SMHS7140.

9S7373 AIR METER GROUP

The 9S7373 Air Meter Group is used to check the air flow through the radiator core. The testing procedure is in Special Instruction Form No. SMHS7063.

1P5500 PORTABLE PHOTOTACH GROUP

The 1P5500 Portable Phototach Group is used to check the fan speed. The testing procedure is in Special Instruction Form No. SMHS7015.

The 6V3121 Multitach Group is used to check the fan speed. The testing procedure is in Special Instruction Form No. SEHS7807.

6V3121 MULTITACH GROUP

Pressure Cap Test

9S8140 Cooling System Pressurizing Pump Group.

One cause for a pressure loss in the cooling system can be a bad seal on the pressure cap of the system. Inspect the pressure cap carefully. Look for damage to the seal or to the surface that seals. Any foreign material or deposits on the cap, valve, seal, or surface that seals must be removed.

The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressure check the cooling system for leaks.

TYPICAL SCHEMATIC OF PRESSURE CAP
A. Sealing surface of cap and radiator.

To check the pressure cap for the pressure that makes the pressure cap open, use the procedure that follows:

1. Remove the pressure cap from the radiator.

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DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot coolant can cause severe burns.

2. Put the pressure cap on the 9S8140 Cooling System Pressurizing Pump Group.

9S8140 COOLING SYSTEM PRESSURIZING PUMP GROUP

3. Look at the gauge for the exact pressure that makes the pressure cap open.

4. Make a comparison of the reading on the gauge with the correct pressure at which the pressure cap must open.

NOTE: The correct pressure that makes the pressure cap open is on the pressure cap. It must not leak at 6.5 psi (45 kPa) and open at 8 psi (55 kPa).

5. If the pressure cap is bad, install a new pressure cap.

Radiator and Cooling System Leak Tests (Systems That Use Pressure Cap)

To test the radiator and cooling system for leaks, use the procedure that follows:

1. Remove the pressure cap from the radiator.

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DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot coolant can cause severe burns.

2. Make sure the coolant is over the top of the radiator core.

3. Put the 9S8140 Cooling System Pressurizing Pump Group on the radiator.

4. Get the pressure reading on the gauge to 3 psi (20 kPa) more than the pressure on the pressure cap.

5. Check the radiator for outside leakage.

6. Check all connections and hoses for the cooling system for outside leakage.

7. If you do not see any outside leakage and the pressure reading on the gauge is still the same after 5 minutes, the radiator and cooling system does not have leakage. If the reading on the gauge goes down and you do not see any outside leakage, there is leakage on the inside of the cooling system. Make repairs as necessary.

Gauge for Water Temperature

9S9102 Thermistor Thermometer Group. or2F7112 Thermometer and 6B5072 Bushing.

TEST LOCATION
A. Plug.

If the engine gets too hot and a loss of coolant is a problem, a pressure loss in the cooling system can be the cause. If the gauge for water temperature shows that the engine is too hot, look for coolant leakage. If a place can not be found where there is coolant leakage, check the accuracy of the gauge for water temperature. Remove plug (A) and install the 9S9102 Thermistor Thermometer Group or the 2F7112 Thermometer and 6B5072 Bushing.

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Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury.

Start the engine and run it until the temperature is at the desired range according to the test thermometer. If necessary, put a cover over part of the radiator or cause a restriction of the coolant flow. The reading on the gauge for water temperature must be the same as the test thermometer within the tolerance range in the chart.

WATER TEMPERATURE GAUGE

Water Temperature Regulators

1. Remove the regulator from the engine.

2. Heat water in a pan until the temperature is 192° F (89° C). Move the water around in the pan to make it all the same temperature.

3. Hang the regulator in the pan of water. The regulator must be below the surface of the water and it must be away from the sides and bottom of the pan.

4. Keep the water at the correct temperature for 10 minutes.

5. After ten minutes, remove the regulator and immediately measure the distance the regulator has opened. The distance must be a minimum of .260 in. (6.60 mm).

6. If the distance is less than .260 in. (6.60 mm), make a replacement of the regulator.

V-Belt Tension Chart

Basic Block

Piston Rings

A 5P3519 Piston Ring Groove Gauge is available to check ring grooves with straight sides. For instructions on the use of the gauge, see the GUIDELINE FOR REUSABLE PARTS; PISTONS AND CYLINDER LINERS, Form No. SEBF8001.

5P3519 PISTON RING GROOVE GAUGE

Connecting Rods And Pistons

Use the 5F9059 Piston Ring Expander to remove or install piston rings.

Use the 5P3524 Piston Ring Compressor to install pistons into cylinder block.

Tighten the connecting rod bolts in the step sequence that follows:

1. Put 2P2506 Thread Lubricant on bolt threads and contact surfaces of nut and cap.

2. Tighten all bolts to 30 ± 3 lb. ft. (40 ± 4 N·m).

3. Put a mark on each nut and end of bolt.

4. Tighten each nut 60 ± 5° from the mark.

The connecting rod bearings fit tightly in the bore in the rod. If bearing joints or backs are worn (fretted), check bore size. This can be an indication of wear because of a loose fit.

Connecting Rod And Main Bearings

Connecting rod bearings are available with .010 in. (0.25 mm) and .020 in. (0.51 mm) smaller inside diameter than the original size bearings. These bearings are for crankshafts that have been "ground" (made smaller than the original size).

Main bearings are available with .010 in. (0.25 mm) and .020 in. (0.51 mm) smaller inside diameter than the original size bearings. These bearings are for crankshafts that have been "ground" (made smaller than the original size).

Main bearings for DI engines are also available with a larger outside diameter than the original size bearings. These bearings are for cylinder blocks that have had the bore for the main bearings "bored" (made larger than the original size). The size available is .010 in. (0.25 mm) larger outside diameter than the original size bearings.

Cylinder Block

The bore in the block for main bearings can be checked with the main bearing caps installed without bearings. Tighten the nuts that hold the caps to the torque shown in the SPECIFICATIONS. Alignment error in the bores must not be more than .003 in. (0.08 mm). Special Instruction Form No. SMHS7606 gives instructions for the use of 1P4000 Line Boring Tool Group for alignment of the main bearing bores. The 1P3537 Dial Bore Gauge Group can be used to check the size of the bores. Special Instruction Form No. GMG00981 is with the group.

1P3537 DIAL BORE GAUGE GROUP

Flywheel And Flywheel Housing

8S2328 Dial Indicator Group.

Heat the ring gear to install it. Do not heat to more than 400° F (204° C). Install the ring gear so the chamfer on the gear teeth are next to the starter pinion when the flywheel is installed.

Face Run Out (axial eccentricity) of the Flywheel Housing

If any method other than given here is used, always remember bearing clearance must be removed to get correct measurements.

8S2328 DIAL INDICATOR GROUP INSTALLED

CHECKING FACE RUNOUT OF THE FLYWHEEL HOUSING
A. Bottom. B. Right side. C. Top. D. Left side.

1. Fasten a dial indicator to the crankshaft flange so the anvil of the indicator will touch the face of the flywheel housing.

2. Put a force on the crankshaft toward the rear before the indicator is read at each point.

3. With dial indicator set at .000 in. (0.0 mm) at location (A), turn the crankshaft and read the indicator at locations (B), (C) and (D).

4. The difference between lower and higher measurements taken at all four points must not be morethan .012 in. (0.30 mm), which is the maximum permissible face run out (axial eccentricity) of the flywheel housing.

Bore Runout (radial eccentricity) of the Flywheel Housing

8S2328 DIAL INDICATOR GROUP INSTALLED

CHECKING BORE RUNOUT OF THE FLYWHEEL HOUSING

1. Fasten the dial indicator as shown so the anvil of the indicator will touch the bore of the flywheel housing.

2. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft up against the top of the bearing. Write the measurement for bearing clearance on line 1 in column (C).

NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation (signs). This notation is necessary for making the calculations in the chart correctly.

3. Divide the measurement from Step 2 by 2. Write this number on line 1 in columns (B) & (D).

4. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).

5. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write the measurement in the chart.

6. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in the chart.

7. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write measurement in the chart.

8. Add lines I & II by columns.

9. Subtract the smaller number from the larger number in line III in columns (B) & (D). The result is the horizontal eccentricity (out of round). Line III, column (C) is the vertical eccentricity.

10. On the graph for total eccentricity, find the point of intersection of the lines for vertical eccentricity and horizontal eccentricity.

11. If the point of intersection is in the range marked "Acceptable" the bore is in alignment. If the point of intersection is in the range marked "Not Acceptable" the flywheel housing must be changed.

GRAPH FOR TOTAL ECCENTRICITY

Face Runout (axial eccentricity) of the Flywheel

1. Install the dial indicator as shown. Always put a force on the crankshaft in the same direction before the indicator is read so the crankshaft end clearance (movement) is always removed.

2. Set the dial indicator to read .000 in. (0.0 mm).

3. Turn the flywheel and read the indicator every 90°.

4. The difference between the lower and higher measurements taken at all four points must not be more than .006 in. (0.15 mm), which is the maximum permissible face runout (axial eccentricity) of the flywheel.

CHECKING FACE RUNOUT OF THE FLYWHEEL

Bore Runout (radial eccentricity) of the Flywheel

CHECKING BORE RUNOUT OF THE FLYWHEEL
1. 7H1945 Holding Rod. 2. 7H1645 Holding Rod. 3. 7H1942 Indicator. 4. 7H1940 Universal Attachment.

1. Install 7H1942 Dial Indicator (3) and make an adjustment of 7H1940 Universal Attachment (4) so it makes contact as shown.

2. Set the dial indicator to read .000 in. (0.0 mm).

3. Turn the flywheel and read the indicator every 90°.

4. The difference between the lower and higher measurements taken at all four points must not be more than .006 in. (0.15 mm), which is the maximum permissible bore runout (radial eccentricity) of the flywheel.

5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not exceed .005 in. (0.13 mm).

CHECKING FLYWHEEL CLUTCH PILOT BEARING BORE

Electrical System

Test Tools For Electrical System

6V4930 Battery Load Tester.6V4910 AC/DC Clamp-On Ammeter.6V7070 Heavy-Duty Digital Multimeter or6V7800 Regular-Duty Digital Multimeter.

Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good condition, the wire and cable connections must be clean and tight, and the battery must be fully charged. If the on-engine test shows a defect in a component, remove the component for more testing.

6V4930 BATTERY LOAD TESTER

The 6V4930 Battery Load Tester is a portable unit in a metal case for use under field conditions and high temperatures. It can be used to load test all 6, 8 and 12V batteries. This tester has two heavy-duty load cables that can easily be fastened to the battery terminals, and a load adjustment knob on the front panel permits a current range up to a maximum of 700 amperes. The tester also has a thermometer to show when the safe operating temperature limit of the unit has been reached.

NOTE: Make reference to Special Instruction, Form No. SEHS8268 for more complete information for use of the 6V4930 Battery Load Tester.

6V4910 AC/DC CLAMP-ON AMMETER

The 6V4910 AC/DC Clamp-On Ammeter is a completely portable, self-contained instrument that allows electrical current measurements to be made without breaking the circuit or disturbing the insulation on conductors. A digital display is located on the ammeter for reading current directly in a range from 1 to 500 amperes. If an optional 6V6014 Cable is connected between this ammeter and one of the digital multimeters, current readings of less than 1 ampere can then be read directly from the display of the multimeter.

A lever is used to open the jaws over the conductor [up to a diameter of 19 mm (.75 in.)], and the spring loaded jaws are then closed around the conductor for current measurement. A trigger switch that can be locked in the ON or OFF position is used to turn on the ammeter. When the turn-on trigger is released, the last current reading is held on the display for 5 seconds. This allows accurate measurements to be taken in limited access areas where the digital display is not visible to the operator. A zero control is provided for DC operation, and power for the ammeter is supplied by batteries located inside the handle.

NOTE: Make reference to Special Instruction Form No. SEHS8030 for more complete information for use of the 6V4910 Clamp-On Ammeter.

6V7070 HEAVY-DUTY DIGITAL MULTIMETER

The 6V7070 Heavy-Duty Digital Multimeter is a completely portable, hand held instrument with a digital display. This multimeter is built with extra protection against damage in field applications, and is equipped with seven functions and 29 ranges. The 6V7070 Multimeter has an instant ohms indicator that permits continuity checks for fast circuit inspection. It also can be used for troubleshooting small value capacitors.

The 6V7800 Regular-Duty Digital Multimeter (a low cost option to the Heavy-Duty Multimeter) is also available; however, the 6V7800 Multimeter does not have the 10A range or the instant ohms feature of the 6V7070 Multimeter.

NOTE: Make reference to Special Instruction Form No. SEHS7734 for more complete information for use of the 6V7070 and 6V7800 Multimeters.

Battery

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Never disconnect any charging unit circuit or battery circuit cable from battery when the charging unit is operated. A spark can cause an explosion from the flammable vapor mixture of hydrogen and oxygen that is released from the electrolyte through the battery outlets. Injury to personnel can be the result.

The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of the charge in the battery. Damage to the charging unit will result if the connections (either positive or negative) between the battery and charging unit are broken while the charging unit is in operation. This is because the battery load is lost and there is an increase in charging voltage. High voltage will damage, not only the charging unit, but also the regulator and other electrical components.

Load test a battery that does not hold a charge when in use. To do this, put a resistance across the main connections (terminals) of the battery. For a 6, 8 or 12V battery, use a test load of three times the ampere/hour rating (the maximum test load on any battery is 500 amperes). Let the test load remove the charge (discharge) of the battery for 15 seconds and with the test load still applied, test the battery voltage. A 6V battery in good condition will show 4.5V; and 8V battery will show 6V; a 12V battery will show 9V. Each cell of a battery in good condition must show 1.6V on either a 6, 8 or 12V battery.

Charging System

The condition of charge in the battery at each regular inspection will show if the charging system operates correctly. An adjustment is necessary when the battery is constantly in a low condition of charge or a large amount of water is needed (more than one ounce of water per cell per week or per every 50 service hours).

When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and components that are a permanent part of the system. Off-engine (bench) testing will give a test of the charging unit and voltage regulator operation. This testing will give an indication of needed repair. After repairs are made, again make a test to give proof that the units are repaired to their original condition of operation.

Before the start of on-engine testing, the charging system and battery must be checked as shown in the Steps that follow:

1. Battery must be at least 75% (1.240 Sp. Gr.) fully charged and held tightly in place. The Battery holder must not put too much stress on the battery.

2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables must be free of corrosion and have cable support clamps to prevent stress on battery connections (terminals).

3. Leads, junctions, switches and panel instruments that have direct relation to the charging circuit must give correct circuit control.

4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and have the ability to operate the charging unit.

Alternator Regulator

There are no adjustments for this alternator regulator. When an alternator charges the battery too much or not enough, and the alternator regulator is found to be at fault, a new alternator regulator will have to be installed.

Starting System

Use the multimeter in the DCV range to find starting system components which do not function.

Move the start control switch to activate the starter solenoid. Starter solenoid operation can be heard as the pinion of the starter motor is engaged with the ring gear on the engine flywheel.

If the solenoid for the starter motor will not operate, it is possible that the current from the battery did not get to the solenoid. Fasten one lead of the multimeter to the connection (terminal) for the battery cable on the solenoid. Put the other lead to a good ground. A zero reading is an indication that there is a broken circuit from the battery. More testing is necessary when there is a voltage reading on the multimeter.

The solenoid operation also closes the electric circuit to the motor. Connect one lead of the multimeter to the solenoid connection (terminal) that is fastened to the motor. Put the other lead to a good ground. Activate the starter solenoid and look at the multimeter. A reading of battery voltage shows the problem is in the motor. The motor must be removed for further testing. A zero reading on the multimeter shows that the solenoid contacts do not close. This is an indication of the need for repair to the solenoid or an adjustment to be made to the starter pinion clearance.

Make a test with one multimeter lead fastened to the connection (terminal) for the small wire at the solenoid and the other lead to the ground. Look at the multimeter and activate the starter solenoid. A voltage reading shows that the problem is in the solenoid. A zero reading is an indication that the problem is in the start switch or the wires for the start switch.

Fasten one multimeter lead to the start switch at the connection (terminal) for the wire from the battery. Fasten the other lead to a good ground. A zero reading indicates a broken circuit from the battery. Make a check of the circuit breaker and wiring. If there is a voltage reading, the problem is in the start switch or in the wires for the start switch.

A starter motor that operates too slow can have an overload because of too much friction in the engine being started. Slow operation of the starter motor can also be caused by a short circuit, loose connections and/or dirt in the motor.