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Cummins 4bt Service Manual 1 PDF -
Install the depth gauge assembly, Tool Number , on the cylinder head combustion deck and zero it. Use a brass wire brush and a piece of hardwood dipped in test oil. Contact from the skin will corrode the finely lapped surface. NOTE: The needle valve and nozzle tip are precisely matched for fit. Inspect Front Gear Train Inspect the injector.
Inspect the o-ring for damage. Inspect for burrs on the inlet to the injector. With the needle valve in the vertical position, the needle valve must slide all the way back into the nozzle body under its own weight.
Use the pressure spring to make sure the shims are installed flat. Use only one copper washer. Service Tip: A light coat of clean lubricating engine oil between the washer and injector can help to keep the washer from falling during installation. After tightening the injector, be sure to push the o-ring into the groove.
Page Drain the water-fuel separator into a container and dispose of in accordance with local environmental regulations. Drain the water and sediment from the separator daily. Use your hand to open the drain valve. This will cause damage to the overflow valve. Connect the fuel line s to the injectors. Page Lubricating Oil System The following special tools are recommended to perform procedures in this section.
Page Engine Oil Heater B3. Test Perform a resistance test on the engine lubricating oil heater element. The readings must be a minimum of 91 ohms to a maximum ohms. Page Lubricating Oil Cooler B3. Keep away from pets and children. If not reused, dispose of in accordance with local environmental regulations. If leaks are detected, replace the element. Page Lubricating Oil Dipstick B3. Refer to Procedure Install the dipstick in the dipstick tube housing.
If equipped, remove any dipstick tube supports and clamps. If equipped, remove the flexible portion of the dipstick tube. Page Lubricating Oil Pan B3. Remove the lubricating oil suction tube, if necessary. Refer to Procedure in Section 7. Hot steam can cause serious personal injury. NOTE: The bedplate will only install one way. The center ribs are stamped offset to clear the main bearing caps.
Tighten all capscrews in the sequence shown in the accompanying chart. Polished areas on the plunger and bore are acceptable. Verify the plunger moves freely in the bore. Page Lubricating Oil Pump B3. Remove the lubricating oil pump from the bore in the cylinder block. If debris has been expected to have gone through the lubricating oil pump, the rear cover plate can be removed to inspect for internal damage.
Tip Limit 0. Use gauge, Part Number , and magnetic base, Part Number , measure the lubricating pump driven gear backlash. If equipped with a viscous damper, refer to Procedure Replace the suction tube if any damage is found. Failure to install it properly can result in low oil pressure and engine damage. Page Lubricating Oil System B3. Choose the correct oil for your operating climate. Refer Cummins Engine Refer to Procedure Lubricating Oil System in Section V for common lubricating oil pan capacities, or by looking up the oil pan option for the engine serial number on QuickServe OnLine.
Check the condition of the lubricating oil. Page Lubricating Oil Contamination B3. With the system pressurized, remove the following components, and inspect for leaks. The oil flows through a cast passage in the cooler cover and through the element, where it is cooled by engine coolant flowing past the plates of the element. Most leaks can be identified during routine inspection of the engine and vehicle. NOTE: Do not disassemble an engine for repair based solely on the results of an oil analysis.
Inspect the oil filters. Page Service Tools Cooling System The following special tools are recommended to perform procedures in this section. Pivoting in the wrong direction can result in damage to the belt tensioner. Page Coolant Heater B3. A bolted coolant heater and a threaded coolant heater.
Both are located adjacent to the lubricating oil cooler. Remove the coolant heater from the block. Clean and Inspect for Reuse Clean the cup plug bore or hole thoroughly with a clean rag. The locking channel T-bar should be threaded out to the end of the bolt.
Torque Value: Minimum: 1. Install the coolant heater and retaining capscrews. Page Coolant Thermostat B3. Keep away from children and pets. As described in the coolant discussion, jiggle pins vent air during filling of the coolant system. When the coolant temperature is below the operating range, engine coolant is bypassed back to the inlet of the water pump. Rear Gear Train Remove the water outlet connection capscrews. Damage to the cooling system and engine can occur.
Package the lifting bracket and thermostat gasket to the thermostat and thermostat housing. Make sure the gasket is aligned with the capscrew holes.
Page Cooling System B3. NOTE: Some radiators have two fill necks, both of which must be filled when the cooling system is drained. The air vents through the jiggle pin openings to the top radiator hose and out the fill opening. The engine is to be operated without the cap for this process.
Fill the system with a mixture of sodium carbonate and water or a commercially available equivalent. Failure to do so can cause personal injury from heated coolant. If no air is found in the cooling system with the air control valve s isolated, install a new control valve. Monitor the engine temperature and color of the test fluid during engine operation.
Squeeze the rubber ball 2 to 3 minutes to draw air from the radiator through the test fluid. Page Cooling System Diagnostics B3. The ability of antifreeze to remove heat from the engine is not as good The heated air expands, increasing the pressure in the system, causing the cap to open.
A hose will usually not collapse while the engine is running at low speed. A malfunctioning automatic belt tensioner can be the problem. Page Fan Clutch, Electric B3. Make sure capscrew head surface and threads are clean and free of debirs.
NOTE: Some applications do not have a cooling fan or the cooling fan is located elsewhere on the application. Page Replace, if necessary. Refer to the equipment manufacturer's service manual for instructions.
Cummins recommends fan clearance be 5. Refer to the equipment manufacturer's service manual for alternative positions. Page Fan Spacer and Pulley B3. Page Replace original equipment fan that is damaged with a fan of the identical part number.
Refer to the vehicle or equipment manufacturer's Page Radiator B3. Liquid refrigerant can cause serious eye and skin injuries. Page Radiator Pressure Cap B3. Air in the coolant can result in loss of coolant from the overflow when the aerated coolant is hot. Different caps are specified for the two recommended Page Heat Exchanger B3. Connect the hose to the heat exchanger sea water outlet to allow the water to back flush the system. This will remove and flush away any loose debris.
Page Sea Water Pump B3. Lift off the cover. Use a small screwdriver to remove the o-ring A. Use a small screwdriver to remove the inner cap B. It will slide all the way in when the keyway lines up with the key.
Page Water Pump B3. Open the sea water inlet valve and check for leaks. If you have a wet exhaust system, start the engine and check for water flow from the exhaust. Install the water pump with seal and mounting capscrews. Torque Value: 9. Page Coolant Temperature Sensor B3.
The sensor will have continuity only when coolant temperature is reached. Page Water Inlet Connection B3. Clean and Inspect for Reuse Inspect the rectangular sealing ring for cracks. If either stop is touching, the drive belt must be replaced. Remove Remove the capscrew and belt tensioner from the bracket. NOTE: Some belt tensioners are mounted to the water inlet connection. If there is evidence of the two areas making contact, the pivot tube bushing has failed and the tensioner must be replaced.
Page Sea Water Hoses B3. Replace damaged hoses and Page Accessory Drive B3. Inspect the accessory drive housing for cracks. Page Hydraulic Pump Drive B3. Connect all hydraulic lines to the pump. Tighten mounting capscrews. Page Accessory Drive Cover B3. Page Air Intake System The following special tools are recommended to perform procedures in this section. Page Aftercooler B3.
NOTE: Keep the gasket material and any other material out of the air intake. Refer to OEM manual. Page Air Intake Manifold B3. Replace with a new hose and clamps, if necessary.
If the air intake manifold will be off for a prolonged period of time, tape off the intake manifold opening to prevent debris from entering the intake system. Tighten the mounting capscrews. Operate the engine at full throttle and rated rpm with maximum load. Page Charge-Air Cooler B3. Install another pressure gauge, Part Number ST, in the intake manifold. Page Air Intake Restriction B3. Refer to the equipment manufacturer's instructions. Inspect the intake piping for damage.
Refer to the equipment manufacturer's repair instructions. Page Turbocharger B3. A bearing failure can produce friction, which will slow the speed of the rotor assembly.
Use a narrow blade or a wire-type feeler gauge to measure the clearance between the compressor wheel and housing. Refer to the OEM service manual. Clear any restrictions found, or replace damaged components as required. If cracks that go all the way through the outer walls are found, the turbocharger must be replaced. Lubricate the bearings by pouring 59 to 89 ml [2 to 3 oz] of clean 15W40 engine oil into the turbocharger oil supply line fitting. Push the drain line into the drain line boss. Be sure both o-rings are completely seated in the bore.
Remove the oil supply line from the turbocharger bearing housing. Page Turbocharger Wastegate Actuator B3. B Series engines after January are not adjustable and the actuators are tamper proof. Loosen nut, and remove the adjusting link end from the boost capsule actuator.
Set the indicator to zero, with no air pressure applied to the wastegate capsule. Torque Value: 4. Failure to do so can cause component damage. Page Intake Manifold Pressure B3. Replace turbine housing assembly worn excessively.
Grid heater 2. Air intake temperature sensor The following illustration shows grid heater components. Grid Heater Component Connections 1. Correct any electrical problems with the WTS lamp. The resistance should be approximately ohms at room temperature and ohms for the ice bath. Water jacket aftercooler plumbing 3.
High-pressure fuel lines 4. Low-pressure fuel lines 5. Crossover duct 6. Crossover duct gasket 7. The solenoids should click off. Set the multimeter scale to read DC voltage.
Disable the preheater electrical system to reduce the possibility of property damage and personal injury from electrical shock. This overrides the temperature circuit if the intake manifold temperature is too hot to allow the heater to turn on.
If no voltage is present, check the voltage to the heater control module. Replace the resistor if necessary. Resistance: Cylindrical type intake heater elements do not have any external ground wires. Remove the heater and gaskets.
Install the four capscrews and the single black ground heater lead. Ground the negative lead to the engine block. Remove the nut from the top right solenoid bracket. Torque the hold down screws hand tight. Connect the ground cable to the battery terminals. Connect an multimeter to the two large terminals. Ground one of the small terminals to the battery ground. Remove the sensor from the flywheel housing.
Page Service Tools Exhaust System The following special tools are recommended to perform procedures in this section. Page Exhaust Manifold, Dry B3. Remove the exhaust manifold and gaskets. Discard the exhaust manifold gaskets. Follow the tightening sequence shown in the illustration. Page Exhaust Restriction B3. Page Compressed Air System The following special tools are recommended to perform procedures in this section.
Page Mounting Plate Used to mount the air compressor to the vise. Open the draincock on the wet tank to release compressed air from the system. This manual will be emailed to you shortly after purchase!
If you would like the manual mailed to you on a DVD or print and bound, please select this option at checkout. Satisfaction is Guaranteed or your Money Back! Satisfaction Guaranteed! Naturally Aspirated Turbocharged Measure just before the intake manifold for naturally aspirated engines.
Section 3 - Combustion Air System B Series Damage From Non-filtered Air Loose connections or cracks in the suction side of the intake pipe and after the air filter can allow debris to be ingested by the engine causing rapid wear in the cylin- ders. Leaks at the intake manifold, unsealed bolt holes or man- ifold cover gasket can also allow dust and dirt to be in- gested into naturally aspirated engines.
Loose connections or cracks in the suction side of the intake pipe and after the air filter on turbocharged en- gines can allow debris to be ingested into the turbo- Charger compressor and forced into the engine.
Debris drawn into the air suction side can damage the compressor blades causing an imbalance resulting in bearing failure. To verity a bearing failure or damaged compressor, re- move the intake and exhaust piping and check for con- tact. The rotor assembly must rotate freely and should not be damaged.
Measurement of axial and radial clearance is described in this Section. This can also cause a noise problem. The leaks will create bubbles that are easier to detect.
Measurement of manifold pressure is described in this Section. Turbocharged Engines - Exhaust Leaks Inspect for exhaust leaks at the exhaust manifold and turbocharger, gasket leaks, or exhaust pipe, muffler or catalyst restrictions. Leaks or restrictions will cause the turbine and impeller to operate at a lower speed and reduce the amount of air being forced into the cylinders. Again, the symptom will be excess smoke, low manifold pressure and low power.
Turbocharger Boost Pressure - Measurement Measure the boost pressure at the intake manifold by using one of the tapped or plugged intake access holes shown in the illustration. Referto the specifications in this section, NOTE: If the engine has charge air cooling, testing must be done to ensure that the charge air cooler system is not leaking or restricting the turbo boost pressure - refer to Procedure for charge air cooler testing.
Exhaust leaks can usually be detected audibly or visually by a discoloration caused by the escaping hot gases. Ifthe exhaust gasses can not flow freely, the turbocharger will not operate efficiently. A bearing failure can produce friction which will slow the speed of the rotor assembly. Failed bearings can also allow the blades of the rotor assembly to rub the housings, thus reducing the rotor assembly speed.
Malfunctioning turbocharger wastegate failure or miscal- ibration of the turbocharger wastegate can result in ex- cessively high or low boost pressures. Low boost pres- sures can cause excessive smoke and low power. High boost pressures can cause major engine damage. Lubricating Oil Consumption and Leaks Engine lubricating oil is used to lubricate the bearings and provide some cooling for the turbocharger.
The [u- bricating oil supplied to the turbocharger through the supply line is at engine operating pressure. A return line connected to the bottom of the turbocharger routes the lubricating oil back to the engine lubricating oil pan. Seal rings are used on each end of the rotor assembly.
The primary function of the seals is to prevent exhaust gases and compressed air from entering the turbocharger housing. Lubricating oil leakage from the seals is rare, but it can occur. NOTE: Excessive crankcase pressure will not allow the oil to drain from the turbocharger. This will load the bearing hous- ing and allow lubricating oil to leak past the compressor seals and into the engine.
A restricted or damaged lubricating oil return line will cause the turbocharger housing to be pressurized caus- ing lubricating oil to migrate past the seals. Locate and correct the restriction as previously discussed. The sound is caused by the very high rotational speed of the rotor assembly. Consequently, the sound will be more audible at full speed.
If possible, operate the engine at full speed to verify the noise level. Look for loose turbocharger mounting, exhaust manifold gasket leaks, and cracks in the exhaust manifold. Lower pitch sounds or rattles at slower engine speeds can indicate debris in the system or the rotor assembly is touching the housings. Service tool Part No. Radial Clearance 6 mm.
Replace the turbine housing assembly it worn exces- sively. Inspect the valve and valve seat for cracks or erosion. Replace the turbine housing assembly if worn exces- sively. Check for excessive movement between the shaft and bushing. Replace the turbine housing damaged or seized. Torque Value: 4. Adjustment is not necessary unless the capsule is removed.
Regulate the air pressure to the wastegate capsule per the following table. Specified wastegate mea- surement is 0. Caution: Do not pull or push or force alignment of the clevis pin.
Adjust the wastegate if necessary to achieve specified travel. Disconnect regulated air pressure line from the boost capsule. Connect the turbo boost line to the boost capsule and secure hose clamp.
ST to the pressure tap in the exhaust head pipe or at the inlet to the catalyst! Operate the engine at rated speed and load. Record the exhaust restriction. ST, to the fitting in the turbocharger outlet. Install another pressure gauge, Part No. ST, in the intake manifold.
Operate the engine at rated RPM and load. Record the readings on the two gauges. If the differential pressure is greater than 21 kPa [3 psi], check the charge air cooler for plugging. Clean or replace if necessary.
Lock the fan drive in the ON mode to prevent erratic test results. This can be done by installing a jumper across the temperature switch or supplying shop air to the fan. Refer to the fan drive manutacturer for lock-up procedure.
NOTE: Some trucks have a manual switch that will lock on the fan. Record the intake manifold temperature. Measure the ambient temperature at least two feet in front of the vehicle. If the problem still exists, cheok the cooler for internal contamination or plugging.
Remove the charge air cooler. Install a cap over the outlet side of the cooler. Install a Pressure gauge and a shop air supply line to the inlet side Of the cooler. Apply kPa [30 psi] of air pressure to the cooler. If the pressure drop is 48 kPa [7 psi] or less in 15 seconds, the cooler is okay. If the pressure drop is greater than 48 kPa [7 psi] in 15 seconds, the charge ait cooler must be repaired or re- placed. Refer to the CAC manufacturer for repair instruc- tions.
NOTE: A leak tank can be used to locate the air leak. Remove the CAC from the vehicle. Refer to the vehicle manufacturer's instructions. Flush the CAC internally with solvent in the opposite direction of normal air flow. Shake the CAC and lightly tap on the end tanks with a rubber mallet to dislodge trapped debris. Continue flushing until all debris or oil is removed.
Use a flashlight and mirror to visually inspect the CAC for internal debris. Caution: If internal debris cannot be removed, scrap the cac. Caution: Do not use caustic cleaners to clean the CAC. Damage to the CAC will result. Rinse thor- oughly with clean water. Visually inspect the CAC for cracks, holes or damage. Inspect the tubes, fins and welds for tears, breaks or other damage. Install the CAC on the vehicle, Refer to the vehicle manufacturer for instructions.
Use new hose and clamps as required to install the cross- over tube. Removal 10mm Remove the manifold cover, gasket, and grid heater if equipped. Cleaning Clean the sealing surface. NOTE: Keep the gasket material and any other material out of the air intake. Removal mm Remove the coolant supply tube 1 and the coolant return tube 2. Installation 10 mm NOTE: The holes shown in the illustration are drilled through, Apply liquid tefion sealant to the capscrews, Install the aftercooler housing and a new gasket.
Nem [18 fb] mm Install the coolant supply tube 1 and coolant return tube Gif 2 - Install the air crossover tube 8. Pour 50 to 60 cc [2 to 3 ounces] of clean engine oil into the oil supply fitting. Rotate the turbine wheel to allow the oil to enter the bearing housing. Engine Coolant Lubrication.. Air Outlet Minimum Inside Diameter Weight Approximate.
The use of these toolsiis shown in the appropriate procedure. Tool No. Description Too! Open the draincock on the wet tank to release com- Pressed air from the system. Use steam to clean the compressor. Use compressed air to dry. Remove the air inlet and outlet connections from the air compressor. Measure the total carbon deposit thickness inside the air discharge line as shown.
NOTE: The carbon deposit thickness must not exceed 1. Refer to the manufacturer's specifications. Vg Refer to manufacturer's material specifications. SS coshamd Remove and discard the o-ring 9. Re Remove and discard the cylinder head gasket 8. Service Tip: Scribe a mark to show proper head orien- tation before removing the head.
Unloader and Cylinder Head Disassembly Page a ey,. A LOO. Install the head with the bottom side up in a soft jawed vise. Remove the exhaust valve seat 9. NOTE: The exhaust valve stop is pressed in place and must not be removed. Part No. Wear goggles and protective clothing. Soak the parts in a kerosene emulsion based cleaner designed to remove carbon. The cleaner must have a pH of 9. The cleaner manufacturer or supplier can be contacted about solution concentration, temperature and soak time. Caution: Do not use a scraper to remove carbon and scale.
This can damage sealing surfaces. Use a stiff non-metalic bristle brush to scrub the parts. Cleaning Valve Dises Inspect and replace if cracked, pitted or grooved in ex- cess of 0. Inlet Valve Seat Measure the distance from the valve seating surface to the surface that contacts the valve cage.
Measure the valve guide diameter. Valve Guide Diameter mm in Measure the distance from the top of the valve seat to the valve seating surface. Inlet Valve Cage Inspect the inlet valve cage for damage and wear. Measure top of cage to valve stop. Replace the cylinder head assembly if the stop is loose or damaged. Measure the distance from the valve end of the stop to the face of the cylinder head.
B Series Close the wet tank draincock. V Operate the engine and check for air leaks. Open the drain cock on the wet tank to release air from the system. Close the draincock after the pressure is released, Operate the engine to activate the air compressor. Section 4 - Compressed Air System B Series Warning: During this test, do not exceed maximum ve- hicle air system pressure or kPa [ psi] whichever is lower. Operate the engine to activate the air compressor.
If the air compressor does not pump, then the fault is in the air compressor. Remove and inspect the cylinder head and unloader com- ponents. If no problems are found during disassembly or inspection of the cylinder head or unloader components, then the compressor should be removed and disassembled to determine the cause of the problem. Warning: During this test, do not exceed maximum ve- hhicle air system pressure or kPa [ psi] whichever is lower.
Operate the engine and check air compressor operation with the air governor removed. Install the air governor line to the unloader body and tighten. NOTE: Do not disconnect the line from the air compressor unloader valve. Do not disconnect the reservoir air line from the air governor. If the governor is mounted on the com- Pressor, do not remove the governor from the compressor. Install pipe plugs in the air governor unloader ports where accessory air lines were removed, Operate the engine to activate the air compressor.
If the air compressor stops pumping air pressure stops rising at the governed air pressure, there is a leak in an accessory or an accessory air line.
NOTE: If the governor is mounted on the air compressor, then the governor will have to be removed. Use a master gauge of known accuracy to check the air fOr Pressure gauge. If the air compressor stops pumping air pressure stops fising , the air governor is malfunctioning and must be repaired or replaced. Refer to the manufacturer's instructions. If the air compressor continues to pump air pressure continues to rise , the unloader valve is malfunctioning and must be repaired or replaced.
Remove the pipe plugs from the unloader ports used for accessory air lines. Install and tighten the accessory air lines. Connect the line to the unloader valve. Operate the engine and check for air leaks. If compressor is air cooled, then the engine coolant need not be drained. Close the draincock after the pres- sure is released. Ge Remove the air connections from the air compressor.
Remove the air compressor support bracket and cap- screws. Remove the air compressor mounting nuts. Remove the air compressor. Inspection Visually inspect the compressor housing for cracks or damage. Visually inspect the drive gear for cracks or damaged.
Be sure the gasket surfaces of the gear housing and air compressor are clean and not damaged. Power Steering Adapter Inspect and replace the adapter if any damage is found. TDC does not have to be exact. The system is tolerant of some misalignment.
Use ink or dychem to mark the air compressor gear face at TDC o'clock position when viewed from the front.
Locate TDC for cylinder No. Installation 18 mm, 14 mm, 10 mm Use a new gasket. Install the air compressor to the gear housing, Install the air compressor support bracket. Install the coolant lines. Fill the engine cooling system liquid cooled air compres- sor. Operate the engine and check for leaks. With the air compressor pumping between to kPa [80 to psi], use a solution of soapy water to check for air leaks.
Fuel Filter - Replacement Fuel injeetion Pump Distributor Type - Troubleshooting. Fuel Control Lever Travel and Adjustment Fuel System - Service Tools. Fuel System Components and Flow.
Fuel System Identification Fuel System Specifications. Disnbutor Type Fuel Injection Pumps. Fuel Transfer Pump - Testing. Idle Speed Adjustment - Distributor Pumps.. Injector - Replacement Wiring Guidelines Two types of fuel transfer pumps are available for rotary type fuel injection pumps.
The piston style fuel transfer pump is offered as an option, and may be disassembled, cleaned and reassembled, using a fuel transfer pump rebuild kit. Fuel flow begins as the fuel transfer pump pulls fuel from the supply tank though a mandatory prefilter. The fuel transfer pump supplies low pressure fuel kPa [ psi to the fuel filter head, through the filter and then to the distributor injection pump.
Fuel flow begins as the fuel transfer pump pulls fuel from the supply tank. The system should have a pre-flter or screen to remove larger contaminants from the fuel before reaching the fuel transfer pump. The fuel injection pump bullds the high injection pressures required for combustion and routes the fuel through high pressure fuel lines to each injector.
All B Series engines use closed-nozzle, hole-type injectors. On engines equipped with the P fue! On engines equipped with the Nippondenso EP-9 fuel injection pump, the manifold routes leakage from the injectors to the supply tank. Fuel System 1. Fuel from Supply Tank 2. Pre-Filter or Screen 3.
Litt Pump 4, Fuel Water Separator 5. Fuel Filter 6. Low Pressure Supply Line 7. Illustration [Bosch Timing Too! VE Injector Puller Used to pull the injector. The diaphragm style pump cannot be cleaned and rebuilt. Wear on the lever or a damaged lobe can reduce the pumping action.
A - Do not operate the fuel system with a suction re- striction of more than mm [4 in Hg]. If the diaphragm ruptures, fuel will drain from the weep hole 8 in the housing. Normal pressure drop across the filter is 21 kPa [3 psij, maximum. The pressure drop will increase as the filter removes contamination from the fuel. Therefore, a worn transfer pump will have reduced capacity to force fuel through a dirty filter.
This can cause low engine power. NOTE: Frequent filter replacement to get full power from the engine can indicate a worn transfer pump. Fuel Transfer Pump - Testing The output of the fuel transfer pump can be checked two ways. Measure the flow volume. Test 2: Test 1: Output Pressure Test Diaphragm Style Start the engine and measure the output pressure of the fuel transfer pump using an in-line pressure gauge.
Caution: Do not crank the starter for more than 30 sec- AX onds at a time. Doing so may result in starter damage. Disconnect the fuel shutdown solenoid wire and measure the engine cranking speed with a hand held tachometer Part No.
Caution: Leave the shutdown solenoid disconnected for the following check. A Disconnect the output pressure line from the fuel transfer pump and run it into a container. Measure the fuel transfer pump flow volume, while crank- ing the engine with the starter for 30 seconds. Use the chart in the illustration to find the correct flow volume specification for the diaphragm fuel transfer pump. All three deliver different flow volumes. Piston style fuel transfer pump, Part No. The pumping spring free length can be measured to identify the fuel transfer pump.
Fuel transfer pump spring free length Section 5 - Fuel Systems B Ser Lome The piston style fuel transfer pump is mechanically driven by a plunger running against a special lobe on the cam- shaft. The fuel transfer pump contains a pumping piston and check valves to control the flow of fuel, and bleed back during engine shutdown. Normal pressure drop across the fuel filter is 35 kPa [5 psi], maximum. Therefore, a worn fuel trans- fer pump will have reduced capacity to force fuel through a dirty fuel filter.
NOTE: Frequent fuel filter replacement to get full power from the engine can indicate a worn transfer pump.
The output of the piston style fuel transfer pump can be checked two ways. Test 1: Measure the output pressure using an inline pressure gauge. Test 2: Measure the flow volume. Test 1: Output Pressure Test Piston Style Operate the engine and measure the output pressure of the fuel transfer pump using an in-line pressure gauge.
Residual fuel in the fuel injection pump may cause the engine to start. Caution: Do not crank the starter for more than 30 sec- onds at a time. Doing 50 may result in starter damage. Also, high voltage during cranking may damage the shut- down solenoid.
Disconnect the fuel shutdown solenoid wire and measure the engine cranking speed with a hand held tachometer, Part No. Disconnect the output pressure line from the transfer pump and run it into a container, Crank the engine for 30 seconds and measure the fuel transfer pump flow volume.
Bad Pump Flow volume Mt Inlet restriction must not exceed mm Hg [4 in Hg]. If the fuel is aerated or the volume is low, isolate the fuel transfer pump by connecting the fuel transfer pump inlet to a temporary supply and perform the same check as above. Replace or clean the pre-filter, In cold weather look for gelled fuel blocking the pre-flter. Look for kinks that can restrict the fuel supply lines.
Remove and blow out the fuel supply lines. Section 5 - Fuel Systems B Series ees Air In The Fuel System A replacement of fuel supply lines, fuel filters, fuel injec- tion pump, high pressure fuel lines and injectors will let air enter the fuel system. Follow the specified procedure to bleed the air from the system. Since the fuel transfer pump provides a positive pressure through the fuel filter and fuel supply line to the fuel injection pump, loose connections or defective seals will show as a fuel leak.
Fuel tanks that have the fuel outlet fitting at the top will have a suction tube that ex- tends down in the tank. Cracks or pin holes in the weld that joins the tube to the fitting can let air enter the fuel system. The Bosch P fuel injection pump has a jump-over tube to route return fuel and entrapped air from the pres- sure relief valve directly to the supply tank.
Some of the clearances between the fuel injec- tion pump parts are very close. For this reason, the parts can easily be damaged by rust formation and contami- nants. Be sure to use the correct element. Section 5 - Fuel Systems B Series The element has a valve which can be opened regularly to drain the collected water. A dual water separatorifiter adapter provides additional filtering capacity. The fuel flows through the adapter to a larger combination fuel water separator filter, and back to the fuel filter for final filtering.
These pumps perform the four basic func- tions of: 1. Producing the high fuel pressure required for injection. Metering the exact amount of fuel for each injection cycle. Distributing the high pressure, metered fuel to each cylinder at the precise time. Varying the timing relative to engine speed. A single plunger or rotor is used by the fuel injection Pumps to develop and distribute the high pressure re- quired for injection.
A four-cylinder Robert Bosch VE fuel injection pump plunger is shown in this illustration. Generally, if the fuel injection pump is injecting fuel from one outlet, it will deliver from all outlets.
A single rotor with two plungers is used by the Stanadyne DB4 fuel injection pump to develop and distribute the high pressure required for fuel injection. A four-cylinder DB4 rotor is shown in this illustration. Special equipment and qual- ified personnel are required to verify governor perfor- mance. If the seals are broken on the external Robert Bosch VE adjustment screw, the fuel rate may be out of adjustment.
Incorrect connection of the governor spring can affect performance. Adjustments and rating changes are described in this section. Restricted travel of the lever can cause low power. Always check for full travel of the lever when diagnosing a low power complaint.
The adjustment screw can be used to increase the idle speed to compensate for accessory loading. The low idle ad- justment screw must be adjusted by an authorized ser- vice dealer and resealed.
The high idle adjustment screw A is sealed. The speed droop adjustment screw 8 is located above the delivery head. The fuel pump governor sensitivity can be adjusted to increase or decrease governor regulation. The adjustment screw can be used to increase idle speed for accessory loading or, if required, to lower the idle speed. The high speed adjusting screws are sealed.
Adjustment of this screw must be performed only by an authorized fuel injection Pump service center, and then resealed. The high speed adjusting screw can be used to derate engines. Caution: The fuel control lever on the Robert Bosch VE fuel injection pump is indexed to the shaft during pump calibration. If the lever has been removed and reinstalled incorrectly, engine speed and power will be affected.
Not all applications will use these manual shut down controls and there will be no cable or rod connected to the lever. A return spring is used to retard the timing as the engine speed is reduced. If a spring should break, the timing will go to the advance position resulting in torque loss, a fuel knock and possible engine overheating. If the fuel injection pump has been replaced or the mechanism has been removed to fix a leak, the problem can be that the check ball is missing.
Both 12 and 24 volt activate-to-run and activate-to-stop solenoids are available. Both 12 volt and 24 volt energize-to-run and energize-to- stop solenoids are available. Caution: Do not check energize-to-run solenoid opera- tion with governor cover removed from the fuel injection pump. Use the following values to check the solenoid with an ohmmeter.
Without the plunger, the valve can be damaged. This method of removing the plunger to start the engine can be used if necessary to move the equipment to a service location. The purpose of the valve is to contro! Precise control of governor regulation is done by decreasing or increasing the effective length of the governor control spring, this iso decreases or Increases the spring control spring rate.
Turning the adjusting cap in the counter-clockwise direction increases the control rod spring length and sensitivity which will decrease governor regulation. The droop screw adjustment varies the governor regulation by changing the effective spring fate. This adjustment will affect both full load and no load frequency settings and may require that the high speed stop screw be reset.
After each adjustment of the droop screw, the engine must be shut down briefly in order to allow the governor spring to unload and the adjusting mechanism to seek its final position in the spring. Turning the adjusting screw out has the opposite effect. Speed droop is the fuel injection pump's ability to respond to changing engine loads. Note: If serious surging occurs during the warm-up period, turn the speed droop adjusting screw clockwise until the surging stops.
When the engine reaches operating temperature, position the throttle to attain rated speed and apply percent load. Adjust the throttle position as necessary to obtain percent performance.
If the no-load speed is incorrect, loosen the locking cap and adjust the speed droop adjusting screw clockwise for increased droop, counter-clockwise for less droop. If surging occurs when the load is removed, turn the adjusting cap clockwise to eliminate the surge.
Tighten the locking Cap to secure the adjusting screw. Note: When the speed droop adjustments are made, it is necessary to adjust the throttle position. Note: Temperature switch is located in intake manifold. After the engine starts, the wax motor style KSB fully advances the ignition timing at low idle until the engine warms up.
As pump pressure increases, timing advances. The pump housing pressure is controlled by the pressure regulator valve 2 a spring loaded slider valve. The valve is shown in the open and closed position.
When housing pressure is low, the spring 3 forces the slider 4 into the closed position. This permits the housing pressure to increase by preventing fuel draining through the return passage 6. This action opens the return passage 5 and relieves the housing pressure. A relief port 6 , located on the spring side of the slider valve, allows fuel that seeps past the slider 4 to drain.
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