Check the tubing and hose on both the stepply and drain side of the fuel system for restrictions. The engine has run in the recent past, but now will not take fuel even by means of the manual primer built into the injector pump and it appears the flow of fuel is blocked internally. Fuel supply and drain flow are accomplished through internal drillings in the cylinder heads. A radial groove around each injector mates with the drilled passages in the cylinder head and admits fuel through an adjustable orifice plug in the injector body. You will also need to get your injectors reflowed and rework that pathetic pump. When this occurs, the quickest means of finding the trouble is to pressurize the entire pump and system with a hand priming pump at the suction gauge tap. Where bushing replacement is required return housing to the factory.
Installing standard governor spring pack assembly. Remove the fuel pump drive coupling retainer capscrew and washers. Idle Orifice: Must allow a flow of 56. Readjust injectors to standard settings. Removing drive coupling Figure 4-26.
The cause maybe improper injector adjustment, or, more often, water in the fuel. An arbor press should be used for all pressing operations. I have a recon pump on the shelf that still has the cap plugs in it. They did not even scan it. If the injector plunger does not seat properly in the cup, change the cup rather than try to lap the plunger and cup together.
Calibrate the governor on the test stand to the specified limits. Pull tile governor plunger driver from the plunger. Not to hard to get to. These tools are available as: Figure 5-2. Press in new needle bearings so they are flush to. Check to see that all parts are firmly seated on each other.
Check for proper alignment during pressing operation to prevent damage to the needle bearing as the end of the shaft enters the bearing. If the pressure regulator has been disassembled, assemble in order shown in Fig. See P-7, P-8, P-9, P-10 and P-11. Probably something like a number 24? Some pumps do not have a tachometer drive. Make inspection of spring pack parts and assemble springs in correct position. Raise pump speed until maximum manifold pressure is reached.
Injectors set too tight deflect the assembly and decrease fuel delivery even though manifold pressure will increase. A manual over-ride button is provided on the forward end of the electric shut-down valve above the fuel pump. Fuel pressure is controlled by the fuel pump as previously described. This can be regulated by adding shims between the fuel pump and bracket. Fill it with very clean fuel and the filter and with just a small amount of starting fluid it will start. Keep in mind your motor has a smaller turbo than a 300 and is static timed differently too I think. There are several different springs to change maximum speed.
When it comes to , it is well known that the gensets have good quality, low fuel consumption, low noise, big output power and reliable performance. If that is a naturally aspirated engine I would hesitate to put much more fuel to it. A fuel drain allows return of the unused fuel to the fuel tank. The engine starts okay and doesn't make much white smoke, if that helps at all. This coupling requires shims to maintain the proper axial clearance between coupling halves. Pull the cover assembly from the pump.
The fuel button is inside the valve. At any time you remove an injector plunger, lubricate it with a thin coat of Molycote Type M-55 ready mixed , or a mixture of lubricating oil and Molycote Type Z. With a standard governed pump the throttle screws will be readjusted later. The more members that join, the bigger resource for all to enjoy. Closed shut-down valve on pump. The rear drive shaft bushing should be replaced If worn beyond. I made a visit to Cummins Power Systems in Baltimore today and had a nice talk with their pump room manager.