ADVANCED DIESEL

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I

Forensic Automobile Investigations, Inc.

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6971 N. Federal Highway 1 6 015.0 3 -1 A
Suite 405
Boca Raton, FL 33487
 FOREWORD

T his booklet is supplied by G M Product Service T rain in g to G M d ealer service

personnel upon th e ir co m p letio n o f th e subject course conducted at G M
Train ing Centers.

W h ile this booklet w ill serve as an excellen t re vie w o f th e extensive pro g ram
presented in the training cen ter session, it is not intended to substitute fo r the
various service m an uals n o rm a lly used on the job. The range o f specifica­
tion s and variatio n in procedures b etw een carlines and m odels requires th a t
the division service publication s be referred to, as necessary, w h e n p e rfo rm ­
ing these operations.

Portions o f this m a n u a l w e re p ro d u ced using in fo rm a tio n p ro vid e d by

S tanad yn e Inc., Diesel S ystem s G roup, m a n u fa ctu rer o f the Roosa M as te r In­
jection Pum p.

All info rm atio n contained in this booklet is based on th e latest data available
at the tim e o f publication app ro val. The right is reserved to m ake product or
publication changes, at any tim e , w ith o u t notice. This booklet, or any portion
th ereo f, m ay not be reproduced w ith o u t w ritte n consent o f G M Product S e rv ­
ice T ra in in g , G eneral M oto rs C orp oratio n .
 CONTENTS
INTRODUCTION ............................................................................ II
SECTION 1 Diesel Fuel Properties......................................... 1-1
SECTION 2 Fuel Tank, Filters, Lines and Fuel Pum p........2-1
SECTION 3 Roosa Master Injection Pum p........................... 3-1
SECTION 4 High Pressure Lines and Nozzles ....................4-1
SECTION 5 Rough Idle D iagnosis......................................... 5-1
SECTION 6 Smoke D iagnosis................................................. 6-1
SECTION 7 M.P.G. Diagnosis................................................. 7-1
 INTRODUCTION
The intent o f this m anual is to study Diesel Fuel and its
m ajor pro p erties as well as each co m p o n en t o f the
Diesel engine fuel system in sequence from the fuel
tank filler cap right through to the nozzles.

The function o f each com ponent and its relation to adja­

cent com ponents as well as how each stage o f fuel pro­
cessing is dependent on the preceeding stage to operate
properly will be explained.

This program includes injection pum p repairs w hich do

not require test stand calibration as well as diagnosis
studies for rough idle, excessive sm oke and M .P.G.

Diesel engine stresses are m ost critical and by nature,

the diesel engine is less forgiving. Accordingly, quality
w orkm anship is m ost im portant w ith assem bly proce­
dures, torque specifications and cleanliness.
 SECTION 1
DIESEL FUEL PROPERTIES
GENERAL DESCRIPTION
It is very im portant for the Diesel Technician to The N o. 2-D grade fuel is the one m ost generally
understand various properties o f diesel fuel as they re­ used for all m akes o f engines.
late to vehicle design and engine perform ance. T he fol­
lowing will include an explanation o f the m ore critical The N o. 4-D grade fuel is designed for low- and
properties as well as some o th er related facts. m edium -speed engines operating under co n stan t speed
and high load conditions. It is not intended for use in a u ­
Diesel engines are the m ost efficient reciprocating, to m o tiv e diesel en g in es, and will n o t be d isc u sse d
internal com bustion engines in use today. They are built further.
in a wide variety o f sizes and types for m any different
services, ranging from the large, slow -speed engines for CRITICAL PROPERTIES
sh ip b o ard in stalla tio n to the relatively sm all, high­ While various diesel fuels contain num erous prop­
speed, autom otive engines com m only used in trucks, erties, only the more critical properties w hich affect en ­
buses, and small ships and boats. gine perform ance will be explained.
M echanically, diesel engines are quite sim ilar to Pour Point and Cloud Point
gasoline engines. H ow ever, there are som e significant
Pour point and cloud point determ ine th e m inim um
differences:
1. The diesel engine has a high com pression ratio am bient tem perature at w hich an engine can be o p erated
com pared to a gasoline engine. on a w axy distillate fuel w ithout the use o f auxiliary
2. The diesel cylinder is charged only w ith air at heat.
the beginning o f each cycle.
3. The air is com pressed until very high pressures The pour point defines the tem perature at w hich the
and tem peratures are achieved. fuel stops flowing and cannot be pum ped.
4. Fuel is sprayed into the hot, com pressed air near
The cloud point defines the tem perature at w hich
the end o f th e com pression stroke where it ignites spon­
parafin w ax crystals separate from the fuel.
taneously to produce power.
# 2 D iesel fuel begins clouding approxim ately 2(P
The high com pression ratio o f the diesel engine and am bient tem perature and com plete filter stoppage due
the higher heating value o f diesel fuel accounts for its to parafin wax crystal separation will begin below ap ­
superior therm al efficiency o v er the gasoline engine. proxim ately 10° am bient tem perature.

B ecause the diesel engine burns liquid fuel, volatil­ # 1 Diesel F uel has sim ilar characteristics w ith the
ity is less significant in a diesel fuel than in a gasoline. clouding process beginning approxim ately - 2 0 ° .
Diesel engines can be operated on low volatility fuels
ranging from kerosene to crude oil depending upon the W ithout the use o f an auxiliary heater, # 1 is rec­
engine design and the service in w hich it is used. The om m ended where am bient tem peratures are anticip ated
m odern high-speed, autom otive diesel engine, how ever, to be below 20° even though com plete stoppage occu rs
is usually operated on a middle distillate fuel o f carefully below 10°. This will allow for sudden drops in te m p e ra ­
controlled physical and chem ical properties. tu re, w here wax crystals may form .

M iddle distillate fuels are petroleum oils, heavier S om e fillin g s ta tio n s p ro v id e “ w i n t e r i z e d ”

than gasolines, w hich are obtained from fractional distil­ “ clim atized” o r “ b lended” fuel w hich is a com bination
lation o f crude oils. Like gasolines, distillate fuels will o f # 1 -D and # 2 -D . The Blend will vary depending on
not burn unless they are m ixed w ith air in the proper the am ounts blended and fuel w axing will be reduced
ratios. proportionately.

NOTE: Some d ealer technical bulletins contain in­

Diesel fuel com es in three grades suitable for vari­
form ation on blending unleaded gasoline w ith # 2 D iesel
ous types o f engines and operating conditions.
fuel to reduce fuel thickening and co nsequently , som e
ow ners are using this procedure. GM is no longer re c­
T he N o. 1-D grade fuel is a kerosene-type designed om m ending gasoline blending w ith diesel fuel and th e re ­
essen tially to m eet the requirem ents o f th e G eneral fore discourages use of gasoline m ixtures. N e v e r use
M otors Series 71 engine in city bus service. gasohol.
Heating Value Since viscosity influences the size o f the fuel drop­
The heat o f com bustion o f a diesel fuel, expressed lets, it governs the degree of atom ination and p en etra­
in British therm al units (B tu ) p er pound o r per gallon, is tion o f the fuel spray. These are m ajor factors in obtain­
a m easure o f the am ount of energy available to produce ing sufficient mixing o f fuel and air essential for proper
w ork. In general, a diesel fuel having a higher volum et­ com bustion. If the viscosity is too high, the fuel droplets
ric heating value (B tu per gallon) will produce more will be too large for proper mixing and poor com bustion
pow er o r provide b e tte r fuel econom y than a fuel of will result. Also, the droplets m ay strike the relatively
low er heating value. cold cylinder wall and fail to burn. If the viscosity is too
low, the fuel spray will not travel across the com bustion
cham ber and the poor mixing will result in im proper
com bustion. Poor com bustion results in loss o f pow er
FUEL and excessive exhaust sm oke.

GASOLINE JP4
#1
DIESEL
#2
DIESEL
Flash Point
Flash point does not affect engine perform ance. It
t/> LB/GAL 5.9 6.5 6.9 7.2 is specified because it relates to the hazards in handling
UJ and storing diesel fuels, and governm ental agencies
H BTU/LB 18,700 18,400 19,855 19,583
QC have specified m inimum safe values. A low flash point
UJ
a BTU/GAL 110,330 119,600 137,000 141,000
may indicate contam ination with gasoline o r oth er more
O volatile hydrocarbons.
c
a. VISCOSCITY,
0.5 0.7 2.0 2.7
CENTISTOKES
Cetane Number
FLASH POINT 100° 100° 125°
o
I
*

W hen fuel is injected into the com bustion cham ber

of a diesel engine, ignition does not occur immediately.
The interval betw een the beginning o f injection and igni­
Fig. 1-1 Typical Fuel Properties tion of the fuel is called the ignition delay period o r lag.
The duration of the delay period is a function o f engine
design, operating conditions, and hydrocarbon com po­
sition o f the fuel.
Figure 1-1 shows that the heating value o f # 2 - D is
considerably higher than # 1 -D and therefore, # 2 - D pro­ If the delay is too long, the engine may be hard to
vides the highest efficiency and M.P.G. “ B lends” will start, and w hen the accum ulated fuel does ignite, the
reduce M .P.G. depending on the proportions used. Also rate of energy release is so great that it causes engine
# 1 -D is th in n er by weight (viscosity) and becom es less roughness or diesel knock. If the delay is short, com bus­
com pressable because o f certain clearances with the tion is even and the engine runs smoothly.
fuel injection pum p (w hich will be explained later).
The ignition quality o f diesel fuels is expressed in
C onsidering the heating value and thinner weight sta rt­
term s of cetane rating. A high cetane num ber indicates
ing the engine may require more cranking revs, both
good ignition quality (sh o rt delay period), and a low
cold and w arm . # 2 - D is recom m ended for best all
cetane n um ber indicates poor ignition quality (long
around perform ance and economy.
delay period).
O ccasionally, diesel fuel will be sold as hom e h eat­
ing oil from virtually the sam e pum p at the filling sta­ The cetane requirem ent of an engine depends upon
tion. engine design and operating conditions. C etan e re­
quirem ent increases as the com pression tem perature is
U sually this fuel will be diesel fuel and is not home reduced by such variables as low am bient tem p eratu res,
heating oil. GM discourages use o f home heating oil in low w ater jack e t tem perature, low com pression pres­
diesel vehicles. sure, or light load operation. A high cetane num ber is
desirable for low tem perature starting.

B ecause this engine is equipped w ith glow plugs for

Viscosity cold starting aid, it is insensitive to cetane ratings.
Viscosity is an im portant physical property o f a
diesel fuel affecting injection pum p internal leakage and In high-speed engines, a high cetane num ber fuel is
lubrication and injector lubrication and atom ization. generally desirable to prevent engine roughness and
knock. H ow ever, in engines sensitive to cetane number,
The m inimum viscosity is limited by the need for a high cetane num ber fuel m ay cause black sm oke under
a d e q u a te in je c to r and in jectio n pum p lu b ric a tio n . high-load operation. The short delay causes raw fuel to
L o w er viscosity fuels are thinner and therefore will be sprayed into an established flame w hich produces
cause a higher rate o f internal pum p and injector leakage soot. T hus, cetane requirem ent, like octane require­
and injector dribblings which can lead to loss o f pow er m ent, cannot be sharply defined because o f the differ­
o r sm oke problem s. ences in engine design and operating condition. The
cetane num bers specified for diesel fuels are, therefore, am ount has little harm in itself however, larger am ounts
a com prom ise to provide best overall perform ance for a can be dam aging. N orm al engine operation will co n ­
wide variety o f engines under varying operating condi­ sum e small am ounts of w ater w ithout problem s. L arger
tions. am ounts and particularly w hen allowed to rem ain inside
the injection pum p for extended periods can create se­
Additives vere corrosion dam age to the pum p and nozzles.
M ost Diesel Fuel additives contain alcohol which
has proven harm ful to certain com ponents o f the Injec­ W ater content in storage tanks can also be a p ro b ­
tion System and therefore, are not recom m ended. There lem w hen ideal conditions prevail for b ac te ria grow th.
are, how ever, som e additives w hich are effective in re­ T he grow th tak es place at the fuel/w ater in terface.
ducing the pour point of certain Diesel fuels. It has been Som etim es referred to as “ slim e” , “ D iesel g o o ” o r
found th at these depressants are not effective in all “ C ritters” . T hese m icroorganism s ap p ear as gelatinous
diesel fuels and therefore are not universal. m atter usually greenish black in color. W arm clim ates,
hum id conditions, w ater and extended storage periods
Starting Fluids of stagnant fuel reserves give the b acteria tim e and u n ­
U se o f starting fluids are absolutely not to be disturbed conditions in w hich to breed, if m oisture is
used. To inject anything o th er than air through intake elim inated, grow th ca n ’t take place. O therw ise D iesel
can result in conditions such as hydro-static seizure, Fuel can be chem ically treated w ith biocide to retard
broken pistons, bent o r broken connecting rods, broken growth.
starter o r flywheel ring gear teeth etc. F or exam ple, up
to a 50% overload can be obtained by injecting eth er W hen “ D iesel goo” gets into the fuel system , each
into the air intake. co m p o n en t o f the fuel sy stem m ust be c lea n ed as
thoroughly as possible and m ust be treated w ith biocide
Contamination as this fungus is nearly im possible to destroy com pletely
By law .05% (Vi o f 1% ) o f w ater sedim ent by vol­ w ithout this chem ical. B iocides are available in sm all
ume is allowed to be present in diesel fuel. This small quantities at m ost large m arinas.
 SECTION 2
FUEL TANK COMPONENT, LINES,
FILTERS AND FUEL PUMP
FUEL TANK COMPONENTS w hen it reaches the I-IV 2 gallon level. T he w a te r is d e­
The filler cap contains a 2-way check valve. This tected by a capacative probe. An electronic m odule
will allow air to escape during the day when the tank provides a ground through a wire to a light in the in stru ­
heats up. In the event o f a rollover, the valve will pre­ m ent cluster that reads “w ater in fuel” . O n 1981 m odels
vent spillage. U nder pressure, no greater than 2 psi will the feature contains a bulb check. W hen the ignition is
exist. The valve m ust also allow air to en ter the tank to turned on, the bulb will glow from tw o to five seconds
replace the fuel used by the engine. A vacuum o f no and then fade away. This feature was not available in the
more than about one inch o f m ercury can accum ulate in 1980 m odels or in the w ater and fuel retrofit kits w hich
the tank and a slight hissing sound w hen rem oving the are available for 1978, 1979 and early 1980 m odel cars.
cap is norm al. The fuel system is calibrated with the cap
in place and any alterations will effect perform ance.
Diesel fuel tank caps are specific to D iesels. G asoline
tank caps m ay fit the diesel tank filler neck but should
not be used.

The fuel pick up, com m only know n as the “ so ck ” ,

has three functions:
1. Strain out large solids.
2. A ct as a strainer to prevent entry o f water.
3. A ct as a wick to drain fuel dow n to the bottom of
the tank since all pickup pipes do not reach the very b o t­
tom o f the tank.

On 1978-79 m odels, the sock was short and laid on

the bottom of th e tank. It is made of saran and w ater will
not en ter until it becom es alm ost totally engulfed by
water. This design kept back about one gallon o f water.

By law in m any states, w ater in fuel should be no

more than Vi o f 1%. T hat quantity o f w ater will be ab­
sorbed by the fuel. Periodically, station operators check
for w ater by putting a special gel on the dip stick. If it
turns color, then w ater is present and it can be pum ped
out. U nfortunately, not all station operators are respon­
sible and this prom pted redesign o f the sock in 1980
m odels to a longer style with attachm ent to the pickup
tube entering at a point into the side o f the sock.

With this design, the fuel pickup tube d o esn ’t reach

the bottom o f the tank. How ever, since the sock acts as
a “ w ick” the fuel level can actually be low er than the
level o f the tube and fuel will be draw n out right dow n to
empty. Also, w ith this design, the level of w ater in the
tank can be much higher before w a te r enters the fuel O w ners w ith w a te r in fuel lights have been in ­
system . This is about five gallons. W ater that gets into structed to drain the w ater from the tank if the light
the tank will eventually be absorbed by good fuel and com es on im m ediately afte r filling. T here could be
will pass harm lessly through the fuel system . W ater will enough w ater in the system to get into the fuel system
be absorbed at a rate of about one gallon p er 1000 miles. and shut the engine dow n after driving fo r a short dis­
tance. If how ever it com es on during a cornering o r
L ate in 1980 m odel production a w ater in fuel w arn­ braking m aneuver, there is less than a gallon and a shut
ing system becam e a m andatory option on diesels. Fig­ dow n will not occur, however, the w ater should be re­
ure 2-1. This feature will detect the presence o f w ater m oved w ithin one o r two days.
 WATER IN FUEL D ETECTOR
D IA G N O S IS

THE DIE SE L "WATER IN F U E L " SYSTEM USES

AN E LEC TR O N IC W A TER D E TE CTO R M O U N T E D
WATER IN FUEL LIGHT INSID E THE FUEL TA N K ON THE FU E L GAGE WATER IN FUEL
ON AT ALL TIMES SEN DER THE D E TE CTO R W IL L W A R N THE LIGHT DOES NOT COME ON
D R IV E R W HEN 1 2% G A LLO N S OF W A TER ARE
PRESENT IN THE FU E L TA N K BY L IG H T IN G DURING BULB CHECK
A "W A TE R IN F U E L " L IG H T ON THE IN S T R U M E N T
P ANEL THE L IG H T W IL L ALSO COME ON FOR 2 5
W it h ig n itio n on, d is ­ SECONDS EACH TIM E THE IG N IT IO N IS T U R N E D W it h ig n itio n on, d is ­
c o n n e c t 2 w ire (y el/b lk- ON T H IS BULB CHECK ASSURES THE D R IV E R c o n n e c t 2 w ire (y el/b lk-
pink) c o n n e c to r ( " E " THE L IG H T IS W O R K IN G IF TH E R E IS W A TER IN
pink) c o n n e c to r ( " E "
THE FUEL. THE L IG H T W IL L COME BACK ON
s eries has a single w ire s eries has a sing le c o n ­
A F T E R A 15 20 SECOND O FF D E L A Y , A N D TH E N
c o n n e c to r) a t rea r of R E M A IN ON n e c to r) a t rear o f fu e l ta n k
fu e l ta n k and c h e c k WHEN W A TER IS DE TE C TE D IT CAN BE and g rou nd th e y e l/b lk
w a t e r in fu e l lig h t. D R A IN E D T H R O U G H THE FU E L R E TU R N LINE
W IT H O U T R E M O V IN G THE FUE L T A N K SEE w ire in th e b o dy h a r­
PURGE PRO CEDURE BELOW nes s . C h e c k w a t e r in
fu e l light.

LIGHT ON LIGHT OFF

LIGHT ON LIGHT OFF

Locate and repair Purge fu e l tank per

s h o rt to ground in p u rg in g in s tru c tio n s . Remove fu e l gage Check water in fu e l
yel/blk w ire from 2 w ire Connect 2 w ire connector tank u n it and check bulb. If OK. check fo r
c o n n e c to r to IP water and check water in fu e l yel/blk w ire fo r opens. open c ir c u it in yel/blk w ire
in fu e l lamp. lig h t Check conne ctio ns to fro m 2 w ire c o nn e cto r at
water in fu e l detector re ar of tank to JP water
and m o u n tin g screw- m ust in fu e l lamp socket
be tig h t. If OK. replace
LIGHT ON water in fu e l detector.
LIGHT OFF

Remove tank u n it.

r
Normal - fu e l
Check w ires fo r had water in
sh o rt c irc u its . If OK. it. FUEL TANK PURGE PROCEDURE
replace detector. Cars w h ic h have a "W ater in F u e l" lig h t may have the water removed
from th e fu e l tank w ith a pump o r by siphoning. The pump o r siphon
hose should be hooked up to the 1/4 in c h fu e l re tu r n hose (s m a lle r of
the two fu e l hoses) above the rear axle o r u n d e r the hood near the
TESTING fu e l pump. S iph o n in g should c o n tin u e u n til a ll water is removed
WATER IN FUEL DETECTOR from the fu e l tank. Use a cle a r plastic lin e o r observe filte r bowl on
d ra in in g equipm ent to d ete rm in e when clea r fu e l begins to flow. Be
s u re to remove the cap on fu e l tank w h ile u s in g th is purge procedure.
Connect water in fu e l detector as shown u sin g
Reolace th e cap when fin is h e d . The same preca u tio ns fo r h a n d lin g
a 12 V 2 C. P. bulb. There m ust be a grou n d c ir c u it
gasoline should be observed when p u rg in g diesel fu e l tanks.
to the water fo r the detector to work. The lig h t w ill
tu r n on fo r 2-5 seconds th e n dim o u t It w ill then
tu r n back on (after 15-20 second delay) when about
3/8" of th e detector probe is in the water. Refer to
illu s tra tio n fo r test set-up.
GND THROUGH
12 V O LT C A V IT Y IN ON SEN D IN G FU E L GAGE
2 C AND LE POWER FUSE BLOCK SEN D ER
BUl B

W ATER IN FUEL
IN D IC A T O R IN
W ATER IN FU EL I P CLU STER
DETECTOR

T E R M IN A L

?
ID E N T IF IC A T IO N

N E A R FUSE AT REAR
BLOCK OF FU EL
TA N K

W A TE R M UST < TOP V IEW OF

BE G R O U N D E D D ETEC TO R

TEST SET UP W ATER IN FU EL D ETEC TO R

C IR C U IT

Fig. 2-2 W ater in Fuel Detector Diagnosis

 To assist in doing this a return pipe extension which 2. Some late production 1980 m odel vehicles co n ­
extends to the bottom of the tank allows an adequate tain a fuel sending unit th at will allow w a te r to be
am ount o f w ater accum ulation to be siphoned out at a siphoned from the fuel tank. Removal o f the fuel tank
minimum cost w ithout rem oving the tank. Use the fuel will not be required if w ater can be siphoned from the
tank purge procedure shown in Figure 2-2. tank. Fuel tank gages w ith purple ground wires can be
siphoned.
The extended return pipe is included with all tank 3. On late production 1980 m odel vehicles disco n ­
units that have the w ater in fuel feature. It was also nect fuel return hose o ver the rear axle. S tart a siphon
phased into production on som e 1980 model units that through this hose. C ontinue siphoning until all th e w ater
did not get the w ater in fuel unit. If the vehicle has a is rem oved. D isconnect the main fuel hose and proceed
purple ground wire, it has the syphoning feature. A to step 14.
check valve is provided at the upper end of the return
pipe to allow fuel to return in the event that frozen w ater 4. On early production 1980 and prior years co n ­
plugs the end of the pipe. nect a drain hose to the main fuel pipe at the fuel pum p
or tank gage unit and drain.
All 1981 m odel vehicles using diesel engines have a 5. A hand operated pum p device should be used to
sock with a relief valve in the top end. This relief valve drain the fuel tank. The m an u factu rer’s instructio n s
is designed to open up in the event that high cloud point should be carefully followed for the particular eq uip­
fuels are used in cold w eather and the sock gets plugged m ent being used.
with wax crystals. 6. D isconnect tank unit wire from co n n ecto r in rear
The W.I.F. d etecto r can be serviced separately from com partm ent.
the tank unit assem bly w hen it requires replacem ent. It
7. R em o v e g ro u n d w ire re ta in in g sc re w fro m
can be bench checked by using the test setup shown in
underbody.
Figure 2-2.
8. D isconnect hoses from tank unit.
The 1980 sensor module will turn the light on im­ 9. Support fuel tank and disconnect the tw o fuel
m ediately w hen w ater contacts the probe and will stay tank retaining straps.
on until the 12V signal is rem oved. This feature will in­
d icate sm aller am ounts of w a te r present as vehicle 10. Rem ove tank from car.
m otions allow w ater to move about inside the tank. The 11. Rem ove fuel gage retaining cam , using Tool
1981 module differs in that the d etecto r probe m ust re­ J-24187.
main subm erged in w ater for approxim ately a 15 to 20 12. Rem ove fuel tank gage unit.
second delay period. The indicator lamp will then com e
on and stay on until the 12V signal is rem oved. This fea­ 13. Rem ove any remaining fuel in the tank.
ture will accom m odate larger am ounts o f water. 14. D isconnect main fuel hose at fuel pum p. U sing
low air pressure, blow out line tow ards rear o f car.
DIESEL FUEL SYSTEM CLEANING 15. D isconnect the return fuel line at the injection
PROCEDURE pum p, with low air pressure, blow out the line tow ards
Water in the Fuel System rear o f car.
W ater entering the fuel system will not autom ati­ 16. If fuel tank was rem oved, reintall sending unit
cally dam age the pum p and nozzles. W ater in sufficient and fuel tank then fill tank with diesel fuel and reinstall
quantity will sim ply shut the engine down because the fuel tank cap.
engine will not run on water. If this happens, the w ater
should be rem oved from the system as soon as possible 17. C onnect the main fuel and return line hoses at
because there are com ponents in the pum p that can rust. the tank.
18. C onnect fuel hose to fuel pum p. R econnect b at­
To determ ine if the fuel system is contam inated tery cables.
with w ater first rem ove the engine fuel filter, pour the 19. Purge the fuel pum p and pum p to filter line by
co n tents into a co n tainer and inspect the contents for c ra n k in g th e e n g in e u n til u n c o n ta m in a te d fu el is
the presence o f water. W ater will be indicated by separa­ pum ped out catching the fuel in a closed m etal co n ­
tion of the fluid after it has been allowed to stand for tainer.
several m inutes. If w ater is found, do not rem ove the in­
jectio n pum p autom atically. 20. Install new filter. Leave the fitting going to the
injection pum p loose.
Clean the entire fuel system using the following 21. Install a hose from fuel return fitting on injec­
procedures: tion pum p to a closed metal container with a capacity of
1. Rem ove the negative cables from both batteries
at least tw o gallons.
and have a carbon dioxide fire extinguisher near the
w ork area. R em ove fuel tank cap. 22. C rack open high pressure lines at each nozzle.
 23. With fitting at the filter outlet cracket open, high heat, it only will ignite by a spark. G asoline in the
cran k the engine until fuel leaks out of the fitting. fuel at small percentages, 0-30% , will not be noticeable
Tighten fitting. to the driver. At g reater percentages the engine noise
24. With accelerato r held to the floor, crank the en­ will becom e louder. G asoline at any percentage will
gine until the w ater is purged from the system and un­ m ake the engine hard to start hot. In the sum m er tim e,
contam inated fuel appears at each nozzle fitting. Do not this could be a cause of a hot start problem .
cran k for m ore than 30 seconds at one tim e. R epeat
cranking if necessary, w ith a tw o m inute interval b e­ Gasoline In Fuel System
tw een cranks. Stop cranking and tighten nozzle fittings. 1. Drain fuel tank and fill with diesel fuel.
2. R em ove fuel line betw een fuel filter and injec­
25. Start engine and run at a idle for 15 m inutes.
tion pum p.
M ake sure fuel return line is installed in the m etal con­
3. C onnect a short pipe and hose to the fuel filter
tainer. C heck the container so it d o esn ’t overflow.
outlet and run it to a closed metal container.
26. R em ove hose from m etal container. C onnect 4. C rank the engine to purge gasoline out o f the
th e fuel return line to the injection pum p. fuel pum p and fuel filter. Do not crank engine more than
30 seconds.
Only in severe cases o f dam age caused by w ater 5. Rem ove the short pipe and hose and install fuel
contam ination will it be necessary to rem ove the injec­ line betw een fuel filter and injection pum p.
tion pum p. If the engine fails to operate normally, pro­ 6. Start engine and run at idle for 15 m inutes. If en ­
ceed as follows: gine does not start, continue w ith Step 7.
1. C ut sealing wire. 7. Purge the injection pum p and lines by cracking
each high pressure line at the nozzles. With accelerato r
2. Rem ove injection pum p cover screws and cover.
held to the floor, crank engine until the gas is purged and
3. E xam ine the interior o f the pum p for corrosion. clean fuel appears at fittings. (D o not crank for more
L ook for evidence o f red ru st on springs, alum inum cor­ than 30 seconds at one time. R epeat cranking if neces­
rosion o r black gum m y buildup on the parts. sary, with a 2 m inute interval betw een cra n k s.) Stop
4. E vidence o f w ater contam ination dam age will cranking and tighten nozzle fittings.
re q u ire th a t th e in je c tio n p u m p be re tu rn e d to a 8. Start engine and run at idle for 15 m inutes.
R oosa-M aster repair station for correction. R eassem ble
the cover. FUEL LINES & LIFT PUMP
5. To reinstall the cover: Hold the throttle lever in A lthough the injection pum p has capabilities to pull
the idle position. fuel from the tank, an engine m ounted fuel pum p is in­
cluded in this system as an additional assist in the event
6. Position the co v er about 1/4 inch forw ard (to ­ of air in the lines such as running out of fuel, fuel line air
w ard shaft en d ) and about 1/8 inch above the pum p. leaks o r air from occasional fuel tank service.
7. M ove the cover rearw ard and dow nw ard into
position, being careful not to cut the seal, and loosely The fuel pum p’s main jo b is to supply 5 Vi lbs. to 6 V2
reinstall the co v e r screws. lbs. o f pressure through the fuel filter to the Injection
8. R em ove and send the pum p to a R oosa-M aster pum p.
d ealer for repair after the cover has been installed.
All 1981 m odels will be equipped w ith new “ Fluro
W ater in fuel has been a sensitive problem in m any E lasto m er” hoses which are m ade of “ Viton” and co n ­
areas o f the country. There have been a num ber o f fuel tain a non-perm eable tube inside.
system s that have been altered by rem oving the sock
and installing an auxiliary w ater separator. Rem oving The hoses will include a yellow stripe and the
the sock will defeat the system s ability to handle large w ords “ Fluro E la sto m e r” on the outside. T heir purpose
quantities o f water. B ecause the pick up tube is not on is to reduce em issions w hen hydro-carbons pass through
the bottom o f the tank, the engine could run out o f fuel the hose m aterial.
before the fuel gage reads empty. The addition o f a
sep a rato r will add very little to the sy stem ’s capacity to An im portant function o f all hoses, lines and fittings
handle water. If w a te r ex ceeds the capacity o f this cur­ is to carry fuel w ith m axim um absence of air.
re n t sy ste m , th e w a te r will still p a ss th ro u g h the
sep arato r after it fills up. W hen the fuel tank cap is in place and the injection
pum p and fuel pum p are draw ing fuel through the lines a
If gasoline is inadvertently pum ped into the tank, low vacuum o f 0-1 lb. m ercury is created. This occurs
th ere will be no dam age to th e fuel system o r the engine. because the fuel w hich the engine uses m ust be replaced
T he engine will not run on gasoline. G asoline has a fea­ by air. During this vacuum condition, the slightest leak,
tu re called O ctane w hich defined is the ability o f the fuel w hich may not leak fuel externally, could draw air into
to resist ignition u nder high tem peratures. G asoline is a the system and depending on the volum e o f air, a wide
fuel th at has high O ctane and it resists ignition under variety o f engine m alfunctions are possible. These may
show up as M .P.G. com plaints, sm oke com plaints, per­ DIESEL FUEL HEATER
form ance com plaints and hard starting o r not start con­
ditions. F or 1981, a Diesel cold w eath er package is avail­
able. This package consists of an in-line diesel fuel h ea­
F o r exam ple, suppose the inlet fitting w as slightly te r and the engine block heater. The purpose o f th e h ea­
loose at the engine fuel filter. This would probably have te r is to heat the fuel so th at the filter does not plug w ith
an external leak and be a com plaint o f fuel leak o r smell parafin w ax crystals, thereby allowing use o f th e more
of diesel fuel accom panied by a “ starts but then dies and efficient # 2-Diesel fuel all the way dow n to its pour
ca n ’t re-start” com plaint. It is possible that w hen the point. Figure 2-3.
engine is shut dow n the fuel could syphon out of the
lines and fuel pum p and back into the tank. It is then re­
placed by air w hich entered at the loose fitting. The fuel
system is now em pty and as a result the engine m ust be
cranked until the lines are full again.

Shop m anual diagnosis charts should be referred to

when diagnosing for air problem s to determ ine the pres­
ence of air, first install a short clear plastic hose into the
return line at the top o f the injection pum p. Start the en ­
gine and observe for air bubbles o r foam in the line. If
foam o r bubbles are present, proceed as follows:
1. R aise vehicle and disconnect both fuel lines at
the tan k unit.
2. Plug the sm aller disconnected return line.
3. A ttach a low pressure (preferably hand operated
pum p) air pressure source to the larger % fuel hose and
apply 8-12 P.S.I.

a. D iagnosing trucks equipped w ith dual tanks will

require a check o f the right fuel lines w ith the dash
sw itch in the right tank position and a check o f the left
fuel lines with the dash sw itch in the left tank position.
The sw itching valve could be a source. The heater is electrically pow ered from the ignition
4. O bserve the pressure pum p reading o f 8-10 P.S.I. circuit and is placed on the fuel filter inlet line a short
A decrease in pressure will indicate the presence o f a distance up stream from the filter.
leak. T he pressure will push fuel out at the leak point in­
dicating the location of the leak. Following are som e o f the qualities designed into
5. R epair as necessary. this system:

In ch e ck in g fo r air p ro b le m s, th e p ro p e r size The heater is in-line, and in fact, a com p o n en t of

clam ps on all hoses should be checked. Also, a b u rr on fuel pipe assem bly betw een fuel lift pum p and filter. It
the edge o f a pipe could rip the inside o f a line and create does not have any additional seals o r jo in ts th at increase
air ingestion. P articular attention should be given to im ­ the possibility o f fuel leaks.
p ro p er installation o r defective auxiliary filters o r w ater
sep arators. The heater is therm ostatically controlled to w ork
when w axing o f the fuel is expected. It is self-protected
S in c e o p e r a tio n o f th e h y d ra u lic a d v a n c e (by therm al fuse and break-aw ay solder jo in t) against
m echanism is dependent on transfer pum p pressure and overheating resulting from dry fuel line, o r lack o f fuel
pum p housing pressure, any deviation from pre-set tol­ flow.
erances can affect the advance m echanism and th ere­
fore, the injection timing. Fuel pum p delivery less than T h e d e v ic e c a n b e d iv id e d in to tw o m a jo r
5 Vi lbs. to 6 V2 lbs. pressure, for exam ple, will reduce functional com ponents, the h ea te r and the p o w er co n ­
total advance directly proportional to pressure loss. trol assem blies. Figure 2-4.
L eaks, plugged filters, air ingestion restricted lines etc.
will all reduce pressure delivery. R eturn line restriction The heater is % inches in diam eter and approxi­
can raise housing pressure to as high as tran sfer pum p mately 5 V2 inches long and consists o f an electric resis­
pressure depending on the degree of restriction and tance strip spiral w ound and bonded around th e fuel
eventually stall the engine by upsetting the balance of pipe. To m inim ize the heat loss to the environm ent,
tran sfer pum p and housing pressures. heating elem ent is surrounded by an insulating fiber.
 The pow er control assem bly senses fuel tem p era­ The h eater cannot be serviced. H ow ever, it can be
ture and responds by closing an electrical circuit to the checked by using an am m eter co n n ected in series.
heater. The sensing elem ent is a bimetal sw itch. The Checking m ust take place below 20° am bient tem p era­
internal bim etal switch turns on at 20 degrees F. and ture. Proper operation will draw approxim ately 7 am ps.
shuts off at 50 degrees F. Pow er consum ption is 100
w atts. The heat will only be on until the under hood
tem perature gets hot enough to w arm the fuel. FUEL FILTER
The engine fuel filter is a tw o-stage pleated paper
type filter. Figure 2-5. The first stage consists o f approx­
im ately 400 sq. inches o f filtering area and will rem ove
94% of particles 10 m icrons and larger. The second stage
is m ade o f the sam e paper m aterial and consists o f ap­
proxim ately 200 sq. inches o f filtering surface. The sec­
ond stage is 98% effective in filtering the fuel already fil­
BREAK AWAY tered by the first stage.
SOLDER JOINT

12V LEAD WIRE THERMAL FUSE

RESISTANCE
HEATING ELEMENT
n

SNAP ACTION BI-METAL SWITCH

Fig. 2-4 Diesel Fuel Heater

The fuel tank filter sock has a bypass valve which

opens w hen the filter is covered with wax allowing fuel
to flow to the heater. W ithout this sock fuel line heater
would be ineffective because the fuel would be trapped Fig. 2-5 Roosa Master Model 50 Filter
in the tank. Since the bypass valve is located at the
upper end o f the sock, fuel will only be draw n into the
w axed sock if the tank contains m ore than approxi­ P articles w hich are larger than 10 m icrons m ay
m ately 4 gallons o f fuel. T herefore it is im portant to dam age the pum p’s internal com ponents. Figure 2-6 will
m aintain a minim um level o f !4 tank o f fuel w hen tem ­ com pare various micron sizes and will ultim ately show
p eratu res are below 20°F . the filter’s effectiveness.

In the event that this heater is installed as a retro ­ The filter cannot be installed im properly as the inlet
fit, the filter sock w ith check valve m ust be included. and outlet fittings are different sizes. Also, since the o u t­
Also since the connection for the fuel pipe is at a point let is low er than the inlet any w a te r w hich p asses
in the side o f the sock, the w ater in fuel tank unit m ust through will not remain trapped inside and cause dam ­
be used. age by rust o r freezing.
 T he entire fuel handling system is pre-calculated to
supply 5Vi to 6 V2 lbs. pressure to the injection pum p and RELATIVE SIZE OF MICRON PARTICLES
any deviation will affect pum p operation. E ach stage in M A G N IF IC A T IO N 100 0 tim e s

w hich the fuel passes through in the injection pum p is

dependent upon the preceeding stage to operate prop­
erly.

1 M ic ro n = .000039
L o w e s t V is ib ility R a n g e = 44 M ic ro n s (.0 01 7 )
H u m a n H a ir = .003

Fig. 2-6 Relative Size of Micron Particles

 SECTION 3
ROOSA MASTER
INJECTION PUMP
INJECTION PUMP OPERATION The wire is free to vibrate and resists plugging by
It is necessary to becom e fam iliar with the function debris. Fuel, which flows through the vent wire assem ­
of the m ain com ponents to understand the basic o p erat­ bly, circulates in the housing to cool and lubricate the
ing principles of the injection pum p. Figures 3-1 and 3-2 internal pum p com ponents. A selection o f screw as­
will show the main com ponents. sem blies containing different wire sizes is available to
obtain the correct am ount o f return flow.
The main rotating com ponents are the drive shaft
(1), tran sfer pum p blades (5 ), distributor rotor (2 ), and The housing pressure regulator is a ballcheck fitting
governor (12). in the governor cover which m aintains even housing
pressure and allows fuel to return to the fuel tank. This
The drive shaft engages the d istributor rotor in the recirculation o f fuel m aintains norm al operating tem p er­
hydraulic head. The drive end of the rotor incorporates ature. At full load conditions, approxim ately half o f the
two pum ping plungers. fuel which enters the pum p is injected into the engine
cylinders while the other half is returned to the fuel
The plungers are actuated tow ard each o th er simul­ tank.
taneously by an internal cam ring through rollers and
shoes which are carried in slots at the drive end of the Fuel in the head passage also flows through a bore
rotor. The num ber of cam lobes equals the num ber of leading to the m etering valve. The m etering valve al­
engine cylinders. lows a varying am ount o f fuel to pass by, depending on
its position, to charge the pum ping plungers.
The hydraulic head contains the bore in w hich the
rotor revolves, the m etering valve bore, the charging As the rotor revolves, the rotor inlet passage regis­
ports and the head discharge fittings. The high pressure ters with the charging ports in the hydraulic head, allow ­
injection lines to the nozzles are fastened to these dis­ ing fuel to flow into the pum ping cham ber. With fu rth er
charge fittings. rotation, the inlet passages move out of registry and the
discharge port of the rotor registers with one o f the head
FUEL FLOW outlets. While the discharge port is opened, the rollers
contact the cam lobes forcing the plungers together.
The fuel flow schem atic in figures 3-1 and 3-2 show
Fuel trapped betw een the plungers is then pressurized
the m ajor com ponents and their relationships.
and delivered by the nozzle to the com bustion cham ber.
Fuel is draw n through a strainer in the tank by the
Self-lubrication of the pum p is an inherent feature
diaphragm -type fuel pum p. Fuel at approxim ately 5 Vi to
of the pum p.
6 V2 p.s.i. pressure flows through the fuel filter into the
transfer pum p and pressure regulator suction side.
TRANSFER PUMP
Fuel under tran sfer pressure now splits into several The transfer pum p at the rear of the rotor is o f the
directions. To the pressure side of the pressure regulator, positive displacem ent vane type and is enclosed in the
to the head passage where three radial passages lead to end cap. The end cap also houses the fuel inlet strain er
the vent wire assembly, the pressure tap hole plug, the and transfer pum p pressure regulator. T he face o f the
advance m echanism and to the m etering valve. regulator assem bly is com pressed against the liner and
distributor rotor and forms an end seal for the tran sfer
The m etering valve is the equivalent o f throttle pum p. The injection pum p is designed so th at end th ru st
plates in a carburetor. It controls fuel flow to the pum p­ is against the face o f the transfer pum p pressure regu­
ing plungers. lator. The distributor rotor incorporates two charging
ports and a single axial bore with one discharge port to
The vent wire assem bly is threaded into the top of service all head outlets to the injection lines. The tra n s ­
the hydraulic head assem bly next to the m etering valve. fer pump consists o f a stationary liner and spring loaded
It allows air and a controlled am ount of fuel to escape to blades which are carried in slots in the rotor. Since the
the housing where it will flow back to the fuel tank via inside diam eter o f the liner is eccentric to the ro to r axis,
the return oil circuit. The vent wire assem bly is made up rotation causes the blades to move in the ro to r slots.
of a screw w ith a hole through it into which a wire is po­ This blade m ovem ent changes the volum e betw een the
sitioned. blade segm ents.
 Housing Pressure
COMPONENTS: Regulator

1 DRIVE SHAFT
2 DISTRIBUTOR ROTOR
3 HYDRAULIC HEAD
4 DELIVERY VALVE
5 TRANSFER PUMP
6 PRESSURE REGULATOR
7 DISCHARGE FITTING
8 METERING VALVE
9 PUMPING PLUNGERS
10 INTERNAL CAM RING
11 M IN-MAX GOVERNOR
12 GOVERNOR WEIGHTS
13 ADVANCE
14 DRIVE SHAFT BUSHING
15 HOUSING
16 ROLLERS
17 ELECTRIC SHUT-OFF
18 TEMPERATURE IDLE
COMPENSATOR

INLET TRANSFER PUM P

PRESSURE

Fig. 3-1 Roosa Master DB2 A utom otive Pump Typical 1978-79
 FUEL DISTRIBUTION RETURN OIL CIRCUIT
CHARGING DISCHARGING

P lu nger
R oller B e tw e e n R oller C o n ta c ts
C a m Lobes M e te r in g C a m Lobe D is trib u to r R o to r
V a lv e
C irc ula r
Fuel Passage D is ch a rg e
' F ittin g

Leaf D is trib u to r
S prin g - R o to r

T ra n s fe r
Pum p P u m p in g
C h a rg in g C ham ber
Shoe D e liv e ry
P assage D is ch a rg e V a lv e
P assage D is ch a rg e P ort

AUTOMATIC ADVANCE REGULATOR ASSEMBLY

R e g u la tin g S lo t
D is trib u to r
R o to r R e g u la tin g P is ton
A dvance
R e g u la tin g S p rin g
D ire c tio n A d v a n ce
D ire ctio n / /R e g u la to r
R o to r
R o ta tio n / .T h in P la te

R o to r
H o u s in g R o to r
R o ta tio n
S lid e N
W a s h ers T rim m e r
S c re w
P is to n H o le .
O rifice
P lug G ro o ve ,
H ead

B leed
\ S p rin g P iston Pow er O rifice
P o w e r P iston \ P iston S p rin g A d ju s tin g P lu g
A d v a n c e S p rin g H e ad Loc atin g
P iston H ole D is c h a rg e S id e
Advance Plug S c re w G ro o v e
C a m S c re w

TRANSFER PUMP
MECHANICAL GOVERNOR
M IN -M A X
T h r o ttle S h a ft B la d e
(Full T h r o ttle P osition)
T h r o ttle S h a ft
(L o w Id le T h r o ttle P o sitio n ) G u id e S tu d Lin e r

L o w Idle
S p rin g x
R o to r

O u tle t G ro o ve -

G o v e r n o r A rm
DELIVERY VALVE FUNCTION
M e te r in g V a lv e D is ch a rg e P ort
D e liv e r y V a lv e S to p
G o v e rn o r W e ig h ts D e liv e ry V a lv e
D riv e S h a ft / D e liv e ry V a lv e
D is c h a rg e P assage / S c re w

LEGEND

D is trib u to r
R o to r

In je c tio n Line D e liv e ry V a lv e S p rin g

IN LET TRANSFER P U M P H O U S IN G IN JEC TIO N LINE E NG INE P ressure
PRESSURE PRESSURE PRESSURE LUBE OIL
D e liv e ry V a lv e O p en
 COMPONENTS:

1 DRIVE SHAFT
2 DISTRIBUTOR ROTOR
3 HYDRAULIC HEAD
Housing Pressure
4 DELIVERY VALVE Regulator
5 TRANSFER PUMP
6 PRESSURE REGULATOR
7 DISCHARGE FITTING
8 METERING VALVE
9 PUMPING PLUNGERS
10 INTERNAL CAM RING
11 MIN-MAX GOVERNOR
12 GOVERNOR WEIGHTS
13 ADVANCE
14 DRIVE SHAFT BUSHING
15 HOUSING
16 ROLLERS
17 ELECTRIC SHUT-OFF
18 TEMPERATURE IDLE
COMPENSATOR
19 HOUSING PRESSURE
COLD ADVANCE
20 MECHANICAL LIGHT LOAD
ADVANCE LEVER
21 VENT WIRE ASSEMBLY

TRANSFER P UM P
PRESSURE
 FUEL DISTRIBUTION RETURN OIL CIRCUIT
CHARGING DISCHARGING

P lu n g er R o ller C o n ta c ts
R o lle r B e tw e e n
M e te r in g C a m Lo b e D is trib u to r R o to r
C a m Lobes
V a lv e
C irc u la r C am
Fuel Passage D is ch a rg e
' F ittin g

Leaf D is trib u to r
S p rin g ' R o to r

T ra n s fe r
Pum p P u m p in g
C ham ber
C h a rg in g D e liv e ry
Shoe P assage D is c h a rg e V a lv e
P as s age D is c h a rg e P ort

REGULATOR ASSEMBLY
AUTOMATIC ADVANCE R e g u la tin g S lo t
R e g u la tin g P is to n
R e g u la tin g S p rin g
T h r o tt le S h a ft
/ /R e g u la to r
A dvance
D ire c tio n
/ .T h in P la te
R o to r
A dvance R o ta tio n
M e c h a n ic a l
D ire c tio n
Advance
Lever D is tr ib u to r R o to r
R o to r

O rific e
R o to r P is to n H o le _
R o ta tio n P lug G ro o v e
H e ad
S e rv o B leed S p rin g A d ju s tin g P lu g
A dvance H o u s in g O rifice
P ow er
P lu n g e r
P iston D is c h a rg e S id e

P is to n H o le H e a d L o c atin g
P lug S c re w G ro o v e

A d v a n c e P is to n

A dvance C a m A d v a n c e Pin
TRANSFER PUMP
S pring A dvance
V a lv e

B la d e
MECHANICAL GOVERNOR
Liner

R o to r
Full T ra v e l P o s itio n

O u tle t G ro o ve -

100%

DELIVERY VALVE FUNCTION

D is c h a rg e P ort
D e liv e r y V a lv e S to p
D e liv e ry V a lv e
/ D e liv e ry V a lv e
D is c h a rg e P as s ag e / S c re w

LEGEND D is trib u to r
R o to r —

In je c tio n Line D e liv e r y V a lv e S p rin g

P ressu re
IN LET TR AN SFER PU M P H O U S IN G IN JE C TIO N LINE ENG INE
PRESSURE PRESSURE PRESSURE LUBE OIL D e liv e ry V a lv e O p e n
 T ransfer pum p o u tp u t volum e and p ressu re in­ of the back side o f the piston from the viscous fuel pres­
creases as pum p speed increases. Since displacem ent sure is slight. With hot or light fuels, leakage past the
and pressure o f the transfer pum p can exceed injection piston increases, fuel pressure in the spring cavity in­
requirem ents, some of the fuel is recirculated by m eans creases also, since flow past the piston m ust equal flow
o f the tran sfer pum p regulator to the inlet side o f the through the orifice. Pressure rises due to increased pis­
tran sfer pum p. ton leakage and pressure rises to force more fuel through
the orifice. This variation in piston position com pen­
The operation is shown under O perating Principles sates for the leakage which would occur with thin fuels
in Figures 3-1A and 3-2A. Radial m ovem ent causes fuel and design pressures are m aintained over a broad range
to be draw n into the kidney shaped inlet slot. As the of viscosity changes.
blades rotate in the eccentric liner they m ove outw ard
and the volum e increases until the leading blade passes
out o f the registry with the slot. At this point, the rotor
has reached a position where outw ard m ovem ent o f the
CHARGING AND DISCHARGING
blades is negligible and volum e is not changing, as the
rotation continues. The fuel betw een the blades is car­ Charging Cycle
ried to the bottom o f the transfer pum p liner and enters As the rotor revolves, as show n in Figures 3-1A and
the outlet groove. 3-2A, the two inlet passages in the rotor register with
ports of the circular charging passage. Fuel under p res­
As the leading blade passes the opening of the kid­ sure from the transfer pum p, controlled by the opening
ney shaped outlet groove, the eccentric liner com pres­ o f the m etering valve, flows into the pum ping cham ber
ses the blades in an inward direction. As a result, the forcing the plungers apart.
volum e betw een the blades is reduced and pressurized
fuel is delivered through the groove o f the regulator as­ The plungers move outw ard a distance proportion­
sembly, through the transfer pum p, through the rotor, ate to the am ount of fuel required for injection of the fol­
past the rotor retainers and into a channel on the rotor lowing stroke. If only a small quantity o f fuel is adm itted
leading to the hydraulic head passages. Volume betw een into the pumping cham ber, as at idling, the plungers
the blades continues to decrease, pressurizing the fuel in move out a short distance. M axim um plunger travel
the q uandrant, until the trailing blade passes the o p en ­ and, consequently, m axim um fuel delivery is limited by
ing in the outlet groove. the leaf spring w hich contacts the edge of the roller
shoes. Only when the engine is operating at full load will
PRESSURE REGULATOR ASSEMBLY the plungers move to the m ost outw ard position. N ote
The O perating Principles C harts in Figures 3-1A that while the angled inlet passages in the rotor are in
and 3-2A show the operation of the pressure regulating the registry with the ports in the circular charging pas­
piston. Fuel output from the discharge side o f the tra n s­ sage, the rotor discharge port is not in registry with a
fer pum p forces the piston in the regulator against the head outlet. N ote also that the rollers are off the cam
regulating spring. As flow in creases, the regulating lobes. Com pare their relative positions by observing the
spring is com pressed until the edge of the regulating pis­ discharging diagram .
ton starts to uncover the pressure regulating slot. Since
fuel pressure on the piston is opposed by the regulating
spring, the delivery pressure o f the transfer pum p is
controlled by the spring rate and size o f the regulating Discharge Cycle
slot. T herefore, pressure increases with speed. As the rotor continues to revolve, the inlet passages
m ove out o f registry with the charging ports. The rotor
The tran sfer pum p w orks equally well with differ­ discharge port opens to one o f the head outlets. The
ent grades o f diesel fuel and varying tem peratures, both rollers then contact the cam lobes forcing the shoes in
o f w hich affect fuel viscosity. A unique and simple fea­ against the plungers and high pressure pum ping begins.
ture o f the regulating system offsets pressure changes
cau sed by viscosity difference. Beginning o f injection varies according to load
(volum e o f charging fuel), even though rollers may al­
Located in the spring adjusting plug is a thin plate ways strike the cam at the same position. F urth er rota­
incorporating a sharp-edged orifice. The orifice allows tion of the rotor m oves the rollers up the cam lobe
fuel leakage past the piston to return to the inlet side o f ram ps pushing the plungers inward. During the dis­
the pum p. Flow through a short orifice is virtually unaf­ charge stroke the fuel trapped betw een the plungers
fe c te d by v isc o sity c h a n g e s. T he biasing p re ssu re flows through the axial passage of the rotor and dis­
ex erted against the back side of the piston is determ ined charge port to the injection line. Delivery to the injec­
by the leakage through the clearance betw een the piston tion line continues until the rollers pass the innerm ost
and the regulator bore and the pressure drop through the point on the cam lobe and begin to move outw ard. The
sharp edged orifice. With cold or viscous fuels, very lit­ pressure in the axial passage is then reduced, allowing
tle leakage occurs past the piston. The additional force the nozzle to close. This is the end of delivery.
Delivery Valve
The delivery valve rapidly decreases injection line D eliv e ry
V alve
pressure after injection to a predeterm ined value low er
than that o f the nozzle closing pressure. This reduction
in pressure perm its the nozzle valve to return rapidly to
its seat, achieving sharp delivery cut-off and preventing
im properly atom ized fuel from entering the com bustion
chamber.
Pumping Cycle

The delivery valve operates in a bore in the center

of the distributor rotor. The valve requires no seat —
only a stop to limit travel. Sealing is accom plished by
the close clearance betw een the valve and bore into
which it fits. Since the sam e delivery valve perform s the
function of retraction for each injection line, the result is
a sm ooth running engine at all loads and speeds.
Vent Cycle
W hen injection starts, fuel pressure m oves the de­
livery valve slightly out of its bore and adds the volume Fig. 3-3 Residual Pressure Balance Ports.
o f its d is p la c e m e n t, to th e d e liv e ry valve sp rin g
chamber. Since the discharge port is already opened to a Return Oil Circuit
head ou tlet, the retraction volum e and plunger dis­
placem ent volume are delivered under high pressure to Fuel under transfer pum p pressure is discharged
the nozzle. Delivery ends when the pressure on the into a vent passage in the hydraulic head. (F igure 3-1A
plunger side of the delivery valve is quickly reduced, and 3-2A ). Flow through the passage is restricted by a
due to the cam rollers passing the highest point on the vent wire assem bly to prevent excessive return oil and
cam lobe. undue pressure loss. The am ount of return oil is con­
trolled by the size o f wire used in the vent wire assem ­
Follow ing th is, the ro to r discharge port closes bly, i.e. the sm aller the wire the greater the flow and vice
com pletely and a residual injection line pressure is m ain­ versa. The vent wire assem bly is available in several
tained. N ote that the delivery valve is only required to sizes in order to m eet the return oil quantities called for
seal while the discharge port is opened. Once the port is on the specification. N ote that this assem bly is accessi­
closed, residual line pressures are m aintained by the ble by removing only the governor cover. The vent pas­
seal of the close fitting head and rotor. It is possible that sage is located behind the m etering valve bore and co n ­
the residual pressure may vary betw een injection lines. nects with a short vertical passage containing the vent
Because of this variance, a noticeable chuggle o r feeling wire assem bly and leads to the governor com partm ent.
of slight engine misfire becam e apparent in vehicles
equipped with standard transm issions and torque con­ Should a small quantity o f air en ter the tran sfer
v erter clutch equipped vehicles. This condition was pum p, it im mediately passes to the vent passage as
dam pened com pletely in the standard torque converters shown. Air and a small quantity o f fuel then flow from
on earlier m odels. the housing to the fuel tank and via the return line.

As a result of chuggle, a vented rotor was designed Housing pressure is m aintained by a spring loaded
and equipped on all 1979 m odels with standard transm is­ ballcheck return fitting in the governor co v e r o f the
sion, all 1980 m odels and all 1981 m odels except “ E" pump.
(w hich d oesn't use TC C ). The operation can be seen in
Figure 3-3 which shows a series of vent ports, equal to Approxim ately 10 psi of fuel pressure is m aintained
the num ber of cylinders, sim ultaneously register with to provide a bias for the transfer pum p to provide the
the head outlets after each injection period. During the balance needed for proper timing.
vent cycle, all vent ports will align with all o f the head
outlets and therefore create equalized residual pressure Min-Max Governor
in all cylinders resulting in sm ooth operation when the The governor m echanism consists o f a cage with
transm ission w ent into direct drive. fly w eig h ts m o u n ted on th e ro to r and a sy ste m o f
linkages which control engine speed at idle and provide
As nozzles are cracked during some engine rough­ com plete and rapid governor cutoff to prevent engine
ness diagnosis procedures, the engine may stall. This is overspeed. At all o th er loads and speeds, how ever, it
due to the large release of residual pressure which ac tu ­ acts as a solid link betw een the accelerato r and the
ally starves remaining cylinders of fuel. Slight cracking m etering valve. To accom plish this, the go v ern o r spring
may still provide adequate diagnosis without engine is assem bled to the governor under a pre-load. D eflec­
stall. tion o f the main governor spring will only o cc u r at pum p
cutoff speed. H ence, it is called m in-m ax, indicating nal leakage increases and therefore reduces pump o u t­
go v ern o r spring control at m inim um and m axim um put. In order to prevent engine stalling from too small an
speeds only. output, a bimetal com pensator strip Figure 3-4 is added
to the governor arm to deflect relative to the governor
In the full throttle position view shown in Figure arm. This m otion increases the m etering valve opening
3-1A and 3-2A the governor is in the high speed cutoff and provides a com pensated idle speed curve.
position. With the throttle in the full position, the engine
(w ithout load on it) and pum p speed increases until the Automatic Advance Mechanism
g overnor w eights have generated enough force to d e­
flect the main governor spring. G overnor arm m ove­ The autom atic advance is a hydraulic m echanism
m ent turns the m etering valve to the shutoff position, which advances or retards the pumping cycle.
restricting fuel delivery and preventing engine over­
speed. It is powered by fuel pressure from the transfer
pum p, to rotate the cam slightly and vary delivery tim ­
The low idle throttle position view shows the rela­ ing. The advance m echanism advances o r retards start
tionship o f the governor parts when the pump is running of fuel delivery in response to engine speed changes.
at low idle. N otice that the throttle shaft is in the low
idle position, the balance betw een the idle spring force C om pensating inherent injection lag im proves high
and governor force positions the m etering valve for low speed perform ance. Starting delivery o f fuel to the noz­
idle fuel delivery. zle earlier when the engine is operating at higher speeds
insures that com bustion takes place when the piston is
in its most effective position to produce optim um pow er
with minimum specific fuel consum ption and minimum
sm oke.
B I-M E T A L L IC E L E M E N T

The advance pistons located in a bore in the hous­

ing engage the cam advance screw o r pin and move the
L± cam (w hen fuel pressure moves the pow er piston) o ppo­
FU E L site the direction of rotor rotation. Fuel under transfer
pump pressure is fed through a drilled passaged in the
hydraulic head which registers with the bore o f the head
locating screw. Fuel is then directed past the spring
loaded ballcheck in the bore of the head locating screw.
It then enters the groove on the outside diam eter o f the
screw which registers with a drilled passage in the hous­
ing leading to the pow er piston side of the autom atic ad­
E F F E C T O F FUE L TE M P E R A TU R E
O N ID LE S P E E D vance assembly.

A groove around the pow er piston plug and a drilled

C O M P E f•JSATED
passage allow the fuel to enter the advance piston bore.
\
Fuel pressure against the piston m ust overcom e the op­
W 600 posing spring force plus the dynam ic injection loading
on the cam in order to change the cam position. The
T - spring loaded ballcheck in the bore of the head locating
O 500 O M PEN S
screw prevents the norm al tendency of the cam to return
to the retard position during injection by trapping the
120 140 160 180 fuel in the piston cham ber. W hen engine speed d e­
FUE L TE M P E R A T U R E ( ° F ) creases, the hydraulic pressure is reduced and the spring
returns the cam to a retarded position in proportion to
the reduction in speed. The fuel in the piston cham ber is
Fig. 3-4 Tem perature C om pensator fo r Engine Idle Speed. allowed to bleed off through a control orifice located
below the ballcheck valve in the head locating screw.

Fuel Temperature Compensator for At low speeds, because transfer pum p pressure is
Idle Speed com paratively low, the cam remains in the retarded po­
Because the injection pump is located in the center sition. When engine speed increases, transfer pump
o f the “ vee" retention o f heat is a critical factor in fuel pressure rises and moves the piston in the advanced di­
thinning particularly after a high am bient heat soak. As rection. A dvance piston m ovem ent is related to speed.
the hotter, th in n er fuel passes through the pum p, inter­ Speed advance operation is shown in Fig. 3-5.
 Light load advance is provided by changing the re­
END OF INJECTIO N T IM IN G VS ENGINE SPEED
ference point o f the servo valve spring. A face cam , a t­
BTOC tached to the throttle shaft causes an external lever to
pivot. The low er end of this lever contacts a push rod
w h ich is also th e se rv o v a lv e sp rin g s e a t. T h is
mechanism translates rotational m otion o f the throttle
shaft into axial m otion o f the servo valve spring. Trans­
fer pump pressure, applied to the inboard side o f the
servo valve and opposed by the servo valve spring, pro­
vides speed advance. As the servo valve m oves in the
advance direction, fuel flows through radial and axial
passages to the pow er side of the advance piston. This
action moves the advance piston until it reaches the
servo valve and covers the radial supply passage. The
advance curve obtained with the servo advance system
Fig. 3-5 Speed Advance Operation.
is essentially independent o f the pum ping reaction.
On all earlier m odels and some current models, a
“trim m er screw ” is provided to adjust advance spring H.P.C.A.
preload which controls start of cam m ovem ent. It can “ Housing Pressure Cold A dvance" or H PC A will be in­
only be adjusted on a test bench while running. cluded with all 1981 vehicles except Canadian cars and
trucks and Federal 49 state trucks.
On m any later m odels beginning with 1980, in addi­
tion to the norm al speed advance, a m echanical light The HPCA feature is designed to advance the injec­
load advance is furnished as a function of throttle angle. tion timing about 3° during cold operation. The main
(Figure 3-6). The m echanism consists o f a face cam at­ purpose is the reduction of engine sm oke, roughness,
tached to the throttle shaft, an external pivot lever and a noise and em issions during cold start-up by advancing
push rod which goes into the trim m er side o f the timing the fuel delivery system . Through the use of an engine
advance bore. The purpose of this m echanism is to re­ m ounted switch, the same switch that operates the fast
duce em issions. It provides proper advance for light idle solenoid below 125°, a solenoid located in the pump
loads when the transfer pum p pressure is low and cam cover pushes the return fitting check ball aw ay from its
ring is in the retard position. seat.

FACE CAM

Fig. 3-6 Mechanical Light Load Advance.

 Since approxim ately 10 psi housing pressure which Coil tem perature has an effect on pull-in voltage re­
accom panies advance spring pressure in the timing ad ­ quired to operate the solenoid. Figure 3-7 will show the
vance bore is relieved, transfer pump pressure will ad ­ m axim um production lim its. This pull-in voltage re­
vance timing an additional 3° which initiates combustion quirem ent should always be considered when diagnos­
sooner and results in a slower, more com plete burning of ing no start conditions. Low battery voltage may be the
the fuel. Above 125°, the switch opens, de-energizing cause. Pull-in voltage can be tested with Voltm eter at
the solenoid and housing pressure is returned back to 10 pump solenoid term inal during norm al starting o p era­
psi. The sw itch again closes when the tem perature falls tion. Hold in is approxim ately 2 to 3 volts.
below 95°F. An im proved cold idle and better cold start­
ing also results.

HPCA operates from 2 to 10 minutes depending on

engine tem perature.

W hen changing the fuel filter or when the car has

run out o f fuel, disconnect the connector from the tem ­
perature switch and ju m p er connector term inals. This
will aid in purging air from the pump. This procedure is
necessary only on a hot engine, as the circuit will always
be closed when the engine is cold.

Electric Shut Off

The pum p is equipped with an electric shut off
solenoid which through the governor linkage will push
the m etering valve into a closed position shutting off
fuel for engine shut down when voltage is removed.
W hen the solenoid is energized, internal spring pressure
inside the solenoid is overcom e and through the gover­
n or linkage the m etering valve is allowed to operate
freely throughout its throttle range. Fig. 3-7 Electric Solenoid Pull in Voltage.

INJECTION PUMP REPAIRS

The following procedure is not intended as a guide
for com plete overhaul. It does not include repairs which
would involve calibration on a test stand. F or o pera­
tions which require re-calibration, the pump m ust be
sent to an authorized Roosa M aster agency.

Figure 3-8 shows a typical test stand installation. per time and is therefore incapable of delivering a rich o r
The test stand incorporates a 5 to 15 H.P. electric motor, lean m ixture. It should also be understood that o ther
depending on the particular model used, which drives than a failure of the governor weight retainer ring or the
the injection pum p. The stand's m otor simulates the au ­ correction of the min-max governor, the injection pump
tom otive engine with the rpm controlled on the machine will have very little to do with a rough idle condition and
by the o p erato r and not by the throttle opening. Various therefore generally should not be sent to the local Roosa
tests and adjustm ents are perform ed. Some are: Electric M aster shop for rough idle.
solenoid pull-in voltage, housing pressure cold advance
solenoid operation, face cam position, min-max gover­ Background inform ation o f failed governor weight
nor, return oil volum e, housing pressure, transfer pump retainer ring: diesel fuel that is contam inated with ex ­
pressure and autom atic advance adjustm ents. Actual cessive w ater or the presence o f alcohols found in some
calibration of fuel delivery is not adjustable within the additives not norm ally present in recom m ended diesel
head and rotor assem bly but is affected directly by som e fuels may accelerate failure of the elasticast governor
of the above adjustm ents. Various rpm ranges and throt­ weight retainer ring in the injection pum p. Failure of the
tle openings are used to check output of the pump. ring is heat related and will m ost likely result in a rough
idle condition and, in some instances, the engine may
not run. A failed ring will break apart into small black
It should be understood that the injection pump is particles plugging the fuel return check valve. Remove
designed to deliver a m etered am ount of fuel at the pro­ the check valve if small particles are observed. Confirm
 Transfer Pum p P ressu re Gaug«
the findings by rem oving the pum p co v er and rotating
the governor weight retainer in both directions (Figure
Inlet P ressu re G aug*
H ousing P ressu re Qaug«
3-9) suitable tool o r screwdriver. If the retainer m oves
more than '/i6" and does not return, the retainer ring has
failed. Norm ally a failed ring will allow 14" free m ove­
ment.
If a failed ring is found, the pum p will require re­
moval from the engine. Follow the procedures listed in
the shop manual.
A new Pellethane ring has been developed and is
more resistant to heat, w ater and additives.
The procedure that follows include disassem bly,
various seal replacem ents, installation o f the new pel­
lethane governor weight retainer ring, and a bench leak
test.

O perations which can be perform ed individually

without removing the pum p from the engine are as fol­
lows:
• C over seal replacem ents
• Guide stud seal replacem ents
• Throttle shaft seal replacem ents
• G o v ern o r w eight re ta in e r ring check in g p ro­
cedure
• Min-Max governor service (will be covered in
Section 5)

Fig. 3-8 Typical Test Stand Installation. Each of these on-car operations are currently avail­
able in dealer technical bulletins.

ROTATE IN
EACH DIRECTION GOVERNOR
WEIGHT
RETAINER

J J Fig. 3-9 Failed Governor Weight Retainer Ring Checking Procedure.

Disassembly
THROTTLE SHAFT .005" CLEARANCE
Special R oosa M aster tools required to perform ADVANCE CAM
these repairs are as follows: 14490 Advance screw hole
plug w rench, 15499 B ristol w rench, 15500 Advance
screw plug hole bushing, 22727 driveshaft seal installer
tool, 22998 m ounting fixture and 22204 Synkut oil (o r
THROTTLE
SHAFT
J-29601 r (
PIN
equivalent). Special Kent M oore Tools are: J-29601 face
cam tool and J-29692 m ounting fixture (sam e as 22998
above).

Refer to Figure 3-14 as necessary for various pump

com ponent locations.

1. With the co v er installed, install plugs in the dis­ ADVANCE CAM *

charge ports, fuel inlet port and return line. Clean the ACTUATING ARM
pump thoroughly on the outside. Any cleaner that does
not irritate the skin should be satisfactory. If nothing
else, em erse in fuel oil and brush to clean, blow dry.
Fig. 3-11 Face Cam Tool, J-29601
2. Install pump in holding fixture so that rear of
pump is tilted dow nw ard.
3. K eep all gaskets with parts removed until reas­ 12. Lift up the governor linkage hook assem bly and
sembly. Some gaskets are similar, identification will be remove the m etering valve. (N O TIC E: DO N O T DIS­
easier by com paring gaskets when reassembling. TURB L IN K A G E HOO K A D JU ST M E N T .) (Figures
4. Rem ove the timing line cover (side of pump). 3-12 and 3-13).
5. Rem ove three (3 ) governor cover screws and
governor co v er (top of pum p).
6. Rem ove guide stud and guide stud washer.
7. Rem ove min/max governor assembly. (Figure
3-10). Linkage Hook

M IN -M A X GOVERNOR
ASSEMBLY
IDLE GOVERNOR SPRING c c

Fig. 3-12 Linkage Hook Assembly.

THROTTLE SHAFT

Fig. 3-10 M in-M ax Governor Removal.

8. On all m odels without external advance lever, M e te rin g Valve

remove the vacuum drive pin, retaining ring and seal

w asher from the throttle shaft assembly.
9(A .) On all m odels with external advance lever,
install the tool J29601 on the throttle shaft, tighten the
thum b screw, and rem ove the tool and the vacuum
sw itch drive pin (Figure 3-11).
(B .) Remove the face cam screw.
10. Rem ove the throttle shaft assembly.
11. Lift out the face cam and mylar washer on
m odels so equipped. Fig. 3-13 M etering Valve.
 r

qJ GUIDE STUD

HOUSING V E N T
SCREW A S S Y .

TI MI NG LINE COVER
HEAD AND ROTOR A S S E M B L Y

CAM ADVANCE SCREW

GUIDE STUD

HEAD LOCKING SCREWS

P I S TO N HOLE PLUG
P ISTON HOLE PLUG
( power sid e )
(TRIMMER side )

7 s
ADVANCE SCREW HOLE PLUG
HEAD L O C A T IN G SCREW
 13. Rem ove the housing vent screw assembly. Fig­
ure 3-15.
15499
W rench

Fig. 3-15 Housing Vent Screw Assembly.

Fig. 3-17 Cam Advance Screw and Tools.

14. Remove one (1) head locking screw and loosen
the other.
15. Turn pump upside down and remove head locat­
ing screw.
16. Rem ove advance screw hole plug, using 14490
w rench. Figure 3-16.

Hydraulic H ead
Assem bly

Fig. 3-16 Advance Screw Hole Plug.

17(A.) On all m odels without external advance,

rem ove piston hole plug (trim m er side), slide washer,
advance piston and outer spring.
(B .) Rem ove piston hole plug (pow er side), slide
w asher and pow er piston.
(C .) Install 15500 Bushing and Bristol tool and
rem ove the cam advance screw. Be sure to fully seat
tool into ball end to reduce the possibility of breakage.
Figure 3-17. Some Bristol tools were m anufactured with
a 30° cham fer on the end of the tool. The life of the tool
can be extended by grinding a 60° cham fer on the tool.
All tools now have a 60° chamfer.
18. On E xternal advance models, lift out cam ad ­
vance pin.
19. Turn pum p right side up.
20. Rem ove the remaining head locking screw.
21. Rem ove the head and rotor assembly, governor
w eights, thrust sleeve, and thrust washer. Figure 3-18.
Take care that head and rotor assembly doesn't roll of
w orkbench onto floor. Fig. 3-18 Head, Rotor and Governor Weights.
 22. R em ove governor cage retaining snap ring. 24. Remove elasticast ring by pulling ring off of
Figure 3-19. pins. Slight forceable action will be required.
25. Flush and clean the pum p and all parts — ex­
cept the head assembly, exam ine the cam ring, shoes
and rollers Figure 3-20 and rem ove particles. Do not dis­
turb leaf spring attaching screw as this is a critical ad­
justm ent which is perform ed with special equipm ent.
Line up M arks Also take care not to remove pum ping plungers. Be sure
they remain in their bore. C onsider using an air syphon
gun with a suitable solvent. Clean advance m echanism
parts governor assem bly parts, inside o f pum p housing
and inside the check valve.

Absolute cleanliness is necessary.

ASSEMBLY
1. Install new pellethane governor weight retainer
ring using # 2 2 Truarc snap ring pliers or equivalent.
This operation will take some practice. Stretch holes in
pellethane ring o v er governor weight retainer cage pin
Fig. 3-19 Governor Cage Snap Ring. and walk into place with circular motion.
2. Align timing m arks on retainer assem bly and
23. Remove governor weight retainer assembly. rotor and install go v ern o r weight retain er assembly.
In­
spect the pins on the weight retainer for wear, pins can Figure 3-19.
be w orn by the slots in the drive plate after the ring has 3. Install governor cage retainer ring (snap ring).
disintegrated. The base of the pin can have about .025" 4. Install new hydraulic head seal and lubricate
worn away and still be satisfactory as long as there are with Synkut oil.
no sharp edges to cut the ring. If the pins are worn ex­ 5. Install governor weights, thrust w asher (ch am ­
cessively, b en t, loose or sharp edges cannot be re­ fered edge up) and thrust sleeve to the head and rotor
m oved, the retainer should be replaced. assembly. Figure 3-21.

G overnor W eight

W eight R etainer

Sleeve

Thrust W a s h er
 6. Install the entire head and rotor assembly, mak­ 19. Exam ine check ball in return line fitting for ap­
ing certain that the drive shaft is engaged properly (with proxim ately 1/16 inches m ovem ent when depressed. If
“ T ’ mark on drive shaft up, align dots on drive shaft check ball d o esn 't m ove, it may be seized by governor
tang and rotor slot). R everse the action shown in Figure weight retainer ring particles and must be cleaned o r re­
3-18. Retain assem bly with tw o (2) head locking screws
(hand tight). NOTICE: Insertion of the head too far into
placed.
20. In stall g o v e rn o r c o v e r w ith new g o v e rn o r
( (
the pum p may cut the housing seal at the vent screw cover gasket using the action show n in Figure 3-22. Test
area. If the head goes in further than the locating screw solenoid with 12 volts, listening for audible click when
holes, check the housing to see if seal is exposed, if it is, energized. If no click can be heard, rem ove and reinstall
rem ove and replace the seal. cover and retest until click can be heard signifying pro­
7. Turn pum p upside down and install head locating per shut off operation. Without the click the m etering
screw using new head locating screw seals. Torque 15-18 valve would be jam m ed open and if the engine were
ft. lbs. Then torque the two (2 ) head locking screws to started, an instant runaw ay engine would result.
15-18 ft. lbs.
8. On all m odels without external advance, install
the cam advance screw using the Bristol tool. Torque to
37-38 ft. lbs. Figure 3-17. Use grease to hold advance
piston side w ashers in place and install the advance
screw com ponents, piston hole plug (pow er side) and
piston hole plug (trim m er side), using new seals and lub­
ricate. Torque plugs to 18-22 ft. lbs.
9. On m odels with external advance install cam
pin.
10. Install advance screw hole plug using new seal
and lubricate. Torque 75-100 in. lbs. or 6-8 ft. lbs. Re­
verse the action show n in Figure 3-16.
11. Rotate the drive shaft until timing lines come
into alignm ent. While viewed through timing line open­
ing, check drive shaft to be sure “T ” mark is up. Fig. 3-22 Governor Cover Installation.
12. Turn pump right side up and install housing vent 21. Install the timing line cover using new timing
screw assembly. Reverse the action shown in Figure line cover gasket.
3-15.
13. Install m etering valve. Figure 3-14.
14. H ook the g o v ern o r linkage assem bly to the
22. Install new pilot tube seal.

Figure 3-23 will show all torque values.

i (
m etering valve. Figure 3-13. Check linkage for freedom.
15(A .) On external advance models, hold face cam TESTING FOR LEAKS
and m ylar w asher in place and install the throttle shaft 1. A ttach regulated air pressure to the fuel return
assembly, using new throttle shaft seals, and lubricate. fitting, use 10-15 psi (D O NO T E X C E E D 15 psi) air pres­
(B .) Install face cam screw and vacuum module sure, em erse the pump in cleaning fluid or fuel oil and
drive pin. check for leaks. Slight leakage from discharge ports or
16(A.) On all m odels w ithout external advance, in­ fuel inlet is norm al. (C onsider plugging inlet port with a
stall the throttle shaft using new throttle shaft seals and plug fitting). Therefore, it is recom m ended to subm erge
lubricate. pump with drive shaft dow n in vertical position and
(B .) Install a new throttle shaft seal w asher and m aintain level ju st below discharge ports.
reinstall retainer ring. 2. Install pum p on vehicle and check housing pres­
sure before installing air crossover. Incorrect housing
(C .) Install new vacuum module drive pin.
pressure will require replacem ent of the ball check fit­
(D .) On ex tern al advance m odels, install tool ting.
J29601 to position face cam and insert a .005" feeler gage
betw een throttle shaft w asher and housing. Figure 3-12. DRIVE SHAFT SEAL REPLACEMENT
Push throttle shaft into housing to remove clearance and 1. Drive the shaft retaining pin out of the pilot tube
torque face cam screw to 17-21 in. lbs. and secure with from the small hole through the large hole. 1981 model
Loc-tite 290. driveshafts are held in place by an “ O ” ring. Pull on the
17. Install the min/max governor assembly. Figure shaft with circular m otion until shaft com es out.
3-11. 2. Remove the shaft and rem ove the seals.
18. Install the guide stud using a new guide stud 3. Clean the shaft.
washer. Torque to 80-90 in. lbs. Be sure the wire spring 4. Lubricate the seal installer tool. Polish seal tools
on the m etering valve assem bly rests on the top of the with # 4 0 0 grit paper before first use. This will aid instal­
guide stud shaft. lation of seals.
( (
 Torque Values are Given in Pound Force-lnches (Top)
P O S rn O N S H O W N and New ton M eters (Bottom )

Bold Face Item s are C ritical Torque Values

10-15
1.1-1.7

75-100
8.5-11.3
35-40
4.0-4.5

80-90
9.0-10.2

1 8 0 -2 2 0
2 0 .3 -2 4 .9

70-80
7.9-9.0
50-60
5.5-6.8

1 8 0 -2 2 0
2 0 .3 -2 4 .9

4 4 0 -4 6 0 5 0 0 -5 2 5
4 9 .7 -5 1 .9 5 6 .5 -5 9 .3
BRISTO L TORX
DRIVE DRIVE
 5. Install one black seal.
6. R elubricate the seal installation tool, and install
the red seal.
7. Install the last black seal.
8. L ubricate the seals and reinstall the shaft, m ak­
ing sure th at the drill points on the shaft end and the
ro to r are m atched. U se circular m otion while seals enter
bore area and be sure seals d o n ’t fold backw ards during
installation.
9. Install new shaft retaining pin, driving it through
the small hole to the big hole. The pin should not prot­
rude out o f eith er hole. Stone the area if necessary to
rem ove any burrs.
10. R e-test for leaks.
 SECTION 4
INJECTION LINES
& NOZZLES
From the injection pum p fuel is pum ped into the Various facets of the n o zzle’s operation can also af­
high pressure fuel lines. It is essential that each line be fect volum e o f fuel w hich e n te rs the co m b u stio n
nearly identical in length and inside diam eter. chamber.

Only a small am ount o f fuel is forced into the line Two different types of nozzles are used — the pencil
during each injection. This small am ount o f fuel pushes type and the poppet type.
the fuel already in the line forw ard, forcing a small
am ount o f fuel at the end of the line through the nozzle The pencil type Figure 4-1 will be found on all 1978
and into the com bustion chamber. The nozzle restricts and 1979 m odels and various 1980 and 1981 m odels. It is
the fuel and acts as a shut off valve governed by its a closed end (nozzle valve does not project through an
opening pressure. During this tim e, the high pressure opening in the nozzle tip ), differential pressure, hydrau-
has com pressed the fuel som ew hat and depending on lically operated, hole-type nozzle. The nozzle body in­
the volum e o f the line, a greater o r lesser com pression corporates the inlet fitting, tip and valve guide. An edge
inside the line occurs. The larger the volum e o f the line, filter is located in the inlet fitting, w hich is designed to
the more com pression takes place, therefore reducing be a final screening for debris which may have entered
the volum e o f fuel which passes through the nozzle. while line was open such as while on w orkbench. The
Also, the line expands slightly at higher pressures. The inward opening valve is spring loaded and controlled by
larger the diam eter of the line the larger the expansion the pressure adjusting screw and lift adjusting screw
and consequently the less fuel is injected. B ecause of which are secured by locknuts. T hese adjustm ents are
this, it can now be seen that larger lines will reduce the very critical and can only be adjusted on a flow meter.
fuel going into the com bustion chamber. No attem pts should be m ade otherw ise. A nylon seal
beneath the inlet fitting “ banjo” prevents leakage o f e n ­
Therefore you can see the im portance o f each line gine com pression while a Teflon carbon dam prevents
being nearly identical in length and inside diam eter. carbon accum ulation in the cylinder head bore.
 M etered fuel, u nder pressure from the injection Since engine com pression and com bustion pressure
pum p, flow s th ro u g h th e inlet, the edge filter, and forces on an outw ard opening valve are additive to that
around the valve, filling the nozzle body. exerted by the nozzle spring, opening pressure settings
of the poppet nozzle are correspondingly low er than
W hen fuel pressure enters the body of the nozzle those of conventional injectors. F urtherm ore, since the
and overcom es the spring force of the pressure adjusting nozzle valve guide is not required to seal against injec­
spring, the nozzle valve lifts off its seat. As the valve tion pressure, this nozzle does not require a backleakage
raises to its predeterm ined lift height, high pressure fuel connection.
is allowed to flow through the spray orifices in the tip.
W hen delivery to the nozzle ends and injection pressure During injecting, a degree of swirl is im parted to the
drops below the preset nozzle opening pressure, the fuel before it em erges around the head o f the valve,
w hich form s a closely controlled annular orifice with the
spring returns the valve to its seat.
valve seat. The resultant high-velocity atom ized spray
B etw een injections, positive sealing is m aintained form s a narrow cone for efficient burning o f the fuel.
The assem bly consists of a nozzle holder with inte­
by the interference angle, w hich results in line contact
gral edge filter, a preset nozzle assembly, a capnut and a
betw een the valve and its seat.
cylinder head sealing washer.
D uring in jectio n , a sm all am ount of fuel leaks F o r servicing p urposes these fo u r item s, eith er
through the clearance betw een the nozzle valve and its singly o r in com bination, are the only replaceable parts,
guide, lubricating and cooling all moving parts. The fuel i.e. the com ponent parts of the present nozzle assem bly
flows through a leak-off boot at the top of the nozzle m ust not be adjusted o r interchanged.
body and returns to the fuel tank.
Fuel at injection pressure flows to the axial inlet on
The pencil type nozzle is installed into the cylinder the nozzle holder and passes via the edge filter to the
head and held in place with a clamp and bolt. spring cham ber. Feed ports in the nozzle body allow
fuel to bypass the close-fitting valve guide diam eter and
The poppet style nozzle will be found on various
reach the valve head via the swirl helices. The valve lifts
1980 and 1981 m odels. Figure 4-2. It is screwed directly
at the opening pressure determ ined bye spring setting
into the cylinder head and is equipped with a nozzle pre-load and continues to move until the stop fitted
having an outw ard opening, spring-loaded poppet valve below the collar abuts the nozzle body. At the end o f in­
in contrast with the inward opening valve o f a conven­ jectio n , the valve returns to its seat under spring action,
tional diesel fuel injector. the seating load being augm ented by engine com bustion
pressure.
Components Flow P oppet nozzles used in production will com e from
tw o sources; Diesel E quipm ent D ivision (o f G M ) and
C.A.V. L ucas. Both are sim ilar in design and co n stru c­
tion and are interchangeable. The D .E .D . nozzle co m ­
n p re s s io n w a s h e r is s ta k e d in p la c e an d m u st be
destroyed for rem oval w hereas the C.A.V. Lucas com ­
pression w asher is replaceable. Figure 4-3 shows iden­
tification and torque values.

45 ft./lbs. 19 ft./lb s .

NO NOTCHES
D

NOZZLE
NOTCHES WASHER
-

DEQ

DIESEL C.A.V. LUCAS

Open EQUIPMENT
DIVISION
 SECTION 5
ROUGH IDLE DIAGNOSIS
Rough idle is caused by variable pow er output be­ 3. Install plain colored idle spring in sert (p in )
tw een cylinders as they fire in sequence. The following through small end o f the new spring. (T he red idle spring
can cause variable fuel flow to each cylinder and there­ insert has the head ground off approxim ately .017 in. is
fore, its relative pow er output. only to be used in the event that idle speeds ca n ’t be set
• Air in fuel system to specifications. If idle still cannot be set to specifica­
tions with installation of red pin, pum p will require re­
• N ozzle opening pressure calibration on a test bench).
• N ozzle tip leakage (se at tightness) 4. Install sleeve on to min-max governor as shown
• Injection line volum e and internal diam eter in Figure 5-2 and reinstall into pum p.

• Line fitting leakage — norm ally this engine uses

approxim ately .3 gal per hour at idle, and considering
one w et nozzle out o f eight cylinders, the am ount o f fuel
being consum ed is so small that even a dam p, not yet IDE (Pin)

dripping nozzle fitting can cause that cylinder not to fire

GUIDE STUD
• Injection pum p output TIP
• Injection pum p low speed governor sensitivity sfpw y h rg T trtfW 'T T T '
SLEEVE
Since the introduction of the vented rotor feature,
the injection pum p has becom e very sensitive to nozzle
MIN-MAX GOVERNOR
and injection line variables. Rough idle and/or coast
down roughness may be caused by too great a sensitiv­
ity of the min-max governor. A kit has been developed
to reduce this sensitivity for roughness up to 900 RPM. Fig. 5-2 M in-M ax Governor Kit Installed
C oast dow n roughness can be verified as engine rough­
ness or tire and wheel waddle by coasting dow n through 5. Apply blue daub o f paint to m ounting flange.
the roughness period while in neutral and engine run­ In the event that the kit installation does not com ­
ning at 1500 to 2000 RPM. If roughness is gone, install pletely correct the roughness condition, the following
kit. During mid 1981, the new m in-max governor has should be perform ed step by step.
been phased into production. A blue daub of paint on
the m ounting flange will indicate the new style governor • Brand new cars should have at least !4 tank of
has already been installed at the factory. fuel and it may be necessary to run engine at high RPM
to purge air from system .
The first step in correcting rough idle should be the • Remove air cleaner and install m agtach. C heck
installation o f the m in-m ax g o v ern o r sensitivity kit. slow and fast idle speed and correct as necessary. Adjust
D ealer technical bulletins are available which also de­ high vacuum sw itch if fast idle was adjusted.
scribe this procedure. • Check timing m ark on injection pum p for correct
1. Rem ove m in-max governor as described earlier alignment and align if necessary. N ever adjust timing
in Section 3. while engine is running o r serious personal injury could
2. Discard idle spring and sleeve as shown in Fig­ result.
ure 5-1. • D isconnect vacuum hose from vacuum pum p and
observe idle quality. If idle im proves, reinstall vacuum
DISCARDED IDLE MIN-MAX GOVERNOR hose to pump. L oosen vacuum pum p hold down clam p.
GOVERNOR SPRING ASSEMBLY Rotate pump in engine. If idle im proves, clam p in that
position. If idle does not im prove, rem ove vacuum
pump and reinstall with drive gear in different relation­
ship to cam shaft.
• Since the vacuum pum p and the injection pum p
are both powered by the cam shaft, it is possible th at the
power required for vacuum pum p operation m ay coin­
side with injection pum p pulses and set up a fore and aft
action of the cam shaft. T his fore and aft cam shaft
DISCARDED
m ovem ent can change the pum p timing several degrees
GOVERNOR SLEEVE
because the injection pump drive and cam shaft gears

Fig. 5-1 Discarded M in-M ax Governor Parts

m esh with a beveled cut. If idle still has not improved Equipm ent Division nozzle inlet fitting nut m ust be tor-
after re-installing vacuum pum p, remove the engine qued to 45 ft. lbs. Damage will result if nozzle inlet fit­
front cover and cam shaft bolt. Install a revised bolt, tings are overtorqued.
cam shaft bottom and spring. This will minimize on fore
and aft cam shaft m ovem ent. Figure 5-3. Refer to tech­
nical bulletins for part num bers.
• Rem ove fuel return line from top o f pum p. Install
a short piece of clear plastic tube betw een return line
( r
and check for presence o f bubbles o r foam in tube with
engine running. If bubbles are evident find cause and
correct as necessary. U se the procedures found in Sec­
tion 2.
• With engine running, loosen the line at the noz­
zles one at a time to bleed a small am ount of fuel from
the line. The engine may stall if the line is opened too
far. If solid fuel appears, go on to the next nozzle. If
foam appears shut the engine off and disconnect the line
from the nozzle. Move the line so the inlet to the nozzle
can be observed. Remove the pink wire to the pump and
crank the engine and observe the nozzle inlet for bub­
CA M SH AFT GEAR bles.
B ubbles will indicate that the nozzle is leaking
FR O N T COVER
some engine com pression. If bubbles are evident, re­
place the nozzle. Squirt some oil o r fuel in the new noz­
zle inlet and recheck for bubbles. If bubbles are not evi­
dent, reconnect the line and go on to the next nozzle and
repeat the process. C heck any rem oved nozzle on a tes­
te r to determ ine if it is inoperative o r if it is incom patible
with the cylinder head. The nozzle may not be d efec­
tive. Som etim es a nozzle in a certain head may leak but
it can be OK in another head.

The com pression w asher on a 1980 model CAV

Lucas nozzle is held in place by an interference fit. If
lost o r dam aged, the w asher can be purchased from a
<
local R oosa-M aster dealer, most of which are also CAV
Lucas dealers.
Fig. 5-3 Camshaft Thrust Button and Spring
The com pression w asher on a D .E .D . nozzle is
staked into a groove in the tip. Parts are available from
This button and spring has been phased into pro­ G.M.P.D. o r use C.A.V. w asher and pinch in place with
duction on mid year 1981 engines. pliers.
• Some fore and aft m ovem ent could also occur
NOTE: It is essential that the fuel return and noz­
betw een the injection pum p driven gear and driveshaft if
zles steps be perform ed prior to the om m eter test. The
the injection pum p shaft spring is missing. The spring
glow plug resistance checks will not show these condi­
part #22 5 0 2 2 4 1 should be present in the driveshaft slot.
tions.
• With engine running, check for fuel pressure by • Perform glow plug resistance test procedure as
cracking line at fitting betw een fuel filter and injection follows:
pum p. If low pressure is evident, determ ine cause such
as plugged filter o r faulty fuel pump. (This procedure is a m eans of determ ining the rela­
• Check for dam pness or dripping of fuel at injec­ tive output of each cylinder. The greater the difference
tion pum p high pressure line connections (engine run­ in output betw een cylinders the more likely the idle will
ning) and correct if necessary. be unacceptable. It provides a m eans of tailoring injec­
tion nozzles and lines to a particular engine/pum p com ­
• With engine running, examine nozzles for leaks bination to provide uniform po w er output betw een
at nozzle body o r fuel line connection and correct if cylinders and therefore, sm oothing out the idle quality.
necessary. The glow plug is actually used as a therm ister to m eas­
ure the heat in each cylinder and therefore the relative
Leakage betw een the nozzle inlet fitting and nozzle o u tp u t.)
body may be corrected by loosening the inlet fitting nut
and retorquing. The correct torque for a CAV Lucas 1. Use K ent-M oore high Im pedance Digital Mul­
nozzle inlet fitting nut is 19 ft. lbs. However, the Diesel tim eter (Tool No. J-29125). It is im portant to use a strong
9V A lkaline B attery b ec au se o f th e low oh m m eter atom ized fuel spray from a nozzle has sufficient p en et­
readings. rating pow er to puncture flesh and destroy tissue and
2. S e le c t s c a le s as fo llo w s: L H S w itc h to may result in blood poisoning. The nozzle tip should a l­
“ O H M S ,” RH Switch to full counterclockw ise. “ 2 0 0 ,” ways be enclosed in a receptacle, preferably tran sp a­
cen ter slide to the left “ L O .D C .” rent, to contain the spray. (R ags in the bottom o f the
3. Start engine, turn the heater on and allow engine container will reduce chances o f splash.)
to warm up. Rem ove all the feed wires from the glow
plugs. B. Seat Tightness —
4. Adjust engine speed by turning the idle speed Slightly open the line pressure gage for this test. The
screw on the side of the injection pum p. Adjust RPM to line pressure should first be allowed to fall at least 290
the w orst engine idle roughness, but do not exceed 900 psi (2000kP a) below the actual opening pressure. Dry
rpm (860 is the m ost likely speed to get roughest idle). the nozzle tip with com pressed air then increase the line
5. Allow engine to run at that speed for at least one pressure to 200 psi (1500kP a) below the actual opening
minute. The therm ostat m ust be open and the upper pressure. M aintain this pressure for 5 seconds. A fter 5
radiator hose hot. second patterns 1, 2 and 3 are acceptable, patterns 4 and
6. A ttach an alligator clip to the black test lead of 5 are not acceptable. As shown in Figure 5-4.
multim eter. This clip m ust be grounded to the engine lift
strap on the left-hand side of the intake m anifold. It
m ust remain grounded to this point until all tests are
com pleted.
7. With engine still idling, probe each glow plug
term inal and record the resistance values in firing sequ­
ence. M ost readings will be betw een 1.8 and 3.4 OHM S.
If these readings are not obtained, turn engine “ O F F ”
for several m inutes and check the glow plugs. The resis­
tance should be .7 or .8 OHM S. If this reading is not ob­
tained check m eter for correct settings, use the specified
battery in the m eter and re-check the ground.
8. The resistance values are proportional to the
tem perature in each cylinder, and therefore proportional
to the output o f each cylinder.
9. If ohm reading on any cylinder is about 1.2 o r 1.3
ohm s, check to see if there is a m echanical condition.
M ake a com pression check on the low cylinder and the
cylinders w hich fire before and after low er cylinder.
C orrect the cause o f the low com pression before pro­
ceeding to the fuel system .
10. Exam ine the results, looking for differences be­
tw een cylinders. Normally, rough engines will have a
difference of .3 ohm s or more betw een cylinders in firing
order. It will be necessary to raise or low er the reading.
11. Rem ove the nozzle from the cylinder in which
you wish to raise o r low er the ohm reading. Determ ine
the pop-off pressure of the nozzles with nozzle tester.
M ake certain that the tool used for injector rem oval is
clean.
Fig. 5-4 Poppet Nozzle Seat Tightness Check
A. Opening pressure test —
The pressure gage valve should be opened approxi­ C. Spray P attern —
m ately a turn or tw o. Raise the pressure to 200-300 p.s.i. Spray pattern should only be checked for atom ization
below the opening pressure with the handle. T hen close near the tip of the nozzle. Any small droplets o r solid
the gage valve. This will displace fluid gradually raising columns o f fuel visible within approxim ately 1/2 inch of
the pressure until the nozzle opens. the nozzle tip are unacceptable. O perate the handle o f
the test equipm ent at a rate of 30 strokes per m inute.
Also, make sure the pressure gage valve is closed before
Caution: Test fuel spray is inflam m able. Keep checking the spray pattern o r a bad spray pattern may
vap o r away from open flam es o r personal injury could be obtained.
result.
Disregard the spray patterns show n in service m an­
W hen testing nozzles, do not place your hands or uals and other Technical Publications as they will no
arm s n ear the tip of the nozzle. T he high pressure longer be used. Instead it is more im portant to check
nozzles for seat tightness and for opening nozzle pres­ • Rem ove the injection nozzle from the engine.
sure. W hen a nozzle passes these two tests the spray • Rem ove and discard old copper sealing w asher

i r
pattern with the nozzle in the engine is nearly always from the tip of the injector.
satisfactory. As long as it chatters it is ok. If it does not,
make sure it does atom ize fuel. • D isassem ble the injection nozzle referring to
Figure 5-5 as follows:
D. Install nozzles w ith higher pop-off pressure to
low er the ohm reading and nozzles with lower pop-off A. U nscrew the inlet fitting from the body and
pressure to raise an ohm reading. Normally a change of press the nozzle tip assem bly out of the body.
about 30 psi in pressure will change the reading by .1
ohm . N ozzles norm ally will drop off in pop-off pressure B. R em ove the retainer by sliding the retain er
with higher mileage. sidew ays to release the retainer from the valve.

E. N ozzle Cleaning — C. Rem ove the spring seat, spring, and press the
On engines with poppet nozzles, opening pressure, seat valve from the spray tip.
tightness and spray pattern can all be affected by dirty
nozzles. Rough idle, excessive noise and/or smoke may • Clean all o f the disassem bled pieces o f the injec­
be the result o f injection nozzles that require cleaning. If tion nozzle. Use a sonic bath cleaner or equivalent.
the injection nozzles are determ ined to be the cause of Take care not to place nozzle valve and spray tip on
this condition, the following procedures should be used metal w orkbench as it is absolutely essential that edges
to clean the injection nozzle prior to testing: remain sharp.

VALVE

SPRAY T IP AND VALVE ASSEMBLY

c

GASKET BODY SPRAY T IP ASSEMBLY

NOZZLE ASSEMBLY

=31
E
FILTER
 • Visually inspect all of the com ponents for clean­ A. Remove injection line from engine and clean by
liness and dam age. The tip of the valve and the interior blowing through with com pressed air.
of the spray tip m ust be exam ined very closely. These
areas m ust be com pletely free o f contam ination to be
satisfactory. The spray tip, valve, spring, spring seat B. Each end of the tube should have a m inimum
and retainer (called the nozzle assem bly), m ust never be diam eter of .070 inches. (1980 engines w ith poppet noz­
interm ixed with o th er nozzles as they are a m atched as­ zles only). Use the shank of a N o. 50 drill. If it will not
sembly. However, the injector body and inlet fitting are en ter drill it out and blow the tube clean w ith com pres­
not as critical and can be interm ixed. N e v er lap nozzle sed air. 1981 pipes are form ed differently, consequently
parts. this operation is not required.
• If the com ponents are visually satisfactory, as­
sem ble the injector as follows:
C. Prepare a 3cc H ypoderm ic syringe by installing
A. Insert the valve into the spray tip. a short piece o f vacuum hose o r rubber grom m et or
o ther suitable seal th at will seal one end o f the injection
B. Install the spring, spring seat and retainer. line when the syr nge is held tightly against the line.

C. C om press the spring and lock the retainer by

pushing on the retainer and sliding the retainer to a D. Using w indshield w asher fluid, (d o not use
cen ter position after the spring has been com pressed. diesel fuel because it will swell the syringe seals) draw
A fter assembly, rotate the retainer with respect to the back into the syringe 3cc o f fluid and eject V2 CC back out
tip, by hand, to assure proper assembly. to remove the air from the syringe.

• Install the nozzle tip assem bly into the body.

Screw the inlet fitting into the body assem bly and E. Hold the line in as near vertical position es pos­
tighten to (19 ft. lbs.) C.A.V. (45 ft. lbs.) D .E.D . sible and press prepared syringe tightly against the
• Test the nozzle as outlined in the Service Manual. lower end of the line fitting.
• Install a new copper w asher before assembling
F. Slowly inject the fluid into the low er end of the
into the engine. Part # 5 2 3 3 6 2 3 is the w asher for D.E.D.
nozzle. C.A.V. w ashers m ust be obtained at local Lucas line, when fluid appears out the other end, determ ine
(usually Roosa M aster as well) service shop. C.A.V. how much has been injected into the line by reading the
w ashers can be re-used. syringe. Blow injection lines out with com pressed air
and recheck.
Pencil nozzles should not be d isassem b led for
Low volume lines cause high ohm readings and
cleaning. Prior to cleaning, a quick check o f the nozzles
should be perform ed on the pop tester which may reveal high volume line cause low ohm readings.
any unusual conditions such as plugged holes. Remove
carbon dam seal from the tip o f the nozzle with sharp Large lines can cause the nozzles to be ineffective.
knife o r razor blade. Do not dam age groove. The only With large lines, nozzle changes may not change the cy­
cleaning of pencil nozzles recom m ended is to brush linder readings.
loose carbon from the tip to the carbon dam seal groove
w ith a “ b ra s s ” wire brush. Do not use m otorized Obtain and install larger volume lines o r sm aller
equipm ent o r steel wire brushes for this purpose, as volume lines based on findings.
they will destroy the orifices. See Figure 4-1.
13. An injection pum p change may be necessary if
Normally, the Teflon coating will stain in this area. the following occurs:
Such staining is not detrim ental. C arbon accum ulation A. If the problem cylinder m oves from cylinder to
cylinder as changes in nozzles o r lines are m ade.
should be rem oved, but excessive brushing will remove
B. If cylinder ohm readings do not change when
the Teflon coating . If carbon rem oval by this method
proves to be too difficult, a cleaning fluid form ulated to nozzles and/or lines are changed.
soften carbon may be used.

12. If you are unsuccessful in correcting the rough

NOTE: It is im portant to always recheck the cylinders
idle with nozzle changes or the resistance values do not at the same rpm.
change when different nozzles are installed, the high
pressure line needs to be checked. Generally it will not Sometim es the cylinder readings do not indicate
be necessary to check all lines. Only the suspected line that an im provem ent had been made although the engine
o r lines need be checked. may in fact idle better.
 SECTION 6
SMOKE DIAGNOSIS
Three different types o f sm oke will be reviewed in gravity (an indirect m easure of heating value), viscosity,
this section. Black, white end blue. and cetane number. An engine may sm oke when a fuel
of lower gravity is used. This is an overfueling problem
BLACK SMOKE that occurs because injectors m eter fuel on a volume
Black sm oke is the m ost com m on sm oking com­ basis and low gravity fuels have more B tu's p er gallon,
p la in t. D iesels are usually ra te d a c co rd in g to the and therefore, less fuel is required for equal power,
m axim um horsepow er developed at the "sm oke lim it.” equal air utilization, and equal sm oke.
At a certain speed, a definite am ount of air enters the Increasing viscosity can also cause overfueling by
cylinder. This am ount of air is sufficient to produce reducing the leakage in the injection pum p, thus allow ­
com plete com bustion of a given quantity o f fuel. If more ing more fuel to be injected into the cylinder.
fuel is injected, overloading the engine beyond the rated
horsepow er, there will not be sufficient air for com plete In engines which are sensitive to cetane num ber,
com bustion and black sm oke will result. U nder these the tendency tow ard black sm oke is greater as cetane
conditions, the black sm oke contains a large quantity of num ber increases. The short delay period o f a high
unbum ed carbon (so o t) form ed by therm al decom posi­ cetan e n u m b er fuel a s su re s th a t som e raw fuel is
tion o f the fuel in the over-rich m ixuture in the cylinder. sprayed into an established flame where the atm osphere
The injection pump is incapable of delivering rich is too lean for com plete com bustion.
o r lean m ixtures. Therefore any variable that increases
fuel o r reduces the am ount o f air taken into the cylinder
WHITE SMOKE
will increase the tendency to produce black exhaust At light loads, the average tem perature in the com ­
sm oke. bustion cham ber may drop 500 degrees due to the d e­
creased am ount of fuel being burned. As a result of the
Some sources of black sm oke directly related to lower tem perature, the fuel ignites so late that com bus­
im proper burning of fuel are: tion is incom plete at the time the exhaust valve opens
and fuel goes into the exhaust in an unburned or par­
• Air into injection pump tially burned condition producing the w hite sm oke.
• Fuel return restricted (both of the above will U nder these conditions, a higher cetane fuel or a more
change autom atic advance) volatile fuel will tend to prom ote b etter com bustion and
• Pump timing advanced (usually will be accom ­ reduce sm oke. Any operating variable (jacket tem p era­
panied by excess com bustion noise) ture, inlet air tem perature, e tc .) that increases com pres­
sion tem perature or reduces ignition delay will im prove
• Wrong fuel the white sm oke problem. W hite sm oke is considered
• Excess fuel delivery from nozzles due to low normal when the car is first started but should stop as
opening pressure or struck nozzle. the car warms up. A continuing white sm oke condition
could indicate a loss of com pression. Retarded timing
• Less than 5Vi lbs of fuel pump pressure
and plugged fuel return can cause white sm oke.
A lthough not directly fuel related some indirectly BLUE SMOKE
related sources of black sm oke are: Blue sm oke indicates that engine oil is burning in
the cylinders and may be accom panied by excessive oil
• EGR stuck open (at w .o.t. only) consum ption.
• R estricted exhaust
• Low com pression Some m echanical conditions which should be co n ­
sidered are:
• Clogged air inlet
• Worn piston rings
• Missing precham ber (causes black sm oke when
hot and white sm oke when cold) • Failed valve seals
• Faulty crankcase vent valve
Presence of precham ber can be checked externally.
To check, remove glow plug and insert a probe into the Some non-m echanical checks would include:
precham ber. If more than lYs" - 23A" o f the probe can be • Lube oil level too high
inserted, precham ber is missing
• Fuel oil in crankcase
The fuel variables that can affect black sm oke are • Wrong Dipstick

6-1
 SECTION 7
M.P.G. DIAGNOSIS
The diesel, like any engine, is affected by driving Some engine related item s w hich should be under­
habits. S peed is m ore critical on a diesel than a gas en­ stood are:
gine. On the highway, in the 50 to 75 m ph range, the fuel • Engine com pression — heat o f com pression is
econom y will go dow n about 3 mph for each 10 m ph in­ essential
crease in speed. A gasoline engine will lose about Wz
mpg for each 10 m ph increase in speed. This condition is • Missing o r im properly installed precham bers can
perhaps the m ost significant factor in obtaining good result in poor com bustion
fuel econom y. Fuel econom y m ay vary as m uch as 5 • Non-functioning glow plugs will result in poor
mpg in a given vehicle w ith different drivers. M.P.G. com bustion during engine w arm -up
will increase with use of a steady foot, easy acceleration
• A plugged air cleaner elem ent or restrictions in
and light braking. M ost drivers are unaw are of their
the air intake system will cause a richer running condi­
“je rk y ” driving habits. If the ow ner eith er traded in or tion.
still has a higher perform ance vehicle, it may be a case
o f driving the diesel excessively hard trying to match • Plugged exhaust
this perform ance, but at the sam e time reducing fuel • Worn cam shaft o r lifter will im pair engine brea­
economy. thing

The type and condition of a trade-in, if there was • Therm ostatic fan — If the viscous drive in the
therm ostatic fan fails or locks up, the fan will be forced
one, could be a clue to the o w n e r’s driving habits.
A n o th e r in d icatio n w hich w ould be very revealing to operate at constant engine speed and will produce a
very significant drop in mileage. M alfunction is easily
would be a road test with the ow ner driving. Since most
recognized by continuous roar from the engine cooling
ow ners are unaw are o f th eir habits, it may be valuable
fan.
to observe if the accelerato r pedal is “ pum ped" exces­
sively. Stop and go driving uses more fuel and hilly ter­
Some fuel related items are:
rain will call for more accelerations, using more fuel.
• Fuel type and quality — The heating valve o f N o.
M echanical conditions o f the vehicle both engine 1 Diesel fuel is about 5% less than No. 2 diesel fuel.
related and non-engine related, also effect mpg. In diag­ Gasoline mixed with diesel fuel will also reduce the
nosing poor fuel econom y com plaints, first determ ine if heating value of the fuel and reduce fuel economy. Win­
o th er conditions such as excessive sm oke or poor per­ terized blends usually fall som ew here betw een no. 1 and
form ance or unusual noises are also present. no. 2, depending on the blend and consum ption de­
creases com m ensurately.
Some non-engine related items which play an im­ • Fuel line leaks
portant part in the fuel econom y process are:
• R e stric te d fuel re tu rn line re ta rd s a d v a n c e
• Tires and inflation pressure — snow tires, radial m echanism
types included, will drop fuel mileage by nearly two
miles per gallon. Standard inch size tires used in place of • Pump timing — During factory calibration the
m etric size tires can generate as high as a 6% erro r in pump dynamic timing m ark is placed within one q uarter
speed o m eter readings. degree electronically. Retarding the pum p will result in
quieter operation with less sm oke. A dvancing the pum p
• S peedom eter error will be noisier with some increase in sm oke. "Right o n ”
• Axle ratio timing is best for m axim um economy.
• Transm ission m alfunctions • A utom atic advance m alfunction usually dem on­
• W eather — cold w eather and increased viscosity strates poor idle or poor part load perform ance with
of all lubricants in the pow er train (especially wheel smoke and low pow er at higher speeds.
bearing grease), stiffer tires, and driving through snow, • Defective nozzles — (m any possibilities here)
slush, and ice require more pow er with a corresponding opening pressure below spec., valve lift incorrect, ex­
decrease in m ileage. cessive seat leakage, sticking o r stuck-open valve.
JU L \ 1,031
GENERAL MOTORS CORPORATION l it h o ii USA