Section Ca.

6
DESCRIPTION OF THE FUEL INJECTION PUMP
The injection pump is a single-cylinder, opposed-
plunger, inlet-metering, distributor-type pump fitted
with a mechanical flyweight-type governor and a hydrau-
lically operated automatic advance mechanism. The
pump is flange-mounted on the rear of the engine front
mounting plate and is driven by the timing chain. A
splined quill shaft, having a master spline at each end

Fig. Ca.l
Main fuel filter air bleed points
1. Fuel cut-off tap. 2. Blanking plug. 3. Union screw.
Taxi. Issue 2. 55430
 THE FUEL SYSTEM (Distributor-type Injection Pump) Ca
close fit, in the stationary hydraulic head. The pumping
section of the rotor has a transverse bore containing
twin opposed pumping plungers. These plungers are
operated by means of a cam ring, carried in the pump
housing, through rollers and shoes which slide in the
rotor. The cam ring has four internal lobes operating
in diagonally opposite pairs. The opposed plungers have
no return springs but are moved outwards by fuel under
pressure from the transfer pump, the flow of fuel and
outward displacement of the plungers being determined
by the setting of the metering valve and the speed at
which the pump is rotating. As a result the rollers, which
operate the plungers, do not follow the contour of the
internal cam ring entirely, but will contact the cam lobes
Fig. Ca.2
at points which will vary according to the amount of
Fuel injection pump air bleed points plunger displacement.
1. Union nut. 2. Air bleed screw. 3. Air bleed screw.
The automatic light load advance mechanism operates
by rotating the cam ring within the pump body. A ball-
ended lever, screwed into the cam ring, is operated by
to ensure correct location, transmits the drive from the a piston, one side of which is spring-loaded, sliding in a
chain wheel to the injection pump drive hub. cylinder. The other side of the piston is subjected to fuel
A central rotating member forms the pumping and at transfer or drain pressure, according to engine load,
distributing rotor, and this is driven by the drive hub which is admitted to the cylinder through the hollow
through a splined drive shaft on which is mounted the locating bolt and a port in the cylinder wall. The pressure
governor flyweight assembly. of fuel is controlled by the rotary and endwise movement
Mounted on the outer end of the pumping and of the metering valve.
distributing rotor is a sliding-vane-type transfer pump. Machined in the surface of the metering valve is a
This pump raises the fuel pressure to an intermediate helical groove. A vertical flat extends upwards from the
level, and as its capacity is many times the maximum helical groove and protrudes beyond the hydraulic head.
requirements of the injection pump a regulating valve,
housed in the pump end plate, allows excess fuel to be
by-passed back to the suction side of the transfer pump.
A B
The pressure regulating valve, in addition to regulating
the pressure of the fuel from the transfer pump, also
provides a means of by-passing the transfer pump when
priming the injection pump. Referring to Fig. Ca.3, it
will be seen that the valve is cylindrical and contains
a small ‘free’ piston, the travel of which is limited by
two light springs. When priming the injection pump, fuel
at lift pump pressure enters the central port in the
regulatingvalve sleeve and moves the ‘free’ piston against
the pressure of the piston retaining spring to uncover the
priming port in the lower end of the valve sleeve. The
priming port is connected by a passage in the end plate
to the delivery side of the transfer pump, thus enabling
the fuel to by-pass the stationary transfer pump and
prime the injection pump.
When the injection pump is in operation fuel at transfer
pressure enters the lower end of the valve sleeve, forcing
the ‘free’ piston upwards against the regulating spring.
As the engine speed increases, the transfer pressure rises, Fig. Ca.3
moving the piston against the pressure of the regulating Section through the end plate and regulating valve
spring to progressively uncover the regulating port in A. Priming. 7. Regulating piston.
the valve sleeve and allow a metered flow of fuel to by- B. Regulating. 8. Piston retaining spring.
pass back to the inlet side of the transfer pump. 1. Inlet connection. 9. Fuel passage to transfer
The transfer pressure, therefore, is controlled by a 2. Sleeve retaining spring. pump inlet.
balance between the regulating spring pressure and the 3. Nylon filter. 10. Regulating port.
4. Sleeve guide plug. 11. Fuel passage to transfer
requirements of the injection pump at any moment. 5. Regulating spring. pump outlet.
The pumping and distributing rotor revolves, and is a 6. Regulating sleeve.
Taxi. Issue2. 3125 Ca.5
Ca THE FUEL SYSTEM (Distributor-type Injection Pump)

Fig. Ca.4
Section through the fuel injection pump
1. Back-leakage connection. 5. Transfer pump. 9. Pumping plunger.
2. Governor spring. 6. Hydraulic head. 10. Drive plate.
3. Metering valve. 7. Cam ring. 11. Governor weight assembly.
4. End plate and regulating valve. 8. Automatic advance device. 12. Quill shaft.

This flat is open to fuel at drain pressure in the governor The under side of the metering valve is subject to fuel
housing. at transfer pressure which tends to force the valve
In the surface at the lower end of the metering valve is upwards. This upward movement of the valve is con-
machined a flat, the upper edge of which is of the same trolled by an adjustable stop screw, which sets the
pitch as the helical groove. This flat is open to fuel at relative positions of the helical groove, the flat on the
transfer pressure. lower end of the valve, and the timing port so that light-
The width of the land between the helical groove and load advance is obtained at the required engine speed.
the flat at the lower end of the metering valve is slightly Machined on each lobe of the cam ring, immediately
less than the diameter of the timing port in the metering after the peak of the cam, is a retraction curve. Under
valve chamber in the hydraulic head. The timing port, running conditions, when the injection cycle is completed
which is situated opposite the metering port, is connected the distributing port in the rotor and the outlet port on
by a passage in the hydraulic head and the hollow the hydraulic head are still in partial alignment with
locating bolt to the port in the advance cylinder. each other. As the plunger rollers move off the peaks of
When the metering valve is in the full-load position the cams the retraction curves allow the plungers to
the helical groove in the valve is aligned with the timing move slightly outwards. This movement of the plungers
port in the hydraulic head and fuel at drain pressure is effects a sudden reduction of pressure in the injection
applied to the advance piston. As the drain pressure is line, so preventing secondary injection and allowing the
insufficient to overcome the piston spring pressure the injector nozzle needle valve to snap onto its seating to
cam ring is held in the fully retarded position. terminate the spray of fuel into the combustion chamber
Under light-load conditions the metering valve is without ‘dribble’. When starting the engine the metering
moved to the low fuelling position, aligning the flat at valve is in the full-load position and the advance piston
the lower end of the metering valve with the timing port. is subject to fuel at drain pressure. As drain pressure is
The advance piston is now subject to fuel at transfer not sufficient to overcome the pressure of the advance
pressure, and the piston and cam ring move to the fully piston return spring, the piston and the cam ring remain
advanced position. in the fully retarded position.
Ca.6 Taxi. Issue 2. 3125
 THE FUEL SYSTEM (Distributor-type Injection Pump) Ca.
The distributor part of the rotor has a central axial
passage which connects the pumping space between the
plungers with the four inlet ports and single distributing
port drilled radially in the rotor. The radial hole at the
outer end of the rotor is the distributing port, and, as
the rotor turns, this port is aligned successively with
the outlet ports in the hydraulic head, from which the
injectors are fed via external high-pressure pipes. The
inlet or charging ports are equally spaced around the
rotor at an intermediate position, and, as the rotor turns,
these are aligned successively with the inlet or metering
port in the hydraulic head. This port admits fuel to the
rotor under control of the metering valve, which is
mechanically governed.
The mechanical governor is of the flyweight type, the
weights being held in a retainer, which is clamped
between the injection pump drive hub and the drive
shaft and rotates with these components as a single unit.
The weights are a sliding fit in the retainer pockets and
are so shaped that, when under the influence of centri-
fugal force, they pivot about one edge. A thrust sleeve,
which is a sliding fit on the injection pump drive shaft, Fig. Ca.6
is moved axially by the flyweights. Movement of the Mechanical governor
thrust sleeve is transmitted by means of the governor 1. Governor weight. 9. Metering port.
arm and the spring-loaded hook link to rotate the 2. Governor arm. 10. Metering valve,
metering valve. The governor arm pivots about a fulcrum 3. Shut-off bar. 11. Timing port.
on the control bracket and is held in contact with the 4. Shut-offshaft. 12. Control bracket.
thrust sleeve by spring tension. Connection between the 5. Idling spring. 13. Drive shaft.
6. Governor spring. 14. Thrust sleeve.
governor arm and the throttle arm and shaft assembly is 7. Throttle shaft. 15. Weight retainer.
made through the governor spring and the idling spring 8. Linkage hook.
and its guide.
A shut-off bar, operated by an external lever, rotates
the metering valve to close the metering port.
The metering valve is provided with a vertical slot
along which fuel passes at transfer pressure into the
metering port. The valve is situated in a chamber in the
hydraulic head, into which the diagonally drilled metering
port opens, and rotation of the valve varies the effective
area of the metering port to regulate the flow of fuel to
the pumping and distributing rotor.
When the throttle arm is moved to give increased
speed, the light idling spring is compressed as the guide
is drawn through the governor arm and the governor
spring is tensioned. Tension of the governor spring acting
upon the governor arm and thrust sleeve resists move-
ment of the governor flyweights. As the engine speed
increases, the increasing centrifugal force moves the
flyweights outwards, overcoming the governor spring
tension to move the governor arm and the metering
valve towards the closed position. When the selected
speed has been attained it will be maintained by governor
action. Should the engine speed fall, the flyweights will
move inwards, causing an increase of fuelling which
A
restores the selected engine speed.
When the throttle arm is in the idling position the
. Fig. Ca.5 governor spring is untensioned and governing action is
Light-load advance device controlled by the light idling spring.
A. Full load. 1. Transfer pressure. In operation fuel at lift pump pressure enters the pump
B. Low load. 2. To pumping element. through the connection on the pump end plate and passes
Taxi. Issue2. 81968 Ca.7
Ca THE FUEL SYSTEM (Distributor-type Injection Pump)
~~ ~

through a fine nylon gauze filter to the inlet side of the 1

transfer pump.
From the transfer pump the fuel passes through a
passage in the hydraulic head to an annular groove
surrounding the rotor, and thence to the metering valve.
The position of the metering valve depends upon the
A
setting of the throttle arm which varies the governor
spring pressure on the governor arm. Any variation in
pump speed is accompanied by an increase or decrease
in transfer pressure, which assists in regularing the flow
of fuel into the pumping section of the rotor. The
volume of fuel passing into the pumping element is thus
controlled by the transfer pressure, the position of the
metering valve, and the time during which an inlet port
in the rotor is aligned with the metering port in the
hydraulic head. B
When one of the rotor inlet ports is aligned with the
metering port in the hydraulic head, fuel at metering
pressure flows into the rotor and forces the pumping
plungers apart, the amount of plunger displacement
being governed by the quantity of fuel which can flow Fig. Ca.8
into the rotor while the ports are aligned. As the rotor The injection cycle
turns, the inlet port is cut off and the pump plungers
begin to be forced inwards by their rollers bearing on a A. Inlet stroke. 2. Pumping and distributing rotor.
B. Injection stroke. 3. Pumping plungers.
pair of cam lobes. This causes an immediate rise in 1. Fuel inlet. 4. Fuel to injector.
pressure,,and as the single distributor port in the rotor
comes into register with an outlet port in the hydraulic engage eccentric slots in the top and bottom adjusting
head the plungers force the fuel up the central bore of plates. Two lugs on the top adjusting plate engage slots
the rotor and out to the respective injector. in the bottom adjusting plate to locate the plates one to
The maximum amount of fuel delivered at one charge the other.
is controlled by limiting the maximum outward move- The top adjusting plate is’clamped to the rotor by
ment of the plungers. In Fig. Ca.7 is shown an end-on the drive plate, the adjusting plate being cut away in
view of the rotor, and it will be seen that the cam rollers the areas of the drive plate securing screws to permit
are carried in shoes which bear against the ends of the adjustment of the plates by rotation. The maximum out-
plungers. The roller shoes, which slide in slots in the ward travel of the pump plungers is limited by the ‘ears’
rotor, have specially shaped projecting ‘ears’ which of the roller shoes coming into contact with the curved
slot sides in the adjusting plates. As the slots are eccentric.
rotation of the adjusting plates relative to the rotor
provides a means of adjusting the maximum plunger
stroke.

Section Ca.7
REMOVING AND REPLACING THE FUEL
INJECTION PUMP
Thoroughly clean the outside of the injector pump
body, and then disconnect the throttle, stop and kick-
down (if fitted) controls. Disconnect the fuel feed and
return pipes from the pump.
Disconnect the high pressure pipes from the pump and
the injectors, remove the clamp and damper bushes and
detach the pipes individually from the engine. Seal the
pump outlet unions with sealing caps 18G 216 to prevent
the ingress of foreign matter.
Fig. Ca.7 Unscrew the three nuts with plain washers securing the
Maximum fuel adjustment injection pump flange to the rear of the engine front plate
1. Top adjusting plate. 4. Pumping end of rotor. and draw the pump rearwards to disengage it from the
2. Roller shoe ear. 5. Pumping plunger. engine. Withdraw the quill shaft from inside the injection
3. Roller. pump chain wheel hub.
Ca.8 Taxi. Issue 3. 94241
 THE FUEL SYSTEM (Distributor-type Injection Pump)
Before replacing the fuel injection pump it is necessary Place a new joint washer in position on the engine front
to set the static injection timing. plate and offer up the injection pump to the engine.
To ensure correct timing relationship between the Engage the pump drive hub with the quill shaft and
injection pump and the engine the injection pump driving retain the pump in position by fitting the securing nuts
hub, the quill shaft, and the driving flange of the injection and washers finger tight. Rotate the injection pump to
pump chain wheel are provided with master splines; also, align the timing mark on the pump mounting flange
a timing mark, is scribed on the fuel injection pump with the timing pointer. Tighten the three nuts to secure
mounting flange and an adjustable timing pointer is the injection pump in this position.
secured to the flange of the chain wheel hub. Refit the high-pressure pipes, and the fuel feed and
Before fitting the injection pump to the engine the drain pipes. Connect the throttle and shut-off controls
position of the timing pointer on the flange of the chain and ensure that both controls have their full range of
wheel hub should be checked, using timing gauge movement.
18G 698, and reset if necessary. Bleed the fuel system as described in Section Ca.5.
A degree plate, fitted to the crankshaft pulley, with a
corresponding pointer on the timing case, is provided to Maximum and idling speed adjustments
facilitate ease of timing. After fitting either a new or overhauled injection pump
Initial adjustment of the injection timing is provided for the engine maximum light running speed and the idling
in the injection pump driving flange, the holes for the speed must be checked, and adjusted if necessary. Before
bolts which secure it to the chain wheel being elongated. making either of these adjustments it is imperative that
Crank the engine until the appropriate timing mark the engine air cleaner is correctly serviced and fitted.
coincides with the timing groove on the crankshaft Run the engine until it has attained its normal running
pulley. Ensure that No. 1 piston is on its compression temperature-thisis most important. Ensure that the shut-
stroke. off control is in the fully open position and remove the
Remove the injection pump chain wheel cover-plate locking sleeve from the maximum speed adjusting screw.
From the front of the timing chain case and note the Using a tachometer to check the engine speed, adjust
position of the master spline in the pump driving flange, the maximum speed stop screw to give a maximum light
which should now be in the seven o’clock position as running speed of 3,700 r.p.m., thus giving a maximum
seen-from the front of the engine. road governed speed of 3,500 r.p.m. Tighten the locknut.
Insert injection timing gauge 18G 698 through the Fit the locking sleeve and seal it with wire and a lead
chain wheel hub, engaging the splined end of the gauge seal, using sealing pliers 18G 541.
with the internal splines of the pump driving flange. The Adjust the idling stop screw to give an idling speed of
master spline will allow the gauge to engage the driving 600 r.p.m. and tighten the locknut.
flange in one position only. Turn the gauge by hand
(undue force is not necessary) in a clockwise direction,
as seen from the rear of the engine, to take up any
backlash in the injection pump drive mechanism. Hold Section Ca.8
the gauge in this position, slacken the two securing
DISMANTLING AND REASSEMBLING THE
screws, and move the timing pointer to align it with the
FUEL INJECTION PUMP
slot on the edge of the gauge. Should the movement
required to line up the timing pointer be appreciable, Dismantling and servicing of the fuel injection pump
then initial adjustment should be made by altering the should only be carried out by specially trained personnel,
position of the injection pump driving flange relative to
the chain wheel. This adjustment is made by slackening
the four bolts securing the driving flange to the chain
wheel and carefully turning the driving flange the
required amount by means of the timing gauge. Tighten
the driving flange securing screws and carry out final
adjustment of the timing pointer as described previously
and then remove the timing gauge.
NOTE.-After every occasion of injection pump re-
moval or attention to the crankshaft, camshaft, and timing
gear the position of the timing pointer should be checked,
and reset, if necessary, as described above.
Fit the injection pump quill shaft into the driving
flange.
Rotate the injection pump drive hub and position the
master spline in the drive hub at seven o’clock, when
Fig. Ca.9
looking on the drive end of the pump. This will facilitate
the engagement of the quill shaft splines with the drive Checking the position of the injection pump timing
hub. pointer, using timing gauge 18G 698
Taxi. Issue 6. 83137 Ca.9
Ca THE FUEL SYSTEM (Distributor-type Injection Pump)

and the Service tools and special test equipment referred slide washer, and piston from inside the advance device
to in the following instructions should be available. The housing. Remove and discard the ‘O’ seals from the
workshop in which these operations are carried out spring cap and end plug.
should be absolutely clean and the atmosphere free from Slacken the fuel inlet connection and then remove the
dust or dirt. It is also recommended that components screws and studs securing the end plate to the hydraulic
are immersed in clean Shell Calibration Fluid ‘C’ head. Carefully remove the carbon vanes from their slots
immediately after they are dismantled from the main in the transfer pump rotor and withdraw the transfer
assembly to protect them from possible damage and pump liner.
corrosion and to prevent the ingress of foreign matter. Unscrew the fuel inlet connection and carefully with-
Abrasives should never be used for cleaning as the draw the components of the regulating valve from the
resulting damage would seriously impair both the end plate in the following order: sleeve retaining spring,
efficiency and the working life of the pump. The com- nylon filter, regulating plug, reguIating spring, valve
ponents should be washed in clean Shell Calibration sleeve with piston and joint washer, and lastly the piston
Fluid ‘C’, but they must not be wiped with cotton waste, retaining spring.
rags, or cloth wipers of any kind.
Hold the drive hub with drive shaft screw assembly
Cut the sealing wire, remove the cover-plate and joint tool 18G 659 and, using box spanner 18G 634 in conjunc-
washer from the side of the pump housing, and drain the tion with a standard ratchet wrench, slacken the transfer
fuel oil from the pump. pump rotor. The word ‘OFF‘ and an arrow etched on
Withdraw the quill shaft from the drive hub and the exposed face of the rotor indicate the direction in
mount the pump on assembly base 18G 633 A secured which the rotor is unscrewed.
in a vice. Unscrew and remove the two hydraulic head locking
Remove the banjo pipes from the hydraulic head. screws, one of which carries an air vent valve, and care-
Unscrew the self-locking nuts with plain washers and fully withdraw the hydraulic head and distributing rotor
reniove the shut-off lever and throttle arm from their assembly from the pump housing. Remove the ‘0’seal
shafts. Remove the dust cover from each shaft. Cut the from the groove in the periphery of the hydraulic head.
locking wire, unscrew the two control cover securing Unscrew the transfer pump rotor, taking care not to
nuts, and remove the two flat washers. Press the throttle allow the pumping and distributing rotor assembly to fall
shaft downwards and withdraw the control cover com- out from the hydraulic head.
plete with shut-off shaft and adjusting screws. Remove
Stand the hydraulic head assembly on the bench with
and discard the control cover to pump housing gaskets.
the drive plate uppermost. Hold the drive plate with
Press back the locking tabs and unscrew the two assembly spanner 18G641 and unscrew the two drive
control cover studs and the small set screw securing the plate securing screws. Remove the drive plate, lift off
control bracket to the pump housing. Remove the keep the top adjusting plate, and withdraw the rollers and
plate and tab washers, then lift the complete control roller shoes from the pumping and distributing rotor.
bracket assembly together with the metering valve and
Withdraw the rotor from the hydraulic head and re-
shut-off bar from the pump housing. Remove the shut-off
move the bottom adjusting plate. Refit the rotor to the
bar from the control bracket. Disconnect the metering
hydraulic head, and to protect the working surfaces
valve from the linkage hook and protect its precision-
immerse the assembly in a bath of clean Shell Calibration
ground surface by immersing it in a bath of Shell Calibra-
Fluid ‘C’.
tion Fluid ‘C’. Unscrew the self-locking nut and remove
the nylon pivot washer to release the linkage hook from Withdraw the cam ring from the pump housing,
the governor arm. Disconnect the throttle shaft link from noting the arrow etched on the visible face of the cam
the governor spring and remove and discard the two ‘O’ ring. The arrow is to assist when reassembling, and ifs
seals from the throttle shaft. Disconnect the governor direction corresponds with the direction of pump rota-
spring from the idling spring guide and withdraw the tion, as shown on the pump nameplate.
guide and spring from the governor arm. Remove the Compress the cam ring locating circlip, using circlip
governor arm spring to release the governor arm from pliers 18G 1004, and withdraw the circlip from inside the
the control bracket. pump housing.
Turn the pump upside-down and slacken both the Hold the drive hub with drive shaft screw assembly
spring cap and the end plug in the advance device tool 18G 659 and, using torque adaptor 18G 664 and a
housing until the pressure of the maximum advance stop standard socket wrench, unscrew the drive shaft screw
spring inside the advance device housing is relieved. from inside the drive hub, reversing the procedure shown
IJnscrew the cap nut and the head locating bolt, both in Fig. Ca.12. The splined drive shaft complete with
of which have aluminium and rubber sealing washers. governor weights assembly may now be withdrawn from
and remove the advance device housing. Unscrew and inside the pump housing.
remove the advance screw from the cam ring. Remove Remove and discard the ‘0’seal from the drive shaft
and discard the advance device housing gasket. and remove the weight retainer, weights, thrust washer,
Unscrew the end plug and the spring cap, noting the and sleeve from the drive shaft.
adjusting shim inside the cap. Withdraw the spring, stop, Withdraw the drive hub from inside the pump housing
ca.10 Taxi. Issue 6. 83137
 THE FUEL SYSTEM (Distributor-type Injection Pump) Ca
and remove the spring washer and support washer from
their location inside the drive hub. The washers are
removed by turning them end on inside the drive hub and
withdrawing them along the master spline. Two flats are
machined on the outside diameter of the support washer
to facilitate this operation.
Remove the drive hub oil seal from the pump housing,
using oil seal extractor tool 18G 658.
Wash all components thoroughly in clean Shell Cali-
bration Fluid ‘C’. Cotton waste, rags, or cloth wipers
must not be used to wipe the components. If necessary,
unscrew the plug with sealing washer, using rotor plug
spanner 18G 652, and blow out the internal passages in
the pumping and distributing rotor with compressed air.
Coat the threads of the plug with Araldite and refit and
tighten the plug to 28 Ib. in. (.32 kg. m.).
Push out the pumping plungers, one at a time, for
inspection, noting that the end of the plunger which has
been in contact with the roller shoe is polished and
should be replaced in this position. Examine the working
Fig. Ca.ll
surface of the plungers and the plunger bore in the pump-
ing and distributing rotor for wear and abrasions. The Removing the drive hub oil seal, using oil seal extractor
bore of the hydraulic head and its mating surface in the 18G 658
rotor should also be examined for wear and scoring.
Should any of these parts be worn, the pumping and
distributing rotor and hydraulic head, which are mated guides in the pumping and distributing rotor for correct
assemblies, must be renewed as a unit. action and freedom of movement.
Some injection pumps are fitted with hydraulic heads Check the drive shaft splines for wear, assemble the
having an oversize metering valve bore and an oversize drive shaft to the drive plate, and ensure that there is no
metering valve to suit. Oversize metering valves, which excessive radial movement between the drive shaft and
are identified by a machined groove, are available, but plate.
only hydraulic heads having a standard-size metering valve Test the fit of the vanes in their slots in the transfer
bore are supplied as replacements. Injection pumps fitted pump rotor. The vanes should be a sliding fit when
with oversize metering valves are identified by the number lubricated with fuel oil.
6.375 etched upon the hydraulic head between the outlet Inspect the bore of the regulating valve sleeve for wear
connections adjacent to the metering valve bore. and ensure that the valve piston can move freely along
Inspect the plunger rollers for flats and the cam ring the whole length of the sleeve bore.
lobes for signs of wear. Test the roller shoes in their Inspect all springs for fractures and check them against
new counterparts for length. Weak or fractured springs
should be renewed. Check the governor weight retainer,
thrust washer, and thrust sleeve against new counterparts
for signs of wear.
When reassembling, thoroughly rinse all components
in freshly filtered clean Shell Calibration Fluid ‘C‘ and
assemble all parts wet.
Fit a new drive hub oil seal to the pump housing,
driving it onto its seat with oil seal guide 18G 663. Insert
oil seal inspection plug 18G 660 into the oil seal. A
correctly fitted oil seal will show a continuous black line
when viewed through the flange end of the oil seal
inspection plug.
Fit the support washer and spring washer into the
drive hub. Remove the oil seal inspection plug and pass
A51471
the drive hub through the seal, seating the drive hub
flange against the pump housing.
Fig. Ca.10 Place the governor weight retainer on plate 18G662
Holding the drive plate with spanner 18G 641 when and pass locating pin 18G 661 through the weight
unscrewing the drive plate securing screws retainer to locate in the plate so that the weight retainer
Taxi. Issue3. 6394 Ca.11
 Ca THE FUEL SYSTEM (Distributor-type Injection Pump)

is trapped between the plate and the shoulder of the

locating pin. Place the weights, equally spaced, in
position on the weight retainer.
The slot in each weight should be uppermost and
nearest the locating pin (Fig. Ca. 13). Each weight should
be aligned with a pocket in the weight retainer and with
its inner end against the locating pin. Place the thrust
washer and thrust sleeve on the locating pin and resting
on the governor weights. The thrust sleeve must be fitted
with the flange having the projection uppermost. Exert
downward pressure on the thrust sleeve and the assembly
will enter the weight retainer. Withdraw the locating pin
and remove the assembly from the plate. Slide the assem-
bly onto the drive shaft. Fit protection cap 18G 657 over
the drive shaft splines and fit a new ‘0’ seal in the
machined groove on the shaft. Insert the drive shaft and
weight assembly into the pump housing and engage the
drive shaft splines with the splines in the drive hub. Fit
the drive shaft screw, and, holding the drive hub with Fig. Ca.13
drive shaft screw assembly tool 18G659, tighten the
Assembling the governor weights, thrust washer, and
drive shaft screw to the figure given in ‘GENERAL
thrust sleeve into the weight retainer, using Service
DATA’, using torque adaptor 18G664 and torque
tools 18G 661 and 18G 662
wrench 18G 537 (Fig. Ca.12).
Compress the cam ring locating circlip, using circlip
stamped on the periphery of the pumping end of the rotor
pliers, 18G 1004, and seat it against the shoulder in the
corresponds with the pump rotation, as indicated on the
‘boreof the pump housing. Place the cam ring in position
pump nameplate.
against the circlip. The direction of the arrow on the
Withdraw the pumping and distributing rotor complete
visible face of the cam ring must conform with the
with plungers from the hydraulic head. Place the top
direction of pump rotation as marked on the pump
adjusting plate in its correct position on the rotor-that
nameplate. Fit the cam advance screw finger tight to
is, with the slot in the periphery of the adjusting plate
locate the cam ring and check the ring for freedom of
aligned with the scribed mark on the periphery of the
movement in the pump housing.
pumping end of the rotor (Fig. Ca.14).
If the hydraulic head and pumping and distributing Fit the drive plate to the rotor with its relieved face
rotor are renewed, ensure that the direction of the arrow next to the top adjusting plate. The slot in the periphery
of the drive plate must be in line with the scribe mark
on the periphery of the rotor (Fig. Ca.14). Tighten the
drive plate securing screws lightly to hold the top
adjusting plate in position on the rotor. Invert this
assembly so that the distributing end of the rotor is upper-
most. Slide the rollers into their shoes and insert the
roller and shoe assemblies into their guides in the rotor,
ensuring that the contour of the roller shoe ears conforms
with the contour of eccentric slots in the top adjusting
plate. Assemble the bottom adjusting plate to the rotor
with the contour of the eccentric slots in the adjusting
plate conforming to the contour of the roller shoe ears
and the slots in the periphery of the bottom adjusting
plate engaging the lugs on the top adjusting plate. Fit
the assembly of the pumping and distributingrotor to the
hydraulic head and fit and lightly tighten the transfer
pump rotor. Stand the assembly of the hydraulic head
and the pumping and distributing rotor on the bench with
!SA the pumping end of the rotor uppermost.
Fit relief valve timing adaptor 18G 653 A, preset at 15
Fig. Ca.12
atmospheres, to high-pressure outlet ‘V’ on the hydraulic
Holding the drive hub with drive shaft screw assembly head and connect up the whole assembly to injector
tool 18G 659 while tightening the drive shaft screw nozzle testing machine 18G 109 A (Fig. Ca.15).
with torque adaptor 18G664 and torque wrench Operate the handle of the test machine and turn the
18G 537 pumping and distributing rotor in the normal direction of
Ca.12 Taxi. Issue3. 6394
 THE FUEL SYSTEM (Distributor-type Injection Pump) Ca
rotation until the pumping plungers are forced outwards
to the maximum fuel position. Set the roller-to-roller
dimension, using a micrometer, to the dimension given
in ‘GENERAL DATA’. Move the adjusting plates
(clockwise to increase and anti-clockwise to decrease the
dimension) with maximum fuel adjusting probe 18G 656.
Tighten the drive plate securing screws to the figure given
in ‘GENERAL DATA’, using torque wrench 18G 537.
This setting is approximate, final adjustment being made
with the pump mounted on a power-driven test machine
(see Section Ca.9). The drive plate is held, when tighten-
ing the securingscrews, with assembly drive plate spanner
18G 641. Disconnect the test machine and the hydraulic
adaptor from the hydraulic head.
Fit a new oil seal into its groove in the machined
periphery of the hydraulic head.
Turn the pump drive shaft in the pump housing and
position the master spline at 12 o’clock. Align the master
spline in the drive plate with the metering valve bore in
the hydraulic head. Lubricate the periphery of the
hydraulic head and the bore of the pump housing Fig. Ca.15
liberally with clean Shell Calibration Fluid ‘C'. Hold the
hydraulic head assembly square with the axis of the pump Setting the roller-to-roller dimension, using a micro-
housing and, with the metering valve bore at 12 o’clock, meter and Service tools 18G 109 A and 18G 653 A
push the hydraulic head into the pump housing. Rotate
the drive shaft slightly to assist the engagement of the
shaft with the drive plate. to the small-diameter end of the regulating valve sleeve
Insert the two hydraulic head locking screws, leaving and insert the valve piston into the sleeve. Insert the
them finger tight and ensuring that the screw with the regulating spring into the large-diameter end of the valve
vent valve is fitted immediately above the pump name- sleeve. Place the regulating plug on the top of the sleeve
plate. with its spigoted end engaging the sleeve bore. Fit the
Mount drive shaft screw assembly tool 18G 659 in the sleeve retaining spring onto the guide. Pass the nylon
splined drive hub and, using torque wrench 18G 536 and filter, small-diameter end leading, over the spring and
assembly box spanner 18G 634, tighten the transfer pump regulating plug onto the shoulder of the valve sleeve.
rotor to the figure given in ‘GENERAL DATA’. Insert this assembly, valve sleeve first, into the bore of
Fit the transfer pump liner and insert the carbon vanes the end plate and secure it in position with the fuel inlet
into the slots in the transfer pump rotor. connection and washer.
Ensure that the transfer pump liner locating peg is in Position a new oil seal in its recess in the upper face of
position ‘C’ in the pump end plate. the hydraulic head and fit the assembled end plate to the
Insert the piston retaining spring into the regulating head, engaging the locating peg on the inner face of the
valve bore in the end plate, ensuring that it is properly
seated in the bottom of the bore. Fit a new seal washer

Fig. Ca.14
Assembly the top adjusting plate and the drive plate Fig. Ca.16
with the slots in their peripheries aligned with the Tightening the transfer pump rotor, using torque
scribed mark on the pumping end of the rotor wrench 18G536 and Service tools 18G 659 and 18G634
Taxi. Issue 4. 88664 Ca.13
Ca THE FUEL SYSTEM (Distributor-type Injection Pump)

end plate with the slot in the periphery of the transfer

pump liner. The end plate securing screw holes are
unequally spaced to ensure correct assembly of the end
plate to the hydraulic head. Tighten the set screws and
studs to the torque figure given in ‘GENERAL DATA’,
using torque wrench 18G 536. Tighten the fuel inlet con-
nection to the torque figure in ‘GENERAL DATA’,
using torque wrench 18G 537.
Tighten the cam ring advance screw to the figure given
in ‘GENERAL DATA’, using torque wrench 18G 372.
Check the cam ring for freedom of movement.
Place a new advance device housing gasket in position
on the pump housing with the flat of the ‘D’-shaped
hole at the drive hub end of the pump. To ensure satis-
factory sealing this gasket should be assembled dry.
Assemble the advance device housing to the pump Fig. Ca.17
housing, using new rubber and aluminium sealing Setting the internal dimension between the metering
washers for the head locating bolt and cap nut. Using valve lever pin and the control cover stud with the
torque wrench 18G 537, tighten the head locating bolt, vernier heldparallel to the axis of the pump
the cap nut, and the two head locking screws to the
figures given in ‘GENERAL DATA’. Check the cam lever pin and its nearest control cover stud to the length
ring for freedom of movement. given in ‘GENERAL DATA’, using a vernier gauge as
Fit new ‘0’seals to the light-load advance piston plug shown in Fig. Ca.17. Adjustment is made by slackening
and the spring cap, using protection cap 18G 640 to pass or tightening the hook linkage nut. During this operation
the seals over the threads. light pressure should be applied to the governor arm
Insert the slide washer and piston, in that order, into in the direction of the metering valve and the vernier
the advance device housing on the side where the fuel gauge should be held parallel to the pump axis.
oil drilling enters the piston bore. Screw in the piston Locate the idling spring on the idling spring guide.
plug. Insert the maximum advance stop, and spring, in Insert the guide into hole No. 2 in the governor arm
that order, into the remaining open end of the advance (Fig. Ca.6) and connect the governor spring to the idling
unit housing and screw in the cap. Tighten the piston spring guide.
plug and spring cap to the torque figures given in Insert the plain end of the shut-off bar into the slot
‘GENERAL DATA’, using torque wrench 18G 537. in the control bracket and position the shut-off bar under
Insert the metering valve into the metering valve bore
the tab of the control cover stud locking washer.
in the hydraulic head.
Engage the governor arm with the control bracket Using protection cap 18G 564, fit the lower ‘O’seal to
and connect the governor arm spring to both components. the shut-off shaft. Fit the upper ‘0’seal, using protection
Fit the assembly governor arm and control bracket to cap 18G 665. Pack the groove between the ‘0’seals with
the pump housing. The lower end of the governor arm Shell Alvania No. 2 grease. Press the shut-off shaft into
should engage the outside face of the thrust sleeve flange. its bore in the control cover. The peg which engages the
Place the keep plate in position with its open end towards shut-off bar should be close to the inside edge of the
the shut-off bar. Fit new tab washers with their pointed control cover, and should be left projecting slightly above
tabs towards the governor arm. Secure the keep plate in the control cover face.
position with the two governor control cover studs. Fit Place a new control cover gasket in position on the
the small screw and tab washer at the metering valve end pump housing, ensuring that the locating tabs of the
of the control bracket. Tighten the control cover studs to gasket engage the slots under the keep plate. To ensure
the torque figure given in ‘GENERAL DATA’, using satisfactory sealing this gasket should be soaked in Shell
torque wrench 18G 536. Lock the studs in position by Calibration Fluid ‘C‘ before assembly.
bending up the pointed tabs. Tighten the small screw to Fit new lower and upper ‘0’seals to the throttle shaft,
the torque figure given in ‘GENERAL DATA’, and lock using protection caps 18G 654 and 18G 665. Pack the
it with the tab washer. groove between the ‘0’seals with Shell Alvania No. 2
Assemble the spring retainer, spring, and fibre washer grease. Connect the free end of the governor spring to
onto the governor linkage hook, in that order. Pass the hole No. 2 (2-2-litre engine) or hole No. 1 (2.52-litre
threaded end of the linkage hook through the governor engine) in the throttle shaft link (Fig. Ca.6).
arm. Fit the pivot ball washer onto the linkage hook Press the throttle shaft into its bore in the control
and screw on the linkage nut about three turns. Press cover. Place the control cover in position on the control
back the spring retainer and attach the linkage hook to cover studs. Ensure that the shut-off shaft peg engages
the metering valve. The hook end should turn towards the shut-off bar and pull the shut-off shaft fully home
the metering valve. as the control cover is lowered onto the gasket. Fit new
Set the internal dimension between the metering valve sealing washers on the control cover studs and fit and
Cu.14 Taxi. Issue 4. 88664
 THE FUEL SYSTEM (Distributor-type Injection Pump) Ca
tighten the stud nuts to the torque figures given in
‘GENERAL DATA’, using torque wrench 18G 536. Place
the dust caps on the throttle and shut-off shafts. Fit the
throttle arm and the shut-off lever to their respective
shafts and secure them in place with their nuts and
washers.

Section Ca.9
TESTING AND ADJUSTING THE FUEL
INJECTION PUMP
After overhaul the fuel injection pump must be checked
functionally, and the maximum fuel output adjusted if
necessary. These tests and adjustments are carried out on
a power-driven test bench embodying the necessary
vacuum and pressure gauges and equipment to test the
fuel transfer pump and a graduated glass to measure the Fig. Ca.18
injection pump back-leakage. In addition, the tools Checking the automatic advance device, using
mentioned in the following paragraphs are also required. advance gauge 18G 638 B
NOTE.-The following precautions must be observed Remove the small set screw from the centre of the
when testing the pump: advance unit housing spring cap and assemble automatic
(1) Ensure that the power-driven test bench is set to run advance gauge 18G 638 B to the spring cap with the
in the direction of rotation of the injection pump, as degree scale and pointer uppermost and the scale set to
indicated by the arrow on the pump nameplate. zero.
Serious damage may be caused to the pump if it is Throughout the following operations and tests the pump
run in the reverse direction. throttle and shut-off levers must be in the fully open
(2) Ensure that the fuel flow at the pump inlet is not position, except where stated otherwise.
less than 1,000 c.c./min. If this flow cannot be The pump and the feed pipe must now be filled and
obtained, a maximum feed pressure of 2 lb./sq. in. primed as follows:
(15 kg./cm.2) is permissible. (1) Connect the fuel feed pipe to the drain connection
(3) Do not run the pump for long periods at high speed on the pump housing.
with low fuel output. (2) Open both of the vent screws on the injection
(4) Do not run the pump for long periods with the shut- pump-
off control in the closed position. (3) Turn on the gravity feed. When test oil free from
air bubbles flows from the vent screw on the
After checking the direction of rotation mount the
hydraulic head, close this vent screw. Wait till the
pump on the test bench and connect up the drive. Fit
test oil flowing from the vent screw in the governor
radial connections to the hydraulic head in place of the
control housing is free from air bubbles, then close
banjo pipes. Using high-pressure pipes 6 mm. x 2 mm. x
this vent screw also.
865 mm. (34 in.) long, connect the radial connections to
(4) Rotate the pump drive through 180° and repeat
a matched set of test nozzles. The test nozzles should be
operations (2) and (3).
Type BDN.12.SD.12 mounted in nozzle holders Type
(5) Fit the feed and return pipes to their respective
BKB.50.SD.533b (formerly BKB.5O.SD.19b) and set to
connections.
open at 175 atmospheres.
(6) Slacken the high-pressure pipe unions at the
Ensure that the pump throttle arm has the full range
injector end.
of movement by unscrewing fully the idling and maximum
(7) Start the test machine and run at 100 r.p.m. until
speed stop screws.
oil free from air bubbles issues from the injector
Remove the hydraulic head locking screw, not the one
pipe connections.
incorporating the vent valve, and connect the pressure
(8) Tighten the injector pipe connection while the test
gauge by means of a flexible pipe to transfer pressure
machine is running.
adaptor 18G 636, which is screwed into the head locking
The following tests are designed to check, in turn, each
screw hole.
of the separate functions of the injection pump. Before,
Connect the feed pipe, preferably of the transparent
however, making these individual tests a general check
type, to the fuel inlet connection on the injection pump
should be carried out to ensure oil-tightness of all joint
end plate. The vacuum gauge should be fitted, by means
washers, oil seals, and pipe connections while the pump
of a ‘T’ coupling, to the feed pipe.
is running and when stationary.
Connect the inlet connection on the measuring-glass
to the drain connection on the pump housing and the (1) Transfer pump vacuum test
drain cock on the measuring-glass to the return pipe on I Start the test machine and run the pump at
the test bench by means of flexible pipes. 100 r.p.m.
Taxi. Issue 4. 6394 Ca.15
Ca THE FUEL SYSTEM (Distributor-type Injection Pump)

(6) Fuel delivery check

Without altering any of the adjustments, check
that the fuel delivery at 800 r.p.m. is 3.6 to 4.4 C.C.
per 200 shots. Remove the shut-off lever adjust-
ment tool.
(7) Advance check
Run the fuel pump at 800 r.p.m. Move the shut-
off lever to the fully closed position and check
that the advance reading is 31/2 to 41/2°. Fit and seal
the metering valve adjustment screw sealing cap
with wire and a lead seal, using sealing pliers
18G 541.
NOTE-If for any reason it is found necessary
to tighten or slacken the governor control cover cap
A9255 nuts, the settings made at (4) and (5) will be dis-
turbed, and operations (4), (5), (6), and (7) should
Fig. Ca.19 be repeated.
Adjusting the maximum fuel setting, using Service (8) Back-leakage
tool 18G 656 Set the shut-off lever fully open and the throttle
arm fully closed. Run the pump at 1,000 r.p.m.
Turn the test oil feed cock to the 'off' position
and measure the back-leakage through the gradu-
and note the depression registered on the vacuum
ated measuring-glass. The back-leakage should be
gauge. This should build up to 16 in. (406mm.) Hg
5 to 50 C.C. per 100-shot cycle.
within 60 seconds maximum. Check the fuel feed
pipe unions for air leaks, indicated by the presence (9) Maximum fuel setting
of air bubbles in the pipe line. If necessary, NOTE:-Throughout this test the advance gauge
tighten the feed pipe unions and carry out a further must show a zero reading.
test. Run the pump at 1,000 r.p.m. with both controls
NOTE.-Do not run the pump for periods ex- in their fully open position, when the average
ceeding 60 seconds with the test oil supply turned off. delivery for 200 shots from all four test injectors
After the vacuum test is completed turn on the should be 6..9+/-.1 C.C. In arriving at this figure
test oil supply, and with the pump running at compare the delivery from all injectors to ensure
100 r.p.m. air-vent the pump by means of the vent that the difference in output from any two does
valve on the hydraulic head locking screw. not exceed ,6 C.C. Before taking a reading the test
oil in the measuring-glasses should be allowed to
(2) Transfer pump pressure settle for 15 seconds and the measuring-glasses
With the pump running at 100 r.p.m. note the should be allowed to drain for 30 seconds before
pressure registered on the pressure gauge which a fresh test is made.
should read 12 lb./sq. in. (-8 kg./cm.2). To adjust the pump output stop the test bench
(3) Transfer pump pressure and turn the test oil feed cock to the 'off' position.
Increase the pump speed to 800 r.p.m., when a Remove the cover-plate from the side of the pump
pressure of 32 to 44 lb./sq. in. (2.3 to 3.1kg/cm.2
should be registered on the pressure gauge.
(4) Fuel delivery setting
Run the pump at 800 r.p.m., and after slackening
the locknut alter the metering valve adjustment
screw till a zero reading is obtained on the auto-
matic advance gauge. Tighten the locknut and re-
check the advance reading. Fit the shut-off lever
adjustment tool 18G697 to the fuel pump and
adjust the shut-off lever to obtain an average fuel
delivery of 3.6 to 4.4 C.C. per 200 shots. Ensure that
the advance gauge still shows a zero reading.
(5) Advance setting
Run the pump at 800 r.p.m. Slacken the metering
valve adjustment screw locknut and alter the
adjustment screw to obtain an advance reading of Fig. Ca.20
13/4° to 21/4°.Tighten the locknut and re-check the The shut-off lever adjuster 18G697 mounted on the
advance reading. fuel injection pump and test bench
Ca.16 Taxi. Issue4. 6394
 THE FUEL SYSTEM (Distributor-type Injection Pump) Ca
(11) Cut-off test
With the shut-off lever held in the fully closed
position run the pump at 200 r.p.m. The average
delivery for 200 shots, with the throttle arm in
the fully open position, should not exceed 1.0 C.C.
(12) Throttle operation
Run the fuel pump at 200 r.p.m. with the throttle
arm in the fully closed position. The average
delivery with the shut-off lever fully open should
not exceed 1.0 C.C. per 200 shots.
(13) Fuel delivery check
With both controls fully open run the fuel pump
at 1,650 r.p.m. and record the average delivery
per 200 shots.
Fig. Ca.21 (14) Governor setting
Tightening the drive plate screws, using torque wrench Increase the pump speed to 1,850 r.p.m. and set
18G 537 and torque adaptor 18G 655A the throttle arm by means of the maximum speed
adjustment screw to give a maximum average
delivery of 1.0 C.C. per 200 shots. No line should
exceed 1.8 C.C. Tighten the adjustment screw
locknut.
(15) Fuel delivery check
Reduce the pump speed to 1,650 r.p.m. and re-
housing to provide access to the interior of the check the fuel delivery. The average delivery now
pump. Slacken the two drive plate securing screws should not be less than that recorded in operation
sufficiently to permit movement of the adjusting (13) minus .4 C.C. per 200 shots.
plates. Turn the pump drive until the slots in the
peripheries of the drive plate and the top adjusting (16) Timing setting
plate are visible through the aperture in the pump This setting is made, after all the foregoing tests
housing. Engage the end of the maximum fuel have been completed, with the pump removed
adjusting probe 18G 656 in the slot in the top from the power-driven test bench.
adjusting plate and tap the tool with a light It should be noted that, unlike the ‘in-line’ fuel
hammer to move the plate in the required direction. injection pump, which has a static commencement
The adjusting plate is turned in the same direction of injection point, the point at which commence-
as the normal direction of the pump rotation to ment of injection occurs in the distributor-type
increase the maximum output. Movement of the fuel injection pump varies according to the fuel
adjusting plate in the opposite direction will requirements of the engine. The timing of the
decrease the maximum output. This operation distributor-type pump is carried out with the
must be carried out very carefully as the amount pumping plungers set to delivery maximum fuel on
of movement required will be very small. Tighten No. 1 injection line and with the plunger rollers
the drive plate securing screws to the torque figure in contact with the cam lobes: therefore, after all
given in ‘GENERALDATA’, using tools 18G 537, occasions of pump overhaul or adjustment to the
and 18G 655A. While tightening the screws the pump output it is imperative that the pump timing
torque wrench must be in line with the spanner is checked, and the timing mark on the pump
(Fig. Ca.21). After making this adjustment replace flange re-marked if necessary.
the cover-plate and carry out the complete filling Remove the cover-plate from the side of the
and priming operation. Re-check the fuel delivery pump housing and the four redial connections
and, if necessary, re-adjust the pump output. from the hydraulic head. Connect injector nozzle
testing machine 18G 109 A to outlet ‘V’ on the
(10) Fuel delivery hydraulic head to means of relief valve timing
Decrease the pump speed to 100 r.p.m. and check adaptor 18G 653 A. The relief valve must be set to
the output. The average delivery for 200 shots operate at 30 atmospheres.
under these conditions should not be less than Turn the pump drive hub in the normal direction
that obtained when setting the pump maximum of rotation until the timing mark ‘E’ on the drive
fuel output minus 1.5 C.C. When carrying out this plate becomes visible through the aperture in the
test use 30 seconds’ measuring-glass draining time side of the pump housing. Operate the handle of
and allow the test oil to settle for 15 seconds the test machine to apply a pressure of 30 atmo-
before taking a reading. spheres to the pump. This will force the pumping
Taxi. Issue 7. 83137 Ca.17
Ca THE FUEL SYSTEM (Distributor-type Injection Pump)
plungers outwards to the limit of their travel as
the drive hub is turned. Continue turning the drive
hub in the normal direction of rotation until
resistance is encountered. With the pump held in
this position mount flangemarking gauge 18G 648A,
preset to 86°, on the pump quill shaft. Check that
the timing mark on the pump flange lies along the
scribing guide on the flange marking gauge. If
necessary, delete the old timing mark and scribe a
new mark by drawing a scribing tool along the
guide on the flange marking gauge.
Disconnect the pump from the test machine
and fit the banjo pipes to the hydraulic head. Refit
the cover-plate to the side of the fuel pump A57660.

housing and seal the securing screws with wire and Fig. Ca.22
a lead seal, using sealing pliers 18G 541. Scribing the timing mark on the fuel injection pump
mounting flange, using Service tool 18G 648 A
Maximum and idling speed adjustments
These adjustments are carried out after the pump has
been installed on the engine, and are detailed in Section When testing the injectors for spray and adjusting
Ca.7. the injectors for service the nozzle opening pres-
sure should be set to 130 atmospheres for 2.2-litre
engines and 135 atmospheres for 2.52-litre engines.
Section Ca.10 The needle lift should be .029 to .035 in. (.75 to
-90 mm.) for 2.2-litre engines and 4 to .75 mm. for
ALTITUDE SETTINGS 2-52-litre engines.
Each vehicle leaves the Factory with its maximum fuel
setting adjusted for sea-level conditions. If the vehicle is
to be operated continuously above sea-level, adjustment
of the injection pump is necessary to set the maximum Section Ca.12
fuel delivery to conform with the figures given in the
following table. LIFT PUMP
Follow the instructions given in Section C.l, but after
replacing the lift pump bleed the fuel system as described
Moximum fuel output for 200 in Section Ca.5.
Altitude

0 to 2,000 ft. 6.8 to 7.0 C.C.

(0 to 600 m.)
Section Ca.13
1 2,000 t o 4,000 ft.
(600 t o 1200 m.)
6.4 to 6.6 C.C. 8.3 to 8.5 c.c.

MODIFIED INJECTION PUMP

4,000 to 6,000 ft. 6.0 t o 6.2 C.C. 7.7 t o 7.9 C.C. (Type DPA.3248050A)
(1200 to 1800 m.)
This pump is as described in Section Ca.6 but with
6,000 t o 8,000 ft. 5.6 to 5.8 C.C. 7.2 to 7.4 c.c.
various detail modifications to improve engine governing
(1800 to 2400 m,)
and the addition of an anti-stall device. The modifications
8,000 to 10.000 ft. 5.1 to 5.3 C.C. 6.6 to 6.8 c.c.
(2400 to 3000 m.)
include a governor spring, idling spring, and maximum
advance stop spring of new load rates. Other modifica-
10,000 to 12,000 ft. 4.7 to 4.9 c.c. 6.1 to 6.3 C.C.
tions incorporated in this pump are to the metering valve,
(3000 to 3600 m.)
quill shaft, and banjo pipes.
The anti-stall device consists of an adjusting screw,
which protrudes from the drive end of the control cover,
and a locknut. In operation the inner end of the adjusting
screw contacts the governor arm to act as a stop. The
Section Ca.11 effect of this is to prevent the governor from reducing
the metering area below the position permitted by the
FUEL INJECTORS anti-stall screw. Therefore, adjustment of the anti-stall
Follow the instructions given in Section C.6, noting screw should only be carried out as described in Section
the following points. Ca.13 under 'Maximum and idling speed adjustments'.
Ca.18 Taxi. Issue 7. 83137
 THE FUEL SYSTEM (Distributor-type Injection Pump)

Removing and replacing of air bubbles in the pipe line. If necessary, tighten
Follow the instructions in Section Ca.7 noting that the the feed pipe unions and carry out a further test.
correct injection timing for this pump is 26° B.T.D.C. NOTE.-Do not run the pump for periods ex-
ceeding 60 seconds with the test oil supply turned off.
Maximum and idling speed adjustments After the vacuum test is completed turn on the
After fitting either a new or overhauled injection pump, test oil supply, and with the pump running at
adjust the engine maximum light running speed as 100 r.p.m., air vent the pump by means of the vent
described in Section Ca.7. Then proceed as follows to valve on the hydraulic head locking screw.
adjust the idling speed and anti-stall device:
(1) With the engine stopped unscrew the anti-stall (2) Transfer pump pressure
screw until it is out of contact with the governor With the pump running at 100 r.p.m. note the
arm. pressure registered on the pressure gauge, which
should read 11 lb./sq. in. (.8 kg./cm.2).
(2) Start the engine, ensure that it is at its normal
running temperature, and adjust the idling stop
( 3 ) Transferpump pressure
screw to set the engine speed at between 450 and
Increase the pump speed to 1,300 r.p.m. when a
500 r.p.m.
pressure of 43 to 54 lb./sq. in. (2.9 to 3.8 kg./cm.2)
(3) Screw in the anti-stall screw carefully until a slight should be registered on the pressure gauge.
speed increase is noticed, then unscrew one third
of a turn and lock in position with the locknut. (4) Fuel delivery setting
(4) Readjust the idling stop screw to set the idling Run the pump at 1,300r.p.m. and after slackening
speed at 500 r.p.m. and tighten the idling stop screw the locknut alter the metering valve adjustment
locknut. screw till a zero reading is obtained on the auto-
(5) Test the anti-stall screw setting by running the matic advance gauge. Tighten the locknut and
engine at about 3,000 r.p.m. and then releasing recheck the advance reading. Fit shut-off lever
the throttle: adjustment tool 18G 697 to the fuel pump and
(a) If the engine stalls the pump is underdamped adjust the shut-off lever to obtain an average fuel
and the anti-stall screw should be screwed in delivery of 6.2 to 7.0 C.C. per 200 shots.
slightly, relocked, and the setting retested. Ensure that the advance gauge still shows a zero
(b) If the engine deceleration is slow or sluggish reading.
the pump is overdamped and the anti-stall
screw should be screwed out slightly, relocked, (5) Advance setting
and the setting retested. Run the pump at 1,300r.p.m. Slacken the meter-
(6) Check that the engine stops when the shut-off lever ing valve adjustment screw locknut and alter the
is operated. adjustment screw to obtain an advance reading of
13/4 to 21/4 °. Tighten the locknut and re-check the
NOTE.-After every adjustment of the anti-stall screw advance reading.
ensure that the engine idling speed is controlled by the
idling stop screw and not by the anti-stall screw. (6) Fuel delivery check
Without altering any of the adjustments check
Dismantling and reassembling that the fuel delivery at 1,300 r.p.m. is 6.2 to 7.0
Follow the instructions in Section Ca.8 noting that this C.C. per 200 shots. Remove the shut-off lever
pump is .fitted with four governor weights. adjustment tool.

Testing and adjusting (7) Advance check

Mount the pump on a test bench and fill and prime Run the fuel pump at 1,300 r.p.m. Move the
the pump as described in Section Ca.9. Check the oil- shut-off lever to the fully closed position and check
tightness of all joint washers, oil seals, and pipe connec- that the advance reading is 33 to 43". Fit and seal
tions with the pump running and when stationary. Then the metering valve adjustment screw sealing cap
proceed with the following tests, noting that the pump with wire and a lead seal, using sealing pliers
throttle arm and shut-off lever must be in the fully open 18G 541.
position except where stated otherwise. NOTE.--If for any reason it is found necessary
(1) Transfer pump vacuum test to tighten or slacken the governor control cover cap
Start the test machine and run the pump at 100 nut the settings made at (4) and (5) will be dis-
r.p.m. turbed and operations(4), (5), (6), and (7) should
Turn the test oil feed cock to the 'off position be repeated.
and note the depression registered on the vacuum
gauge. This should build up to 16in. (406 mm.) Hg (8) Back-leakage
within 60 seconds maximum. Check the fuel feed Set the shut-off lever fully open and the throttle
pipe unions for air leaks, indicated by the presence arm fully closed. Run the pump at 1,000 r.p.m.
Taxi. Issue 5. 6394 Ca.19
 THE FUEL SYSTEM (Distributor-type Injection Pump)
and measure the back-leakage through the gradu- (11) Cut-off test
ated measuring-glass. The back-leakage should be With the shut-off lever held in the fully closed
5 to 50 C.C. per 100 shot time cycle. position run the pump at 200 r.p.m. The average
delivery for 200 shots, with the throttle arm in the
fully open position should not exceed .8 C.C.

Maximum fuel setting

(12) Throttle operation
With the throttle arm in the fully closed position
NOTE.-Throughout this test the advance gauge
must show a zero reading. unscrew the anti-stall screw until it is out of contact
with the governor arm and tighten the locknut.
Run the pump at 1,000 r.p.m. with both controls Run the pump at 200 r.p.m. with the throttle arm
in their fully open position, when the average still fully closed. The average delivery with the
delivery for 200 shots from all four test injectors shut-off lever fully open should not exceed 1.0 C.C.
should be 6-9+/-.1 C.C. In arriving at this figure per 200 shots.
compare the delivery from all injectors to ensure
that the difference in output from any two does (13) Fuel delivery check
not exceed .6 C.C. Before taking a reading the test With both controls fully open run the fuel pump
oil in the measuring-glasses should be allowed to at 1,630 r.p.m. and record the average delivery per
settle for 15 seconds and the measuring-glasses 200 shots.
should be allowed to drain for 30 seconds before a (14) Governor setting
fresh test is made. Increase the pump speed to 1,850 r.p.m. and set
To adjust the pump output, stop the test bench the throttle arm by means of the maximum speed
and turn the test oil feed cock to the ‘off’ position. adjustment screw to give a maximum average
Remove the cover-plate from the side of the pump delivery of 1.0 C.C. per 200 shots. No line should
housingto provide accessto the interior of the pump. exceed 1.8 C.C. Tighten the adjustment screw
Slacken the two drive plate securing screws suffi- locknut.
ciently to permit movement of the adjusting plates.
Turn the pump drive until the slots in the peri- (15) Fuel delivery check
pheries of the drive plate and the top adjusting Reduce the pump speed to 1,630 r.p.m. and re-
plate are visible through the aperture in the pump check the fuel delivery. The average delivery now
housing. Engage the end of the maximum fuel should not be less than that recorded in operation
adjusting probe 18G656 in the slot in the top (13) minus -4 C.C. per 200 shots.
adjusting plate and tap the tool with a light
hammer to move the plate in the required direction. (16) Timing setting
The adjusting plate is turned in the same direction This setting is made, after all the foregoing tests
as normal pump rotation to increase the maximum have been completed with the pump removed from
output. Movement of the adjusting plate in the the power-driven test bench.
opposite direction will decrease the maximum It should be noted that, unlike the ‘in-line’ fuel
output. This operation must be carried out very injection pump, which has a static commencement
carefully as the amount of movement required will of injection point, the point at which commence-
be very small. Tighten the drive plate securing ment of injection occurs in the distributor-type
screws to the torque figure given in ‘GENERAL fuel injection pump varies according to the fuel
DATA’, using tools 18G 537 and 18G 655A. requirements of the engine. The timing of the dis-
While tightening the screws the torque wrench tributor type pump is carried out with the pumping
must be in line with the spanner (Fig. Ca.21). plungers set to deliver maximum fuel on No. 1
After making this adjustment replace the cover- injection line and with the plunger rollers in
plate and carry out the complete filling and priming contact with the cam lobes: therefore, after all
operation. Re-check the fuel delivery and, if neces- occasions of pump overhaul or adjustment to the
sary, re-adjust the pump output. pump output it is imperative that the pump timing
is checked, and the timing mark on the pump
flange remarked if necessary.
Remove the cover plate from the side of the
Fuel delivery pump housing and the four radial connections
Decrease the pump speed to 100 r.p.m. and check from the hydraulic head. Connect injector nozzle
the output. The average delivery for 200 shots testing machine 18G 109 A to outlet ‘V’on the
should now be not less than that obtained when hydraulic head by means of relief valve timing
setting the pump maximum fuel output minus 1.5 adaptor 18G 653 A. The relief valve should be set
C.C. When carrying out this test use 30 seconds to operate at 30 atmospheres.
measuring-glass draining time and allow the test Turn the pump drive hub in the normal direction
oil to settle for 15seconds before taking a reading. of rotation until the timing mark ‘E’ on the drive
Ca.20 Taxi. Issue 5. 6394
 THE FUEL SYSTEM (Distributor-type Injection Pump) Ca
plate becomes visible through the aperture in the (5) Lift off the air cleaner body and intake hose as an
side of the pump housing. Operate the handle of assembly. Note the rubber air seal between the
the test machine to apply a pressure of 30 atmo- cleaner body and the intake manifold on the
spheres to the pump. This will force the pumping engine.
plungers outwards to the limit of their travel as
the drive hub is turned. Continue turning the drive Refitting
hub in the normal direction of rotation until (6) Reverse the procedure in (1) to (5).
resistance is encountered. With the pump held in
this position mount flangemarking gauge 18G648A,
pre-set to 86°, on the pump quill shaft. Check that
the timing mark on the pump flange lies along the Section Ca.16
scribing guide on the flange marking gauge. If
necessary delete the old timing mark and scribe a INJECTION PUMP (2.52-litre diesel engine)
new mark by drawing a scribing tool along the The pump is as described in Sections Ca.6 and Ca.13,
guide on the flange marking gauge. but with a type number DPA 3249F520 and the setting
Disconnect the pump from the test machine and code stamped on the pump nameplate.
fit the banjo pipes to the hydraulic head. Refit the Later engines are fitted with a modified pump. This
cover-plate to the side of the fuel pump housing pump is as described above, but with a type number
and seal the securing screws with wire and lead DPA 3342F110 and having two springs fitted to the
seal, using sealing pliers 18G 541. linkage hook instead of a single spring.

Removing and replacing

Altitude settings Follow the instructions in Section Ca.7, noting that the
Follow the instructions in Section Ca.10. correct injection timing for this pump is 23° B.T.D.C.

Maximum and idling speed adjustments

Follow the instructions given in Section Ca.13.

Dismantling and reassembling

Section Ca.14 Refer to the instructions given in Section Ca.13 and
Section Ca.8.
AIR CLEANER (Oil Bath Type)
Testing and adjusting
Removing Conditionsfor test
(1) Release the clips and detach the air inlet tube and
1. The test equipment must be set to drive the pump
the breather hose from the air cleaner body.
(2) Remove the screws retaining the air cleaner in the direction of rotation indicated on the pump
assembly to the left-hand valance. nameplate.
(3) Lift out the air cleaner assembly. 2. Fuel available at the injection pump inlet must be
1000 c.c./min. flow minimum, or 2 lb./sq. in.
Refitting (-15 kg./cm.2)pressure maximum.
(4) Reverse the procedure in (I) to (3). 3. Test injectors must be a matched set with type
BDN.12.SD.12 nozzles operating at 175 atmo-
spheres.
4. Injector pipes should be 6 mm. x 2 mm. x 34 in.
Section Ca.15 (865 mm.) long.
5. The injection pump throttle and shut-off levers
AIR CLEANER (Dry Type) must be in the fully open position except where
Removing otherwise stated.
(1) Remove the drive screw retaining the air intake 6. All fuel delivery figures are for 200 shots.
hose clip to the radiator frame. 7. Allow 30 seconds glass draining time and 15
(2) Release the clip and detach the breather hose from seconds settling time when taking fuel delivery
the air cleaner intake. readings.
(3) Remove the central wing nut, detach the air cleaner 8. The maximum fuel delivery given in the test plan is
top cover and remove the element. for sea-level conditions. For continuous use above
(4) Release the air cleaner body from its support sea-level see Section Ca.10 for maximum fuel
bracket. settings.

Taxi. Issue 7. 94241 Ca.21

Ca THE FUEL SYSTEM (Distributor-type Injection Pump)
Test plan for pumps DPA 3249F520 and DPA 3342F110: Setting code A45/1200/4/3700

Test No. 1 Description R.P.M. Requirements Remarks

Transfer pump vacuum 100 16 in. (406 mm.) Hg Fuel supply turned off. After test,
within 60 seconds air-vent from hydraulic vent screw
at 100 r.p.m.

1
l.
2. ~ Transfer pressure 100 1 1 lb./sq. in.(.8 kg./cm.2)
minimum

Transfer pressure 1,200 58 to 78 lb./sq. in.

(4.1to 5.5 kg./cm.2)

4.
5.
I Advance position

Advance position
1,200

1,800
to 2°

to
Use metering valve adjustment
screw to obtain this reading.

Metering valve adjustment as in

test 4. Shut-off lever fully closed.
Lock valve adjustment screw and
seal it using tool 18G 541.

6. I Backleakage 1,200 3 to 50 C.C. for 100 stroke

time cycle
Throttle lever fully closed.
-

7. Maximum fuel delivery 1,200 9.0 C.C. average. Adjust output by moving adjusting
Spread between lines not plate relative to drive plate with
to exceed 1.0 C.C. tool 18G 656. Tighten drive plate
screws to correct torque with tool
18G 655 A.
I

8. Fuel delivery check Average as test 7 minus This is a minimum delivery figure.
3.2 C.C.

9. 1 Cut-off operation
I Average delivery 0.8
maximum
C.C. Shut-off lever fully closed.

11.
I1 Throttle operation

Fuel delivery check 1,650

I1 Average delivery 1.0 C.C.
maximum

Record delivery
Throttle lever fully closed and anti-
stall screw unscrewed and locked.

12. Governor setting 1,850 Average delivery 1.8 C.C. Set throttle lever with maximum
maximum. No line to speed adjustment screw.
exceed 2.5 C.C. Lock stop screw.

13. Fuel delivery check 1,650 Average delivery as in This is a minimum figure. Throttle
test 1 1 minus 0.4 C.C. set as in test 12.
~ - ~~ - ~ ~~

14. Governor setting 1,850 Average delivery of 1-8 C.C. Set throttle with maximum speed
adjustment screw. Lock stop screw.

Adaptor 18G653 A (set at 30

atmospheres) connecting 18G 109A
to outlet 'V'. Apply fuel pressure,
rotatedrivehubwithtool 18G648A
(set at 86°) and mark pump flange
with scriber.

Ca.22 Taxi. Issue 7. 94241

 KEY TO THE DISTRIBUTOR-TYPE FUEL INJECTION PUMP COMPONENTS
No. Description No. Description No. Description
1. End plate. 44. Thrust sleeve. 86. Throttle shaft.
2. Locating pin. 45. Thrust washer. 87. Seal for throttle shaft.
3. Screw for end plate. 46. Drive shaft. 88. Dust cap for shaft.
4. Stud for end plate. 47. Drive shaft seal. 89. Nut for shaft.
5. Nut for stud. 48. Drive shaft screw. 90. Throttle arm.
6. Piston retaining spring. 49. Spring washer for screw. 91. Governor spring.
7. Regulating piston. 50. Support washer. 92. Guide for idling spring.
8. Regulating sleeve. 51. Drive hub. 93. Control cover.
9. Washer for sleeve. 52. Drive hub seal. 94. Adjusting screw.
10. Filter. 53. Quill shaft. 95. Washer for adjusting screw.
11. Regulating plug. 54. Pump housing. 96. Locknut for screw.
12. Regulating spring. 55. Gasket for control cover. 97. Locking sleeve.
13. Sleeve retaining spring. 56. Cover-plate. 98. Adaptor for sleeve.
14. Inlet connection. 57. Gasket for cover-plate. 99. Vent screw.
15. Washer for inlet connection. 58. Screw for cover-plate. 100. Vent screw body.
16. Transfer pump rotor. 59. Washer for screw (shakeproof). 101. Washer for vent screw body.
17. Transfer pump blade. 60. Drain connection. 102. Adjustment screw for metering valve.
18. Transfer pump liner. 61. Washer for connection. 103. Washer for nut.
19. Transfer pump seal. 62. Governor arm. 104. Locknut.
20. Hydraulic head and rotor assembly. 63. Spring for governor arm. 105. Sealing cap.
21. Rotor plug. 64. Keep plate. 106. Automatic advance device housing and piston.
22. Washer for plug. 65. Tab washer. 107. Gasket for housing.
23. Hydraulic head seal. 66. Control bracket. 108. Stud for housing.
24. Banjo pipe. 67. Screw for bracket. 109. Cap nut for stud.
25. Bolt for banjo pipe. 68. Tab washer for screw. 110. Washer for cap nut.
26. Washer for bolt. 69. Stud for control cover. 111. Cam advance screw.
27. Fuel feed pipe connection. 70. Nut for stud. 112. Piston plug.
28. Olive for fuel feed pipe. 71. Washer for stud. 113. Seal for plug.
29. Hydraulic head locking screw. 72. Linkage nut. 114. Piston spring cap.
30. Washer for screw. 73. Pivot ball washer. 115. Seal for cap.
31. Hydraulic head vent screw assembly. 74. Linkage washer. 116. Screw for cap.
32. Vented locking screw for hydraulic head. 75. Linkage hook. 117. Washer for screw.
33. Vent screw. 76. Linkage spring. 118. Head locating bolt.
34. Adjusting plate (bottom). 77. Spring retainer. 119. Slide washer.
35. Roller shoe. 78. Metering valve. 120. Maximum advance stop.
36. Roller 79. Shut-off bar. 121. Spring for stop.
37. Adjusting plate (top). 80. Shut-off Shaft. 122. Shim washer for spring.
38. Drive plate. 81. Seal for shut-off shaft. 123. Washer for head locating bolt.
39. Drive plate screw. 82. Shut-off lever. 124. Joint washer for pump mounting flange.
40. Cam ring. 83. Dust cap for shaft. 125. Washer for nut.
41. Locating circlip for cam ring. 84. Washer for shaft. 126. Nut for injection pump mounting bolt.
42. Governor weight. 85. Nut for shaft. 127. Idling spring.
43. Retainer for governor weights.