Lesson 1 PERFORM DIESEL ENGINE TUNE-UP

Upon completion of this module you should be able to.

 Set and install injection pump to engine

 Inspect injection timing
 Bleed injection system components
 Conduct compression testing

Introduction

The purpose of diesel engine is to convert diesel fuel into motion so that the vehicle can
move. Currently the easiest way to create motion from diesel engine is to burn the fuel inside
the engine cylinder. Therefore the diesel engine is INTERNAL COMBUSTION ENGINE
burning of fuel takes place internally.

In this module you will identify diesel engine troubles and perform up. You `12 diesel
engine troubles and perform up. You will performing activities to develop your skill in setting
and installing injection pump to engine, inspecting injection timing, bleeding injection system
components and conducting compression testing.

You will also review underpinning knowledge such as the types of lubricant and fluids
automotive system, equipment safety requirements, relevant company policies; personal safety
requirements, manual handling techniques; cleaning method and materials ; principle operation
servicing inspection checklist and work values

HISTORY OF DIESEL ENGINE

The diesel engine is a type of internal combustion engine that was invented by Rudolf diesel.
He received a patent for the diesel engine in 1892 and the primary goal was create an efficient
alternative to Gas engine.

Both gasoline engine and diesel engine work by creating a controlled explosion in a sealed
piston chamber. The small explosion rapidly moves the piston which in turn rotates the output
shaft. In a gasoline engine, a mixture of gasoline fuel and air are injected in the combustion
chamber and then ignited with a spark create by the spark plug in the presence of ignition
system. A diesel engine, on the other hand, does not rely on spark plug to ignite the mixture.
Fuel is forced into the chamber and the high pressure generates enough heat to ignite the fuel
/air mixture.

Some diesel engine rely on glow plug to heat the chamber to minimize the amount of
pressure required for the engine to turn. Without such added heat source, the pressure required
to achieve ignition (especially when the engine cold) would be prohibitively high.
 Diesel engine required diesel fuel for the combustion process to function properly. Diesel fuel
is cheaper than regular gasoline because less refining is required. In addition, diesel engines are
more efficient and therefor diesel car get better mileage than their gasoline counter parts.

Diesel engine

Diesel Engine are similar to spark ignition engine in construction. Both have piston,
with piston runs, moving up and down in the cylinders, both burns fuel in combustion chambers
in the upper part of the cylinders. The high pressure produced by the burning fuel pushes the
piston down. This rotates the crankshaft and the rotary motion is carried Trough shaft and gears
to drive wheels.

DIESEL ENGINE OPERATION

The burnt gas most be removed periodically and fresh air drawn into the cylinder, this done by
the piston as is continually reciprocates in the cylinder. The process of drawing air into the
cylinder, compressing it, and burning fuel and removing burnt gas from the cylinder is called
engine cycle.
In some engine each cycle consist of two piston stroke, such engine called two stroke cycle
engine or simply two stroke engine. The crankshaft turns once while the piston completes the
two piston stroke the compression stroke, and the power stroke. In other engines each cycle
consist of four pistons strokes this are called four stroke cycle engine. The crankshaft turns
twice while the piston completes the four piston strokes, the intake stroke, compression stroke,
power stroke and the exhaust stroke in each cycle. All toyota engine.mitsubishi engine, isuzu
engine, honda, ford engine, chevrolet engine powereed by four stroke engine.

1. Induction or INTAKE STROKE- The diesel engine takes air alone in the cylinder,
during which the intake valve open while the piston moving down in the cylinder.
2. COMNPRESSION STROKE- The upward movement of thepiston compresses air alone,
both the temperature and pressure of air increases.
3. POWER STROKE- A light oil called diesel fuel is sprayed or injected in atomized
form into the compressed and hot air. The heat of compression ignites the fuel.
4. Exhaust stroke- The exhaust is the same for both engines. The exhaust valve opens and
the burned gases flow out as the piston up in the cylinder.

DIESEL ENGINE CHARACTERISTIC

The diesel engine has the following characteristics;

 1. No throttle valve( except some engines with the pneumatic governor)
2. Compresses only air on the compression stroke
3. Heat of compression ignites fuel as it spray into the engine cylinders.
4. Has a high compression ratio of 16:1 to 22:1
5. Controls engine speed and power only by the amount of fuel sprayed into the cylinder.
More fuel equals more power.
6. Have glow plugs or an electric intake manifold heater to make starting easier.

Diesel fuel

Diesel engines burn diesel fuel oil. It is a light oil made from crude oil by the same refining
process that produces gasoline. The oil must have the proper viscosity, volatility, and cetane
number for use as a diesel fuel.

1. Volatility- this is a measure of how a liquid easy to evaporates. Gasoline vaporizes

easily. It has ahigh volatility. Diesel fuel has a low volatility. It boils at a temperature of
about 700°F(371 degrees celcius). There are two grades of diesel fuel for automotive
diesel engines, number 1 and number 2. Number 1 diesel is more volatile, is used where
temperature is very low. The number 2 diesel is the recommended fuel in most
automotive engines for most driving conditions. The less volatile fuel usually has higher
heating value. When it burns, more energy is available tha from a fuel with higher
volatility.
2. Viscosity- This refers to liquids resistance to flow. The lower the viscosity more easily
the liquid to flows. Diesel fuel must have relative low viscosity. It must flow through the
fuel system lines and spray into the engine cylinder with little resistance. Oil with high
viscosity will not break into fine particles when sprayed. Large particles burn slowly
resulting in poor performance. If viscosity is too low, the oil not lubricate the moving
parts in the injection pump and injection nozzle. Damage may results. Number 2 diesel
has the right viscosity so it will flow and spray properly at low temperatures. The
owners manuals gives the proper fuel or blend to use for the conditions.

CETANE NUMBER

The
. cetane number refers to the ease with which diesel fuel
ignites. A high cetane number means this is fast burning and
ignites easily at a relative low temperature. A low cetane
number means the fuel is slower burning and requires a higher
temperature to ignite.

Diesel fuel with alow cetane number takes a little longer to

Functions of Diesel engine fuel system

1. Deliver the right amount of fuel to meet the operating requirements.

2. Time the opening of the injection nozzles so the fuel enters the engine cylinder at the
proper instant. As the engine speed increases, fuel injection must start earlier. This
gives the fuel enough time to burn and produces pressure on the pistons. Without the
advance, the piston would be over TDC and moving down before the fuel fully ignites.
3. Deliver the fuel to the cylinder under high pressure. Injection pressure must be high
enough to overcome the high compression pressure in the diesel engine. At the end of
the compression stroke, compression pressure may be500 psi (3447kPa) or higher.

Diesel fuel system ( rotary injection pump)

Diesel fuel injection system ( In-line injection pump)

Cleaning diesel fuel

Diesel fuel must be clean. Water or dirt in the fuel means trouble. Tiny particles can clog the
injection nozzles and cause them to fail. Water can rust fuel-pump and injection nozzles parts.

1. Water in the fuel, diesel fuel oil absorb water freely. Many vehicles have a water
detector located in fuel tank. Water sink to the bottom of the tank, fuel float on top.
When enough water gathered at the bottom of the tank 1 to2 gallons the water completes
an electric circuit. This turn on a warning light on the instrument panel. To remove the
water, removed the fuel tank cap. Connect a pump or siphon to the tank fuel return hose.
Pump or siphon until water is remove and diesel fuel start coming out. Reconnect the
return hose and reinstall the fuel tank cap. Vehicle without an in tank water detector
usually have a fuel conditioner. The combination of fuel filter, fuel heater, and water
separator. The fuel flows through and any water settles to the bottom. Drain the water by
turning the nut at the bottom of the unit. This open the drain valve. The fuel heater helps
prevent wax forming in the fuel during cold weather.
2. Fuel pick up by pass valve. The fuel pick up assembly includes a by- pass valve. It
allows fuel to pass if the pick-up filter becomes block or plugged with wax during
temperature below 20 degrees Fahrenheit.

FUEL FILTER

Information sheet LO 1- Set and install injection pump

 At the end of this learning activity you should be able to set and install injection pump.

LEARNING ACTIVITIES;

Activity#1; SETTING AND INSTALLING OF INJECTION PUMP TO ENGINE

A. Read information sheet LO1-1

B. Perform the installation of injection pump
C. Answer the self- check LO1-1

INFORMATION SHEET LO-1-1 DIESEL FUEL INJECTION PUMP

DIESEL FUEL IJECTION PUMP

How does injection pump work on a diesel?

An Injection Pump is the device that pumps diesel (as the fuel) into the cylinders of
a diesel engine. It rotates at half crankshaft speed in a conventional four-stroke diesel engine. Its
timing is such that the fuel is injected only very slightly before top dead center of that cylinder's
compression stroke.

Automotive diesel engine use two types of injection pump. One is an inline cam
operated pump. It has a plunger before each engine cylinder. The other is rotary or distributor
type pump. One or two plungers supply the fuel for all injection nozzles.

In-line injection pump

An injection line or tube connects each barrel and a plunger assy. To injection nozzles.
The construction of the barrel and plunger assembly is shown in figure LO1-2. Low pressure
fuel from the fuel supply pump flows to the inlet port. The amount of fuel injected is varied by
varying the effective stroke of the plunger the control rod connects by linkage through the
accelerator as the driver depresses the pedal, linkage causes the control rod to move this turn the
plunger in its barrel, turning the plunger for more fuel to rotates the helix so the wider section
faces the inlet port. This closes the port for a longer time increasing the effective stroke of the
plunger. Then fuel deliver begins, when the top egde of the plunger closes off the inlet port.
Fuel delivery is stop when the helix opens the inlet port.

Figure LO 1-3 Effects of plunger rotation on fuel delivery.

Rotary –Distributor Injection pump

These types of pumps have only one fuel-metering plunger. A spinning rotor makes a hydraulic
connection with the different ports on the distributor head, somewhat similar to the way a
distributor works on a gasoline engine. Benefits of a rotary-style pump with only one plunger
are all the shots of fuel are exactly the same, and it makes for a smaller overall package. Also,
distributor-style pumps have less moving parts compared to inline pumps. Two examples of
mechanical rotary pumps are the Stan dyne DB2 and the Bosch VE. The Stan dyne DB2
produces 6,700 psi of pressure, while the Bosch VE produces 17,000 psi
Distributor pump fuel system
RotaryDistributor injection pump

Figure LO-1-4 This pump

Has a rotor that sends fuel
to the injection nozzles in
the engine cylinder as it rotate.

Distributor-pump Controls

The distributor has two controls One controls timing and the other
The amount of fuel injected. The timing device connects to the to internal cam ring. This is the
cam on which the rollers roll. As the engine speed increases, the cam ring moves ahead. This
causes the move out and earlier advancing the start of injection.
the start of injection.

DIESEL ENGINE GOVERNOR

What is engine governor?

The principal control device on any engine is the governor. It governs or controls the engine
speed at some fixed value while power output changes to meet demand. This is achieved by the
governor automatically adjusting the engine fuel pump settings to meet the desired load at

Mechanical Governor

A flyweight assembly is used to detect engine speed. Two flyweights are fitted to a plate or ball
head which rotates about a vertical axis driven by a gear wheel . The action of centrifugal force
throws the weights outwards; this lifts the vertical spindle and compresses the spring until an
equilibrium situation is reached. The equilibrium position or set speed may be changed by the
speed selector which alters the spring compression.

Speed increases the vertical spindle rises, the piston valve rises and oil is drained from the
power piston which results in a fuel control movement. This reduces fuelsupply to the engine
and slows it down. I the engine speed increases the weights move outwards and raise the
spindle; a speed decrease will lower the spindle. The hydraulic unit is connected to this vertical
spindle and acts as a power source.

PNEUMATIC GOVERNOR
 Pneumatic or flap valve governor used to regulates fuel injection of an internal
combustion. Pneumatic governor are all speed types. Its control the whole speed range of an
engine. These types of governor work upon the principle of the venture effects. They responsive
to the velocity of air in the intake manifold of the engine.

CONSTRUCTION OF PNEUMATIC GOVERNOR

The pneumatic governor has two main parts, A venture section connected to air intake
manifold-this section senses the air flow velocity and creates vacuum according to the velocity
of air. It contains the butterfly valve that connected to the accelerator pedal. A diaphragm unit
mounted on fuel injection line-diaphragm unit mounted on end of the fuel pump can control the
fuel supply according to the increase or decrease of vacuum produces by venture unit. The
diaphragm has a spring on one side; a control rod is connected to other side.

HOW PNEUMATIC GOVERNOR WORK

The velocity of the air flow in the intake manifold o0f an engine is a function of engine
speed. When the engine is stationary, the spring pushes against the diaphragm, and it keeps fuel
supply completely open (maximum fuel supply position). When engine running the position of
the diaphragm and then fuel supply are determined by the vacuum create.

When the engine load decreases, the engine speed increases. The faster the engine speed,
the greater the intake air, that also increase in the vacuum produces by venture section mounted
on the intake manifolds. The vacuum created in the venture section pulled the diaphragm and
the control rod. In then shut off the fuel supply. The decrease in fuel supply eventually
decreases the speed of the engine.

When the load on an engine decreases, intake air velocity also decreases. That results in
decreasing the vacuum produces by the venture effect. The membrane on the fuel line move
according to the resultant vacuum and then increases the fuel supply. The increase in fuel
supply also increases the engine speed.

In the case of motor vehicle when the accelerator pedal pressed the butterfly valve opens and
allows more air flow through it. However, it decreases the air flow through the auxiliary venture
unit that controls fuel supply( results more fuel supply),similarly releasing accelerator close
butterfly valve, but increases air flow through the venture unit( results decrease fuel supply)
VE MECHANICAL GOVERNOR

Flyweight Assembly

Almost all types of governors are fitted with a flyweight assembly. Two or Four
flyweights are mounted on a rotating ball head that is driven directly by the engine shaft, using a
gear drive assembly. The rotation of the ball heads creates a centrifugal force that acts on the
flyweights of the assembly and causes them to move outward, away from their axis of rotation.
As the speed of rotation is increased and the degree of outward movement of the flyweights also
increases, and vice versa and hence the movement of the flyweights depends on the engine
speed.

A spring is installed to counter acts the centrifugal force generated on the flyweights and forces
them towards their initial position. This spring is known as the speeder spring. The position of the
flyweights and their outward movement is transmitted to a spindle (this may be done through a collar),
which is free to move in a reciprocating fashion. The
movement of this spindle, which forms the control sleeve,
actuates a linkage to the fuel pump control and ultimately
controls the amount of fuel injection.

FUEL INJECTOR

Introduction

Design of the diesel fuel injector nozzle is critical to

the performance and emissions of modern diesel
engines. Some of the important injector nozzle design
parameters include details of the injector seat, the injector sac and nozzle hole size and shape.
These features not only affect the combustion characteristics of the diesel engine, they can also
affect the stability of the emissions and performance over the lifetime of the engine and the
mechanical durability of the injector.

Figure LO1-5 show the typical injection

nozzle. A spring holds the needle valve
or nozzle valve closed until the high injection pressure is applied through the injection pipe.
This forces the valve off its seat so fuel spray out into the cylinder. The instant pressure drops,
the spring reseat the valve and fuel injection stops.

TYPE OF FUEL INJECTION NOZZLES

DIRECT AND INDIRECT

INJECTION System
Direct injection system

In a direct
injection system, the fuel is injected directly into the combustion
chamber above the pistons. As shown below.
Indirect injection system

In a in-direct injection system, the fuel is injected into the pre-combustion chamber. The fuel is
ignites in the pre-combustion chamber and stream out into the main chamber.
Pre-combustion chamber
This chamber is located at the cylinder head and is connected to the engine cylinder by small
holes. It occupies 40% of the total cylinder volume. During the compression stroke, air from the
main cylinder enters the pre-combustion chamber. At this moment, fuel is injected into the pre-
combustion chamber and combustion begins. Pressure increases and the fuel droplets are forced
through the small holes into the main cylinder, resulting in a very good mix of the fuel and air.
The bulk of the combustion actually takes place in the main cylinder. This type of combustion
chamber has multi-fuel capability because the temperature of the pre-chamber vaporizes the fuel
before the main combustion event occur.

Self-check LO1-1
Direction:Select the best answer
1. Technician A say that the diesel engine compresses air alone on the compression stroke.
Technician B says the fuel is ignited by the heat of compression. Who is right?
a. A only
b. B only
 c. Both A and B
d. Neither A nor B
2. All the following are true about diesel engine EXCEPT
a. No throttle valve
b. High compression ratio
c. Speed and power controlled by quantity of fuel injected
d. Spark plugs makes starting easier
3. Technician A sasys cetane number is the same as octane rating. Technician B says
cetane number ist the opposite of octrane rating. Who is right?
a. A only
b. B only
c. Both A and B
d. Neither A nor B
4. The distributor injection pump has
a. A rotor that sends fuel to the injection nozzles
b. A barrel and plunger assembly for each cylinder
c. A helix cut in each plunger
d. A control rod attached to the accelerator pedal
5. All the following are through about governors EXCEPT
a. A throttle valve in the air intake indicates a pneumatic governor
b. Moving the accelerator pedal changes the setting of governor
c. Air –fuel ratio at full load is about 20:1
d. All automotive diesel engine use a constant speed governor
6. The purpose of glow plug is to
a. Control engine speed
b. Provide sparks to ignites the compressed air fuel mixture
c. Warm the fuel
d. Add heat to the pre-combustion chamber
7. Warming the fuel with a fuel heater reduces the possibility that
a. wax in the fuel will pluged the filter
b. the glow plug will overheat
c. the coolant will freeze
d. the engine will start
8. all the following are true about servicing injection lines EXCEPT
a. cap all lines to prevent dirt from entering
b. wrap a shop towel around the connection to absorb leraking fuel
c. a kinked line can be straightened and reused
d. new lines are performed
JOBSHEET LO-1-0 Setting and Installing Injection pump to engine
LEARNING OUTCOME #1
At the end of this learning activity you should be able to set and install injection pump to
engine.
TOOLS, EQUIPMENT, AND MATERIALS
 Injection pump
 Service manual
 Flat screw driver
 Set of socket wrench
 Torque wrench
 Barring tool
 Marking tool
 Silicon sealer
 Optical tachometer
LERANING ACTIVITIES:
Activity# 1 Setting and installing injection pump to engine
a. Read info sheet LO1-1, and answer these questions.
 What is the purposed of injection pump in a diesel engine?
 What are the function of injection nozzles?
b. Perform the injection pump installing in the presence of your teacher.
c. Answer self-check LO1-1

An injection pump is a device that supplies fuel under pressure to the injector of a fuel injection
system.
Before removing a injection pump, rotate the engine on its correct direction of rotation until
both valves on No. 1 cylinder close and the timing mark on the harmonic balancer or crank
shaft pulley aligns with its pointer. This procedure indexes pump-gear timing marks for easy
assembly. If the same pump is reinstalled, the reference marks on the pump body and flange
should be valid.

REMOVING THE INJECTION PUMP

 Label the vacuum hose and disconnect from the injection pump.
 Loosen the fuel filter bolts and remove the one connected to the injection pump.
 Remove the delivery valve pipes connected to the injection pump delivery valves and
injection nozzles.
 Loosen the bolts on the injection pump cover. These bolts also hold the injection
pump.
 Hold and support the injection pump while removing the bolts.
 Pull out the injection pump from the co0ver

SET THE INJECTION TIMING

 Remove the timing mark cover
 Find the mark on camshaft gear ‘ZZ’ and injection pump gear ‘Z’
 Install the injection pump and aligned the timing mark of injection pump and the
camshaft gear.
 Inspect the position of injection pump gear timing mark. It must be between the
camshaft gear timing marks.
 Install the bolt holding on injection pump and tighten.
 Return the timing mark cover.
SELF-CHECK LO1-2
DIRECTION; Identify the following.

1. a. filter element
b. filter housing
c. injection nozzle
d. fuel injector

2.
a. injection pipe
b. injection pump
c. injection nozzle
d. injector

3.

a. injection pipe
. b. injection pump
c. injection nozzle
d.injector

4.

a. fuel filter
b. air filter
c. fuel filter element
d. fuel injector

5. a. fuel injection nozzle

b. fuel injection line
c. fuel injection pump
d. fuel injection pipe
ASSESSMENT TASK:

These assessment tasks should be completed when you are confident that you can set and install
injection pump to the engine. Assessment need to conform t5o the rules of evidence. Therefore:

 You need to participate and complete the learning activities

 You will demonstrate the task to the required standard
 You will answer oral and written question
 You will complete the assessment tool

OBSERVATION CHECKLIST:

Trainers check
Self-check Component competent Not yet
competent
Types and functions of different injection pump are
explain
Methods for setting and installing the injection
pump are discussed
Engine is adjusted to TDC
Bolts are properly tightened to proper torque.
Checking and adjustment are performed
Tools are properly used and stored
Work area is cleaned.

LEARNING OUTCOME 2: Inspect injection timing

At the end of this learning activity you should be able to inspect injection timing of diesel
engine.

ASSESSMENT CRITERIA:
  Inspect pump timing device is used without error.
 Injection pump timing results is interpreted correctly.
 Advance timing is checked

LEARNING EXPERIENCES:

Learning outcome#2: Inspect injection timing

1. identify the parts of injection pump  Read the information sheet LO2-1
injection pump.
2. Adjust the timing of fuel injection pump.  Follow the procedures in operation
sheet LO2 Timing the fuel injection
pump

TOOLS , EQUIPMENT AND MATERIALS;

 Running condition diesel engine

 Engine / vehicle service manual
 Set of socket wrench
LEARNING ACTIVITIES;

a. Reade information sheet LO2-2 and perform the following.

 Inspect injection timing of diesel engine

 Interpret results of injection pump timing
b. Check the advance timing of diesel engine.

INFORMATION SHEET LO#2 Inspect injection timing

A. fuel from the injection pump must be injected at particular crankshaft angle before top dead
center (BTDC) of the compression stroke of the piston. When injection timing for the no.1
cylinder of the engine is set at 14 degrees BTDC, for example, the injection pump is adjusted
correctly, if the plunger in the no.1 pump element rises and closes off the feed hole of the
cylinder at that position fuel is start of injection.
 SETTING OF INJECTION TIMING

Plunger closes feed hole/ port

B. The fuel pumping start timing of the plunger varies depending upon the pre-stroke of the
plungers, That is the stroke from the time it is pushed by the cam of the camshaft via tappet
until the time it closes the port/feed hole. In order to obtain the correct injection timing, the pre-
stroke of the no.1 should be set to the standard value shown in the repai
 Plunger at BDC ( A)

Reference
The injection timing of 14 degrees BTDC does not refer to the
exact timing at which fuel is actually injected from the injection
nozzle into the combustion chamber: fuel is actually injected
when its pressure rises enough to push up both the delivery valve
and injection nozzle and this crankshaft angle occurs after 14
degrees BTDC.
If the injection timing is to early or late, it will cause knocking or
reduce engine power, as in the case of gasoline engine with
improper ignition timing.

B-1 PRE-STROKE

AS explained in the section, the pre-stroke varies depending upon the shape of cam, dimensional
tolerance of the tappet, roller and plunger and wear of any parts.

For this reason, shim of an appropriate thickness can be insert between the tappet and the spring seat
to allow the pre-stroke to be freely adjusted.
Whenever an injection pump is dis-assembled, therefore, the pre-stroke must be corrected as explain
below.
PRE-STROKE TOO SMALL

Injection occurs too early because t5he plunger is pushed up too early by the cam.
When the camshaft turns further and the cam pushes the plunger up to TDC, the clearance’” L”
between the driving face of the plunger and the bottom of the pump cylinder becomes smaller.
 PRE-STROKE ADJUSTMENT

This clearance (L) is called the tappet clearance. If the tappet clearance is too small, the driving face of
the plunger will strike the pump housing maybe damaged.
After the pre stroke has been adjusted, you must ensure there is a minimum tappet clearance.

PRE-STROKE TOO LOARGE

If the pre-stroke is too large, it will delay the timing with which the plunger closes the feed hole. This
will delay the injection as a result. Further mko0re, this will reduce the effective injection stroke of the
plunger, and an insufficient amount of fuel will be pumped out.

IMPORTANT
The pre-stroke must be measured and
adjust very accurately. If the injection
intervals are not adjusted properly,
combustion will not occur at constant
intervals. This will cause unstable
engine operation.

OPERATION SHEET LO2-1 INJECTION TIMING ADJUSTMENT

( In-line type injection pump)

As is the case with ignition timing of the gasoline engine, injection timing o0f diesel engine is
very important factor in obtaining efficient combustion of the fuel.
If an injection pump is replace, the injection timing of the new pump must be adjusted as
follows.

A. fit the new injection pump to the engine temporarily, following the installation procedure
written in the repair manual. Be sure to align the match mark on the pump with that on the
engine.
B. Bleed air from the fuel line.
C. Remove the injection pipe from the no.1 cylinder of the injection pump, and fit an inspection
pipe to the no.1 delivery valve holder.
NOTE: An inspection pipe can be made from an injection pipe approximately (70 mm.)
D. Crank the engine until fuel pushes out from the inspection pipe.
E. Wipe extra fuel off from the tip of inspection pipe (fig. A below) so that the surface of fuel is
flush with the pipe tip (fig. b below).

F. Turn the crankshaft slowly in the normal direction of rotation using wrench, until the surface
of the fuel just begins to bulge
outward at the pipe tip (fig. C above).
The injection timing is correct if
the pointer points to the timing
mark on the crank shaft pulley
for example (14 degrees
BTDC) at this time.
G. If the injection timing is retarded or advance in comparison with the specified degrees of
injection timing, the injection pump must be tilt toward or away from the engine to obtain the
correct injection timing.
H. After the injection pump position has been adjusted, return to the step D above and recheck
the injection timing.

RECHECKING OF INJECTION TIMING

(Pump installed to engine using spill method)

A. Bring Engine no.1 piston on compression stroke, then align the timing pointer to the
crankshaft pulley mark TDC.
B. Injection pump:
 Remove delivery valve of no.1 pumping element, then install the delivery valve
holder, connect inspection pipe to the delivery valve holder.
 Control lever set at maximum fuel delivery.
 Turn engine crankshaft at 45 degrees against the correct direction of rotation.
 Connect gravity type fuel supply tank to injection pump, fuel must flow out on the
inspection pipe freely.
 Turn engine crankshaft to the correct direction of rotation until fuel just stop to drop
out on inspection pipe.
 Check the timing pointer and the degrees of injection timing if they are aligned, the
injection timing is correct, if not.
 Align the degrees of injection timing to the timing pointer, then loosen the four nut
holding on injection pump.
 Tilt toward or away the Injection pump to obtain the correct injection timing.
 Tighten the four holding nut of injection pump.
 ADJUSTMENT OF INJECTION TIMING
( VE-Injection pump)
1. Install SST and dial indicator
 Remove the plug bolt from the
 Distributive head of injection pump.
 Install the SST and a dial indicator
to the plug bolt hole of the distributive
Head plug.
2. Set no.1 or no.4 to about 20-30 degrees
BTDC/ compression stroke.
 Turn the crankshaft pulley coun-
Ter clockwise so that the pulley mark
Away from the timing pointer.

3. (w/ ACSD)Release ACSD advance

 Using a screw driver, turn the cold
Starting lever approx.. 20 degrees
 Put metal block between the cold
Starting lever and the thermo wax
Plunger.
ACSD- Automatic cold starting device.

4. ADJUST INJECTON TIMING

 Set the dial indicator to 0 mm.(0 in.)
 Recheck to see that the dial indicator
remain at 0 mm. while slightly rotating the
crankshaft counter clockwise or clockwise.

5. slowly rotate the crankshaft pulley clockwise

Until pulley groove is aligned with the timing pointer
6. Measure the plunger stroke.
Plunger stroke;
w/ ACSD- 0.54-0.66mm
w/ out ACSD-0.84-0.96mm

7. Loosen the following nuts and bolts

 Four union nuts of injection pipes
 Two bolts on injection pump.
 Two nuts holding injection pump to
 timing belt.

8. Adjust the plunger stroke by tilting the

injection body slightly. If the stroke is less
than specified, tilt the pump toward
the engine, If the stroke is greater than specified,
tilt the pump away from the engine.

9. Tighten all the nuts, and bolts holding the injection pump
and remove the dial indicator and SST.

TABLE LO2-1; DIESEL FUEL INJECTION SYSTEM TROUBLES AND

DIAGNOSIS CHART
Complaint Possible causes Check or correction
1. Engine crank normaly but  incorrect or dirty fuel Flush system/ use correct fuel
will not start  no fuel in the injection Check fuel tank
system
 air present in the injection Bleed the injection system
system
 glow plugs not operated Check glow plugs
 injection pump timing off time

2. Engine start but stall on  Fuel low in tank Refill tank

idle  Incorrect fuel or dirty fuel Flush the system
 Idle setting very low
  Limited fuel Reset idle
 Improper Injection timing Check fuel
Retime injection
3. Rough idle, no abnormal  Incorrect idle setting Adjust idle
noise/ smoke  Injection line leaks Fix leaks
 Fuel supply pump problem Check/ replace if necessary
 Uneven fuel distribution to
nozzles Check injection nozzles
 Wrong type of fuel
Use correct fuel
4. rough idle with abnormal  Improper injection timing Retime injection
noise/ smoke  Defective injection nozzles
Check injection nozzles
5. idle okay but misfires as  Plugged fuel filter Replace filter
throttle open  Injection timing off Retime injection
 Incorrect fuel use Flush the system and use correct
fuel
6. noise from one or more  Air in the fuel system Bleed the system
cylinders  Nozzle sticking open Replace defective nozzle
position

7. combustion noise with  Injection timing incorrect Reset timing

excessive black smoke  Injection pump trouble Repair
 Nozzle stick at open Replace defective nozzle
position

ASSESSMENT TASKS

These Assessment tasks should be completed when you are confident that you can check/ replace
fuel filter and cleaner. Assessment needs to conform to the rules of evidence. Therefore:
 You will need to participate and complete the learning activity.
 You will demonstrate tasks to the standard.
 You will answer oral and written questions
 You will complete the assessment tool

OBSERVATION CHECKLIST:
Self-
check component Trainer’s check
Not yet
competent competent
Results of injection timing are reported to
instructor
 Advance timing is checked
Engine components are cleaned
Tools are properly used andstored
Work area is cleaned

LEARNING OUTCOME #3 BLEED INJECTION SYSTEM COMPONENTS

ASSESSMENT CRITERIA
 Fuel level, line leakage andfuel strainer or filter are checked
 Air lock in the system is determined without error
 Bleeder screw and prime pump is determined and used properl
 Procedures on bleeding injection system are followed guide by the service manual.

What does it mean to bleed the fuel

system’ on diesel engine, if it runs out
fuel?

If the diesel engine runs out of fuel air will enter into the fuel lines and fuel injectors because
the fuel pump is no longer pumping fuel but air is all that remains in the fuel tank. Once you fill
the fuel tank with diesel fuel you need to remove the air bubbles from the fuel lines/fuel
injectors, a process known as “bleeding the system.

LEARNING EXPERIENCE

Learning activities Instruction

1. Perform bleeding of diesel engine  Follow the procedures in operation

components with the presence of your teacher sheet LO3-1 “ bleeding the fuel system

2. check your knowledge and skill in this  Complete the assessment task.
learning outcome

Activity #1 Bleeding injection system components

 Read job sheet LO3-1, and then perform the activity in the presence of your teacher.
 Check your knowledge of this learning outcome by completing the assessment tasks.
It will be necessary to bleed the fuel system to achieve a steady air free flow of fuel if any of the
following have occurred

1. Running out fuel.

2. If fuel shut off valve is left closed and engine runs out of fuel.
3. Replacing fuel filter
4. Fuel injector nozzle or injection pump repair.
5. After repairing or replacing any fuel lines.
6. Before putting back into service, if fuel system has been drained.
7. Replacement of electric or mechanical fuel pump.
8. Any time air is permitted to enter the fuel system.

INJECTION SYSTEM COMPONENTS BLEEDING PROCEDURES

Be sure to have some means available to catch or absorb any fuel escaping during the bleeding
process so that it will not accumulate in the engine compartment.

 Be sure there is sufficient supply of fuel in the fuel tank.

 Open the fuel shut off valve at the tank.
 Start the electric fuel pump- by turning the ignition key to “ON” position.
 Slowly loosen the air bleed plug on the fuel filter, letting air escape until an air free flow
of fuel is evidence.
 At this time, tighten the air bleed plug on the filter
 Slowly loosen the air bleed plug on the injection pump, letting air escape untilo an air
free flow of fuel is evidence. Units with a self- bleed return valve, open for short period
then start the engine, as soon as engine runs smooth close valve.
 At this time, tighten the air bleed on injection pump.
 The fuel system should now be properly bleed ready for operation.
Refer to starting instructions before attempting to start the engine after bleeding the system.
FUEL INJECTOR;

Fuel injectors should be removed and taken to a qualified diesel engine repair center to be tested
for leakage and spray pattern, if poor engine performance such as loss power, rough or uneven
running, sudden notice of dark exhaust smoke, or engine becomes hard to start.

REMOVING INJECTORS:
 Clean the area around the injectors before removing.
 Loosen nuts holding fuel lines to injection pump and injector nozzles and remove fuel
lines.
 Loosen nuts on return line adaptor and remove adapters.
 Remove injectors.
s
 Check to be sure contact surfaces and area around injectors clean.
 Replace injectors in the same cylinder from which they where removed.
  Torque required to properly seat the injectors will be between 43 and 58ft./lbs.
 Replace fuel return lines and secure nuts.
 Replace all fuel lines and all nuts.
 After all injectors, fuel lines and hoses have been replaced and are secured, the fuel
system will have to bleed.

The fuel injection pump has been set at the factory and should need adjustment. Any apparent
problem with the pump should be referred to a qualified diesel mechanic or to a Universal diesel
dealer as advised.

ASSESSMENT TASKS
These assessment tasks should be completed when you are confident that you can check/
replace fuel filter and air cleaner. Assessment needs to conform to the rules of evidence.
Therefore;
 You will need to participate and complete the learning activities.
 You will demonstrate tasks to the required standard.
 You will answer oral and written questions
 You will complete the assessment tools.

OBSERVATION CHECKLIST:

Trainer’s check
Self- Component
check Competent Not yet
competent
Fuel level, line leakage and fuel
strainer or filter are checked.
Air lock in the system is determined
without error.
Bleeder screw and prime pump is
determined and used properly.
Procedures on bleeding injection
system are followed guided by the
service manual.
Engine components are cleaned.
Tools are properly used and stored.
Work area is cleaned.

LEARNING OUTCOME# 4 CONDUCT COMPRESSION TESTING

ASSESSMENT CRITERIA
 Engine requirements in compression test is set and prepared.
 Read and interpret specific compression test results.
 Corresponding recommendation/ prescription is given based on test results.
LEARNING EXPERIENCE
Learning outcome #4; Conduct compression testing
1.Perform compression testing on a diesel Follow the procedures in operation sheet LO
engine with the presence of your teacher 4-1 ‘ conducting compression testing
2. check your knowledge and skill in this Complete the assessment tasks. Your trainer
learning outcome will guide you and check your progress from
each learning outcome component.

ACTUVITY # 1; Conduct compression testing

a. Read job sheet LO4-1 and then perform the activity in presence of your
teacher.
b. Interpret compression pressure testing results on actual engine and
recommend appropriate solutions to compression problems encountered.

JOB SHEET LO4-1 CONDUCT COMPRESSION TESTING

The cylinder compression tester measures thye ability of the cylinders to hold
compression while the starting motor cranks the engine. The compression tester is a pressure
gauge that measures the amount of pressure or compression, built in the cylinder during the
compression stroke. How will acylinder holds compression is an indication of the condition of
the piston, piston rings, cylinder wall, valves and head gasket.

COMPRESSION TESTING PROCEDURES ( DRY TEST)

Diesel engine standard compression pressure is about (427-500 psi)

1. Run the engine until the engine reach its normal operating temperature. Then stop engine
2. Loosen all the injector two to three turns and crank the engine about 5-10 seconds, this will
blowout any dirt around the base of fuel injector, remove all the injector.
3. Connect a pressure gauge to the cylinder injector hole/ port you want to test.
4. The throttle valve should be fully open.
5. Set the speed control to stop position.
6. Crank the engine until you go through 4 compression stroke. At each compression stroke the
gauge will pulse slightly. Be sure the battery is fully charge and the starter motor is in good
condition and crank the engine at normal speed ( about 100 rpm) may give erroneous results.
7. Check the pressure reading against the engine technical manual.

Note;
 the pressure reading is within the manufactures specification normal about (427 psi)
 Difference between cylinder is less than the amount of specified by the manufacturer’s
it is normal about 10psi.

Test results;
Cylinder to test #1 #2 #3 #4
Reading
Remarks
COMPRESSION TESTING ( WET TEST)

a. Put engine oil inside the engine cylinder to about 1-2 table spoon for the cylinder you want
test.
b. Throttle valve should be fully open for accurate results.
c. Connect the compression tester to the cylinder you want to test.
d. Crank engine until you go through 4 compression stroke.
e. Read the test results.

Note:
A. If the reading of last stroke is increases more than previous reading, the engine is need to be
general overhaul because the amount of oil pour inside the cylinder plugs the small leaks.
Example:
a. worn engine cylinder
b. defective piston
c. defective piston rings
B. If the reading is not change compared to the previous reading, the engine is need to be top
overhaul because the amount of oil pour inside the cylinder not enough to plug the leaks.
Example:
a. cylinder head bolts loose
b. defective cylinder head gasket
c. defective engine valves
d. defective valve seats.
e. broken or weak valve spring

Cylinder to test #1 #2 #3 #4
Reading
Remarks
Engine compression reading are usually considered normal if the lowest reading is 75 percent or
more of the highest.
Caution; Never perform a wet compression testing on a diesel engine. The heat of compression
could ignite the oil and damage the compression tester. Also, since oil not compressible, it could
fill the combustion chamber and create a hydrostatic lock. This prevent the crankshaft from
turning and may damage the engine.

ASSESSMENT TASKS:
 You will need to participate and complete the learning activities.
 You will demonstrate task to the required standard.
 You will answer oral and written questios.
 You will complete the assessment tool

OBSERVATION CHECKLIST:

Trainer’s check
 Self- component Not yet
check competent competent
Compression test is performed properly

Results of compression test is reported to

teacher
Engine components are cleaned

Tools are properly used and stored

Work area is cleaned