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. FOREWORD This program is designed to teach you the theories and procedures for setting injectors
.
FOREWORD
This
program
is
designed
to
teach
you
the
theories
and
procedures
for
setting
injectors
and
valves.
We've
used
an
NH/NT
engine
model
to
establish
the
two
most
cur-
rent
methods
of
overhead
adjustment.
We'll
drscuss
the
~
process
for
rdentifyrng
the
differences
between
PT
(type
D)
and
PT
(type
D)
Top
Stop
injectors.
You'll
see how
to
use the
injector
type
for
determining
the correct
ad-
justing
method
We
hope
this
program
provides
you
with
a
better
under-
standing
about
how
overhead
settings
affect
engine
life
and
performance
~
Produced
by:
J.
E.
Mobley
Distribution
Training
~
Copyright@
1983
Cummins
Engine
Company,
I nc
This program covers the most current in- jector and valve adjustment procedures for Cummins NH/NT engine
This
program
covers
the
most
current
in-
jector
and
valve
adjustment
procedures
for
Cummins
NH/NT
engine
models
with
PT
(type
D)
Top
Stop
or
non
Top
Stop
injectors.
  • Shown

to lated push rods, valve followers, parts. referred rocker valves levers, specific injectors, are as re-
to
lated
push
rods,
valve
followers,
parts.
referred
rocker
valves
levers,
specific
injectors,
are
as
re-
the
are
here
crossheads
and
commonly
The
overhead.
cam
train
  • theory

travel indicator plunger discuss method injector procedures setting (D.I.M. . using We'll and dial the the
travel
indicator
plunger
discuss
method
injector
procedures
setting
(D.I.M.
.
using
We'll
and
dial
the
the
for
)
Included is the recommended procedure for checking and adjusting crossheads. We'll discuss the effects of crosshead
Included
is
the
recommended
procedure
for
checking
and
adjusting
crossheads.
We'll
discuss
the
effects
of
crosshead
ad-
justment
related
to
valve
operation.
This program covers the most current in- jector and valve adjustment procedures for Cummins NH/NT engine
This program covers the most current in- jector and valve adjustment procedures for Cummins NH/NT engine
This program covers the most current in- jector and valve adjustment procedures for Cummins NH/NT engine
This program covers the most current in- jector and valve adjustment procedures for Cummins NH/NT engine
This is a Top Stop adjustment fixture (3375160). It's required to set Top Stop plunger travel,
This is a Top Stop adjustment fixture (3375160). It's required to set Top Stop plunger travel,
This is a Top Stop adjustment fixture (3375160). It's required to set Top Stop plunger travel,
This
is
a
Top
Stop
adjustment
fixture
(3375160).
It's
required
to
set
Top
Stop
plunger
travel,
and
to
torque
the
splined
locknut
to
55 ft.lbs.
The
plunger
travel
is
set
by
preloading
the
injector
spring
with
the
weighted
handle
at a prescribed
travel.
Plunger travel for Top Stop injectors cannot be set in the engine. Always use the adjustment
Plunger
travel
for
Top
Stop
injectors
cannot
be
set
in
the
engine.
Always
use
the
adjustment
fixture
(3375160)
to
set
Top
Stop
injector
plunger
travel.
Travel
is
changed
by
turning
the
adjusting
nut.
The
upward
travel
stops
when
the
sprin-g
washer
contacts
the
nut.
The
downward
travel
stop
is
the
injector
cup.
This program uses an NH/NT right-hand-rotation engirie, firing order 1-5-3-6-2-4. We'll fi rst explain piston movement
This
program
uses
an
NH/NT
right-hand-rotation
engirie,
firing
order
1-5-3-6-2-4.
We'll
fi rst
explain
piston
movement
relative to
cran kshaft
rotation
.
Understanding
the
relationship
of
the
crankshaft
to
firing
order
will
help
you
identify
injector
and
valve
adjustment
positions
.
Piston
movement
is
actuated
by
the
crankshaft
connecting
rod
journals.
The
two
upward
strokes
are
compression
and
exhaust,
the
downward
strokes
are
in-
take
and
power.
In
a
4
stroke
cycle
the
two
pistons
traveling
together
in
the
same
direction
are
called
companion
cyl-
inders.
2
9 Crankshaft firing order positions are identified by the valve set marks. They are located on
9
Crankshaft
firing
order
positions
are
identified
by
the
valve
set
marks.
They
are
located
on
the
accessory
drive
pulley.
When
it
is
rotated
in
the
di rec-
tion
of
cran kshaft
rotation,
any
"VS"
mark
A,
B,
or
C
may
be aligned
with
the
cast-in
pointer
on
the
gear
cover.
At
any
"VS"
mark
the
pistons
in
the
cylin-
ders
to
be
adjusted
are
moving
upward.
Note,
when
the
"TC"
or
top-center
mark
is
aligned,
cylinders
1
and
6
are
at
top-dead-center.
10.
Valve
set
marks
are
geometrically
spaced
in
accordance
with
the
connecting
rod
journals.
The
journals
and
marks
are
spaced
120°
apart.
This
spacing
ac-
counts
for
the
relationship
between
crank
angle
degrees
and
piston
travel
lo-
cations
.
~
11.
The
following
slides
will
help
you
more
thoroughly
understand
how
the
valve
set
marks
relate
to
cran
k
and
piston
posi-
tions.
When
the
accessory
drive
is
posi-
tioned
at
the
"A"
mark,
cylinders
1
and
6
have
traveled
900
on
their
downward
stroke.
Remember,
the
two
downward
strokes
are
intake
and
power.
12. With the "A" mark still at the pointer, cylinders 2 and 5 are 300 before-top-
12.
With
the
"A"
mark
still
at
the
pointer,
cylinders
2
and
5
are
300
before-top-
center
in
an
upward
stroke
position
.
Notice
the
cran kshaft
rod
jou rnals
for
cylinders
.2 and
5
relate
to
the
"8"
mark.
9 Crankshaft firing order positions are identified by the valve set marks. They are located on
9 Crankshaft firing order positions are identified by the valve set marks. They are located on
9 Crankshaft firing order positions are identified by the valve set marks. They are located on
9 Crankshaft firing order positions are identified by the valve set marks. They are located on
The " A ., mark is still aligned with the 13. pointer. At this time pistons
The " A ., mark is still aligned with the 13. pointer. At this time pistons
The " A ., mark is still aligned with the 13. pointer. At this time pistons
The " A ., mark is still aligned with the 13. pointer. At this time pistons
The " A ., mark is still aligned with the 13. pointer. At this time pistons
The
" A .,
mark
is
still
aligned
with
the
13.
pointer.
At
this
time
pistons
3
and
4
are
positioned 1500 before-top-center.
have just passed bottom-dead-center
They
be-
ginning
their
upward
strokes.
The
crankshaft
rod
journals
for
cylinders
3
and
4
relate
to
the
"C"
mark.
14.
Remember,
the
valve
set
marks,
A,
B,
and
C
relate
to
the
spacing
of
the
crank-
shaft
connecting
rod
jou rnals
.Each
set
of
cylinders
A,
B,
and
C
are
companion
cylinders.
When
any
"VS"
mark
is
aligned,
the
pistons
in
the
corresponding
cylinders
to
be
adjusted
are
moving
up-
ward.
This
circle
represents
a
crankshaft.
It
is
spaced
in
degrees
which
relate
to
the
4
cycles
of
piston
travel.
It
takes
two
revolutions
of
the
cran
kshaft,
or
720°,
to
complete
a
full
fuel
injection
cycle.
The
circles
are
incremented
to
the
2
up-
ward
strokes,
exhaust
and
compression
and
the
2
downward
strokes,
intake
and
power.
The "Vs" adjustment marks also serve as point locators for the camshaft. The in- jector and
The
"Vs"
adjustment
marks
also
serve
as
point
locators
for
the
camshaft.
The
in-
jector
and
valve
camshaft
lobes
have
def-
inite
surface
positions.
The
lobe
surfaces
are:
INJECTOR
VALVE
.Inner
Base
.Closing
Ramp
.I
njection
Ramp
.Base
Ci
rcle
.Cam
Nose
.Opening
Ramp
.Outer
Base
.Pea
k
Lift
.Retraction
Ramp
17. Like the relationship of the "V5" marks to the crankshaft rod journals, these marks relate
17.
Like
the
relationship
of
the
"V5"
marks
to
the
crankshaft
rod
journals,
these
marks
relate
in
the
same
manner
to
the
injector
and
valve
lobes.
It
takes
two
crank
revolutions
to
equal
one
camshaft
revolution
(3600).
The
marks
on
the
ac-
cessory
drive
indicate
the
points
on
the
cam
lobes
where
the
roller
must
be
posi-
tioned
to
ensure
correct
overhead
adjustments.
18. When properly aligned, the "VS" marks locate the correct camshaft position that is requi red
18.
When
properly
aligned,
the
"VS"
marks
locate
the
correct
camshaft
position
that
is
requi
red
for
making
injector
and
valve
adjustments
for
all
Cummins
methods.
Cummins
NH/NT
models
produced
prior
to
1971,
and
small
vees
will
require
the
torque
method
of
overhead
set ti ng .
However,
where
the
application
permits,
the
D.I.M.
camshaft
positions
are
pre-
ferred
for
most
models.
19 The torque method of adjustment re- qui res precise alignment of the "VS" marks. The
19
The
torque
method
of
adjustment
re-
qui
res
precise
alignment
of
the
"VS"
marks.
The
torque
adjustment
point
is
located
on
the
outer-base-circle
of
the
injector
lobe
at
900
after-top-center
dur-
ing
the
power
stroke.
If
the
adjustment
point
is
passed,
the
valve
lobe
roller
will
~
have
started
up
the
ramp
and
clearance
will
be
loose
because
the
exhaust
valves
will
have
started
to
open
.
20.
The
dial
indicator
method
uses
two
sepa-
rate
adjustment
points,
both
located
on
the
inner
base
circle
of
the
camshaft
lobes.
This
method
requires
that
the
in-
jector
and
valves
be
set
on
separate
cyl-
inders,
the
injector
at
the
beginning
of
the
compression
stroke,
the
valves
at
the
end
of
the
same
stroke
on
the
corre-
sponding
cylinder.
17. Like the relationship of the "V5" marks to the crankshaft rod journals, these marks relate
17. Like the relationship of the "V5" marks to the crankshaft rod journals, these marks relate
17. Like the relationship of the "V5" marks to the crankshaft rod journals, these marks relate
17. Like the relationship of the "V5" marks to the crankshaft rod journals, these marks relate
Use this drawing to aquaint yourself with the injector "VS" adjustment point. The injector is metering;
Use this drawing to aquaint yourself with the injector "VS" adjustment point. The injector is metering;
Use this
drawing
to
aquaint
yourself
with
the
injector
"VS"
adjustment
point.
The
injector
is
metering;
the
plunger
is
posi-
tioned
at
rts
uppermost
travel
in
the
cup.
The
piston
is
moving
upward
on
the
compression
stroke
at
or
near
1500
B.T.C.
The
roller
is
positioned
on
the
inner
base
circle
of
the
injector
lobe.
The exhaust lobe adjustment point occurs at or near 300 B.T.C. near the end of the
The
exhaust
lobe
adjustment
point
occurs
at
or
near
300
B.T.C.
near
the
end
of
the
compression
stroke.
At
this
position
both
the
jntake
and
exhaust
valves
are
closed,
providihg
lash
in
the
valve
train
to
ensu re
correct
clearance
settings.
If
positioned
past
the
adjustment
point,
the
intake
valves
will
start
to
open,
causing
loose
clearance
settings.
This
slide
highlights
the
injector
and
ex-
haust
roller-to-lobe
positions
at
the
"A"
valve
set
adjustment
point.
The
in-
jector
lobe
is
positioned
on
the
inner
base
circle,
or
1500
B.T.C.
The
ex-
haust
valve
lobe
is
positioned
prior
to
the
opening
ramp
at
30°
B.T.C.
24.
This
valve
lift
graph
shows
the
relation-
ship
between
cam
lobe
positioning
and
crank
stroke.
The
exhaust
valve
is
di-
rectly
related
to
the
power
and
exhaust
strokes.
The
exhaust
valve
is closed
on
the
base
circle
and
is
fully
open
at
peak
lift.
The
arrows
depict
the
di rection
of
cam roller
travel.
6
r---
r---
  • This

graph illustrates the approximate position of the exhaust valve adjustment point for any given cylinder. The
graph
illustrates
the
approximate
position
of
the
exhaust
valve
adjustment
point
for
any
given
cylinder.
The
"VS"
point
occurs
during
the
compression
stroke,
when
both
the
exhaust
and
in-
take
valves
are
closed.
The
crosshatched
section
represents
valve
overlap.
During
valve
overlap
both
valves
are
slightly
open
.
/""'
/""'
  • overlayed

We've an injector profile to provide you a guide for seeing the re- lationship between intake
We've
an
injector
profile
to
provide
you
a
guide
for
seeing
the
re-
lationship
between
intake
valve
and
in-
jector
travel.
Note
the
relationship
between
the
"VS"
adjustment
points
.
The
injector
roller
has
just
passed
B.D.C.
The
exhaust
lobe
is
nearing
T.
D.
C.
Du ring
injection
both
sets
of
valves
are
closed.
~
~
1""'""
1""'""
  • Before

we get into setting valves and in- jectors, let's ask- ourselves a question . What determines
we
get
into
setting
valves
and
in-
jectors,
let's
ask- ourselves
a
question
.
What
determines
the
setting
method?
Recognizing
the
unique
parts
of
the
Top
Stop
will
provide
you
the
clues.
The
two
methods
are
torquing
to
preload
the
Top
Stop
plunger
link
and
setting
the
non
Top
Stop
plunger
travel
with
the
dial
indicator.
28. Top Stop injectors are easily identified by the splined locknut on top of the in-
28.
Top
Stop
injectors
are
easily
identified
by
the
splined
locknut
on
top
of
the
in-
jector
body.
Top
Stops
are
preloaded
to
produce
a
no-lash
condition
between
the
plunger
link
and
the
rocker
lever.
-
-
r"
r"
r--- This graph illustrates the approximate position of the exhaust valve adjustment point for any given
r--- This graph illustrates the approximate position of the exhaust valve adjustment point for any given
r--- This graph illustrates the approximate position of the exhaust valve adjustment point for any given
r--- This graph illustrates the approximate position of the exhaust valve adjustment point for any given
29. Being able to identify the injector type will aid you in determining the correct overhead
29. Being able to identify the injector type will aid you in determining the correct overhead
29. Being able to identify the injector type will aid you in determining the correct overhead
29. Being able to identify the injector type will aid you in determining the correct overhead
29. Being able to identify the injector type will aid you in determining the correct overhead
29.
Being
able
to
identify
the
injector
type
will
aid
you
in
determining
the
correct
overhead
adjustment
procedu
res.
With
the
Top
Stop,
the
data
plate
reads
T.S.
Zero
Lash.
This injector and valve adjustment table will aid you in finding the two cylinders that are
This
injector
and
valve
adjustment
table
will
aid
you
in
finding
the
two
cylinders
that
are
beginning
and
ending
the
com-
pression
stroke.
The
numbers
represent
the
cylinders
to
be
adjusted
when
the
pointer
is
aligned
with
one
of
the
"VS"
marks.
Adjustment
procedures
can
be
made
starting
at
any
"VS'I
mark,
then
proceeding
through if the
the
firing is
For
example,
pointer
at
order. IIA II ,
check
for
closed
valves
on
cylinders
5
and
2;
the
injector
will
be
metering
on
3
or
4.
Cummins recommends adjustment be made when the engine is cold (1400 or less); because temperature variations
Cummins
recommends
adjustment
be
made
when
the
engine is
cold
(1400
or
less);
because
temperature
variations
across
cylinders
can
affect
clearances.
32. Use this check to identify the closed valves. With your thumb and index fin- ger,
32.
Use
this
check
to
identify
the
closed
valves.
With
your
thumb
and
index
fin-
ger,
try
to
raise
and
lower
the
exhaust
and
intake
rocker
levers.
When
both
le-
vers
move,
the
valves
are
free
from
spring
tension.
This
condition
indicates
(1)
the
valves
are
closed,
(2)
the
cylin-
der
is
on
the
compression
stroke
and
(3)
the
companion
cylinder
valves
are
open
.
If you fail to locate the compression stroke using the rocker lever check, try this procedure:
If
you
fail
to
locate
the
compression
stroke
using
the
rocker
lever
check,
try
this
procedure:
Loosen
the
intake
and
exhaust
adjusting
screws
1/2-1
turn;
this
introduces
lash
in
the
valve
train
.
f'
Once
again,
try
the
rocker
lever
check.
34.
To
locate
the
compression
stroke
in
an
engine
with
newly-installed
rocker
boxes,
follow
these
procedures:
Check
~
the
torque
on
the
rocker
box
capscrews
to
make
sure
it's
within
recommended
specifications.
with
the
valve
set
mark
" A II
aligned, Then, tu rn
down
the
rocker
lever
adjusting
screws
on
cylinders
2
and
5
to
remove
all
valve
lash.
Note,
any
"VS"
mark
may
be
aligned
and
its
corresponding
adjusting
screws
tight-
ened.
r'
To
determine
whether
cylinder
2
or
5
is
on
the
compression
stroke,
observe
the
height
at
which
the
intake
and
exhaust
adjusting
screws
protrude
above
the
locknut.
The
set
of
screws
that
pro-
trudes
at
approximately
the
same
height
identifies
the
compression
stroke.
The
exhaust
stroke
shows
a
slightly
higher
,
..
-,
protrusion
on
the
exhaust
adjusting
screw.
To
begin
the
adjusting
procedures,
ro-
tate
the
accessory
drive
in
a
clockwise
direction.
Align
the
valve
set
mark
"A"
with
the
pointer.
CAUTION,
be
sure
when
rotating
from
the
accessory
drive
that
it
has
a
3/4"
flanged
nut;
otherwise,
rotate
from
the
cran kshaft
because
you
may
overtorque
the
old-style
nut.
('
If you fail to locate the compression stroke using the rocker lever check, try this procedure:
If you fail to locate the compression stroke using the rocker lever check, try this procedure:
If you fail to locate the compression stroke using the rocker lever check, try this procedure:
If you fail to locate the compression stroke using the rocker lever check, try this procedure:
37 Once again by referencing our valve and injector adjustment table, we know to check for
37 Once again by referencing our valve and injector adjustment table, we know to check for
37 Once again by referencing our valve and injector adjustment table, we know to check for
37 Once again by referencing our valve and injector adjustment table, we know to check for
37 Once again by referencing our valve and injector adjustment table, we know to check for
37
Once
again
by
referencing
our
valve
and
injector
adjustment
table,
we
know
to
check
for
loose
rocker
levers
on
5
and
2.
By
using
the
rocker
lever
test,
we
find
the
valves
are
closed
on
5.
Looking
at
ou r
table
we
see
plunger
travel
for
the
standard
PT
(type
D)
injector
should
be
checked
and
set
on cylinder
number
3.
38.
To
set
plunger
travel
use
service
tool
kit
(3375842).
Before
setting
the
injector
plunger
travel,
check
the
torque
on
the
rocker
box
housing
and
injector
hold-down
capscrews.
When
necessary,
retorque
them
to
maintain
tolerances.
39.
To
set
up
the
dial
indicator,
position
it
in
the
mounting
bracket
so
that
the
gauge
mounts
flush
and
the
extension
moves
freely.
Securely
tighten
the
hold
down
into
place
in
the
rocker
box
hous-
ing.
Position
the
extension
securely
on
top
of
the
injector
plunger
flange.
CAUTION,
be
sure
the
extension
clears
the
rocker
lever.
40.
Using
the
actuator,
compress
the
rock-
er
lever
2
or
3
times
to
completely
seat
the
injector
plunger.
With
the
plunger
seated,
zero
the
indicator.
Slowly
release
the
rocker
lever.
Now,
compare
the
in-
dicator
reading
to
the
recommended
plunger
travel.
If
the
travel
is
within
plus
or
minus
.001"
of
the
specification,
it
is
not
necessary
to
re-set.
CAUTION,
injector
plunger
travel
settings
vary
ac-
cording
to
engine
model.
41. If injector plunger travel is out of spec- ification limits, loosen the locknut on the
41.
If
injector
plunger
travel
is
out
of
spec-
ification
limits,
loosen
the
locknut
on
the
injector
adjusting
screw.
Compress
the
rocker
lever
until
the
plunger
is
seated
to
assure
a
zero
indicator
reading.
Al-
low
the
plunger
to
rise,
then
tu rn
the
screw
until
plunger
travel
matches
the
specification.
42. Hold the adjusting screw in place while you tighten the locknut, or plunger travel may
42.
Hold
the
adjusting
screw
in
place
while
you
tighten
the
locknut,
or
plunger
travel
may
be
altered
during
torquing.
If
threads
of
adjusting
screws
are
muti-
~
lated
or
galled,
they
may
not
hold
or
torque
correctly,
due
to
the
increased
friction
between
metal
parts.
If
you
find
unacceptable
wear
conditions
on
the
ad-
justing
components,
replace
them.
43.
Torque
the
locknut
to
40-45
ft.lbs.
(54-61
N.m).
'"""'
44.
Note,
Cummins
service
tool
ST
-669
torque
wrench
adapter
can
be
used
to
simultaneously
hold
the
adjusting
screw
and
torque
the
locknut.
CAUTION,
when
using
the
ST-669,
torque
values
are
lower.
Torque
the
locknut
to
35-40
ft.lbs.
(47-54
N.m).
Once
you've
com-
pleted
th.e
torquing
procedu
re,
recheck
the
plunger
travel
reading.
If
you
obtain
an
inaccurate
reading,
repeat
the
adjust-
ing
procedure.
41. If injector plunger travel is out of spec- ification limits, loosen the locknut on the
45. After setting injector plunger travel, check and set the crossheads and valve clearances on cylinder
45. After setting injector plunger travel, check and set the crossheads and valve clearances on cylinder
45. After setting injector plunger travel, check and set the crossheads and valve clearances on cylinder
45. After setting injector plunger travel, check and set the crossheads and valve clearances on cylinder
45. After setting injector plunger travel, check and set the crossheads and valve clearances on cylinder
45.
After
setting
injector
plunger
travel,
check
and
set
the
crossheads
and
valve
clearances
on
cylinder
number
5.
Al-
ways
check
the
engine
data
plate
and
other
cu rrent
service
publications
for
adjustment
specifications
.
46. Before we adjust the crossheads and our valves, moment mark on present let's valve take
46.
Before
we
adjust
the
crossheads
and
our valves,
moment mark
on
present let's
valve take
a set
" to A "
reflect location
.
(1)
The
valves
are
closed
on
cylinder
number
5,
(2)
The
roller
is
positioned
on
the
base
circle,
(3)
The
piston
is
travel-
ing
upward,
positioned
300
before-
top-center
on
the
compression
stroke.
47. To begin the crosshead and valve ad- justment procedu res always check the crossheads first.
47.
To
begin
the
crosshead
and
valve
ad-
justment
procedu
res
always
check
the
crossheads
first.
The
crossheads
are
exposed
here
to
illustrate
that
one
rock-
er
lever
operates
two
intake
or
two
ex-
haust
valves
with
equal
tension.
A
misadjusted
crosshead
causes
contact
surface
wear,
thereby
increasing
stress
on
the
valve
train.
48. To adjust the crossheads, back off the intake and exhaust valve locknuts and adjusting screws.
48.
To
adjust
the
crossheads,
back
off
the
intake
and
exhaust
valve
locknuts
and
adjusting
screws.
Inspect
the
crosshead
contact
surfaces
for
wear.
Hold
the
crosshead
in
place
and
lightly
turn
down
the
adjusting
screw
until
you
feel
contact.
Advance
the
screw
slightly
and
lock
it
down
.
49. Torque the locknut to 25-30 ft.lbs. (34-41 N.m). Be careful not to turn the screw;
49.
Torque
the
locknut
to
25-30
ft.lbs.
(34-41
N.m).
Be
careful
not
to
turn
the
screw;
if
its
position
changes,
back
off
the
locknut
and
screw,
and
readjust.
f"
NOTE:
When
using
the
ST -669
Torque
Wrench
adapter,
torque
the
locknut
to
22-26
ft.lbs
(30-35
N.m).
50.
Valve
clearance,
or
lash,
is
the
space
between
the
crosshead
surface
and
the
rocker
lever.
Incorrect
clearances
affect
1"'"""
overall
engine
performance,
emisson
lev-
els,
and
valve
train
wear.
With
the
en-
~ine
positioned
at
the
valve
set
mark
A",
set
the
clearances
on
cylinder
num-
ber
5.
51.
The
intake
and
exhaust
valve
clearances
differ.
Check
the
data
plate
or
shop
manual
for
correct
clearances.
~
52. Now insert the feeler gauge between the rocker lever and the crosshead contact surface. With
52.
Now
insert
the
feeler
gauge
between
the
rocker
lever
and
the
crosshead
contact
surface.
With
the
feeler
gauge
in
place,
tighten
the
adjusting
screw
until
you
feel
it
contact.
Advance
the
screw
slightly
and
lock
it
down.
This
process
prevents
the
loss
of
clearance
during
torquing,
and
helps
to
provide
consistent
clearance
settings
throughout
the
engine.
When
the
gauge
is
moved
you
should
feel
a
slight
drag
.
49. Torque the locknut to 25-30 ft.lbs. (34-41 N.m). Be careful not to turn the screw;
49. Torque the locknut to 25-30 ft.lbs. (34-41 N.m). Be careful not to turn the screw;
49. Torque the locknut to 25-30 ft.lbs. (34-41 N.m). Be careful not to turn the screw;
49. Torque the locknut to 25-30 ft.lbs. (34-41 N.m). Be careful not to turn the screw;
53. Torque the locknut to 40-45 ft.lbs. (54-61 N.m). When removing the gauge, you should still
53. Torque the locknut to 40-45 ft.lbs. (54-61 N.m). When removing the gauge, you should still
53. Torque the locknut to 40-45 ft.lbs. (54-61 N.m). When removing the gauge, you should still
53. Torque the locknut to 40-45 ft.lbs. (54-61 N.m). When removing the gauge, you should still
53. Torque the locknut to 40-45 ft.lbs. (54-61 N.m). When removing the gauge, you should still
53.
Torque
the
locknut
to
40-45
ft.lbs.
(54-61
N.m).
When
removing
the
gauge,
you
should
still
feel
a
slight
drag.
If
you
do
not,
repeat
the
valve
clearance
procedure.
Be
sure
to
use
the
correct
clearance
specifications.
54. Now rotate the accessory drive in the di- rection of engine rotation to valve set
54.
Now
rotate
the
accessory
drive
in
the
di-
rection
of
engine
rotation
to
valve
set
mark
"8"
and
repeat
the
injector
and
valve
adjustments.
The
"8"
indicates
the
valves
may
be
set
on
3
and
the
injec-
tor
on
6.
Each
valve
set
mark
is
used
twice
to
set
all
6
cylinders
.
55 When preloading Top Stop injectors, use the D.I.M. adjustment points. At this time, let's take
55
When
preloading
Top
Stop
injectors,
use
the
D.I.M.
adjustment
points.
At
this
time,
let's
take
a
moment
to
reflect
on
our
present
"Atf
valve
set
mark
position.
The
injector
for
cylinder
number
3
is
me-
tering
and
the
cam'
roller
is
positioned
on
the
inner
base
circle.
56.
Preloading
Top
Stop
injectors
helps
to
provide
consistent
injection
timing
for
all
6
cylinders.
The
process
consists
of
torquing
the
injector
adjusting
screw
to
preload
the
between
the
plunger
and
the
rocker
lever. link
~
57. To perform the adjusting procedure, first loosen the injector adjusting locknut and screw on cylinder
57.
To
perform
the
adjusting
procedure,
first
loosen
the
injector
adjusting
locknut
and
screw
on cylinder
number
3.
58. Now tighten the injector adjusting screw until all the clearance is removed from the injector
58.
Now
tighten
the
injector
adjusting
screw
until
all
the
clearance
is
removed
from
the
injector
train.
Turn
the
screw
down
~
one
additional
tu rn
to
squeeze
excess
oil
from
the
contact
surfaces.
This
proce-
dure
does
not
bottom
the
plunger
in
the
cup.,
but
partially
compresses
the
spring.
59.
Now
you
are
ready
to
set
a
5-6
in.lb.
preload
on
the
injector
train.
To
do
this,
back
out
the
injector
adjusting
screw
until
you
feel
the
spring
washer
contact
the
stop
nut.
The
injector
rock-
er
lever
is
now
unloaded.
I"'""
60.
Using
service
tool
(3376592),
torque
the
adjusting
screw
to
5-6
in.lbs.
NOTE:
If
this
service
tool
is
not
available,
use
a
torque
wrench
with
an
in.lb.
reading
that
does
not
exceed
12
in.lbs.
CAU-
TION:
An
overtorqued
setting
on
the
injector
adjusting
screw
will
produce
in-
creased
stress
on
the
injector
train.
57. To perform the adjusting procedure, first loosen the injector adjusting locknut and screw on cylinder
57. To perform the adjusting procedure, first loosen the injector adjusting locknut and screw on cylinder
57. To perform the adjusting procedure, first loosen the injector adjusting locknut and screw on cylinder
57. To perform the adjusting procedure, first loosen the injector adjusting locknut and screw on cylinder
61. Hold the adjusting screw in place with a screwdriver and tighten the locknut. Note the
61. Hold the adjusting screw in place with a screwdriver and tighten the locknut. Note the
61. Hold the adjusting screw in place with a screwdriver and tighten the locknut. Note the
61. Hold the adjusting screw in place with a screwdriver and tighten the locknut. Note the
61. Hold the adjusting screw in place with a screwdriver and tighten the locknut. Note the
61.
Hold
the
adjusting
screw
in
place
with
a
screwdriver
and
tighten
the
locknut.
Note
the
position
of
the
screw
slot.
Torque
the
locknut
to
40-45
ft.lbs.
(47-54
N.m)
.CAUTION:
If
the
screw
position
changed,
repeat
the
procedu
re.
62. To adjust the crosshead and valve clear- ances, refer to frames 45 thru 54 for
62.
To
adjust
the
crosshead
and
valve
clear-
ances,
refer
to
frames
45
thru
54
for
clearance
settin~
procedures.
Remem-
ber,
each
"VS'
mark
is
used
twice
~,
.v
to
set
all
6
cylinders.
63.
Mechanical
variable
timed
engines
use
Top
Stop
injectors.
When
making
over-
head
adjustments,
the
actuator
must
be
in
a
fully
retarded
mode.
To
retard,
idle
the
engine
and
gently
disconnect
the
electrical
wire
from
the
air
solenoid.
This
action
depresses
the
actuator.
~
64.
MVT
models
use
a
special
camshaft
de-
sign.
This
design
requi
res
that
a
spe-
cia!
bolt-on-pointer
bracket
be
used
to
align
the
"VS"
marks.
The
pointer
is
positioned
400
clockwise
from
the
pre-cast
pointer.
CAUTION,
do
not
use
the
"TC"
marks
in
reference
with
the
bolt-on-pointer.
65. Correctly adjusted overheads impact on fuel economy, power, emission levels, engine life, and the reliability
65.
Correctly
adjusted
overheads
impact
on
fuel
economy,
power,
emission
levels,
engine
life,
and
the
reliability
and
dura-
bility
of
engine
performance.
66. The Top Stop design offers several ad- vantages: (1) injector plunger travel is pre-set and
66.
The
Top
Stop
design
offers
several
ad-
vantages:
(1)
injector
plunger
travel
is
pre-set
and
does
not
require
setting
in
1"'"""
the
engine,
(2)
tests
show
that
plunger
travel
remains
calibrated
longer
because
it
improves
train
and
joint
lubrication,
thereby,
causing
less
wear
on
the
cam-
shaft
and
other
related
parts,
and
(3)
offers
improved
emission
levels
.
67.
Misadjusted
plunger
travel
produces
a
noticeable
difference
in
fuel
consump-
tion.
Travel
distances
and
time
contrib-
ute
to
effective
meteri
ng
at
the
fuel
port.
Fuel
arriving
late
produces
an
in-
complete
burn,
which
leads
to
carbon-
ing
and
black
smoke.
/"""
68.
Improperly
torqued
preload
and/or
mis-
adjusted
plunger
travel
can
also
produce
an
excessive
load
on
the
cam.
Other
re-
sults
are
bent
push
rods,
camshaft
lobe
wear
due
to
roller
contact
fatigue,
and
higher
particulate
and
smoke
levels.
65. Correctly adjusted overheads impact on fuel economy, power, emission levels, engine life, and the reliability
65. Correctly adjusted overheads impact on fuel economy, power, emission levels, engine life, and the reliability
65. Correctly adjusted overheads impact on fuel economy, power, emission levels, engine life, and the reliability
65. Correctly adjusted overheads impact on fuel economy, power, emission levels, engine life, and the reliability
69. Incorrect crosshead and valve adjustment affect engine performance and reliability. Tight valve clearances can cause
69. Incorrect crosshead and valve adjustment affect engine performance and reliability. Tight valve clearances can cause
69. Incorrect crosshead and valve adjustment affect engine performance and reliability. Tight valve clearances can cause
69. Incorrect crosshead and valve adjustment affect engine performance and reliability. Tight valve clearances can cause
69.
Incorrect
crosshead
and
valve
adjustment
affect
engine
performance
and
reliability.
Tight
valve
clearances
can
cause
burnt
valves.
Loose
clearance
settings
can
cause
air
restrictions,
low
power,
black
smoke,
increased
impact
loading
on
the
valve
train,
and
increased
overhead
noise
levels
.
70.
Remember,
always
check
overhead
set-
tings
at
the
recommended
scheduled
maintenance
intervals
for
optimum
engine
life.
Use the
prescribed
methods
per
in-
""""'
jector
type
and
engine
model.
The
injec-
tor
type
designates
the
method
of
overhead
adjustment.
71
We
have
thoroughly
discussed
the
theo-
ries
and
procedures
for
adjusting
the
PT
(type
D)
Top
Stop
and
non
Top
Stop
in-
jectors,
as
well
as
the
crossheads
and
valves.
We're
confident
that
each
of
you
has
gained
a
better
understanding
of
these
procedures,
not
only
HOW to
set
the
overhead,
but
WHY
it
must
be
done
"""'
this
way.