Diesel Fuel Injection Pumps

Automotive diesel engines use two types of fuel injection pumps. One is an inline
cam-operated pump. It has a plunger for each engine cylinder. The other is a rotary,
distributor-type pump. One or two plungers supply the fuel for all injection nozzles.
Inline Plunger Injection Pump
Figure F0 shows an inline-plunger pump on a six-cylinder diesel engine. The
pump has a barrel-and-plunger assembly for each cylinder. An injection line or tube
connects each barrel-and-plunger assembly to an injection nozzle.
The construction of a barrel-and-plunger assembly is shown in Figure F1. Lowpressure fuel from the fuel supply pump flows through the inlet port into the space
above the plunger.
The plunger has a roller that rides on a cam on the camshaft. This is like the
roller tappets used in some engine valve trains. When the cam lobe comes up under the
plunger, the lobe raises the plunger. This applies high pressure on the fuel trapped
above the plunger.
The fuel is forced through the tube to the injection nozzle in the cylinder where
the piston Is reaching TDC on the compression stroke. The fuel sprays out and ignites
from the heat of the compression. The amount of fuel injected is varied by varying the
effective stroke of the plunger.
This is shown in Figure F1. The control rod connects by linkage through the
governor to the accelerator pedal. As the driver depresses the pedal, the linkage causes
the control rod to move. This turns the plunger in its barrel. The plunger has a groove
and an inclined helix machined into it

Inline Plunger Injection Pump

Turning the plunger for more fuel rotates the helix so a wider section faces the
inlet port. This closes the port for a longer time, increasing the effective stroke of the
plunger. Fuel delivery begins when the top edge of the plunger closes off the inlet port.
Fuel delivery stops when the helix opens the inlet port.
The fuel-injection pump has a speed-advance mechanism. It advances the time
of injection as engine speed increases. This gives the fuel the necessary time to ignite,
burn and produce high pressure. Without injection advance, weak power strokes result
at higher engine speeds.

Rotary Distributor Injection Pump

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

Install / Remove the injection pump

Label the vacuum hoses and disconnect them from the
injection pump

Loosen the fuel filter union bolts and remove the one
connected to the injection pump.

Remove the delivery pipes connectedto the injection

pump delivery valvesand injection nozzles.

Loosen the bolts on the injectionpump cover. These bolts also

holdthe injection pump.

Hold and support the injection pumpwhile removing the

bolts.

Pull out the injection pump from the cover.

Set the injection timing

Remove the timing mark cover.

Find the marks on the idler gear andthe injection pump gear.

Return the injection pump and align the timing marks of the injection
pump gear and the idler gear.

Inspect the position of the injection pump gear timing mark. It must be
between the idler gear timing marks.

Install the bolts holding the injection pump and tighten.

Return the timing mark cover.

Timing Device
The timing device usually consists of an aluminum casting With Mounting flanges
at both ends. A bore in the housing guides and supports the spider assembly. A timing
opening, with a cover, is located in the top of the housing and is used to observe the
position of the timing pointer in relation to the timing mark on the timing device hub
during injection pump timing procedures.
The timing device hub, with external left-hand helical spines for engaging the
internal helical spines of the sliding gear, has a tapered bore and keyway. The hub is
secured to the camshaft extension by a woodruff key, nut, and setscrew. The hub is
usually counter bored to receive the timing device springs. The springs oppose the
flyweight forces of the weight and spider assembly.

The weight and spider assembly has external right-hand helical spines which
mesh with the internal helical spines of the sliding gear. The splinted end is machined to
receive the end play spacer. Three flyweights are pinned to a flange adjacent to the
splints. The weight and spider thrust plate, located between the flange and the timing
device housing, carries the back thrust of the flyweights and prevents housing wear.

Operation
1.

As the engine rotates the weight and spider assembly, centrifugal force opens
the flyweights from their collapsed position against the force of the three timing device
springs.
2.
As the flyweights swing out, the sliding gear isforced toward the timing device
hub.
3.
The longitudinal movement of the sliding gear on its helical splint causes a slight
change in the rotational relationship of the injection pump to the engine, causing
injection to begin slightly earlier in the power stroke.

Timing the Fuel Injection Pump

Note: Unless major repair work is done on the engine, timing should not be
required.
Four cylinder firing order - 1 - 3 - 4 - 2
Procedure:
1.
2.
3.
4.
5.
6.

7.

Remove fuel lines from injector pump fittings on injector pump.

Pull the decompression lever so that it will remain in the decompression position.
No decompression lever on Model-12
Open throttle fully.
Energize the electric fuel pump and turn engine over with starter to ensure that
fuel is coming out of each injector pump opening. Have clean rags around opening to
soak up fuel.
Wipe off any fuel on injector pump body and the top of each injector opening.
Turn crankshaft over by hand, being careful not to damage splint on end of
crankshaft. Engine rotation will be clockwise. STOP IMMEDIATELY at the first sign of
fuel movement in the injector pump fuel fitting, for whichever injector pump is being
checked. (No. 1 injector pump is the closest to the V-belt end of the engine).
Remove the cover from flywheel timing mark inspection hold located inside of left
engine mount.

8.

Check alignment of mark on flywheel with the timing pointer on the wall of the
inspection hole. The 1-Fl mark on the flywheel represents fuel injection of No. 1
cylinder. 2-Fl represents No. 2 cylinder, etc.
9.
If timing pointer and the flywheel marking 1-Fl is aligned then No. 1 cylinder is
properly timed for fuel injection and should require no adjustment. The same will be
true for No. 2, No. 3 and No. 4 cylinders if the above steps are followed.
10.
In order to determine if timing is off, or if the injection pump is faulty, it is
necessary to recheck the timing for each cylinder two or three times.
11.
If there are variations in repeatability in the alignment of pointer and timing mark,
a faulty fuel injector pump may be suspected.
12.
If timing marks repeat to same location but are off 3/16" or more above or below
the pointer, this indicates that the engine must be retimed.
If alignment of the timing mark is not within 3/16" above or below the pointer, the
above steps must be taken to time the engine. If the timing is found to be satisfactory,
then reconnect all fuel lines and fittings and tighten. The fuel system must be bled
before the engine will operate properly.

Checking the Injection Nozzle

Note: Never remove an injection nozzle from the engine except for service or
replacement.
The following indicate injection-nozzle trouble:
One or more cylinder knocking.
Loss of power.
Smoky black exhaust.
Engine overheating.
Excessive fuel consumption.
Procedure:
1.
2.
3.

One way to check injection nozzles is to run the engine at fast idle.
Loosen the connector at each nozzle in turn, one at a time.
Wrap a cloth around the connection before you loosen it to keep fuel from
spurting out. If loosening the connector causes engine speed to drop, the nozzle is
probably working normally. If the engine speed remains the same, the nozzle is not
working properly. Clogged holes are preventing fuel delivery or causing an improper
spray pattern. Some manufacturers recommend a spray test of the detached

injection nozzle. This requires a nozzle tester, which is a special hydraulic pump and
pressure gauge.
4.
Attach the nozzle and apply pressure. The fuel should spray in an acceptable
pattern when the specified pressure is reached.
5.
Releasing the pressure should stop the spray abruptly without any drip from the
nozzle.
Caution: Direct the spray from the nozzle into a suitable container. Do not allow
the spray to hit your skin. The pressure is high enough to force fuel oil through the skin.
You can be seriously injured because the oil could cause an infection. If the engine
misses at all speeds and produces a puff of exhaust smoke each time it misfires, an
injection nozzle is probably sticking open. The nozzle can be disassembled and
cleaned. Somemanufacturers recommend replacing a faulty nozzle.
Caution: If you disassemble a nozzle, do not damage the tip or enlarge the
holes. This can cause leakage and other troubles

Bleeding the Fuel System

It is necessary to bleed the fuel system to achieve a steady air free flow of fuel if
any of the following has occurred:

Running out of fuel.

If fuel shut off valve is left closed and engine runs out of fuel.
Replacing fuel filter.
Fuel injector nozzle or injector pump repair.
After repairing or replacing any fuel line.
Before putting engine back into service in the spring, if fuel system has been
drained.
Replacement of electric or mechanical fuel pump.
Any time air is permitted to enter the fuel system..

Bleeding Procedure
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 or
bilge.
1.
2.
3.
4.
5.
6.
7.

8.
9.

Be sure there is a 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 the "ON" position
onmodels 18, 20, 25, 30, 50, all models after 1986.
Model 15 has a mechanical fuel pump. Therefore with decompression on,
turnengine over with starter. Crank at 10 second intervals while doing steps #5 and
7.
Slowly loosen the air bleed plug on the fuel filter, letting air escape until an air
free flow of fuel is evident. .
At this time, tighten the air bleed plug on the filter.
Slowly loosen the air bleed plug on the injector pump, letting air escape until an
air free flow of fuel is evident. Units with a self bleed return valve, open for a short
period then start engine, as soon as engine runs smooth close valve. Model-12 has
continuous fuel bleeding.
At this time, tighten the air bleed plug or knurled knob on the injector pump.
The fuel system should now be properly bled and ready for operation. Refer tvo
starting instructions before attempting to start the engine after bleeding the fuel
system.