BUDA-Service Manual 6DT389

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BUDA-5-6
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lensales Inc.
P-905
and Reproduced From Original by Jensales Inc.
Compiled and Reproduced From Original by Jensales Inc.
INTRODUCTION
The Buda-Lanova Diesel Engines represent the latest development

in Diesel engines for industrial, marine and portable services. They
are manufactured under a license from the Lanova corporaton. The
Lanova _Combustion is a development of Franz Lang who in the early
days of the Diesel engine was associated with Dr. Rudolph Diesel and
who subsequently developed the Arco Combustion System and the
F ue 1 pumps and nozzles now manufactured by tp.e American Bosch
Co~pany.
The Buda Company offers its customers not only th~ benefit of its
own efficient organization but through its association with Lanova,
gives the benefit of the Lanova organization. This association com-
mands the consulting services for any new developments or problems
and assures the Buda Company of obtaning the valuable knowledge
of probably the best known and most experienced Diesel e]J.gineers.
The Buda-Lanova Diesel engine requires practically the same space

as a gasoline engine of the same horse power and because of its in-
herent design offers the lowest specific weight at the same speed of any
Diesel engine combined with low fuel and maintenance costs, quiet
operation and a clean exhaust. The very low maximum pressure en-
countered in this type _of engine is the principle reason for its low
specific weight and the ease of operation and servicing.
The Buda-Lanova Diesel engine is a tried and proven product, one

that is backed by an organization that has been in the manufacturing
business smce 188 I - a n organization of indisputable Inoral and
frinancial responsibility.
IMPORTANT
Our· engines are known to us by their serial numbers. This number
ts found- on the nameplate which is fastened to the side of the engine .
.A.ll r<t:quests for information or orders for parts must contain this num-
ber ft::i-r prompt and efficient response.
lnrs,l:ructions and information in this manual, derived from practical

field ,!xperience, should be strictly adhered to if satisfaction is to be
obtained.
I.

CONTENTS
ln trod uction .--------------------------------- ______________________________________ ·-------- ______ 0 ____________ . Page I
lnstalla tion __ ------------------------------------------- ________________________________________________________ Page ( i I
Chapter I. General Engine Information.

Miscellaneous Data-Principle of Operation.
Chapter II. Fuel and Lubricating Oils.

General Specifications.
Chapter III. Starting and Stopping.

Starting-Starting after Shutdown-Difficulty 1n starting.
Chapter IV. Cold Weather Suggestions.

Starting-Timely Hints-Air pre-heater.
Chapter V. Care of Diesel.

Timely hints-Periodic care-Preparing engine for long shut down.
Chapter VI. Fuel Systems.

Fuel circulation-Injection nozzles-Injection pump•-Filter-Transfer
pump-Governor.
Chapter VII. Lubricating System.

Oil circulation-Oil pump-Pressure relief valve-Oil filter-Oil cooler.
Chapter VIII. Cooling System.

Water circulation-Water pump-Water draining.
Chapter IX. Starting System.

Equipment-General instructions-Care and operation.
Chapter X. Cylinder Heads and Valve Mechanism.

Cylinder heads-Valves, clearance and grinding.
Chapter XI. Timing Gears and· Camshaft.

Layout-Timing Gears and Clearance-Camshaft-Camshaft Timing.
Chapter XII. Cylinder and Crankcase Assemblies.
Crankcase description-Main Bearings--Piston and connecting rods-
Cylinder sleeves.
Chapter XIII. Diagnosis and Correction of Troable.

Sudden stopping-Loss of power-Knocking--Overheating.
Chapter XIV. Driving Mechanism
11.

INSTALLATION
INSPECTION OF SHIPMENTS: A shut-off valve and a suitable check.

valve should be located in the suction
Every Buda engine is very carefully line and near the main fuel tank. The
crated for rough handling during ship- shut-off valve will permit dismantling or
ment, but a close inspection should be breakage of fuel lines without previous
made for damage before accepting it from draining or loss of fuel supply. The check
the transportation company. Shortages valve will prevent the fuel injection system
should also be checked with the packing from draining when the engine is stopped
list and reported at once to the transpor- and causing air locks. Ca.re should be
tation agent. In case of shortage, make taken to avoid leaks in all fuel lines. Air
claim before accepting shipment. leaks or air pockets in the lines will cause
inefficient operation and hard starting.
ENGINE BED:
Whether the engine 1s of the base or CONTROLS:
oil pan type, the supporting structure
must be one that is absolutely rigid. There All controls, connections and wiring
must be no weaving or slipping that could should be as short as possible. When in-
be transmitted to the engine proper. stalling controls, do not change the posi-
tion of the levers on the engine. Ample
travel should be allowed for control levers
LIFTING THE ENGINE: without lost motion.
The cylinder heads are fitted with sev-
eral long studs which project far enough
to permit the attachment of lifting eyes WATER PIPING:
for lifting the engine and these should be
used for the purpose intended. The studs On these engines which require cooling
are accessible by removing the cylinder water from a source other than a radiator,
head covers. considerable piping may be necessary.
This piping should be of ample size. Avoid
restrictions to fi·ee flow of cooling water.
ALIGNMENT: It is desirable to use a short section
The correct alignment of the engine of wire-reinforced rubber or steam hose
and driven member is very important. some place in the water intake line to take
up vibration. The suction of the water
Mis-alignment gives rise to trouble and
should be checked periodically with pump will collapse ordinary rubber hose
special reference to engine hold down if the suction is too long. Clean water will
bolts. These must be kept tight at all keep the engine water jackets free from
times. sediment. A good water strainer will make
the installation better.
MAIN FUEL TANK:

EXHAUST PIPE:
The engine is equipped with a fuel
transfer pump which sucks fuel from the Normally a vertical exhaust stack is
main fuel tank and delivers it through used and this must be erected so that
filters to the fuel injection pump. there is no excessive weight carried by the
The main fuel tank may be located exhaust manifold. It is also important
w·,thout regard to gravity flow, however, that the exhaust pipe is not affected bv
tLe lift from the tank to the transfer swaying of the engine house, machine cab,
pump must not exceed six and one-half etc., as breakage of the manifold will
feet and the length of suction line must result.
be a minimum. The suction line should With the water · cooled manifold, a
not be dropped closer than two inches Range at the rear of the exhaust manifold
from the bottom of the main fuel tank on serves as a connection for the exhaust
account of sediment. Provide a sediment manifold water inlet and also covers the
bulb or drain at the very bottom of the end of the water jacket space in the man-
tank to permit draining off this sediment. ifold.
III.
(3)

GENERAL INFORMATION be erected so that no excessive weight is
carried by the engine manifold. Suitable
If possible install the power unit with covers should be provided to exclude rain
reference to the prevailing wind so that or snow, however, there must be no re-
a minimum amount of dust reaches the striction to tl1e air flow or exhaust gases.
engine, particula,rly on dusty installations Where the intake pipe is exposed to flying
such as feed mills, rock crushers, etc. lint or chaff as in the case of cotton gin
Where the installation is indoors, there or feed mill installations, the intake
should be at least two openings, prefer- opening should be protecte_d with a de-
ably at opposite ends, to provide cross tachable screen to prevent choking the
ventilation. air cleaner. The screen should be kept
If the iritake and exhaust pipes are clean and large enough to · prevent re-
carried outside of the building, they must striction of the air flow.
IV.

CHAPTER I.
GENERAL ENGINE INFORMATION,
MISCELLANEOUS DATA a corre•sponding increase in temperature

These engines are of the four cycle, to between 900 and 1,000 degrees Fahren-
heit.
full Diesel, solid injection type. Cylinders
are numbered from the timing gear end. At the proper moment du:ring the ~om-
Direction of rotation is in one of the two pression stroke, fuel oil is injected into
ways i. e., right or left hand. Rotation is the combustion chamber under a pres-
determined by viewing engine from timing sure of 2,000 pounds per square inch.
gear e:ad. As mentioned above, all fuels have a cer-
For right hand rotation, the firing orde1 tain temperature at which they will ignite,
is, for the four-cylinder engines, 1-3-4-2; and since this point is far below the tem-
for the six-cylinder engines, 1-5-3-6-2-4, perature of the compressed air - in the
and for left hand rotation the firing orde1 combustion chamber, the fuel, in its finely
is 1-2-4-3 and 1-4-2-6-3-5 respectively. divided fo-"U, easily ignites upon coming
The engine, when not connected fo1 in contact with this compressed air.
remote control, is operated from the fuel As the fuel oil burns, heat is generated
which expands the compressed gases.
pump side with all levers in easy reach.
forcing the pist__on downward on the power
stroke (3). At the end of this .power
PRINCIPLE OF OPERATION
stroke, the exhaust valve opens and the
In the four-stroke-cycle Diesel engine, piston starts upward on the exhaust stroke
we have the same series of events taking ( 4), expelling the burned gases, thus
place as in any four-stroke-cycle internal completing the cycle.
combustion engine, as follows: LANOVA COMBUSTION PRINCIPLE
I• Inlet stroke. In the Buda-Lanova combustion cham-
2. Compression stroke. ber the clearance volume above the piston
3. Expansion or power stroke. consists of two chambers. The main
4. Exhaust st'roke. chamber is in the form of the figure .. 8 ••
The principle of operation of the also forming the housing for the intake
Diesel engine is based on the physical and exhaust valves, The auxiliary chamber
law of gases governing the relation of or ener-gy cell is located directly opposite
volume, pressure and temperature. Fo1 the injection nozzles. See Figure 3 5.
example, a decrease in volume causes an The air is compressed in the main cham-
increase in pressure and a corresponding ber and also forced into the energy cell
increase in temperature. during the compression stroke. At the be-
!\H fuel oil, regardless of gravity, ha8 ginning of injection, the air _is passing at
wh.:.t 1~ known as a firing point; that is, high velocity through the funnel shape.-!
when tht:c fuel oil is raised to a certain passage into the energy cell. The injected
temperature, it will ignite and burn. In fuel starts to burn at the mouth of this
the process of burning, energy is liberated. passage and a predetermined amount of
When the piston starts downward on unburnt fuel following the air How, enters
the inlet stroke ( I) the inlet valve is open the energy cell, which due to its velocity,
admitting a charge of fresh air into the is finely atomized and burns. The rate of
cylinder through the air inlet manifold. pressure rise in the energy cell, due to its
When the piston reaches the botton1 of 11mall volume, is much greater than in the
the inlet stroke. the cvlinder is filled with main chamber. This resuilts in-a rapid ex-
air at a.pproxi~ately- atmospheric pres- pulsion. of the gases from the energy cell,
sure at an assumed room temperature of into the main chamber directly against the
70 de~rees Fahrenheit. As the piston fuel jet. This causes the air in the main
starts upward on the compression stroke chamber to rotate in a double swirl and
( 2) all valves are closed so that the air because of this turbulance, the fuel and
is c.omoressed to a final volume at the air are thorough1ly mixed which is neces-
top of ·t-he stroke of approximately I/ 12 sary to obtain clean and smooth combus-
the initial volume. This decrease in tion and the resulting excellent engine
volume causes an increase in pressure and performance.
Chapter I. Page 1.
(17)

CHAPTER· II.
FUEL AND LUBRICATING OIL
FUEL OIL Fuel should be purchased as a high

speed Diesel erigine fuel and not as a
In selecting a fuel for the Buda-Lanova fuel oil as there will be a difference in
Diesel engine the following points should cleanliness.
be considered: It is not alone sufficient to buy a good
grade of fuel, but it is of greater import-
I. It is impo.rtant that the fuel ance that every precaution be taken in
selected has a sufficient body to handling. Be sure the containers are free
properly lubricate the fuel pump from rust, sediment, and water.
plungers and valves since these Inadequate filtration will result in worn
obtain their lubrication from the parts of the injection system causing
fuel itself. Improper lubrication hard starting and loss of power. Filter
will cause rapid wear or sticking elements should be cleaned periodically.
plungers and valves. See Chapter VI on filter care.
2. The pour test must be low enough In buying a new- fuel, it is well to
to How freely at the prevailing obtain a small quantity until it is demon-
local temperatures. strated that the fuel -will be satisfactory.
Careful consideration to the above points
3. The fuel must be free from w-ater on analysis, handling, and filtration will
and dirt. Water and dirt cause result in freedom from combustion diffi-
more Diesel engine down time than culties. The Buda Company offers its
any other one factor. fullest cooperation J.n overcoming diffi-
culty -with fuel.
The fuel selected can be a cracked
residual, a blend, or a straight run distil-
l:ite, providing it comes within the scope
LUBRICATING OIL
ut the following specifications.
·Use a good quality oil manufactured
Gravity A. P. I.___________________________ 3 0-3 5 by a reliable refiner. The best oil will be
Viscosity, Saybolt Universal found cheapest over a long period of en-
at I 0 0 ° F ·-------------------------------· 3 5 -4 0 gine operation. We recommend S. A. E.
Flash F O Min.______________________________ 1 5 0 ° F 40 for operating temperatures over 90
Diesel index ___________________________ _4 8. 5 to 6 5. 5 deg. F., S. A. E. 30 for 32 degrees to 90
Cetane n um her---------------------------- 4 6-6 0 degrees and S. A. E. 20 for temperatures
Puur ______________________________________________ 0 ° F - 1 0 to + 3 2 degrees. These numbers
9 8 % Recovery ____________________________ 7 0 0 ° F correspond to the grades of oil sold by
Water and sediment_ ____________________ Trace first class service stations.
Ash max. ------------------------------------- .0 2 The follow-ing specifications w.m serve
Conradson carbon, max.______________ .03 as a guide in selectin;g the proper oil for
Sulphur, max.______________________________ .5 your engine:
S. A. E. 20 S. A. E. 30 S. A. E. 40
185 255 130 d over 255 .at 130 deg.
Vutcosn:y _ _ _ _ 120 to 185 at 130 deg to at eg. less than 7 5 at 21 0 deg.
Flash ________________ _ 400 deg. to 340 deg. 410 deg. to 350 deg. 425 deg. to 370 deg.
Color-----------------· 5 6 . 7
Pour .----------------· 0 deg. to I 5 deg. 0 deg. to 1 5 deg. 5 deg. to I 5 deg.
Carbon Residue. .10% to .60% .15% to .80% .25% to 1%
Sligh oxidation .. 25 25 25
Neutralization ___ _ .30 or less .3 0 or less .3 0 or less
Corrosion __________ Slight stain only after 3 hours at 2 1 2 degrees.
Chapter H. Page -1.

CHAPTERUI.
STARTING AND STOPPING
PREP ARING FOR STARTING soon as solid fuel, free from air,
starts flow-ing through each
Before attempting to start a new- engine vent, close the vent and contin-
or one w-hich has been standing w-ith the ue pumping untill all of the
fuel and lubricating oil drained, the first vents are closed.
duty of anyone in charge of the unit is to
give it a deta:tled general inspection after c. To vent the high pressure fuel
which the operations given below should lines, loosen the fitting nut on
be carried out. the injector end of the line, or
loosen the '"T,. screw- on the
( I) See that the engine turns freely by large engines. Turn the en-
hand: A hand barring device is gine two or more revolutions
provided for this purpose. Turn w-ith the starter or by hand.
not less than tw-o complete revolu-
tions. d. After the engine has been start-
ed, repeat "C" for one injector
(2) Fill the engine w-ith the required only. Close the line after the
amount of lubricating oil. See engine has turned a few- revo-
Chapter II. Check w-ith oil level lutions and repeat this opera-
gauge. tion for each of the other in-
(3) Make sure the w-ater supply is jectors. This operation w-ill
turned on. If a radiator or cooling greatly facilitate the removal
tank is used, use w-ater as free as of air from the high pressure
possible from scale forming min- line.
erals.
STARTING
( 4) Fill all grease and oil cups.
( I) Place the decompression lever in
( 5) Drain all fuel and lubricating oil the decompression position. (This
filters until all w-ater and sediment step is for large engines only.)
is removed.
( 6) Fill the battery, if used, with clean ( 2) Set the throttle in the mid-position.
distilled w-ater. (3) Turn on the electric current to the
( 7) Fill the fuel supply tank w-ith a intake manifold air heater for 4 5
good grade of fu.,,l oil as recom- seconds to give the element time to
mended 1n Chapter II, using a heat the surrounding metal and air.
strainer. Release the air heater switch just
before the engine starter switch is
( 8) Open fuel supply valves.
operated.
(9) Open throttle control lever one-
third on the quadrant. NOTE: In warm weather it should
not be necessary to use the heater.
( I 0) To vent the fuel injection system
loosen all plugs on the pl'.essure ( 4) Turn the heavy duty starting
side of the tra;-.sfer pump. This switch slowly, pausing at the first
includes the vent plugs in the filter terminal to allow- time for the
betw-een the transfer pump and the starter gear to engage before turn-
main pressure pump, and also the ing the starter sw-itch to the crank-
vent plugs in the pressure pump it7 ing_ position; As soon as the en-
self. These vents should be open gine · has turned a few revolutions
so that air will flow freely around place the decompression lever in
the loose vent plugs, and at the the operating position w-hile con-
same ,time offer restriction to the tinuing the cranking operation.
flow- of fuel. {This step is for large engines
only.) Do not crank the engine
a. Open the vent plugs.
for more than IO seconds at one
b. Operate the hand pump to force time w-ith the electric starter. Al-
fuel through the system. As low- two minutes between crank-
Chapter Ill. Page 1.

(20)

ing periods to permit the battery (3) In exceptionally cold w-ec;1.ther it
to recover its surface charge. For may be desirable to increase the
cold -weather star,ting suggestions length of time -which the a:ir heater
see Chapter IV. is allow-ed to build up residual heat.
( 5) As soon as the engine starts, note
( 4) For additional cold -weather sug-
the lubricating oil pressure. Make
gestions, see Chapter IV.
sure the -water is circulating prop-
erly.
STOPPING THE DIESEL
( 6) Allow- the engine time to -warm up
at part throttle before applying the ( l) Allow- the engine to run -without
load. load at a medium operating speed.
This -will allow- time for the engine
( 7) Avoid loading a cold engine as this
to cool off gradually before the
-will cause increased -wear and engine is stoped. This -will allow-
short engine life.
time for the -warm parts to lose
heat to the adjacent parts.
FAlLURE TO START:
(2) After the engine has been allow-ed
(I) Observe the exhaust. If no light to cool place the lever in the stop
smoke appears the engine is ap-
position and stop the engine.
parently not getting fuel. To rem-
edy this repeat the venting opera-
tion. (3) Where the fuel supply tank is con-
siderably below- the level of the fuel
(2) Make sure that all fuel valves are transfer pump, it is often desirable
open so that the flow- of fuel is not to close the fuel supply valve after
restricted. stopping the engine.
Chapter Ill. Page 2.

CHAPTER IV.
COLD WEATHER SUGGESTIONS
With proper care, the usual satisfactory This pre-heater consists of an electric
operation can he maintained in cold heater grid in the inlet passage which is
weather. The following instructions are. connected directly across the battery
given as an aid to maintaining efficient terminals and operated by a switch. The
operation. current should be applied for a period
long enough to build up residual heat in
STARTING the air and in the surrounding metal. It
is advisable to release the heater button
( I) Be sure that the lubricating oil is before using the starter, so the load on the
correct for the prevailing tempera- battery will be that due to the starting
tures. See Chapter II. motor only.
( 2) Be sure that the fuel oil will flow In extremely cold weather it m·ay be
freely and not congeal in the lines. found advantageous to preheat the oil used
Fuel tends to congeal in the filter in the oil bath air cleaner to a temperature
and lines although it may be se- of around the boiling point of water, just
lected in accordance with the rec- before starting the cranking -operation.
ommendation given in Chapter II. The oil should he heated and then poured
If congealed, use a fuel with lower into the air cleaner cup. Heating should
congealing point or warm the fuel. not be attempted while the oil is in the
oil bath air cleaner, as the direct heat will
(3) Warm the inlet air by means of damage the air cleaner unit.
the air pre-heater.
On most installations a manually oper-
( 4) If possible, warm water in the cool- ated heater switch is used. Where remote
ing system will aid starting. control is required, a magnetic switch is
( 5) Extra precaution is necessary in used, similar in construction to that used
venting the fuel system as there is for the cranking motor. This is con-
more · tendency to becomf;' air trolled by a push button switch. The
bound due to lack of flow with the description and maintenance instructions
cold fuel. given in Chapter IX under .. Magnetic
Switch .. applies to both.
( 6) See that the battery, if used, is fully
charged. Under extreme cold con-
ditions, the terminal voltage of a TIMELY HINTS
battery drops as much as 3 0 % .
This is not sufficient to crank a (I) For marine engines running in salt
cold engine fast enough to start. sea water, maintain an operating
A temporary addition of a 6 volt temperature of I 3 0 °. This temper-
battery connected in series, to start ature should not exceed 140° be-
will make considerable difference cause salt precipitates rapidly in
in the cranking speed. The addi- the cylinder casting at higher
tional battery rnust be removed as temperatures. For fresh water in-
soon as the engine is started. stallations, maintain as nearly as
possible an operating temperature
( 7) Set the throttle control lever at of 1_7 0 ° for best results.
stop position and crank the engine
a few revolutions by hand to free ( 2) Drain water and sediment from the
it up before attempting to start it. filter housings frequently as water
collects quickly due to condensa-
( 8) Proceed as outlined in Chapter II. tion.
AIR PRE-HEATER ( 3) Check the lubricating oil frequently
for the same reason, watching care-
Since the fuel is ignited by the rise in fully for sludge formations and
temperature of the air due to compression, water, draining off as formed.
any means of increasing this temperature Change oil more frequently. Wash
will aid starting. An air pre-heater is carbon residue from oil pan or
provided in the inlet manifold to increase
base periodically.
the temperature of the inlet air to aid
starting in cold weather. ( 4) Keep all screens clean.
Chapter IV. Page 1.

(24)

( 5) Do not allow wacer co collect in the run faster than idling speed until
fuel containers. It will freeze and the oil circulates freely.
shut. off the fuel supply.
( 7) A battery freezes between the
( 6) Allow the engine to warm slo'l>ll'ly temperatures of 20° above zero
and 50 ° below, depending on the
before applying the load. Watch
state of charge. Check with hy-
the oil pressure carefully. Do not drometer frequently.
Chapter IV.
Page 2.

CHAPTER V.
CARE OF DIESEL
Time spent on inspection and care of 9. Inspect the air silencer regularly,
the engine will be many times repaid in cleaning if necessary. A dirty in-
long life and trouble-free operation. take air silencer or cleaner re-
stricting the air flow-, causes oil
pumping, loss of pow-er, and
TIMELY HINTS smoky exhaust.
I. Keep the engine in good operating I 0. Do not allow engine to stop from
condition. If trouble develops, stop lack of fuel. When this occurs,
and correct it as soon as possible. there is a possibility of air being
2. Keep the engine clean. An operator pumped into the fuel system. To
while continuously cleaning his release, see ( I 0), Chapter Ill.
engine, discovers MAJOR troubles
in the making, caused merely by DAILY CARE
loose fasteners, leaking connec- I. Check fuel and lubricating oil.
tions, etc.
2. Check ~11 grease cups.
3. Keep fuel tanks CLEAN. This is 3. Drain sediment and water from
possible, if those handling the fuel fuel and lubricating oil filters.
will use precaution. A filter in the
main tank filler will be helpful. 4. Keep engine clean.
WATER AND DIRT IN THE FUEL 5. Check the cooling w-ater supply.
OIL CAUSE MORE ENGINE 6. Check all belts.
TROUBLE AND SERVICE EX-
PENSE THAN ANY OTHER EVERY 40 HOURS OPERATION OR
FACTOR. 2000 MILES
4. Use good fuel and lubricating oil I. Drain and flush out oil pan. Refill
in accordance with recommenda- with oil in accordance w-ith recom-
tions given in Chapter II. mendations in Chapter II.
5. Clean lubricating and fuel oil filters 2. Drain fuel and lubricating oil filters
regularly. to remove the sludge and water.
6. NEVER run Diesel WITHOUT 3. Drain and refill fuel injection pump
WATER in the cooling system. w-ith light machine oil.
4. Oil generator and starter bearings
7. Never use a pipe w-rench on the with a few- drops of light machine
water packing nuts. oil.
8. Norr.-1ally the lubricating oil should
be drained and renew-ed every 40 EVERY 120 OPERATING HOURS OR
operating hours, however there are 6000 MILES
many factors in field service which 1. Drain and flush out fuel and lubri-
govern the length of these periods cating oil filters.
such as; long idle periods, low 2. Clean all screens and filter ele-
operating temperatures, sludge ments in fuel and lubricating
formation. excessive impurities, system. Renew- elements if damaged.
etc. This will partly be a matter
3. Check batteries for need of water.
for the judgment of the operator,
however the periods should not 4. Clean air silencer. It is very im-
exceed 40 hours of operation. ,"lortant that there be no restriction
, o the inlet air flow.
Note: for light intermi-t;tent service 5. Tighten all loose nuts and con-
and for special large oil capacity
nections.
engines, the oil change period can
be altered. The length of the per- 6. Check inlet and exhaust valve
iods between changes should be clearances and reset if necessary.
determined by an anc>.lysis of oil See Chapter XI for clearances.
samples in conjunction w-ith a di3- 7. Flush out fuel injecti,:m pump
trict lubricating engineer. housing and add fresh oil.
'Chapter V. Page I.
(27)

E\'ERY 500 OPERA TING HOURS OR factured by the Dea1 born Chemical
25000 MILES Company, 3 1 0 South Michigan
Avenue, Chicago, Illir.ois.
I. Remove carb~n and dirt from ex-
haust and inlet manifolds, air pre- 3. Turn engine several revolutions
heater, cylinder passages and muf- with starter to force oil through
fler. It is very important that the engine. The engine may be
there be no restriction in either the brought up to full speed on its own
air inlet or exhaust outlet. Re- power for a FEW MOMENTS
striction to either will cause oil ONLY. Finally drain excess ~il
pumping and loss of power. from the lubricating system.
2. Clean, inspect and service fuel
nozzles. See Chapter VI. 4. See instructions under Fuel Injec-
3. Remove cylinder heads and grind tion Pump Chapter VI for prepari-ng
· valves. fuel system for a long shut down
period.
EVERY 1000 OPERATING HOURS 5. Spray or paint inlet and exhaust
valves, stems, spring and rocker
I. Remove water jacket cover plates arm shaft with rust preventive oil.
and clean ou-t sediment. Inspect
oil cooler for dirt. 6. Spray or paint any and all surfaces
having a tendency to rust, such
as water pump shaft, fuel injecti,;n
TO PREPARE ENGINE FOR LONG pump drive shaft, etc.
SHUT-DOWN PERIOD
I. Run engine till thoroughly warm, 7. Drain cooling system thoroughly.
then stop and completely drain
8. Remove all batteries and store at a
lubricating system. local battery service station where
2. Put one gallon of a good grade of they can be properly cared for
rust preventive oil into the oil during the shut-down period. A
pan. This oil should be equal battery deteriorates when not kept
ro .. No-Oxide .. , Grade D, manu- active.
Chapter V. Page 2.

CHAPTER VI.
FUEL SYSTEM
FUEL INJECTION NOZZLES Nozzle Holders
The fuel injection nozzles are of the Fuel is fed to the inlet connection
closed pintle type and should require no (20), through drilled passages to the
adjustment. {See Testing Nozzles). They nozzle body and valve { I 00). The noz•
are cleaned automatically during the pro- zle valve is kept on its seat by the valve
cess of injection and only in case a very spring ( I I) and the spindle (8),
dirty fuel is being used, will it be found This spring is adjusted at the factory to
ttecessary to remove a nozzle for clean- hold the valve on its seat until a pressure
ing. Care should be taken in removing of 2000 lbs. is delivered, which raises the
any nozzle not to bend the fuel lines. valve off its seat to allow injection. This
13
l Holder Body
10
8 Spindle with lower Spring Seat
II 9 Upper Spring Seat
IO Spring Retaining Cap Nut

8 II Pressure Adjusting Spring
13 Pressure Adjusting Screw
14 Locknut for Pressure Adj. Screw
18 Nozzle Cap Nut

20 Fuel Inlet Nipple Nut
26 Washer for Fuel Inlet Nipple Nut
41 Protection Cap
. .,oo 100 Nozzle Body with valve
I
Fig. 4. Fuel Injection Nozzle-Six cylinder
Figure ( 4) shows a sectional view of setting must not be disturbed as It canno ..

the nozzle and holder assembly and be reset without the proper instrument.
nomenclature of parts.
Fuel is fed to the nozzle mouth by lnj ection can be checked by loosening
means of small drilled passages. to a small the pressure line nut slightly at the nozzle
reservoir just behind the nozzle seat to allow the fuel to drain. See Figure 4.
(; 00). If this fails to eliminate the difficulty re-
move the holder assembly and clean as
Venting the Nozzles follows:
Venting the nozzles can be accom-
plish"!d by loosening the pressure line Cl,c;1u1ing the Nozzles
at the nozzle, allowing the fuel to drain
until free from any air bubbles. This .-<\fter removing the nozzle cap nut
draining must be accomplished while the ( l 8), the nozzle body and valve can be
engine is turning over. If the engin~ is removed for examination and cleaning.
running, this will also prevent that cylin- THE NOZZ::.....E BODY AND VALVE ARE
der from firing which will aid in locating NOT INTERCHANGEABLE SEP ARA TE-
a weak or missing cylinder. LY, and should always be kept together.
Chapter VI. Page 1.

(28)

Clean the nozzle by soakin~ it in gaso- Buda Hydraulic Nozzle Tester
line and wiping it with a soft rag which
To facilitate the adjustment of nozzles,
does not leave lint or strings. On no
The Buda Company has designed a simple
account should a hard sharp tool, emery
cloth or powder be used. When refitting inexpensive nozzle tester which will enable
the nozzle and body, special care should be the operator to quickly and accurately
taken to see that both ground joints are adjust the nozzle opening pressure. Thi&
absolutely clean before reassembling. precision · instrument can be used right
Center the nozzle body carefully in the

nozzle holder. Use a feeler gauge for this,
slipping it between the outside of the body
( I 00) and the inside of the cap nut ( 18).
An improperly centered nozzle body may
cause binding of the nozzle valve or pos-
sible leakage.
Dismantling Nozzle Holder:

If the protection cap ( 4 1 ) and the
spring cap ( I O) are removed, the valve
spring ( I I ) can be taken out, examined
and replaced if necessary. THIS MUST
BE DONE WI·THOUT DISTURBING THE
SETTING of the compression screw ( I 3),
as this is adjusted at the factory to open
at 2000 lbs. pressure and cannot be reset
without proper instruments.
Testing Nozzles:
As explained above, the nozzle operat-
ing pressure is set at 2000 lbs. before ship- Fig. 5. Nozzle Tester
ment from our factory, however, there
are many factors in field service which on the job; thus avoiding expensive
effect this adjustment, such as lost spring .. down-time" delays necessary to return
tension d·ue to fatigue and heat, wear of the nozzles to the factory or to the local
nozzle valve and seat, incorrect adjustment Buda authorized service station for ad-
by an inexperienced operator, etc. We, justment. Figure 5 shows an external
therefore, recommend that each nozzle be view of this tester with a nozzle in place.
inspected and adjusted for opening pres- Complete instructions for nozzle adjust-
sure every I 500 hours of operation. ment are furnished with each instrument.
Chapter VI. Pa(Ze 2.

FUEL INJECTION PUMP toothed quadrant of the control sleeve
( I 07 a). The illustration shows the full
The fuel injection pump used is of the load position of the plunger. Moving the
variable cutoff, constant stroke, plunger aontrol rod to the left decreases the period
type. The amount of fuel injected is regu- that the inlet port on the right is closed
lated by a horizontal control rod con- decreasing the amount of fuel injected
nected to the governor. U:ntil the stop position is reached. At
this position the vertical groove in the
The pumps are accurately calibrated by
plunger uncovers the inlet port for the
the manufacturer and are rechecked and
entire stroke and no fuel is injected.
adjusted by The Buda Company while the
engine is on dynamometer test and no re- Venting
calibration should be necessary for many A small vent plug is provided at the
thousands of hours of operation where• top and on one end of the injection pump
good fuel is used. housing and a check valve and overflow
line at the other end fo1 venting. Nor-
Operation mally the check valve and overfio'\'11' line
The pump plungers are operated by a will keep the. injection pump vented at
camshaft running in ball bearings in the all times while the engine is running.
lower part of the pump housing. At the However, when starting a dry system, it
lowest position of the plunger, the space is well to loosen the small vent plug until
in the pump barrel above the plunger the fuel Hows freely without air bubbles.
( I 05A), Figure I 0, is filled with fuel For further information on venting, see
which flows in by two ports from the com- Chapter III.
mon suction chamber. In rising, the Lubrication
plunger closes the ports, forcing the fuel Fill the interior of the fuel pump hous-
through valve I 06, the nozzle tubing and ing with SAE-30 lubricating oil up to _the
nozzle holder from where it is injected into gauge level mark by unscrewing the bay-
the combustion chamber of the engine. onet gauge and pouring the oil through
The delivery of fuel ceases as soon as this opening. Drain and flush out and
the helical edge of the plunger ( I 05a) refill with clean lubricating oil every time
uncovers the inlet port on the right. the engine crank case oil is changed.
Excess fuel flows down the vertical groove These periods should not exceed 40 oper-
in the plunger and out the inlet port. ating hours. A drain plug is provided
1n the base of the housing for this
To control the output, the plunger is purpose. The interior can be flushed and
rotated in its barrel by moving the control cleaned by removing the inspection cover
rod (IO 7 d), which is engaged with the plate. If a variable timing device is used,
the oil cup should be filled every 50 hours
of operation.
Fig. 9. Fuel Injection Pump Fig. 9. Fuel Injection Pump

(Four Cylir.dei· Type) (Six Cylinder Type)
Chapter VI. .Page 3.

(34)

I. Run the engine until thoroughy
warm, then completely drain the
Fig. 10. Pump Element fuel from the entire system except
106a Pump plunger the nozzles and high pressure lines
b Punip barrel from the injection pump. The in-
106. ·Delivery valve and jection pump can be drained by
sent loosening the large hex connection
106c Valve spring on the end opposite the inlet.
107a Control sleeve 2. Disconnect the feed line from the
107b Toothed quadrant main fuel tank and insert the end
Control rod of the line 1n a small container
filled with the kerosene and oil
mixture.
3. Draw this mixture into the fuel 3ys-
Care tem, venting as outlined in Chap.,
The pump cover
III.
plate should be re- 4. Start the engine and allow to run
moved occasionally until practically all of the mixture
and the interior of in the small container is drawn into
the pump inspected the system.
to determine if any 5. Drain the lubricating oil from the
chemical. action is 1nJection pump by means of the
taking place due to small drain plug in the base of the
incorrect fuel or the presence of excessive housing.
moisture, particularly if the · engine has 6. Tape a piece of gasket material
been standing idle for any length of time. over the vent in the pump inspec-
If requ·ired, thoroughly clean and flush the tion cover and plug the overflow if .
interior with clean flushing oil and refill so equipped. Fill the lubricating oil
with lubricating oil to the level marking compartment with rust preventive
on the gauge. oil mixture through the oil gauge
opening.
The presence of dirt even in small
quantities will result in abnormal wear of 7. It is also a good plan to remove
the working parts which may cause hard and clean the injection nozzles, re-
starting at slow cranking speeds, becom- moving the valve and body and
ing increasingly troublesome as the wear coating with vaseline. Reassemble
of parts progresses; however, the rate of to the engine.
deterioration will not be so rapid as to To again place the engine in service
suddenly render the pump unfit for ser- after storage as outlined above, proceed
vice. as follows:
I. Drain the rust preventive n1.ixture
Preparing for Long Lay-Up from the entire fuel syste:tn. Drain
the injection lines to the r.ozzles by
If the engine is to be idle for a long disconnecting at the fuel pump.
period, special preparations must be made 2. Wash out the filters in clean fuel
to properly protect the fuel injection sys- oil and refill ·with clean fuel oil.
tem against corrosion and gum resulting
3. Drain the lubricating oil com.part
in sticking of delivery valves, plungera,
ment of the injection pump and re-
control sleeves and nozzles.
fill with S. A. E. 30 lubricating oiJ
Just before the engine is shut down for to t.he marking on the level gauge.
the last time, procure approximately two Remove gasket and plug in vents.
quarts of a good grade of light rust pre•
ventive oil and mix with equal parts of 4. Remove the injection nozzles and
keros~ne. to obtain approximately the hold"'!!rs and wash in clean fuel. ::ee
same viscosity as that of the fuel. Make indtructions under injection r.ozzles
sure that both the oil and kerosene are pages I and 2 . Chapter VI.
free from water and dirt, then proceed 5. Proceed as outlined under starting
as follows: Chapter Ill.
Chapter VI. Page 4.

Maintenance a slight pressure. This will ordinarily be
A sticking plunger may be readily enough to loosen the plunger and no other
determined by removing the inspection work will be necessary. This may be
cover plate and watching the movement expected in cases where very dirty fuel
of the plungers while the engine is run- oil or fuel with little lubricating value
ning. A sticking plunger will be indicated is usied.
by a misfiring cylinder. After the plunger
has been located, the engine should be
shut down and a screw driver inserted
In cases of major pump trouble confer
with The Buda Service Department at
between the tappet and the bottom of
Harvey, Illinois, explaining the symptoms
the plunger and very carefully pried -with
and the necessary action can be arranged.
Adjustment and. repair of the pump
cannot be made in the field as all pumps
are carefully calibrated at the factory with
proper instruments. Pumps having some
major trouble or badly worn atter long,
hard service, especially with low quality
fuels, must be removed from the engine
and returned to The Buda Company for
rebuilding or exchange for a new pump.
The Buda Service Department has ar-
ranged to replace such pumps for entirely
new or rebuilt pumps at a nominc\l charge
to cover reconditioning of the pump re-
turned.
Removing the Fuel Pump
If the fuel pump timing has not been

altered, the fuel pump can be removed
and replaced with little difficulty. Dis-
connect all fuel lines and governor con-
trol rod. The two coupling flanges and
center disc are each marked with the
letter .. 0.. to aid in replacing the fuel
pump without retiming. Before removing
the pump, note the relative position of
these markers which should be approxi-
mately in line. Do not alter the coupling
adjustment by loosening the two cap-
screws on the side of the drive flange.
The pump can be removed and replaced
in the same position without retiming.
Timing the Fuel Pump

Fig. 11. Fuei 'Injection Pump (Sectional)
Both coupling and fuel pump end plate
Il!ustrati,,n are marked for timing. See Figure No.
!-J un1 he,r De~cription
12. The center mark on the end
1ZO. Lubricating oil gauge rod.
132. Inspection cover. plate indicates the center line of the cam
133. Inspection cover gasket. or top plunger position. The timing mark
13t,.. Inspection cover fastening screw. on the end plate is locate at an
135. Spring washer for inspection cover
angle to the center line with a mating
136. Toothed segment of control sleeve.
137. Toothed segment clamping screw. mark on the coupling flange on late
·13 R. Barrel set screw. model pumps or on the flat side of the
"139. Barrel set screw gasket. coupling hub on earlier models.
Ct.apter VI. Page 5.

35)

To Time the Fuel Pump pos1t1on to allow the coupling jaws
to slip into place.
I. Bar the engine over with the hand
crank or bar until No. I intake 4. Align the fuel pump and drive
valve closes. Continue to turn coupling carefully, using shims if
slowly until .. FPI" (fuel pump in- necessary and fasten hold down
jection) mark on the flywheel co- capscrews.
incides with the center of the
timing hole in the flywheel housing. 5. Connect all fuel lines and governor
See figure No. 44, Chapter XL control rod.
Fig. 12. Fuel Pump Timing
2. Turn the fuel pump In the di rec- The coupling is adjustable for slight
tion of its rotation until the variations in timing by means of two cap-
coupling mark coincides with the screws. Variations from center will indi-
timing mark on the end plate. cate by graduation marks on the coupling
flange. If any adjustment is needed,
This IS the correct timing position.
proceed very carefully as one division
mark on the coupling is equivalent to 3 °
on the pum;:, or 6° on the flywheel. The
3. Adjust the coupling Jaws to slip
best pos1t1on can only he determined
into place by means of the two
w·hen the engine is running and is set at
capscrews on the side of the coup- the factory -while on the dynamometer
ling flange. If the fuel pt.mi;:, test. Retarded injection causes excessive
drive gear or idler gear have be~n smoking. Too much advance will he indi-
removed and replaced without re- cated by increased engine noise and ten-
gard to fuel pump timing it will be dency to knock. Over-heating of the air
necessary to remove one of the cells is a positive indication of too early
gears and remesh 1n the e;orrect injection.
Chapter VI. Page 6

"FUEL FILTER 3. Remove tabric and metal element
(Right hand thread).
The fuel pump plungers and injection
nozzles require extreme accuracy in con-
struction_ to properly meter minute quan-
4. Wash both elements and case thor-
oughly in gasolene, kerosene, etc.,
tities df fuel with equal accuracy to all
Caution: Do not use wire brush or
cylinders; To maintain trouble free, de-
scraper. Use a soft cloth and clean-
pendable, uninterrupted service, clean fuel
ing fluid.
is essential. For your protection, two
stages of filtration are provided. Filter
combinations are selected from the three The fabric element should be cleaned
filters described below: by placing it upside down ( with
The Bosch filter is a sealed unit which opening on bottom) in a partially
does not have replaceable elements. Per~ filled can or bucket of cleaning
iodically unscre-w the plug at the bottom fluid. Compress the element and
to drain sludge and water. This will ma- allow it to expand. Repeat until
terially increase the life of the filter. After dirt on the outside of the cloth is
draining, unscrew the plug at the top to removed. Use care to prevent dirt
bleed the air, operating the hand priming from entering the inside of the cloth.
device on the transfer pump until the fuel The fabric element should be re-
flows in a solid stream without signs of placed if worn or torn. The metal
air bubbles. element can also be replaced but
During engine operation a loss of fuel should last indefinitely unless dam-
pressure is an indication of a clogged filter. aged through accident or careless
Replace with a new sealed unit. The loss handling.
of pressure will be gradual, giving ample
opportunity to procure replacement. 5. Replace parts and start the fuel flow.
The Purolator filter combines two
stages of filtration in the single unit. See
Fig. I 8. The first stage is obtained
by the use of a woolen fabric filter-
ing element. The second stage ;_s VENT VALVE.
by a metal element inside the fabric
element. This element not only acts
as a second stage of filtration, but GASKET.
also as a safeguard against any wool-
en fibres from the fabric e.lement
passing into the outgoing stream of GASKET.
filtered oil. It further prevents any
possibility of the accumulated dirt
from passing out in the event the
fabric element has become ruptured.
To assure the prop~r function of

this filter, it is necessary to remove
the filtering elements from the case
at regular intervals, for cleaning.
These cleaning intervals can best be
determined from experience and are
based on the amount of contami-
nation in the oil.
To clean proceed as fc.llows:

I Open both vent cocks in the
Gp..5KET.
top of the filter and drain by
removing drain plug in the
case. See Fig. 18. DRAIN P L U G . - - - -
2. Remove the case by loosening

the four clamp ring nuts.
Fig. 1 S. Fuel Filt,-.r
Chapter VI. Page 7.

( 44)

See instructions for venting the fully for leaks at the drain plug, vent
system in Chapter Ill Close the plugs, and case.
filter vents ,-vhen the fuel Hows fret>ly
without air bubbles. The Stewart Warner filter is used only
as a primary filter. The unit is cleaned
It is very important that the four clamp- by removing the top from the filter and
ing ring nuts be tightened up evenly .in unscrewing the element to permit clean-
order that the case is set properly and ing in fuel oil or gasoline This filter
evenly on the head gasket. Replace the should be drained periodically to remove
head gasket if necessary. Check care- the accumulated water and sediment
Chapter VL

uOVERNOR ASSEMBLY -will be noted that the position of the
The Pierce governor used 1s of the adjuSlting lever (A) determines the engine
centrifugal ( or flyball) type commonly speed. Provision is made on the engine,
used -where efficient operation and close to hold this lever (A) in any desired posi-
speed regulation is required. It is mounted tion. High speed, low- speed and stop posi-
on the fuel pump drive· housing, and tions are indicated in the illustration.
driven through spiral gears. It is of the
Spring (C) regulates the idling speed.
variable speed type -which -will permit
close regulation from idle to full load To increase idling speed, increase spring
speeds. Oiling is accomplished by means tension by means of adjusting screw- (D).
of a pressure lead from the main gallery To decrease idling speed, decrease spring
line in the crankcase -which supplies oil tension. Spring (E) regulates load speed
to all w-orking parts. of engine. The tension of this spring
may be increased or decreased by means
Although the arrangement of the con- of lever (A), varying the engine speed
trol levers and springs may be some-what
accordingly. Movement of the lever (A)
different to suit the various applicartions,
provides a reasonable range of adjust-
the general construction and maintenance
i • the same. Fig. J 9 show-s both sectional ment. If a higher or low-er range of
and external view-s of a typidal installation. adjustment is desired, the tension of
spring (E) must be increased or decreased
Operation and Adjustment accordingly, by means of adjusting screw-
By referring to the external view-, it (F).
LOW SPCl!:D
POSITION
,,/{~~tTOP
,,,. . . .£,.:::,1'
!'
CONNECTOR
G PIERCE
DIESEL GOVERNOR
Figure 19
Chapter VI. Page 9.

( 41!)

Some models are equipped with a stop whether or not the engine will function
screw which limits the travel of the hand properly at such speeds.
lever (A). Increasing the throw of the
From the end of governor lever (G)
lever, increases the maximum engine
a connecting link reaches to the control
speed. This speed has been determined rod of the fuel pump on the engine.
as the most suitable for that particular in-
stallation and should not be altered except In case of unsatisfactory engine per-
on authority of the Buda Company. formance, attributed to the gove.rnor, in-
spect governor and connecting link to
An extreme change in range of engine see that no parts have worked loose or
speeds may require a different combina- lost motion developed. Do not let an
tion of governor weights and springs, but inexperienced mechanic attempt to service
this should never be attempted without the governor without first writing The
first consulting the Service Department Buda Company, explaining the difficulty,
of The Buda Company to ascertain 2nd getting their recommendations.
Chapter VI.

FUEL TRANSFER PUMP nomenclature of parts.
The quantity of the fuel delivered is
The fuel transfer pump is of the plunger regulated by the pressure in the discharge
type, and is mounted on the side of the line which controls the length of the
injection pump. The hvo sectional views stroke of the plunger ( 2). The plunger
shown below, show the construction and tappet ( 6) is of the roller type, held in
Figure 20. Fuel Transfer Pump.
1. Pump Housing. 11. In!et and Outlet Valve.

2. "'P1u-.n.;:;:rer. 12. Valve Spring.
~~L ~~-pind:e~ 1"3. Valve Spring Retaining Screw.
4.e i:"J:1nge:r ;:,3pring~ 11. Reduction Nipple.
5~ Plung~~y)·: ,:;}}K':ing retaining screw .. 15. Inlet union retaining screw.
6, T:P.~)i)U1: .. 16. Fllter.
7~ 'T"J. n-pet ;:,i,r..ini~ l '7. Spring ri;,g :for securing filter.
8. Rol!er fo,lowe;r. fs. Out:et un;on retaining screw.
9. -W.'f'h:t p1n for ~G1L?:-:>:' a?:d ta.pp-et .. 19. Inlet and o,,tJet n-:iion.
10~ .::;'-=-en ring r.>in f:.--c -:' : :_-..,~. -\~•c:::~-, 20. Gaskets for inlet and outlet union.
Chaoter VL Page 11.

(50)

contact with one of the cams on the injec- plunger retaining screw ( 5). A screen
tion pump camshaft by a spring (7). ( I 6) is located in the inlet union retain-
During the plunger stroke, fuel 1s ing screw ( I 5) which can be removed
-,ucked thru a spring loaded valve_ ( l I ) for cleaning by removing the sp1·ing ring
into the plunger chamber and forced out ( I 7).
thru the disc_harge valve on the return MANUAL PRIMING DEVICE
stroke. The back pressure in the dis-
charge line prevents the plunger (2) Most models are equipped with a man-
from following the cam during the entire ual priming device. Two types are in
stroke, the length of the stroke depending general use, which are illustrated in
on the amount of fuel required. figure 20A. By means of the hand lever
If trouble develops, it will likely be or plunger, the fuel can be pumped
ca used by dirt or a broken spring pre- through the system to aid 1n priming
venting the proper functioning of the and venting a dry system. Operate
valves ( 11) or plunger (2). Removing the the hand lever back and forth until the
valve retainer ( 13) will permit an exam- fuel flows freely without signs of air
ination of the valves. The plunger and bubbles at the opened vents in the filter
spring are accessible by removing the and injection pump.
Fig. 20A. lVl.anual Priming Device
Chapter VI.

CHAPTER VII
LUBRICATING SYSTEM
The engine is lubricated by a conven- pan thru the push rod compartment, oil-
tional full force, wet sump system. The ing the push rod mechanism.
entire oil supply is carried in the oil pan The front camshaft bearing supplies
or base. The oil is circulated by a gear oil to the center of the camshaft -which
type oil pump driven by a fork and pin delivers a stream to the hub of the cam-
directly from the rear end of the camshaft gear. A supply of oil is delivered
shaft -without any intermediate driving tn the idler gear hub through the drilled
gears. idler gear shaft. Oil from the hubs of
these gears is throw-n out through drille<l
holes -which is picked up by a groove in
OIL CIRCULATION
the rim of the gears, -where it passes out
The oil circulation is show-n in Figure thru small drilled holes to the gear teeth,
(21). The oil is draw-n from the pan thru spraying the entire gear train.
a suction type screen and suction line to The governor is oiled by a pressure
the pump. From the pressure side of the lead from the main gallery line 1n the
pump, it enters a drilled passage in the crankcase.
crankcase casting to the oil pressure
relief valve. Here excess oil is by-passed OIL PUMP
to the oil pan, the balance passes on to
the filter and oil cooler, then to the main The oil pump assembly fits in a recess
gallery line in the crankcase. From the in the Ry-wheel enclosure of the crank-
gallery line, side passages are drilled to case and is held in place by four cap-
the main bearings, oil pressure gauliie and screws. The connection to the pressure
idler gear stud. From the main bearings, and suction passages in the crankcase is
passages lead to the camshaft bearings made by hollow dow-els and sealed against
and by means of the drilled crankshaft to oil leaks by copper asbestos gaskets.
the crank pin bearings, and thru the Figure 22 shows the position of the oil
drilled connecting rods to the piston pins. pump in the engine.
The cylinders are lubricated by oil thrown The oil pump is designed to retain its
from the crank pin bearings. prime after the engine is stopped, ;..s long
Oil leads from the camshaft bearings as it remains in a normal position, making
supply oil to the rocker arm shafts on the priming ·unnecessary. In shipment or in
cylinder head. Here the oil is distributed cases where the engine has been inverted
thru the hollow- shafts to the rock.er arm for inspection, it sometimes loses its
bearings. Excess oil returns to the oil prime.
1Qc.cR "" ,·uEL

~l.A?-Q_;i,:,E GS~c'~I
I
-----------~-~OIL PRESSURE REGULATING -✓AL...Y.f;
; ~;"{:sf -(.,';
I iii:!
1,,.LLERY LI:~: t~r~;11!!~ 1'.,
'::'·:
~-7 ~r " __ ~-CAM GEAR
:.llMS.£!8-f- T SE ARIN§_
.
, PRIMING HOLE PLUG
1-<;_RA.,_r~J-{".'.;HAfLS_E'\BING
NOTE:-
THiSH.oLE DRILLED ONLY FOR
MARINE APPLICATIONS TO
LUBRICA"!E REVERSE GEAR
ti.Q_T_Q!Ub._L_fd)_EQ.R AUTOMOT1VE
,~ \__SUCTION LINE
PURPfilli ~Q!!..~f!_g_~
Fig. 21. Lubricating Oil Diagram.
Chapter VIL Pa 6 e I.
(55)

system. Un portable units this type ia
not suitable, therefore a fixed type is used
which is bolted to the base of the crank-
case. The suction screen should be kept
clean at all times.
OIL PRESSURE RELIEF VALVE
The oil pressure relief valve is designed
to maintain an operating pressure of about
3 0 lbs., at Y!Ormal speed and temperature.
No adjustment is provided. The spring
furnished is of proper weight and length.
A temporary adjustment can be made by
stretching or compressing the spring, how-
ever a new spring should be obtained as
a·· stretched spring soon loses its tension.
Six Cylinder Models
Figure 23 shows the construction of the
relief valve on six cylinder models. The
spring and ball are accessible by removing
the large hexagon head cap just back of
Fig. 22. Oil Pump Installation.
the oil filter.
OIL PRESSURE
/ RELIEF VALVE CAp
To prime the pump, remove the plug /
marked prime .n the crankcase at the
side of the oil filter which opens into the
su~ion passage. With the engine run- t PIPE PLUG
ning squirt a quantity of oil into the

OIL FILTER
suction passage which will be drawn into P'AO COVE.A
the pump. The priming hole should be

OIL FILTER PAD
covered as quickly as possible using your COVER GASKET -....__
thumb until the oil circulates. after which CRANKCASE

the engine can he shut down and the
plug replaced. Priming can be most
easily done with a hand oil pump or gun,
however the same results can be obtaine--l
by connecting a piece of tubing to the
priming hole connection, raising the oil OIL PAN
level above the height of the oil pump.
CAUTION: DO NOT RUN THE ENGINE Fig. 23. Oil Relief Valve 6 Cylinder.
MORE THAN A FEW MOMENTS WITH-
OUT OIL CIRCULATION. Four Cylinder Models
If priming does not correct the trouble,
Figure 24 shows the construction of the
it is probably due to a faulty pressure
gauge, an air leak in the suction line or
relief valve on four cylinder engines. It
is accessible from the bottom of the crank-
an open pressure relief valve. Test the
gauge with another source of pressure or
case only. It is located at the inner edge
of the crankcase and oil pan flange adja-
try another gauge.
cent to the fourth main bearing. · Un-
Carefully check all joints and gaskets screwing the hollow cap permits the re-
in the suction line for air leaks. Adjacent moval of the spring and balL
to the oil filter is a pipe plug leading into
the suction line which may be locse. In-
spect the oil pressure relief valve for a
wea.k or broken spring, a defective ball
or sleeve, or the ball held open by foreign ~~~~
matter.
On all marine and base type industrial y~v~-~
----
OIL PREssu~L~·;;---.. .. _ ..
- - - . --..__ __ ·--
units a floating type suction screen is pro- t .E::Jf~-----
vided which prevents the heavier sediment
loaded oil at the bottom of the sump QIL PA~
from being drawn into the circulating Fig. 24. Oil Relief V"lv-'t Cylinder.
Chapter VII. Page 2.

OIL FILTER cover handle. The c,,ver is also fitted
with a perforated cap which holds the
The De Luxe lubricating oil filter has a cartridge in a rigid position.
removable cartridge. Fig. 25 shows a sec-
tional view through the filter. The unfil- The cartridge which actually does the
tered oil enters the inlet passage from the cleaning is constructed of specially pre-
pressure side of the engine lubricating pared, long thread cotton, so supported
system and flows upward through the that it cannot compress under pressure.
center tube until about half way up where This construction permits the oil to reach
it is released through two holes to spray all parts of the filter medium for efficient
against the side of the cone. The oil cleaning. The clean oil flows back to the
washes down, keeping the surface of the engine crankcase from the outlet on the
top.
The life of the removable cartridge
cannot be predetermined. This is depen-
dent on the amount of dirt and by-
products of combustion in the oil. An
engine in poor mechanical condition will
fill a cartridge rapidly. Draining the
filter sump frequently will reduce the
amount of sediment to be absorbed by the
cartridge, thus insuring longer life. Pure
oil is amber in color varying in shade de-
pending on the grade and viscosity used,
but clean oil should never be streaked
with black.
When the oil on the bayonet oil level

gauge begins to lose its clear amber color,
it is visible proof that the cartridge has
become loaded with impurities and that
it is time to change.
Unscrew the top cover by hand, expos-

ing the filter cartridge to which a wire
handle has been welded. Using the wire
handle, lift upward and slowly remove
the cartridge. Do not use a tool to pry
it out as the edge of the filter shell has
been accurately machined for a tight
Fig. 25 Oil Filter
union with the cover gasket and damage
to the edge may cause a leak. Remove
cone clean and allowing any heavier than drain plug and clean the bottom of the
oil particles to fall into the sump from sump, removing all sediment which has
where they can be drained off as the sump accumulated.
in the filter is never agitated. The pres-
sure =ithin the filter then forces the oil Insert the new cartridge and replace
upward through the cartridge. cover. Tighten by hand only. Start the
engine and -when the oil pressure reaches
The -cressure within the filter is con- normal, inspect cover and drain plug for
trolled by a ...-ai·. e b,_,ilt into the base of the leaks.
Chapter VII. Page 3.

(57)

Notes
Chapter VIL

CHAPTER VIII.
COOLING SYSTEM
WATER CIRCULATION The smaller models are equipped with

an additional external water line leading
Positive circulation is assured by a
from the water outlet manifold to the end
pump located on the timing gear cover.
of the cylinder head. It enters an internal
All types of engines use an impeller type
-water distributor tube which extends the
pump except those operated on cold -water
full length of the head, -which directs
supply, and these use a_ double gear type
streams o.f water around each injection
pump. Both pumps are driven by the
nozzle water jacket.
caR1shaft gear.
On automotive and industrial engines On those engines equipped with an oil
equipped -with a radiator or other recir- cooler, the water from the pump passes
culating system, the -water dra-wn to the through the oil cooler before entering the
pump passes through the -water manifold cylinder casting. In other respects, the
to the cylinder casting at points bet-ween circulation is identical.
each pair of cylinders. At the points of On stationary industrial engines or
entry, a brass -water distributor tube is marine generator sets where a radiator is
inserted in the cylinder casting -which not used, a double gear type pump is
directs the stream around the cylinder sometimes used dependent on the lift re-
barrels. The water then passes upward quired and the amount of water necessary.
to the head and across the head to the On marine generator sets and other
water outlet manifold. special installations, a -water cooled mani- ·
IMPELLER
.~PACKING
/ /PACKING NUT
/ I ;PACKING GLAND
i ' /OIL RETAINER
/ DRIVE SPIDER
;~
. fr'- I
:··~!! J:
I 1•1
: L::·
NOTE:-
5HAFT.,MOU51NG AND BEARINGS NOT
REQUIRED ·wt1EN GENERATOR JS USED.
Fig. 27. Impe:ler Type Water Pump As.sembly
Chapter Vilt Page 1.

(61)

fold 1s used. The water from the affected by sediment laden water. No at-
cylinder head passes to the exhaust man- tention is required except for stuffing box
ifold. Due to the comparatively cold nuts as described above.
water supplied, a by-pass type thermostat Draining Water in Freezing Weather
is usually used. U11less an anti-freeze solution is used,
WATER THERMOSTAT always drain the cooling system in freez-
Thermostats are provided at the cus- ing weather. The water cannot he com-
tomer· s option. Both pressure and by- pletely drained tram any one point. Open
pass types are used. The pressure type is radiator, water pump, manifold and water
assembled in the water outlet connection jacket drain cocks.
which restricts the flow of water. RADIATOR
The by-pass type is assembled 1n a Every 2500 hours of operation, the
special thermostat housing at ,the water radiator should he thoroughly drained and
outlet. On a cold engine, the water from flushed out with clean water to .remove
the outlet flows downward through an deposits of dirt and foreign matter that
external line to the outlet connection on may have accumulated. See that there is
the water pump without passing through rio restriction to the air flow. Remove
the radiator or other cooling unit. As water jacket cover plate and clean out
the engine warms up, the thermostat water jacket.
gradually closes, permitting an increasing Once a year the system should be
amount of water to pass through the cleaned with a cleaning solution. Com-
radiator or cooling unit. mon · lye purchased at any grocery store
WATER PUMP makes a good solution. Add four or five
The impeller type water pump, figure cans to sufficient luke warm water to fill
2 7, is of the conventional type and will the system, then pour into the radiatoL
require little attention except filling the Allow to stand three or four hours, theri
oil or grease cups periodically and tighten- drain and flush out well with clean water
ing the stuffing box nuts occasionally. If until the water runs clear.
these nuts are kept too tight, the shaft The radiator hose connections should
will gall and stuffing boxes will leak. Use be renewed once a year as these in time
no tool except regulation gland wrench. disintegrate and pieces work into the
The double gear type pump, figure 28, radiator passages, restricting proper cir-
contains two pairs :·of spur gears. The culation.
pumping or circulating gears are bronze RADIATOR FANS
and these are rotated by steel gears run- The fan runs on anti-friction bearings
ning in oil. ln this type of construction and needs no attention except for occa-
the tooth faces of the bronze pumping sional inspection of fan belt and oiling
gears never touch, and are, therefore, not every week.
r
WAT_ER ; //
DR IN PLUGJ
OIL RETAINER
Fig. 28. Geared Type \1/ater f',;r,,p ,t5sembly.

CHAPTER IX
ELECTRICAL SYSTEM
£lectrical equipment is costly and erned by the severity of service and the
periodic inspection and care 1s required to changeable operating conditions and is
maintain iLs serviceability at a minimum theretore a matter tor the judgment of the
of expense. The instructions given are de- operator. Son-ie items such as lubrication,
rived from practical field experience and brushes, commutator, wiring connections
should be strictly adhered to ir econo:gi.ical and battery may require frequent inspec-
trouble free operation is to be obtained. tion but the other items should not be
neglected.
No adjustments of current output should
be attempted unless thoroughly familiar During the regular engine overhaul pe-
with the correct procedure and possessing riod, the electrical units should be skill-
the necessary electrical test meters and fully overhauled. This can best be done
:>ther equipment required. Adjustments by the local Leece-Neville service station
cannot be expressed in number of turns of who is equipped to make the necessary
:tdjusting screw-s but are stated in volts and repairs and adjustments.
amperes. Guess w-or k can only result in
trouble and costly damage that should not
VOLTAGE REGULATOR OR
CONTROL UNIT
be blamed on the equipment.
The volt~gie regulator used on the
Leece-Neville authorized service stations larger engines has two elements, a voltage
are properly equipped to make all neces- regulator (R) and cutout relay (C). See
sary adjustments and possess complete ad- figure 30.
justment data. When in doubt, see the
nearest service station or -write direct to The type number of the generator and
the Leece-Neville Company at Cleveland, voltage regulator must correspGnd, that is;
Ohio. type I 083G generator must be used with
type I 083R regulator, ·etc., as the capacity
Generators and control units are given and adjustment of the regulator is bal-
a thorough test run at the factory and anced with the current output of the gen
when checked in service and are adjusted erator.
for their safe maximum capacity. If the
proper inspection and care is given, fre- Voltage Regulator Element (R)
quent adjustments are unnecessary and
will seldom be required. The voltage regulator element regulates
and limits the generator voltage to the cor-
rect value for the battery used. The charg-
Two classes of generators are used. The
smaller engines are equipped with a third ing rate in amperes corresponds to the
state of charge of the battery. When the
brush current controlled generator which
battery is fully charged or nearly so, the
has two terminals for connecting to its
cutout relay. Control of the current out- rate will be low and if in a discharged
put ii;; regulated by means of changing the state, the rate will be high. The effective
voltage is the difference bet-ween the gen-
posii:ion of the generator third brush.
erator voltage and the counter or back
voltage of the battery, resulting in a taper-
On the larger engines, a voltage regulated generator
ing rate as the charge proceeds.
is used which has three terminals for connecting to its
control unit. The voltage regulator or control unit controls It is therefore a mistake to assume that
within close limits the voltage of the system underconditions the gerierator charging rate is insufficient
of variable load, changing speeds and differences in when the ammeter reading is low without
operating contions. Detailed instructions for each unit will first testing the battery f~>r this may in-
dicate that the battery is fully charged and
be found under their respective headings.
no adjustments are necessary. A mis-
understanding of this performance of a
INSPECTION AND MAINTENANCE voltage regulated system has caused
Periodic inspection and good maintenance will owne~s to make unnecessary adjustments
prevent service interuptions. It is difficult to state the length which hE'~re resulted in costly damage.
of these periods to suit all conditions as this is gov- Satisf._•r:ti'.>ry performance depends or
th.::, ccri·eci; operation of the ge;-,erator a~
vreH as the regulator, th..,r~fore it is ad

Fil!'. 30. Voltage Regulator or Control Unit
Fi«. Two Element Regulator -C17 Stationary Contact Screw

B+ Positive Battery Terminal F+ Field Terminal to Generator
B- Negative Battery Terminal G+ Positive Terminal to Generator
C Cutout Relay Element G- Negative Terminal to Genera•or
Cl Cutout Relay Coil R Voltage Regulator Element
C2 Cutout Armature Rl Regulator Coil
C3 Cutout Contact Points (Metal) R2 Regulator Armature
C4 Cutout Armature Spring R3 Regulator Contact Points
C5 Adjusting Kut Clip R4 Lock Nut for R5
C6 Cutout Adjusting Nut R5 Stationary Contact Scr••w
C7 Cutout Armature Stop R6 Regulator Resistance Unit
C!J Cutout Contact (Carbon) R7 Regulator Armature Spring
Cl :1 Bracket Screw R8 Regulator Adjusting Nut
Cl4 Armature Hinge Bracket Rl6 Regulator Resistance Unit
R17 Regulator Armature Hinge
visable to check or adjust both at the same Cleveland, Ohio, or the Buda Con1_pany,
time. lf either the generator or regulator stating in detail all service condition&,
is submitted for repairs or adjustment, the performanc~ serial numbers and type ot
one should be accompanied by the other. both Regulator and Generator so that the
A repaired and tested generator should not proper instructions can be supplied. It
be reconnected and operated with a reg- may be possible that lights or other elec-
ulator which may be out of adjustment, trical units have been added to the origi-
nor should a repaired and adjusted regu- nal. installation -which increases the load
lator be operated with a generator which on the generator. In scn,e cases a gener-
may be in need of repairs. ator of larger capacity will be required.
In any event, write for mo:re information
Voltage Regulator Adjustment before attempting to make any change·"·
Adjustments to the regulator require See also ·•-i"hi:rd Bruzh Adjustment:·
special test meters and other data and
should only be done by one experienced Cutout Relay Element
in this work. If a change of adjustment or
of the generator output is reqt•ired, first This elcrner>t is the ;,utomatic switch
consult the Leece-Neville Con,pany, at -which disconnects the battery when the
Chapter IX. Page 2.

generator speed falls below the charging terminal must be connected to C - control
stage o-r when the engine is stopped. This unit terminal, B+ to B+, e.tc. Failure to
prevents the battery from discharging connect as indicated will result in a burnt
thru the generator. The relay is designeo. out control unit or generator or other
and adjusted to operate on a certain cur- costly damage.
rent an.cl no different adjustment should
be 1nade to make the generator "cut in., Corrosion or paint retards the How of
at a lo'Wer speed. current therefore all connections must be
clean and tight. Use lockwashers under
Cutout Relay-Third Brush Control Type terminal nuts to prevent loosening under
The t'WO wire generators used on the vibration. Make certain the wire end
smaller engines, are not of the voltage reg- terminals do not touch each other and that
ulated type. The control unit consists of they do not touch metal except the ter-
the cutout relay element only which is minal screws to which they are fastened. If
fully described above. The current output the -wire terminals break off, they should
of the generator is regulated by adjustment be immediately replaced and soldered to
of the generator third brush only which the wire ends. Do not wrap the end of the
will be desc~ibed in later paragraphs under wire a~ound the terminal screws because
"Generator." the ends may fray out and touch another
ELECTRIC CONTROL STORAGE

GENERATOR UNIT BATTERY
"°'..----aG- B-o----
F+
J>---------a F +
G+ B+o--~
Fill". 31. Generator VViring Diagram Voltage ·Regulated Type
WIRING CONNECTIONS terminal or ground. This may save an ex-

Terminals and Connections pensive rep<!ir hill. If the insulation 1s
broken, reinsulate or replace the -wire.
On the voltage regulated units, there
Wh-;;n renew-ing the wires, use. the same
are three terminals on both the generator
size as the original wire. Stranded wire is
and control unit marked C--, C+, and
preferred as it will last longer under vi-
F +. The control unit also has two addi-
bration.
tional terniinals marked B - and B+.
Figure 3 I illustrates the basic wiring con-
GENERATOR
nections between the generator, control
unit and battery. Generator Field Fuse
The small fuse on the generator is in
On the two wire generator units used on the field circuit, protecting the field -wind-
the smaller units, the generator has two ing. Correct ampere capacity is marked
terminals marked C - and c + , and the on the small plate on the brush opening
cutout relay has three terminals marked band. If the fuse burns out, the causes
G - B - and G+ B+. The basic wiring should be determined and corrected before
connections are illustrated in Figure 3 2. a neo:.w fuse is inserted. Use only fuses of
the specified value. Do not use wire or
Due to the many slight variations in the other substitutes. Burnt out fuses can be
methods of wiring,, Figure 3 I covering the caused by incorrect or faulty connections,
voltage regulated types and Figure 32 an open circuit or incorrect adjustments.
covering the t'Wo wire third brush control
units were· prepared. to illustrate the basic Poor contact at the fuse may be the
generator to ba.Uery wiring connections. cause of a "dead" generator. The fuse
Either ·wire from the control unit to the should be removed and cleaned and the
battery may first go thru the ,,.,,:1:r_ ~.'·er or dips should be cleaned and pinched to-
junction box, but ,n.u.;t finally be con- gether slightly to insure good contact.
nected as illustrated. G-- generator Make sure the replaced fuse is good.
Chapter IX. Pa~e 3.

((;/;)

CUTOUT RELAY
STORAGE
BATTERY
GENERATOR
B
+
Fig. 32. Generator Wiring Diagram Third Brush Controlled Type
GENERA TOR BRUSHES Brush Replacement

Most generators have main brushes lo- Worn brushes should be replaced by
cated 90 ° apart with a third and smaller genuine ones procured from any Author-
brush in between. The position of all ized Leece-Neville Service Station.
brushes must remain as originally set at
the factory. The brush positions that will I. Before replacement with new
give the best results is determined by a brushes, the commutator should be
careful test run at the factory and should made clean and bright with fine
not be disturbed. If necessary to remove sandpaper. Do not use emery cloth
brush rigging for replacement, mark its as it will injure the commutator.
position before removing. Normally, the
best position of the main brushes is slightlv 2. Place the new brushes in their
ahead of the center line of the pole pieces holders and restore the correct spring
which is also the center line of the pole pressure. Then with sandpaper held
piece screws. Do not move the position of against the commutator grind a true
the main brushes in an attempt to change fitting seat on the contact faces of
the ampere output. See "Third Brush Ad- the brushes. Run the generator a
justment." short time, and if the brushes are
Good brush contact is necessary for properly ground in, their contact
go0d generator performance. faces will be bright all over. If im-
properly ground, repeat the sanding
Clean and smooth the commutator with operation until the brush faces are
fine sandpaper if discolored. bearing all over. This brush fitting
The brushes must move freely in their is not difficult and only requires a
holders. Re,move brush dust from brushes little time, but when properly done,
and holders to prevent sticking of brushes. the good generator performance
will be well worth the effort.
When brushes are new and full length
they are usually under enough pressure, 3. Blow out all sand and brush dust
if the spring is in the first notch of the after the foregoing operations.
brush lever. As the brush wears shorter
it may be necessary to move the spring 4. The brushes must move up and
one or two notches. down freely in their holders so that
Avoid excessive spring pressure, which they will make good contact with
may cause the brushes and commutator to the commutator and prevent arcing
wear down rapidly. which would burn the commutator
and cause excessive wear.
Excessive arcing at the brushes can be
due to improper spring pressure, brushes 5. Fold brush "pigtail .. wires down so
,-ticking in the holders, extremely short that they w-ill not touch the brush
brushes, rough or eccentric commutator, opening band. The pigtail must not
overloaded generator and an overloaded touch met~l except that bruah
high speed condition. Any or all condi- holder containing the brush to
tions should be corrected to avoid damage which the pigtail is attached. Thi,i
to the brusl,. holders or bra·cket and the precaution avoids a short or ground
melting of solcler from the commutator. at the generator. The connection
which may cause An open circuit in the screws attaching the brush "pig-
armature winding. t::i.ils" to the holders must be t~ght.
Chapter IX. Pa:e 4.

Third Brush Adjustment- regulated systems as the amperes normally
Third Brush Controlled indicated depend on the state of charge of
Do not adjust the third brush above the the battery. Do not leave the jumper in
ampere rating of the generator. The place after adjustment of the third brush.
stan¼rd third brush controlled units used After adjustment, test at all speeds.
on the smaller engines have a 5 ampere Ampere reading should not be over the
rating at I 500 R.~.M. generator speed. rating at any speed.
Loosen, but do not remove scre-ws (B5), Generator Lubrication

figure 33, to adjust the third brush. Move Put a fe-w drops of oil in each oil cup
the brush in the direction of rotation of before each operating period. Do not
the armature to raise the ampere output flood with oil as this may interfere with
but do not raise the above ampere rating. good brush action. Do not use graphite
Fig. 33. Brush Holder

For safest adjustment the battery grav- oils or grease as graphite has a tendency
ity should be 1.250 or over. If adjustment to pack up and may cause a ball bearing
is made on lower gravity, the current may failure.
rise above the setting when the battery is
fully charged thereby overloading the gen- ELECTRIC CRANKING SYSTEM
erator. While adjusting, run the generator Leece-Neville cranking motors are rug-
as near as possible at I 500 R.P.M. After gedly constructed for the single purpose
tightening the screws (B5); recheck and of cranking the engine. No other duty is
readjust if necessary to correct. After ad- expected. Their power ranges from 7 H.P.
justing, run the generator at all speeds. up to 25 H.P. on the larger engines. The
cranking of a large Diesel engine is an im-
The ampere reading should not be over the
portant operation and careful considera-
rating at any speed. Readjust if necessary.
tion should be given to the cranking in-
Third Brush Adjustment- structions as much damage can be done by
Regulated Type indifferent and careless operation.
Standard voltage regulated units have a
The cranking system consists of a
IO ampere charging rate at normal speeds.
cranking motor with its switches and a
To adjust the third brush, follow the storage battery. The switches selected are
method described above with the excep- dependent upon the type of installation,
tion of momentarily touching a metal voltage of the system, cranking motor
jumper from generator terminals (G+) .nodel and customer's requirements. There
and (F +) to obtain an accurate ammeter are four general combinations of switches
reading. This is necessary -with voltage used. T-wo are for remote control installa-
'"::ha>ter IX. Page 5.

167")

tions and two for installations where the 4 and '.:>. completing the full battery
controls are adjacent to the cranking current through the operating coil of the
motor. n1.agn.:t1c swuch. fh1s attracts the mag-
netic switch armature, closing the main
For remote control a magnetic switch
contacts which completes the heavy
is used w h1ch is operated by a push but-
cranking circuit. When the hand lever is
ton switch on the smaller· units and a
released a s~ ring returns the lever to
double voltage hand lever switch on the "'OFF"' position.
larger, higher votage installations.
Should the magnetic switch main con
vn installations where controls are ad- tacts tend to •·stick" together, the hand
1acent to the cranking motor with the lever in the "OFF" position completes a
consequent shorter w-inng, magnetic circuit through the magnetic switch con-
~witches are not required. Manual switches tact opener coil and its knock-out pi.unger
that will carry the heavy cranking cur- pushes the armature away from the main
rent are used. A push switch 1s used on coil, thus forcing the magnetic switch
the smaller units and a double voltage contacts to open, breaking the circuit.
hand lever switch on the larger units.
If after extended service, the hand
A complete description of each unit lever switch fails to make contact or does
will be found under their respective head- not return to .. OFF.. position, the switch
ings. should be removed and disassembled. The
Magnetic Starting Switch trouble is most likely due to a broken
spring or beaded contacts. Remove the
The magnetic starting switch connects beads with a file but avoid filing out of
the cranking motor to the battery and is round. Stationary contacts can be turned
ooerated by a remote control hand lever until a good surface is provided. When
switch. It should be mounted vertically, reassembling, coat the mechanical parts
with the "TOP" mark uppermost. with vaseline.
The magnetic switch contains a station- Remote Control Push Button Switch
ary contact and a moving contact on a
On the smaller lower voltage units a
hinged armature which is operated by
double voltage sw-itch is not required,
means of a magnetic coil. Springs nor-
therefore a small push button switch is
ma°Ily hold the contacts open. No adjust-
used w-hich completes the circuit through
ment is required.
the operating coil of the magneti. switch,
In time, the contacts will require resur- closing the main contacts of the heavy
facing ,or possible renewal. The moving cranking circuit.
contact is held in pla~e by one screw. To
remove the stationary contact, the two Adjacent Control Hand Switch
screws in the insulator and also the two Th,c manually operated adj'.l.,::.e:nt cou-
in the stationary contact must be removed. trol double volta~,. switch used witho·..1.t
Push forward both contact and insulator a magnetic sw-itch ,s of similar construc-
out: of the retaining grooves. tion to the ma;_s~;etic hand switch except
Resurface perfectly flat with a fine mill that it is heavy enough to carrv fhe full
cranking current. When the ~ever is in
file, then polish on sandpaper laid on a
perfectly flat surface. A rounded surface the interme-diate p•.~:nhon. the contactor
engages posts 2 and 3 vv},:ch con"tpl<'tes a
will not permit suffidient contact for
heavy current.
6 volt circuit to the c~;'.j_.-.king ;;:~otor to
gently engage the drive pi,1ion.
n.emote Control Hand Switch
With the lever in "'ON,. po~ition, the
The hand lever or double voltage switch , ·ontactor engages posts 4 ar.d 5 -which
ts located conveniently for the operator complet:es the heavy c.n:tnking circuit.
a~d provides a remote control for th(, Like the other hand switc:-,, th.;;; l-.-:•ver re-
magnetic switch. Figure 34 shows the rta-nf> to "OFF" when n•!e, ·~;d. The same
basic wiring connections. - ~,~; :1ter1ance i~_struction.s ::.•< f 4 :y .
When the lever is moved to an inter- -' ·a.ce,nt Conh·ol Push 5..._ :· "-R
mediate position, the movable roller con-
tactor engages with post contacts numbered On ti,.- "'=all, lower v,·" ir.st'llla-
t;..·ns, -, do voltage - ~ .. re-
2 and 3, closing a 6 volt circuit through qt.ir~r.t .A f·ioTJ.l'J 1 ___ ,,.. ·r-
the cranking motor which gently engages
;,t•_~d pnr--1· ., ,
the automatic pinion with the flywheel
gear. the f~:'ll .:-,.,;:1i,
With the lever in the "ON.. position. Crar. 1-frng 0,-,

the contactor engages with posts numbered For be,;1 ·e ·.
1·· .~
Chapter IX.

engine, the battery should be weli charged assembled. The drive assernbly 1s sup-
to be able to deliver the required current. ported by two bronze bushings.
Becaus_e of the heavy current required, high
temperatures can develop it cranking is The Bendix drive automatically meshe ..
with the Hywheel gear when the current is
prolonged. Both cranking motor and bat-
tery manufacturers recommend that the applied. lt i-s equipped with a multiple disc
shqck clutch to permit s,ippage under suct-
cranking period should not exceed I S sec-
den shock to prevent bending the shaft or
onds at a tim~ -with a rest period of at least
2 minutes between periods to permit cool- other damage. The Bendix drive seldom
requir1:es attention. Do not disassemble the
ing of the units and to allow the battery to
recover. To operate double voltage hand drive assembly as special equipment is re-
quired to service and repair this unit. If
sw-itches, proceed as follows:
repairs are required, submit the entire
i. Set the engine controls as outlined drive assembly to avoid delays, stating
in Chapter lli. type and serial number of the cranking
2. Move the sw-itch hand lever to "ON" motor from which it w-as removed. The
position, pausing momentarily at clutch is adjusted by the maker at the cor-
the first notch to mesh the starting rect value for the cranking motor and
pinion. Do not hold at the first po- engine on which it is used. Do not change
sition longer than necessary to this adjustment.
mesh the pinion. The complete drive assembly is locked
3. Hold the lever steady against the in place by a lockscrew below the clutch
stop at "ON" position. springs. Loosen the locking wire which
4. Release the lever as soon as the fits in the screw driver slot of the lock-
engine starts or -within 1 5 seconds screw, remove the screw and press off the
if the engine fails to start. drive.
Caution: If the sw-itch is released, do not When the drive is new, its screw shaft
again operate the cranking motor until all and pinion are covered with light oil and
moving parts come to a complete stop. further lubrication is seldom necessary un-
This avoids bending the shaft or damage less gummy or rusty. Clean with kerosene.
to other parts. Allow sufficient rest periods Do not dip the clutch in kerosene as this
between cranking. will affect its action. Oil the screw threads
sparingly with light oil.
WIRING CONNECTIONS
Figure 3 4 shows the basic w-1nng dia- When assembling the d,rive to the
gram for the cranking system which in- motor, be sure the m~shing spring is prop-
cludes cranking motor, magnetic sw-itch, erly located in the hollow end of the screw
hand switch, and battery. Use extreme shaft. He sure the keys are in place before
ca re fr,. connecting nu2nber 2 and 3 on the pressing on the shaft. After the drive is
hand lever switch. Thi,- must be for 6 volts pressed in place, tighten and lock the
or ~ battery cells. Err,Hs l-i.ave been made lockscrew. Free endwise movement of the
in connecting the -wire !.rom number 2 screw shaft and pinion assembly is im-
terminal tc the -wrong er,,~: of the battery. portant for proper engaging of gears.
To avoid errors check v,
ith a voltmeter On the smaller unit, a direct drive
across nu1nber 2 c>,nd- 3 terminals. cranking motor is used. The armature ro-
tates in ~three bronze bushings. The drive
Size uf wire.,· are shown on the wiring
used is ot the Bendix type. A double
diagram. The'"' sizes are for wires up to
spring helps to absorb shock and is a part
fifteen feet i.n length. If longer wires ar<"
of the automatic d,·ive. Replacement of
required, •.1se -.:he next larger sizes ove.
any of the parts can easily be made. Our-
those shcnv:n. Replace worn or broke .1
ing the overhaul period or if replacement
wires nr terminals.
o~ parts is made the drive should be cleaned
CRANi<!NG M~)TOR ~nd oikd with a light oil and a check made
Cranki10.,7, r,,'ic -:,1~- for worn or damaged parts.
Gear R,educ,tio- 1 TJpe Lubrication
C>n the 1 n::e units the cr,,_rJ\1:·.:; -r• .,t<.>/ Put three or four drops of good lubricat-
used 1s - q,,~ar reducti-· ,-p:,. 'f}, , ing oil in each cup every week, oftener
typ _,:.,.'.inguishs · v th, off;;:et if the service is severe. Do not flood with
cl· ·, - -~ '..•·er 11.,,c, of tne •'.>ii.
. o·~ . "~• 'J i.:.1. t".VO The gear housing of the reduction type
•f..._:..:r;.ct.! 6 ---· is r.1otors is packed with number 281 Key-
.-ma',u.re shaft stone grease at the factory. When over-
;; 11<",; s_;·/·>J,r ,,n the hauling or at least once a year, pack the
P ..,•~u:.:?i·>~: 0,T.ive i:- gear housing with new clean grease.
·- '"t -·r f)L Page 7.

· t,; I

Bru~h Adjustment or Replacement to one gallon of water), then wash off with
Motor brush position is determined by water and dry.
design and does not require adjustment.
At least once a month test the specific
For other instructions, refer to the items gravity of each cell wth a hydrometer. A
under Generator Brushes w-hich also ap- reading of 1.270 to l.285 indicates fully
ply to cranking motor brushes. charged, 1.230 half charged and 1.150
STORAGE BATTERY dead. Never take a reading shortly after
The storage battery requires frequent addin~ water. CAUTION. Do not allow
and systematic attention. Its neglect is battery to stand in the discharged state.
-costly. In general follow the instructions It may become ruined by sulphation.
from the battery manufacturer for best re- If the battery requires frequent addition
sults. of water and is gassing excessively have it
Inspection and Care tested. If in good condition, it is undoubt-
ably due to overcharging. Decrease the
Inspect the battery every I 00 operating charging rate to avoid damage to the bat-
hours. Do not allow the surface of the tery. If one or more cells continually re-
ele.ctrolyte to get below the top of the quire more water than others, it is an in-
separators. Keep it above by regularly dication of a damaged cell which should be
adding sufficient clean distilled water as checked by the local battery service sta-
often as is necessary. Do not fill higher tion.
than just below the bottom of the filling
tube. Never add acid to the battery.
Cold Weather Care
Keep terminals tight and clean. If they It is especially important in cold weather
show tendency to corrode, clean and apply to test the specific gravity. A battery
a thin coat of vaseline to protect them. freezes between the temperatures 20 de-
from the acid. Keep the outside of the bat- grees above zero and 50 degrees below
teries clean. Neutralize any electrolyte zero q.lep,e,nding,,on the state of its charge.
that may be on the metal surfaces with a Do not add water after shutting down for
cloth saturated with ammonia or bicar- the night. It will fr~eze quickly. See that
bonate of soda solution ( one pound of soda it gets a charge after adding water'.
.IVo./2
MAGNETIC
SWITCH
MOTOR
4&B-
5
MOTOR
B+
M.oo
Fig. 34. Crankin'!{ l\!Iotor Wiring Diagram
Chapte1· lX. Page

CHAPTER X.
CYLINDER HEADS AND VAL VE MECHANISM
CYLINDER HEADS gauge for this w-ork, slipping it betw-een

Cylinder heads are of the overhead the valve stem and the rocker arm. Use
valve type. Valves are operated by the the clearances as specified on the clear-
conventional rocker arm and push-rod ance plate attached to the engine.
mechanism. After the adjustment has been made, be
The combustion clearance vol-
MAIN COMBUSTION
ume above the piston consists of CHAMBER
tw-o chambers. See Fig. 35. The
main chamber is approximately
in the form of the figure .. s··
which also forms a housing for
the intake and exhaust valves.
The .. energy" cell or auxiliary air
chamber is located dnectly
opposite the injection nozzle
ENERGY CELL
The steel energy cell consist-
ing of minor and major air clia1n-
bers fits into a machined pocke•
in the side of the cylinder head.
The large end is fitted with a steel
plu~ w-hich fits snugly. in the bore
and the entire assembly is firmly
clamped in place by a cover o,
clamp plate held dow-n by studs
in th~ cylinder head.
Should replacement be neces-
se-cry, remove the_ clamp plate and
plug. The iac<1~;e end of the steel
energy cell is tapped for a puller.
ln moat instances, r:J.nning the
(;Hgine -with the clan,p studs loos-
e.-i.ed a few- turns w-ill loosen the
cd'. and plug sufficiently so thnt
-:h.~:,r CGn readily be removed. f"ig. 35. Cylinder Head Combustion Chamber
Ta?pi:-1g 1_he clam.p plate w-ith a
le,.,d hamn1er w-hiic the engine ii< sure the locknut on the adjusting screw is
1 unnin £; will a;sist ],_,osenin-g. /\ t tight, to prevent its w-orking loose and
the time of the periodic valve altering the adjustment. Again check w-ith
'i:ind- _-,e carbon <ohould be che feeler gauge to see that the adjustment
... ·ef cleaned out 0-f the en- has held.
__ ,~''." ·: ell. When rep hec,-.:i.,g t h,c, cdi, th,, If ne<o.essary, the adjustments can be
r,-_,-,: _., , c·1rface shouid oe
~,.:~an to f',event made while the engine is running, but if
1• - - ,:,.:,c~ c....S no gaskets a::•:-: u..-<::.ed~ made after the engine has stopped, turn
VE CLEARANCE the engine with the hand crank until the
{ c inspection of vrlve clearance 1s
...... .110 push-rod is on the lowest point of the
necessar_, to avoid burnc,:J v:.1ves and 1n- cam and this procedure must be followed
sure loni :.>eriods be.:v'.C,~'i' ;e;r:ndin 0 s. All on each individual push-rod, always mak-
,'. ve cl,, ranee adj u>itments between the ing sure that the push-rod adjusting screw
-r- Ive st and the rocker arm are to be i,-, locked with the locknut and rechecked
,,,._.de wh- ~ the engine is 1--.ot. U,s, a feeler with th~ feeler gauge before turning the
_,apter Page l.
f 72 l

engine over for the next adjustment. Care It is therefore important that the gaskeb
must be exercised that the valves are not used for replacement purposes be of the
at any time adjusted with insufficient same thickness as those originally supplied
clearance, as they may hold open causing on the engine. When ordering replacement
burnt valves and seats making immediate gaskets, specify the symbol number
valve grinding necessary. stamped on the gasket. This is stamped on
the center of the gasket and also on a tab
GRINDING VALVES which extends out between the block and
Valve grinding is necessary only at in- head, legible from the outside of the en-
frequent intervals, determined by the gine. If this information is not available,
operating speed and severity of servce, specify the engine serial number sho-wn on
but normally valves should be ground the engine name plate. We maintain a
every 500 hours. record of gaskets used on each engine
Before inspecting valves, compression of shipped.
cylinders should be checked. Turn the
engine with the hand bar against the com-
REPLACING CYLINDER HEADS
pression of the cylinder, then let it rock When replacing the cylinder head, the
back. When in good condition, the engine center row- of nuts should be dra-wn down
can be rocked a number of times without ightly, starting from the center and work-
appreciable loss of rebound. Test each ing to the front and back alternately. The
cylinder in this manner. outside ro-ws should then be drawn down
If the compression is weak, leakage may firmly by alternating from side to side and
also be due to -worn pistons or rings or a front to back. In this -way the gasket is
iaulty gasket .Normally leakage past valves worked outwards from the center towards
or rings can be identified by a difference the sides, as it is compressed and -will draw-
in sound but in case of doubt, the removal down evenly. When all the nuts have been
and inspection of the cylinder head -will be drawn do-wn the first time, repeat a second
necessary. time in the same rotation.
When the engine is thoroughly -warmed
Cylinder heads are equipped with ex-
up after replacing the cylinder head, all
haust valve seat inserts. In manufacturing.
the stud nuts should again be drawn down
the seats are chilled with dry ice before
as described above. Valve clearances must
pressing in place, however the same re-
be rechecked as pulling do-wn the cylinder
sults can be obtained by heating the head
head reduces this clearance an appreciable
in hot water and chilling the seats -with
amount.
ordinary ice before pressing in place.
CYLINDER HEAD GASKETS CHANGING VALVE SPRINGS

·r o assure best engine performance, Valve springs can be changed w1.tboui:
it is necessary that compression pressures removing the cylinder head. Depress the
be predetermined by measuring the final rocker arm to r~move the tube. Turn the
clearance bet-ween the top of the piston engine until th.e piston is at top dead cen-
and the cylinder head. A selecton of t-wo ter in the cylinder desired to prevent the
rlifferent thicknesses of cylinder head gas- lonse valve frcrn. dropr:,iri g into the cy 1-
kets is provided to compensate for any ind.~r. Depress the ·valve spring, .:emove
difference that may occur due to an ac- the retainers and the spring can be re-
cumulation of manufacturing tolerances. moved and a new- spn:0.g installed.
Chapter X. Page 2.

CHAPTER XI.
TIMING GEARS AND CAMSHAFT.
LAYOUT: The gears are on fixed centers and ad-

justment is made hy selecting oversize
On six cylinder engines, the crankshaft
or undersize gears. All timing gear cen-
gear drives the camshaft which in turn
ters are held very closely to standard size.
drives the water pump and generator.
The fuel injection pump is driven through
a compound idler gear meshed with the GEAR FITS
camshaft gear. In this construction the
camshaft and fuel injection pump turn Each gear 1s m;3rked with a number
opposite engine rotation whereas the within either a circle or letter as ·•u...
water pump and generator turn in the ( I ) or ( 3). The surrounding symbol de-
same direction as the engine. notes oversize or undersize; respectively,
On four cylinder engines the crank- and the number within gives the deviation
shaft drives the idler .gear. The idler from the standard in thousandths of an
gear drives the camshaft gear and in turn inch.
the water pump and generator gear. The Crankshaft, idler and camshaft gears
idler gear also drives the fuel pump gear should be fitted with a .002 inches back-
t}_irough an intermediate gear. In this lash, while the water pump-generator
construction the water pump, generator, drive gear and the fuel injection pump
and fuel pump turn opposite engine rota- gear can have appreciably more. When
tion whereas the camshaft turns in the ordering one gear for replacement, use
same direction as the engine. the size marking of the old gear.
-LOOSEN THESE C.APSC.REWS

/
, TO TURN COUPLING.
I
IDLER GEAR
& RETARD LEVER
/
/ /; --------- ---FLYWHEEL
I /
I /
~
ARRO.WS INDICATE DIRECTION OF
ll!'QTATION FOR RH.ENGINE.
Ch;,:ptex- XI. Page I.

(81)

IDLER GEAR No. 1 cylinder tsecond lifter fror.
timing gear end) to .006 inchea
The idler gear stud capscrew- has a clearance from the back of the
left-hand thread. The gear should have cam .
. 007 inches end play on the stud.
2. Turn crankshaft until marking on
The idler gear stud is held in place fly-wheel No. I "'EC-IO" is in the
by the idler gear setscrew- -which is center of indicator on housing
sere-wed into the crankcase near the fuel opening or in center of indicator
injection pump coupling. Because oil is line on plate back of fly-wheel on
fed into the base of the stud, an acorn engines -without flyw-heel housing.
nut is sere-wed over the protruding end 3. Turn the camshaft in the direction
of the set screw- and is sealed against the it runs -when engine is operating
crankcase w-ith a gasket. The set screw- until No. I cylinder valve lifter can
hole in the stud must line up -with the just be turned w-ith the fingers.
corresponding hole in the crankcase. The valve is then just sta;rting to
open and is in the correct postion
CAMSHAFT for installing gears.
4. To check, turning engine back-
The camshaft runs in bronze bushings -wards -will cause the exhaust valve
-which are line reamed in the crankcase. to open and for-ward, the intake
At the fly-wheel end, it drives the oil pump valve -will open.
through a pin and fork type of coupling. 5. Unless the gears have been re•
The thrust is taken at the timing gear end placed after the engine leaves the
by the thrust collar -which is fastened to factory, it w-ill not be necesary
the crankcase. Motion is limited by a to resort to the above as the teeth
flange of the camshaft and the face of to be meshed are marked on the
the camshaft gear hub on either side of crank, cam. and idler gears.
the thrust collar. A shim or -washer 1s
plwced on the shaft before the gear to
give the proper end play of .004 inches VALVE TIMING
to .U08 inches.
Inlet valves open at 1 7 ° before top dead
The camshaft gear 1s pressed on the center and close at 39 ° after bottom dead
shaft and held in place by a spring -wire center. Exhaust valves open 43 ° before
lock -which snaps into a groove on the bottom dead center and close · 13 ° after
end of the shaft. top dead center. Intake valve clearance
bet-ween the valve stem and rocker arm
TO TIME CAMSHAFT should be .009" clearance. Exhaust valve
I. Adjust the intake valve lifter of should be .0 12" clearance.
Chapter XI. Page 2.

CHAPTER XII.
CYLINDER AND CRANKCASE ASSEMBLIES
CRANKCASE DESCRIPTION is properly in place to seal against oil

leaks. If new packing is not available,
The crankcase and cylinder housing are use .a r<;>pe. candle -wick packing, firmly
cast integral and the general description calk1ng 1t 1n place -with a small rod and
and co-nstruction is very similar for both hammer.
four and six cylinder m'odels. Removable
cylinder sleeves of the dry type are used,
firmly clamped in place by the cylinder REAR BEARING OIL SEAL
head. All oil leads are drilled passages
in the housing. Pistons and con·necting
The rear bearing oil seal consists of
rods are removable from the top of the
upper and lo-wer halves to -which is at-
engine.
tached a leather -wiper which touches the
oil thro-wer on the crankshaft. The
MAIN BEARINGS lower portion of this leather is trimmed
The main bearings are of the precision flush with the seal to prevent an air lock.
:Fig. 48 Lower view of Crankcase. Fig. 49. Rear Oil Seal.
type and cnn he ?"eplaced individually. No PISTONS AND CONNECTING RODS

sc:raping o::- fitting is required. Replace-
ment can easily be made by si.1n.ply push- The pistons are aluminum alloy. The
ing the oM shell around and installing piston rings are five in number, the upper
t},e n ~w without disturbing the crankshaft. one being plain type firing ring, the center
The upper shells are n '>t doweled, the t-wo are compression rings and the lower
lc.w•:n· shells being dowel•~.:I in the caps to two are oil control rings.
ho!d the:rn. .:., ,?J"<c..,. f'io shims are re-
quired. Six cyhnder ,~,igines have seven The piston pin is of the full floating
:m.;;\i.-. hearings and four cylinder engines type held in place by retainer springs in
have five. grooves in the ends of the piston pin
After extended iie:!vice, ahould the bosses. To assemble rods to the pistons,
crankshaft be fn'-1:nd to have become -worn submerge the piston in boiling water for
out of round three-thousandths of an inch a few minutes before assembling the piston
or more. it shuulc~ Ge removed and re- pin. Press the pin in place while the
ground to ten thousand of an inch under- piston is hot. This leaves the pin tight
size. Replacement bearings can be fur- in the bosses with a cold piston but be-
nisl-~d ten, twenty, i:hirty or forty thou- comes a bearing fit when the engine is
sand.;; undersize. Bearings cannot be prop- running. Be sure to assemble the pistons
erl;y fitted to an out of round crankshaft. in the cylinder barrels with the low side
The Buda Company can furnish rtcgrou,1d of the Jobs on the top of the piston to-
crankshafts at a nominal e::,,,: !-"ange ..:-~i. ~e. wards the injection nozzles. The pistons
Care should be taken v-7hen reph c;ng 2..0~ marked with an arrow and stamped
the front or rear bea-;-·ings caps tc ,H"'"ke "'injection'" on the injection side to aid in
sure that the packi-ng· in :!-.~ :;:-.. :J.t~d ~i.:.ts the ;::orrer,t assembly. Piston clearance 1n
Chapter XII. Page I.

(85)

the cylinder is .00 I 75" per inch of dia- of the block must be wiped out clean and
meter. the sleeves dipped in light machine oil
· before· ins<:!rting. This operation can be
Connecting rod bearings are as the · · mor._e easily accomplished if the cylinder
main bearings 1n that they are of the housing is heated by filling with hot water
prec1s1on type and . strictly interchange- before insei:ting the sleeves, however this
able. Upper and lawer halves are the is not strict1y necessary.
same. New shells can be· installed · -with
\ittle difficulty as no shims, dowels, · ream- In ~rder to secure absolute precision in
;ng or scraping is necessary~ outside diameter, the sleeves are selected
on inspection for variations of tenths of
CYLINDER SLEEVES thousands of an inch and the cylinder
block and flange of the mating sleeve are
When worn or damaged, the cylind~r stamped A. B, C, or AO, BO, CO. In
sleeves *Can be removed and new sleeves ordering a new sleeve to fit a particular
inserted. After removing · the cylinder bore be sure to state the A, B, C, or AO,
head, pistcn - and copnecting rod assem- BO, CO marking found on the top of the
blies, the sleeves can be removed with cylinder block adjacent to the sleeve 1n
an ordinary screw type pulling tool de- question, also advising the engine serial
scribed in figure (52). They may. be number which will be found on the_ en-
installed in the same manner. The bore gine name ph.te.
I
~
CHECK MARKING (A-B·C)

ON CYLINDER BLOCK.
WHEN ORDERING LINERS
FOR REPLACEMENTS
SPECIFY LEITER FOR
LINER SIZE.
OIL THESE PARTS
REMOVING OLO SLEEVE INSTALUN6 NE"'i SLEEVE
Fig. 52. Cylinder .s:.cev-e Tool
Chapter Xii. Pag<:; 2

CHAPTER XIII.
DIAGNOSIS AND CORRECTION OF TROUBLE
SUDDEN STOPPING will cause a marked decrease in

speed, while weak cylinders will
I. No fuel-see that there is f.uel show little or no change The
in supply tank and shut-off cock sound of the exhaust will also give
is open. an indication of which cylinders
2. Insufficient flow and air traps in are weak.
line. Check .fuel supply by open-
ing plug in fuel injection pum·p at 4. Check for sticking fuel nozzle valve
opposite end from fuel inlet. by pressing with the finger tips
the feeling pin in nozzle holder if so
3. Too heavy a fuel-see that fuel equipped.
is not too thick ·to flow properly
under given temperature condi- 5. Check for sticking fuel injection
tions. pump plun~er or broken plunger
4. Dirty fuel-cle~n fuel filter. spring. See Fuel Pump, Chap. VI.
5. Slug of water from excessive water 6. Look for broken engine valve spring
in fuel. or sticking valve. Replace with
6. Plugged fuel line-investigate fuel new spring, or free valve with fuel
supply line for obstructions. oil. A sticking valve should be
7. Tµrn engine over by hand to make removed and cleaned properly as
su:re. that it is free and not stuck soon as possible. To change valve
from lack of lubrication or other spring with head in place, see
causes. Changing Valve Springs, Chapter
8. Start engine and check for loss of X.
power. (See below.) 7. Inspect engine valve tappet ad-
justment. See Valve Clearance
LOSS OF POWER Chapter XI.
It is assumed here that engine has lost 8. Check compression of engine cyl-
power during a runn;ng period or that it inders by rocking with hand crank
has failed to give the proper power after or bar in flywheel. When in good
being started according to instructions. condition engine can be rocked
Conduct investigation in or ler listed. from ten to fifteen times without
Engine should be running unlesi:. otherwise appreciable loss of rebound. Check
! .. ot<~d. Each of the following items is a each cylinder.
!:<!st or a :r-ernedy, or both, for possible
trouble: 9. Examine the air silencer or cleaner
I. Note lubricating oil pre.;;sure and and air intake for obstructions.
level. Ir pressure is low, check These often become clogged.
o~er 1u6rkating ~·st~,,.. carefully.
10. Examine exhaust passages and
See Lubri:.:ating ;;:,ystem, Chapter
muffier for obstructions.
VI.
2. The n,ost co1nmon cause is lack of I I. If none of the above tests eliminate
fuel or air in lines. Ver,t system the trouble, the cause doubtless
thoroughly as outlined . in .Chapter lies in the fuel 1nJection pump.
HI. If fuel does not flow freely See Chapter VI on Fuel Circula-
without any signs of air, cht:ck for tion System.
obstruct)on in fuel supply system.
Fuel may be too he,3vy to flow
properly at atmospheric tempera-
KNOCKING
ture in which engin,;, is operating. Knc-cks in the Diesel can be divided
J. Detennine the weak o,· missing intc, fuel knocks and those which cannot
cylinders by cutting- out the cy lin- be directly assigned lo the cc,mbustion
ders, one at a t:i:.rr,e whi.le engine is process. Knocks othP.r th.an f·.1el are
under load. Cut out the cylinder eithe1· from loose bearings, pistc..rn, fly-
by loosening fuel line at the no7.- wheels, improperly adjusted valve mechan-
zle. Cutti:::ag out good cylinders ism or blowby due to sticking piston rings.
Chapter XIII. Page 1.

(86)

Excessive fuel knocks are caused by 4. Damage to water _pump from ice
too early injection . of the fueJ for the or other substance.
speed and load on the engine. This may 5. Fuel injection ~J:>o late. Time pump
be due to too great an advance of the according to Chapter VI.
injection or improper timing of the fuel 6. Sheared coupling key on fuel pump
pump in servicing. drive shaft.
Trouble from knocking, other than fuel 7. Loose connection on timing device
knocks, can usually be found by the na- on side of fuel pump coupling.
ture arid location of same by sounding 8. Improper lubric-ation. See Chap-
out under different load conditions and ter VII on Lubricating System.
by cutting out ane cylinder at a tin1e.
When the loose or incorrectly adjusted EXCESSIVE SMOKING
part is found, the remedy is usually ob-
vious and reference to articles under This may be caused by a sticking or
name of part affected will be found h~lp- worn nozzle, (See Chapter VI), leaky inlet
ful in making needed corrections. or exhaust valves, stuck o·r wor.n piston
OVERHEATING rings or scored cylinders. Check inlet
and exhaust valve clearance, and make
I. Lack of cooling water. sure that valve is not sticking in guide.
2. Sediment or salt ·in water jackets. Check for a dirty air filter or silencer,
3. Obstruction to circulation of cool- As a last resort assume trouble to be in
ing water from foreign matter in fu.,l injection pump. Refer to Chapter
system or collapse of suction hose. VL
Chap1:er XIII. Page 2.

CHAPTER XIV.
DRIVING MECHANISM
.POWER TAKE OFF tak~n to always keep the unit correctly
aligned. Also lubricate shaft bearings
In some installations the load is directly properly. In case a speed reduction unit
connected to the flywheel in which event; is used, make sure that same carries a
little care is necessary excepting periodic sufficient supply of gear lubricant.
inspection to keep coupling bolts tight and
keep engine correctly aligned. Misalign-
ment is the cause of many serious troubles. CLUTCH
In other installations, power is trans-
mitted by pulley and bel1=. Either an Make sure that clutch shaft is properiy
overhanging oi: outboard bearing type is lubricated. Never allow clutch to slip.
used, this being predetermined· by the Keep same properly adjusted. For details
power requirements. Care should be refer to manufacturer's· instructions.
Chapte - XIV. Pa£Fe I.

(87)

NOTES
,. .1
FORD
INTERNATIONAL
r\EW HOLLAI\D HARVESTER
ALLIS-CHALMERS
CATERPILLAR
TR.A.CTOR.S
[B Caterpillar and Cat are Registered Trademarks of Caterpillar Tractor Co.
All the above are Trademarks of others, used here in a descriptive

sense to refer to the products of others.
(lEJSALEJ)
Printed in the United States of America
No patent liability is assumed with respect to the use of the information contained in this manual. While every precau-
tion has been taken in the preparation of this manual, the producer assumes no responsibility for errors or omissions.
Neither is any liability assumed for damages resulting from use of the information contained in this manual.
All instructions and diagrams have been checked for accuracy and ease of application; however success and safety in
working with tools depend to a great extent upon individual accuracy, skill and caution. For this reason, the producers
are not able to guarantee the result of any procedure contained in this manual. Nor can they assume responsibility for
any damages to property or injury to persons occasioned from the procedures. Persons engaging in the procedures do
so entirely at their own risk.

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200 Main St., Manchester, MN 56007-5000

Y JENSALES INC. WITHOUT THE AUTHORIZATION OF

MES CONTAINED AND USED HEREIN ARE THOSE OF OTHERS,

In other words ... this is the best we can do for now.

Paul Jensen & The Jensales Team

The Buda-Lanova Diesel Engines represent the latest development

The Buda-Lanova Diesel engine requires practically the same space

The Buda-Lanova Diesel engine is a tried and proven product, one

lnrs,l:ructions and information in this manual, derived from practical

Compiled and Reproduced From Original by Jensales Inc.

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Chapter I. General Engine Information.

Chapter II. Fuel and Lubricating Oils.

Chapter III. Starting and Stopping.

Chapter IV. Cold Weather Suggestions.

Chapter V. Care of Diesel.

Chapter VI. Fuel Systems.

Chapter VII. Lubricating System.

Chapter VIII. Cooling System.

Chapter IX. Starting System.

Chapter X. Cylinder Heads and Valve Mechanism.

Chapter XI. Timing Gears and· Camshaft.

Chapter XIII. Diagnosis and Correction of Troable.

Compiled and Reproduced From Original by Jensales Inc.

INSPECTION OF SHIPMENTS: A shut-off valve and a suitable check.

MAIN FUEL TANK:

Compiled and Reproduced From Original by Jensales Inc.

Compiled and Reproduced From Original by Jensales Inc.

GENERAL ENGINE INFORMATION,

MISCELLANEOUS DATA a corre•sponding increase in temperature

Compiled and Reproduced From Original by Jensales Inc.

FUEL AND LUBRICATING OIL

FUEL OIL Fuel should be purchased as a high

Chapter H. Page -1.

Compiled and Reproduced From Original by Jensales Inc.

Chapter Ill. Page 1.

Compiled and Reproduced From Original by Jensales Inc.

Chapter Ill. Page 2.

Compiled and Reproduced From Original by Jensales Inc.

COLD WEATHER SUGGESTIONS

Chapter IV. Page 1.

Compiled and Reproduced From Original by Jensales Inc.

Compiled and Reproduced From Original by Jensales Inc.

Compiled and Reproduced From Original by Jensales Inc.

Compiled and Reproduced From Original by Jensales Inc.

IO Spring Retaining Cap Nut

14 Locknut for Pressure Adj. Screw

18 Nozzle Cap Nut

26 Washer for Fuel Inlet Nipple Nut

Figure ( 4) shows a sectional view of setting must not be disturbed as It canno ..

Chapter VI. Page 1.

Compiled and Reproduced From Original by Jensales Inc.

Center the nozzle body carefully in the

Dismantling Nozzle Holder:

Chapter VI. Pa(Ze 2.

Compiled and Reproduced From Original by Jensales Inc.

Fig. 9. Fuel Injection Pump Fig. 9. Fuel Injection Pump

Chapter VI. .Page 3.

Compiled and Reproduced From Original by Jensales Inc.

Chapter VI. Page 4.

Compiled and Reproduced From Original by Jensales Inc.

Removing the Fuel Pump

If the fuel pump timing has not been

Timing the Fuel Pump

Ct.apter VI. Page 5.

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