TOYOTA

SERVICE TRA INING

Vol. :5
Diesel Injection Pump
: TEAM
Step 3
Pub.No. ITM303EN
 TABLE OF CONTENTS
Page Pag e
GENERAL IN -LIN E PUMP COMBINEO GOVERNOR
Fuel System 1 Description . . . . . . . . . .. . . • . . • . . . . . . . . . 39
Injection Pump 2 Ve nt uri 40
Governo r 3 Pneumat ic Governor 41
Toyota 's Diesel Eng ine Types . . . . 6 Mechan ica l Governor 43
Operat ion 44
VE TYPE INJECTION PUMP
Sum ma ry of Ope rat ion . .. . ... •... . .. . . 7 IN -LINE PUMP MECHANICAL GOVERNOR
Feed Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Description . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Regulatin g Valve . . . . . . . . . . . . . . . . . . . . . . 8 Flyw eight 48
Fuel Deli very & Injecti on • . . . . .• ..• .•. .• 8 Lin kage . . . . . . . . . . . . . . . . . . . . 49
Fuel Cut -off Solenoid 10 Operat ion 52
A nt i-reverse Rotation . . . . . . . . . . . . . . . . . 10 Cha racte ristic Diagram 58
A utomatic Tim er
(injection tim ing cont ro l) 11 IN -LIN E PUMP-OPTIONS
High -a ltitude Compensa to r (HA C) 59
V E PUM P M ECH A NI CA L GOVER NOR Tu rbocharger Boost Compensator .. . . . . 61
Const ruction & Functi on . .. • .. •. ... •.. 13
Injecti on Vo lume Contro l . . . . . . . . . . . . . . 14 TR OUBLESHOOTING INFORMATION
Operation Descript ion . . . . . . . . . . . . . . . . . . . . . . . . . . 65
(all -speed type) . ... . . . .. • . .. . .. .... 15 Black Exh aust Smoke
Ope ration (during accelerat ion ) 65
(minimum -maximum speed type ) . • •. 18 W hite Exhaust Smoke 66
Load-sensing Tim er 20 Loud Diese l Knocki ng 67

V E PUMP-OPTIONS ~V E PUMP OVERHAUL

A uto ma tica lly-co ntrolled Cold General Precauti on s 69
Starting Device (ACS D) 23 Components 70
Hiqh -altitude Compe nsator (HAC) 24 Disassembly 72
Tur bocharger Boost Compensator . . . . . . 25 Inspect ion . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Assembly 78
IN-LINE TY PE INJECTION PUMP
Ad j ust ment 86
Lubricat ion System 29
Cons tructio n 30
Operation 32
Fuel Inj ecti on Timi ng 35
Charac teristics Fuel De livery
Vo lu me . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
 GENERAl - Fuel System

GENERAL
FUEL SYSTEM
Th e d iesel eng ine fu el system consists of the A lso, clearances betw een operat ing parts in th e
parts shown belo w . inj ect ion pump an d nozzles are extreme ly sma ll;
S ince t he diesel injecti on system (injectio n pump any co nta minatio n resu lting from water, ru st, or
an d nozzles) is extremely sensit ive to the presen ce dirt w ill therefore cause these parts to fa il.
of any wa t er in t he fu el, it is cr it ical to th e prope r To keep the fu el su pply system as free f rom dirt
operat ion of t he syste m that wate r not reach and moisture as possib le, th e w ater sed ime nte r
these com pone nts . and fu el fi lter m ust th erefor e be prop erl y ma in -
ta in ed.
Fuel supply •
Fuel return ---_

Fuel filter

W~l~"'~toc
se~
I
r-
Fuel tank

Injection pump
(with built-in feed pump & automatic timer) OHPOl

VE TYPE INJ ECTIO N PUMP FUEL SYSTEM

Injection nozzles Fuel supply - _ _

-
Fuel filter ,.;;;. ~
F' ' '§;: ", - ~ - ,
Fuel return ---_

h X
~bJc"'\
;5~~"1~ ~ ;.:L
i t "',
,~'
, 1~\ -c, I
.I " /',\
.!!. ' ,
~
~ . ;'
'~ Governor
I tr
' , ' l: j
I
-")
I Return hne
h
. Q(

:;'-~
-";':'o~~",,
-"'~==='='==!===o===y,
I '; 10 ""
v 1)
U (
,-JA
tf I '
, ~ ,Water
,..- -
I \
l;5 sedrmenter
I. , [ j ~ ,.... •
_ t "'- - -I '7 0-' Fuel tank
Automatic ti mer -1\ ~"':1-,-,C )
\... -

Fuel f eed pump ! \ . . , r:L-J

Injection pump ~--------l
OHPOl
IN 'lI N E TYPE INJECTION PUMP FUEL SYSTEM
 GENERAL - Injection Pump

INJECTION PUMP
1. DESCR IPTIO N

The injectio n pump, i n com bin ation with the type of combustion chamber. Generally, it is
gov ernor and tim er , provid es the proper around 20 to 30 M Pa (2OQ-3OOkgf/cm' ; 2,900-
amount of fuel at th e proper ti ming to each 4,300 psi) for t he direct injection type
cyli nder of the engine. combustion chamber, and 10 to 15 M Pa(lOQ-
The f uel i nject io n pressure gene rated by the 150kgf/cm' ; 1,500-2,200 psi) for the auxiliary
injectio n pum p v ar ies depend ing upo n t he combust ion type.

2 . TYPES OF INJECTION PUMP

Injection pumps can be divided into two types: * VE is the abbreviation of the German "Verteiler
• VE* type (distri butor type) Einsprit z" or " distributor injection " ,
• ln -Iln e type

Cam plate Timer Delivery valve

Feed pump Spill ring
VE TY PE INJECTION PUMP OHP02

Delivery valve

: -- - Plunger
~'-- Control rack

Control pinion

~:;:>""'Ik;;:;o- Camsh aft

Prim ing pump

OHP02
IN· L1 N E TYPE INJECTION PUMP

2
 GEN ERAL - Governo r

GOVERNOR 2. GOVERNOR TYPES BY MECHANISM

1 . D ESCRIPTION Current Toyota vehicles use either the mechani cal

governor or th e combined governor depending
The governor is designed to automatica lly control
upon t he engine. On ly the mechan ical governor is
th e engine speed and output by adjusting t he f uel
used tor t he VE pump.
injecti on volu me in accorda nce w ith the load on
the engine and the amou nt that accelerat or pedal PNEUMATIC GOV ERNOR
is depressed.
In t his type of governo r, t he injecti on volume is
It does this by movi ng the spill ring (for th e VE
regu lated by vacuum, w hich is generated in the
pump) or the contr ol rack (for th e in -line pump) in
vent uri as air is drawn into the engine.
order to change the effective stroke of t he injec-
This type of governor controls the injecti on vol-
ti on pump plunge r.
um e very accu rately at tow speeds, but less
A diesel engine diffe rs from a gasoli ne eng in e in
accurate ly at high speeds.
that, among other th ings, th e injection volume is
regu lated by the govern or regard less of the MECHAN ICAL GOVERNOR
acce le rator peda l depressing angle.
The inject ion volume is controlled by the centrif -
In other w ords, if t he accelerator pedal is kept
uga l force generate d by the rotat ion of th e pump 's
depressed a constant amount, the engine speed
d rive shaft or camshaft. It is co nt rolled very
w ould decrease w ith increases in engine load
accurately at high speeds, but less accurately at
(w hen , for example, th e vehicle is cl imbing a hill) .
low speeds. It has a somewhat mo re co mplex
To prevent th is, th e governor automat ically in -
mechanism to improve control at low speeds .
creas es th e injection volu me as the engine speed
starts to drop, in order to keep it at the required
Adjusting lever
speed. I Governor

Eng ine speed decreases.

~
Converse ly, the engine would atte mpt to speed up
w it h a decr ease in th e load on it (w hen , fo r
examp le, the veh icle is going down a hill) , so the
governo r redu ces the injection volume to ma intain
th e current engine speed .
Engine speed increases,
less fuel injected.

/
Furth ermore, the governor stabi lizes t he id le
speed of t he engine, an d also cont rols its max i-
mum allowable speed in high engine speed
ranges to prevent overrun.

3
 GENERA l - Gove rnor

COMBINED GOVERNOR 3 . GOVERNOR TYPES BY FUNCTION

This is a comb ina tion of the pne umat ic t ype and The centrif uga l governor is used fo r controll ing
mechanical t ype govern ors. It contro ls th e injec- engine rpm . There are two types: th e all-speed
tion volume acc urate ly at both low and high govern or and t he m ini mu m -m ax imum speed
speeds. govern or .
Ve hicles differ depending upon such factors as
Control rack veh icle weigh t and e ngine outp ut, and these
Atmospheric air chamber factors are also taken into acco unt w hen the
decision is made w he ther to use one ty pe of
gove rnor or the other.
Vacuum chamber Aux.
ventur i ~
/,
.~ Pneumatic Venturi All-SPEED GOVERNOR
JJ governor section
Eng ine speed (rpm ) is controlled throughout the
fJ,;~=i~!.lI Main spring entire speed range of the pump. (Variations in
Rack control lever
acceler ator peda l ang le increase or decrease the
Mechanical rpm of the pump.)
governor section
J
Flyweights
t At full load

CO M BIN ED GOVERNOR

At partial load

- At
idle

Pump speed

MIN IMUM-MAXIMUM SPEED GOVERNOR

- OHP03

On ly m inimum and maxim u m rpm rang es are

controlle d. (Variatio n in accelerat or pedal angle
incr ease or decrea se the in jection v o lume.)

At full load

At partial load

At idle

Pump speed -
OHP03
4
 GEN ERAL - Govern or

~NOTE
MAJO R DIFFERENCES BElWEEN VETYPE AND IN-LINE TYPE INJECTION PUMPS

VE type In-line type

Weight VE type is sma lle r and lighter and provides higher rpm than in -lin e type.

Number of plungers Sing le Several (same as the number of

eng ine cyli nders)

Governor Mechanical Combined (pne umatic and

mechanical) or mechanical

Timer Built-in (controlled by fuel pressure) Separated (controlled by centrifugal

force)

Fuel cut-off Using solenoid valve A device to drive control rack is

provided . (e.g., electrical diesel
injection control (EOIC). etc.)

Lubrication Self-lu bricat ion by f uel on ly Self-lubrication by f uel and engine

oil

Feed pump Built -in Fitted to side of injection pump

5
 GENERAl - Toyota's Diesel Engi ne Types

TOYOTA'S DIESEL ENGINE TYPES

The follow ing types of diesel engines and injection pumps are cu rrently used in Toyota vehi cles:

No. of Engine type Com bustio n chamber Injec tio n pu mp

cy linder
A uxi lary Direct VE In-li ne
co m bust ion i njecti on
N series 1N 0 - 0 -
C series 1C, 2C, 2C-T 0 - 0 -
L series 2L, 2L-T, 3L 0 - 0 -
,
B series B, 3B 0 - 0 O'
4 ,----- - - - - - - - - - - - - ~ --- - -- _.. . . . . . ---- - - ----- ---- ---- - - - - - -
,
11B, 13B-T, 14B,
, - 0 0 O'
, 14B-T, 15B-F, 15B-FT

KZ series 1KZ-T 0 - 0 -

W series 1W - 0 - 0
5 PZ series 1PZ 0 - 0 -
,
H series , 2H 0
,- ------ - - ---- - - - -- --- - - - - - - -
- - 0
- - -_ . - - . - ._ - - -- -- - - ---- - - - - - -
,
, 12H-T - 0 - 0
6 HZ series 1HZ, 1HZ-T 0 - 0 -
HD series 1H0-T, 1HO-FT - 0 0 -
D series 20 0 - - 0

" Denotes t hat t he in-lin e type was ch ange d to the VE type i njectio n pu mp in A ug ust. 1998.

6
 VE TYPE INJECTION PUMP - Su mm ary of Operation

VE TYPE INJECTION PUMP

SUMMARY OF OPERATION
a. A vane ty pe feed pump draws fue l fro m the f. Injection t iming is con tro lled by the ti me r
f uel tank th ro ugh t he water sed imente r and piston. which is operated by f uel pressur e.
f uel fi lte r, and sends it to the in ne r pu mp g. A fu el cut-off soleno id shuts off the fue l
housi ng. passage to the pump plun ger w hen th e en gine
b. A pressure regu lat ing valve con trols th e fue l start er switc h is t urned off.
pressure inside th e inject ion pump. h . The delivery valve perfor m s t he d ual fu nction
c. Excess f uel is ret urn ed to the fu el tank th rough of pr event ing t he fu el in the injecti on p ipe
the ove rf low tube via the overflow screw. Thi s from fl owing backward to the plunger and
he lps to cool th e movin g parts of th e injection rem ovin g from the nozzle (by suct ion ) the fue l
pum p. rem aining in it after inject ion .
d. The cam plat e is driven by the pump drive h. After in ject ion. t he d eliv ery valve ma kes th e
shaft . The pump plunger fi ts into t he ca m fuel pressure in the i nject io n pipe d ro p ra pidl y
plate and fue l is deli vered by t he rotating and and cl oses t he pass age to p reve nt the fuel
rec iprocat ing motion of this plunger. fro m fl ow i ng back i nto t he plun ger.
e. Inject io n vol u me is co ntrolled by the mecha- i. A ll t he part s in cl uding the pum p plunge r.
nical governor assem bly. campiate. del ivery va lves, gov erno r, and etc .
located inside th e p ump are l ubri cated by

~~~~~~priming
f uel.
pump
Adj usting lever
Overllow screw
~ Governor
Injection nozzle
f--- l-!- Water sedimenter
and fu el fi lter
Regulating
valve

1111\

~~~pflS.~~~lf::::O;~pump plunger
Feed pump" Delivery valve
Coupling
Plunger spill port
Cam plate

.. Rotated 90° so as to be seen

from the side. Fuel tank

OHP04

7
 VE TYPE INJECTION PUMP - Feed Pump, Regu lat in g Va lve , Fuel Delivery & Inj ect ion

FEED PUM P FUEL D ELIV ERY & INJECTION

The va ne t ype feed pump has four bl ades and is a. The feed pump, cam plate and plunge r are
dr iven by the d r ive shaft. It sen ds f ue l int o the drive n by t he dri ve shaf t.
pu m p ho us ing under pressu re. b. Tw o plu nger spri ngs force the plunge r and
cam pla te ag ai nst the rollers.
From fuel f ilter
c. A s illustrat ed , th e ca m plate ha s fo ur face-
cams (one for eac h cyli nde r). W hen t he cam
plate rot at es, t he face-ca ms rid e on t he rollers,
sim u lta neo us ly turn in g the plu nger and pu sh-

:§t:;~~~=>- To pum p housing ing it in and o ut. Th er ef ore, with one tu rn of

. the ca m p late, the plunger m akes one com -
plete turn an d recipro cat es four t im es.
Rotor
Suct ion groove
Suct ion port Pressure
Drive Face cam
Plunge r chamber
shah Cam
plate
To t imer
OHP05

REGULATING VALVE
The regu lat ing valve regul at es f uel pr essure in
pr opor t ion to engine r pm to ope ra te the au t om at ic
ti mer.
Regulat ing valve Feed pump
Roller
Distribut ive head
Plunger spring
Piston Distrib ution passage
DI STRIBUTIVE HEAD OHP06

Drive shaft

n n I
I
I
Feed pump
I

- -- - J

- --
600 6 - Suct ion groove
E Plunger
o
•~ 400 r
4

.
c,

~ 200 2
,
,
,, ' '
,
I
I
I
Distribution port
,::,:
500 1000 1500 2000
Feed pump (rpm ) Cam plate Face-cam
OHP05 OHP06

8
 VE TYPE INJECTION PUM P - Fuel Delivery & Inj ection

d. Fuel for one cylinder is delivered with eac h 2. DELIVER Y

1/ 4 t urn and on e reciprocating motion of th e
As th e cam plate an d plunger t urn, th e suct ion
plunger (4 -cylinder engine).
port is closed off and th e d istribution port of the
e. The pum p plu nge r h as fou r suct ion grooves
plunger w ill be aligned w ith o ne of the four
an d o ne di st ribut ion por t, and the re ar e fo ur
di st ributi on passa ges in t he distributive head . A s
distribu t ion passages in th e di stribut ive head.
th e cam p late rides onto th e roll ers, the plunger
f. When one of th e fo ur suc t ion grooves in th e
tu rn s and mo ves to t he right, causing the f uel to
plunger is a lig ned w it h th e suct ion po rt,
be compress ed.
suct ion is acco mplished and fu el passes fr om
W he n th e fuel is pressu rized to t he predeter m ined
th e suction por t to the suct ion groove.
value, it is inject ed from th e inject ion nozzle.
g. Fuel deli very is acco mp lished w hen the dis-
tributi on port of the plung er is ali gned w ith
Fuel cut-off
one of the fo ur dist ribution passag es. In thi s solenoid
ma n ner, fuel is de livered to eac h nozzle.

Distribution
passages
Suction port

Suction groove
Plunger .--.A~
Spill
To delivery Roller ring
~ valve & nozzle Cam Pump plunger
plate
L:::::O<"--- ---" Distri bution passages Distr ibution Delivery
Distribution port port Distr ibution valve 11 \
passage
OHP0 7

1 . SUCTION 3 . TERMINATION

W hen the pump plunger moves to th e left, one of W hen th e pump plunger moves even fu rth er
th e fou r suction grooves in the pu mp plunger w ilt to w ard the right, th e tw o plu nger spill po rt s w ill
align with the suct ion port and fue l wi ll be drawn move o ut fr om under th e spill ring and the fu el.
into the pr essure cha m ber and fro m there int o th e under press ure, will be forced back into th e pu mp
passage in the plu nger. housing th ro ugh t hese spill ports . Thu s, fu el
pr essure w ill suddenly drop and inj ecti on w ill be
Fuel cut-off te rm inated.
solenoid
Fuel cut-off
solenoid

Distributive head
Pump plunger

Roller
Cam Pressure Cam
plate chamber plate
Delivery valve Delivery valve
Roller
OHP07 QHPQ7
9
 VE TY PE INJECTION PUM P Fuel Cut -off Sol eno id, A nti-reverse Rotation

4 . PRESSUR E EQUA LIZATION ANTI-REVERSE ROTATION

W hen the pl unger has turned 180 0 after deli ver y, A feature of th e V E pump is that it prevent s
the pressu re equa lizing groove on the plunger reverse rotat ion of th e eng ine.
align s w it h the distribution passage in order t o Th e pum p plunger movement and t he open ing
equa lize the pre ssure of the fuel in the passage and closing of each port ar e as illustrated below .
and that in the pu mp housi ng. If the engine sho uld happen to rotate in reverse,
the suction port s w ill open and the distributi on
port w ill close when the pump plunger moves to
up w ard . Therefore, there w ill be no f uel inject ion
and the engine w ilt stop.

Suction port
opening

Distribution
... --- - - - - - -- - - -
port opening
Pressure
equalizing
groove .-
Distribution passage Cam lift

OHP07

FUEL CUT-OFF SOLENOID - I 90'

Engine c ut -off is accomplished by stoppi ng the
(for four-
f uel suppl y. The passage fr om t he pump ho using cylinder
is closed and de livery of pressurized fu el is engines)
Delivery
term inated by the f uel cut -off sol eno id, w hic h is Suction _ ~ Pump
I
designed to clo se the passage w hen the eng ine ,
I
Rev erse
rotatio n
•I
I
plu nger
starter switch is tu rned off (to the " LOCK" position). Cam
This allo w s th e engi ne to be t urn ed off in the plate

same man ner as a gasoline engine.

~~~~
(I
Fuel cut-off
solenoid Cam lift
Spring Rol ler

r-t- J-- Valve

Normal direction of rotation
Suction port
~t:,
PORT TIMING OHPOB

Engine stopped

OHP08
10
 VE TYPE INJ ECTION PUMP - Automat ic Timer

AUTOMATIC TIMER
(injection tim ing control)
As in th e case of gasoline engi ne ignition tim ing , Roller ring
Cam plate
diesel engine injection timing must be advanced Roller rotation
in accor dan ce w it h th e engine speed in orde r to
obta in opt im u m performan ce. For thi s, the VE
type injecti on pump incorporates an automatic
tim er. w h ich is operate d by t he fu el pressure,
advanci ng or retarding t he inj ect ion timing in
proportion to increases or decreases in engine
speed.
Timer
adj usti ng
screw Timer piston
CONSTRUCTION & OPERATION

The timer piston is built into th e timer hou sing , INJ ECTION TIMING RETARD ED OHP09
perpendicu lar to th e pump dr ive shaft, and slides
in acco rdance w ith the bal ance of t he fu el pres-
sure an d t ime r spri ng tension .
The sl ide pin converts the lateral moti on of t he
timer piston into t he rotat ional mot ion of t he ro ller
ring. Feed pump
Th e timer spr ing attem pts to fo rce the t imer discharge
side
piston t o move in t he injecti on " reta rd" d irect io n
(to th e r ight). How ever, as eng ine rpm ri ses, fu el
pressure also r ises, so the pist on overcom es t he
t imer sp r ing te nsion an d moves to the left. In Piston stroke
accordanc e w it h the pi ston movement, th e roll er Advance angle

ring m oves in th e di rect io n opp osite th at of pump

plu nger rotation , thus adva nci ng injection tim in g INJE CTION TIMING ADVANCED OHP09
relat ive to the cam plat e posit ion.

~8 j------------","­
-"~ 6 Pump plu nger
c
ro
•g 4 Cam plate
~
-c
ro 2
,
"- - /
-
I " Roller
•E
~

\ , \ J..".I-'
t= 0 L---f'---~-
5 10 15
---'-~
2022 25
--
Pump speed (x 100) Advance angle
OHP09

11
 VE TYPE INJECTION PUMP - Automat ic Time r

REFE REN C E ---------------------------~

SERVO VALVE DAMPING VALVE

The servo va lve built in the ti m er pi ston, co n- Afte r in ject io n, the de l ivery valve m akes th e
t ro ls th e tr aveli ng amo unt of t he tim er pis ton . fuel press ure in t he injecti on pipe dro p rapi dly
The po sitio n of th e servo valve determ ines t he and cl oses th e fuel passage. Th e rap id change
t rav eling m ount of t he timer pi ston. Thus, th e in fu el press ure creates a pu lsation in t he fuel
ti me r is m ade mo re respon siv e and reliab le be- inside the pipe, wh ich occasio na lly causes th e
cause t he timer piston can be m ov ed by a lo w er fuel to be injecte d through th e inject ion nozzle.
pressure than that in th e inj ection p ump. This phe no me no n is known as a " secondary
The funct io n of th e timer rem ains th e same as inj ecti on " .
tha t of th e previou s m o dels. To pr ev ent a secon da ry inj ecti on and thus re-
duce He em issions, so me models are
Advanci ng
equ ippe d w it h a d ampin g va lve ins ide t he de -
TImer piston liv ery va lve holder.
Servo valve
W hen inj ecti on is co mp lete , the dampin g va lve
absorbs t he refl ect ed wave f rom the nozzle and
dampens th e p ressure in side t he pi pe. Th is
pr ocess pr ev ent s t he rapi d pr essu re cha nge
and a seco ndary injecti on .

During injection

D eli ve~ va lve hold er Damping valve

Sta b le con dition
\ 1

During reflection fro m t he nozzl e

Retarding 1
/
-~ lUUrr
c ~ <,

\ I

12
 VE PUMP M ECHA N ICA L GOVERNOR - Constr uction & Function

VE PUMP MECHAN ICAL GOVERNOR

CON STRU CTION & FUNCTION
a. The governor shaft gear and flyweight holder d. The damper spri ng and idle spring prevent
turn 1.6 t imes for everyone t urn of th e dr ive gove rnor " h unting" by pushing slightly against
s ha ft gear. the t ension lever and contro l lever (respec-
b. There are four f lyweights in th e fl yweight tively) as these levers move t o t he right o r left .
holder. These detect governor shaft rpm by e. The governor fever assem bly adjust s the posi -
mean s of cent rifuga l force and the gove rnor tion of the spi ll ring in acco rda nce with engi ne
sleeve tra nsm its this fo rce to the control lever. speed and load. It is com posed of the gu ide
c. Th e control spr ing tension var ies with the load lever, the control lever, and t he ten sion lever;
(i.e., how far t he accelerator pedal is de- these levers are all linked at ful cru m(A:; w h ich
pr essed). is f ree -fl oatin q. The gui de lever further pivots
aro und ful cru m (~t w h ich is fi xed to the
gove rnor housing.

Adjusting lever
Dam per spr ing

#
Gu ide
lever
Gove rnor
shaft I
Tension Governor
lever / Iever Start spring
Control
lever
assembly o;;~;:;;~:~~~[]~~
~

Gears
Flyweight
Fulcr um CQ;

IJ--'-TJt::l,- Pump
plunger
.... Increases
Dr ive shaft
Spill ri ng Spill ring

OHP10 OHP10

ALL-SPEED G OVER N OR MI NIM UM ·MAX IM UM SPEED GOVERNOR

13
 VE PUMP MECHANICAL GOVERNOR - Inject ion Volume Control

INJECTION VOLUME CONTRO L

The injection volu me can be controlled by chang - The govern or lever assem bly controls the posit ion
ing t he effect ive stro ke of t he pum p plu nger . As is of t he spill rin g by balan cing th e centrif ugal force
shown in t he figure, when th e spill ring moves to of the f lyweights, w h ich changes in accordance
the left, the effective stroke CD of the pump w ith eng ine speed. again st the tensio n of the
plunger decr eases. dec reasi ng the in jection vol- cont rol spri ng, w h ich changes in accorda nce w ith
ume. W hen it mo ves to th e ri ght. the effective the amou nt by wh ich the accelerator is depressed.
stroke © . and th us t he injec t ion volume, in - The resulting balance of these two forces moves
creases. the spill ring to increase or decrease the inje cti on
volu me as necessary.

Control
spring

Flyweight Flywe ight

Spill
ring
~;[~~t--
~ Pump
plunger
Spi ll
,;ng ~
- J§- . Pump
plunger
=<>
----1f - (l:) --j ©
Sho rte r effect ive stroke Lon ger effe ct ive stro ke

QHP11 OHPl l
DECREASING INJECTION VOLUME INC REASING INJECTION VOLUME

-
14
 VE PUMP MECHANICAL GOVERNOR - Operation (all-speed type)

OPERATION (all-speed type)

1 . STARTING 2 . ID LI N G
A s the accelerator pedal is depressed. th e adju st- A fte r the engi ne is sta rte d. the accele rat or pedal
ing lever w ill move tow ard the " Full -load " pos i- is released and t he adj usting lever retu rn s to the
tion . The tension lever is therefore pulled by the " Id le" pos ition. In this pos ition. it is fu lly exte nded.
control spring until it comes into contact w ith the so it does not pull on th e t ension lever.
stopper. Since the engine is sti ll stopped. the Therefore. eve n tho ugh rpm is low . the f lywe ights
flyweig ht s are not in motion an d t he contro l lever beg in to move outward . Th is causes the governor
is pus hed aga inst the governor sleeve by the sleeve to mo ve to the right. pushing the control
slight te nsion of the sta rt spri ng so that the and te nsion levers to the right against t he te nsion
flyweights rem ain in th e f ully closed pos it ion . At of the sta rt . idle and damper springs. The control
th is time. th e control lever revolves counter- lever the refore turns c lockw ise aro u nd fulcr um @.
clockwise around fulcrum @ and moves the spi ll mov ing the spi ll ring to the idle position. The
ring to the sta rt posit ion (maxim um injection). In balance th us mainta ined between the centrifuga l
t hi s man ner . the necessary qua nt ity of fu el is fo rce of the fl yweight s and the ten sion of the
supplied t o the engine for st arting . start. idle and da mper springs provi des a smooth
rpm d ur ing idling .

Adjusting lever n dle" position)

Damper
Control spring
spring
,I
Ilt ! Idle spring
.. I
Guide lever
Idle spring
Tension lever Tension lever
a;;~~~~~~lj~ t--lJ-
Ci JLStart spring
Control lever
~~~~:~~~!~l~--Jj Control lever

~:r=" Fl yweig ht M' Lever

m support ing
Fulcrum ® 'V;m spring
iiifij Fulcrum ®-
Spill
ring " -.1,,,,.L= Pump rr-L.nf-~ Pump plunger
- plunger
-"i'-""'-
~-: ~~x_ .
Injection
Spill ring
QHP12 OHP12

Charac te ristics of injecti on volume & pu mp rpm . Cha rac te rist ics of in jection vo lume & pump rpm.
and operat ing spri ng names. and operating spring names.
a a.b. a.b.c
,'--<,
Curve for engine
starting control , ,,
I I
Curve for idling
control
,,
I

a : Start spring
a : Start spring
b : Idle spring
b : Idle spring
c : Damper spring

Pump speed --- Pump speed __

15
 VE PUMP MECHAN ICAL GOVERNOR - Oper ati on (all -speed type)

3 . FULL LOAD 4. M A X IMUM SPEED

As t he accelerato r pedal is depressed, th e adjust- As the engine speed rises un der a fu ll load. th e
ing lever moves to the " Full-load" positon, and thr ust of the f lyweights grad ua lly beco mes
t he ten sion on t he cont rol spri n g beco mes stronge r than the control spring te nsion . The
greater. (The damper spring w ill therefo re be fu rty tens ion leve r and control lever the refore revo lve
contracted.) The ten sion lever th erefore contacts clockwise together aro un d f ulcrum (f!.) , t hereby
the stopper and remains sta t io nary . Further more, moving t he spill ring to the left , decr easin g
as the co nt ro l lever is pu sh ed by the governor in jection volume in orde r to pr event engine over-
sleeve, it contacts th e tension lever so the spill run .
rin g maintains t he f ull load posit ion. Adjust ing lever ("Fu ll -load " position)
W hen the f utl load sett ing screw (for adjusting the
Contro l spring
full load inj ect ion volume) is t urne d clockwi se, the I
gu ide lever w ill revo lve cou nterclockw ise aro und
fulcrum (D) so that the co ntrol lever, connected at
Ten sion
f ulcr um ®' w ill also move cou nterc lockw ise lever
aro und f ulcr um (Q::I, movin g the spill ring in th e
direction of increased injecti on (to th e rig ht).

Gove rnor
1=:<-:=" sleeve
I
OHP13
\ Characteristics of inject ion vo lume & pu m p rpm ,
t::;>=F='Y=~;
W 9 ht ~ and operating spr ing names.
FUICrum(b~
Ful crum '@
"-"Tli::::=:,;-
u Pump plu nger d

.... Increased
injec tion
t
ID
Curve for max.
speed contro l
E
Spill ring o

OHP13 ~
c
.2 d : Contro l spri ng
Char acterist ics of inject ion volum e & pu m p rpm . U
ID
and ope rating spri ng names. 1'"

d Pump speed - - -

Curve for full

I, ad

\ d : Control spring

Pump speed __

16
 VE PUMP MECHANICAL GOVERNOR - Operation (all -speed type)

5 . REVERSE ADAPTATION

Th e governor with rever se adap ta t ion is insta ll ed In t h is cas e, the cont rol lever rotates co unt er -
in some mode ls s uch as t he 148 or 1HD-T clockwise abo ut fu lc ru m ® , and fu lcru m ©
en gines to impro ve output power during full- m oves in t he direction shown by the arrow . As
lo ad and hig h- s peed revo lut io n. f u lcr um © moves, t he su ppo rt ing lever ro ta tes
co u nte rc loc kwise abou t fu lcrum @, then causes
CONSTRUCTION t he spill ri ng to m ove in the fu el increasing .

Th e govern or w it h re ver se ada pt at io n co ns ists of CHARACTERISTICS

a gu ide lever. ten sion lever. control lever and
Cha racter ist ics of inject ion vo lume and pump rpm
sup po rt ing lever as shown below . The rever se
are shown be low. Th e amount of fu el increase is
adapta t io n spr ings (inner and outer ) are incorpo-
determ ined by the re ver se adap tation st roke.
rat ed into the co n trol lever, and t he upper po rt io n
is su pporte d at f ulc r um © to t he support ing lever.
Th e tension lever an d support ing lever move
abo ut f ulcru m ® of t he guided lever .

Reve rse ada pt ion st roke (L)

OPERATION
j
Whe n the speed is inc reased under a fu ll load. th e w
E
Oute~ spring
centrif ugal force of th e f lyweight becomes greater o
g \
th an t he installation load of t he reverse ada pta t io n c
2 \
spr ings. Thi s com presses t he inner spr ing f irst Inner spring
a nd t hen the outer spr ing . As a result, th e con t ro l "
w
C
Pump speed __
lever m oves by a d ista nce co rrespond ing t o the
rever se adapta tio n stroke (L).
OHP14

Ad justi ng lever ("Full-load" position)

/4f'4j:~ 'L)
,
I
\
~e"e adaption stroke
_-------------' ,:::;;:~!Ll
Control lever - - Conta ct

Reverse adaptation springs

Fu lcru m ®
Support ing leve r

_ <"-_ Effective stroke OHP14

17
 VE PUMP MECHANICAL GOVERN OR - Oper ati o n (m inimum-m axi mu m spee d type)

OPER A TIO N (minimum-maxim um speed type)

Th e co ntro l spr ing fo r the all -sp eed governor has 1. STARTING
been redesigned, as shown below , so that the
A s the acc elerator pedal is depressed, the adj ust-
governor w ill fu ncti on as a minim um -maxim um
ing lever w ill m ove toward the " Full -load " posi -
spee d gov ernor ,
tion . The te nsi o n lever is pulled by th e spr ing
holder until it co m es into contac t w ith t he sto pper.
S inc e the engine is still st opped, the flywe ights
are not in motion and t he co nt ro l lever is pus hed
aga inst the governor sleeve by the sligh t te nsio n
CONTRO L SPRING FOR ALL-SPEED GOVERN OR of the start spri ng so that t he f lywe ig ht s are in t he

.0.
Control spring
fu ll y cl osed positio n. A t t his tim e, the co nt rol lever
revolves cou nterclockw ise aro und f ul crum 'IS: and
Partial load spring m oves t he spill r in g t o the start posit ion . In th is
~------7~-j--..... m ann er , the necessa ry q uantity of fu el is supplied

o to the engine f or st art ing.

Adjusting lever (" Full-load" position )

Control spring Damper spring

Spring holder
Spring holder
Stopper
CONTRO L SPRING FOR MINIMUM-MAXIMUM
SPEED GOV ERNOR
Tension lever
Governor
~ sleev~ Idle spring

~~~~~~;;;~j'~\I~"r~1T- Start spring

r=;:~FI"~".ei:)
At full load
Fulcrum ®
'T"'lll:=:r- Pump plunger
-
Al part ial /oad

Spill ring

QHP15
Pu mp speed _
CDStart spring
C~) Idle spring & damper spring
(~) Damper spring
® Partial load spring
(5) Control spring
FUEL INJECTION VOLUME & SPRING
OPERATI ON RANGE

18
 VE PUMP M ECHANICAL GOVERNOR - Operat ion (minimum-maximum speed type)

2. IDLING 4. M AXI MUM SPEED

Afte r the engine is started, the accelerator pedal As th e engine speed ri ses und er a f ull load. th e
is released and the adj ust ing lever retu rns to th e th rust of th e flyweights become stronger than t he
" Idle" posit ion. In th is position, the control spring cont rol spring te nsion. The tension lever and
is f ull y exte nded, so it does not pu ll on th e ten sion control lever w ill th erefor e revolve clockw ise
lever. Therefore even though rpm is low , th e togeth er around fu lcrum @ , ther eby moving th e
flyweights begin to move outward. This causes spill ring to t he left , decreasin g injecti on volume
the govern or sleeve to move to th e right, pushin g in order to prevent engin e overr un.
the control and tension levers to th e right again st
the tension of t he start , idle, and damp er spr ings. 5 . PARTIAL lOAD
The contro l lever th erefore tu rns clockwise around
W hen the adjusting level is located between the
ful crum (f..) , moving th e spill rin g to th e idle
" Full-load" and " Idle" positions, fuel is injected in
positi on. The balance thu s maintained between
proportion to t he depressing amount of the
the cent rifugal force of the f lyw eight s and the
accelerator pedal because the tension lever and
tension of the start, idle, and damper spri ngs
the control lever are located between the " idle"
provides stable rpm duri ng idling.
and " full-load" positions. And the engine speed
increases, t he partial load spring contracts due to
3. FUlllOAD
the centrifugal force of the flyweights. The entire
As th e accelerator pedal is depressed, the adjust - control level therefore revolves clockwise around
ing lever moves to the " Full-load" position, the fulcrum ® ,causing the spill ring to move to the
spring holder is pull ed to the left and the parti al left, decreasing injection volume.
load and damp er spri ngs are fu lly contracted . The For t his reason, compared with the fu ll-load
ten sion lever therefore contacts the stopper and characteristi cs, the injection volume tends to
rema ins stat ionary. Furth erm ore, as the control gradually decrease toward the right (see graph on
lever is pushed by th e governor sleeve. it contacts page 18) so that the injection volume varies in
th e ten sion lever so th e spill ring maintains the closer accordance w ith the amount the accelerator
full load positi on. is depressed.

Adjust ing lever

Partia l load spr ing
I Damper spring
Part ial load spring
Co ~t rol spring
I

Fulcrum ®
Fulcrum ~A
:21..,..,!-~

I
Spill ring Spilt ring
- ,
I
Spill rin g
- t
Spill rin g

2 . IDLING 3 . FUll LOAD 4 . MAX. SPEED 5 . PARTIAL lOAD

QHP15
19
 VE PUMP MECHANICAL GOVERNOR Load-sen sing Tim er

LOAD-SENSING TIMER OPERATION

A load-sensi ng timer f un ct ion is provided to W he n t he eng ine is operat ing u nder a part ial
adj ust th e inject ion tim ing (and th us the fu el load, t he fuel press ure in th e pu mp hou si ng is
pressure inside th e p ump housi ng) in accordance rel eased through the orifice on th e governor
wi th engine load. Whe n t he engine is runn ing sleeve to t he inlet side of the fee d pump. Th is
u nder a partial load, the tim er sl ig htly retards ca uses the ti m er pisto n in t he aut om atic timer to
inject ion timi ng to reduce engine noise. When the retard the injecti on timi ng .
engine is runni ng at fu ll load, t he timer slightly On the contra ry, w he n the load on the engi ne
advances th e t im ing to preven t pow er loss. in cr eases, the ten sion lever pu sh es th e gove rnor
sleeve back (to t he left). As a resu lt, th e orif ice on
t he sleeve clo ses, so th e press ure in th e pump
hou sing rises. ca using the auto mat ic t imer t o
advance th e inject ion tim ing again.

Adj ust ing lever ("Part ial·load" positi on) ..

t
--_.
,,I
:>-

T
,
/
- I
,, Orif ice
/I
,, Flyweigh t /
I Feed pump /
,/
Increased load
--- \
\
0 E
._~ -

A utom at ic t imer
OHP16

20
 VE PUMP MECHANICAL GO VER N OR - Load-sensing Timer

The load-sensinq timer can opera te under engine retard angle for most models is 1.5 degrees
loads of betwee n 25 and 70% of the full load as (t his depends upon the size of t he orifice).
illustrated below . The maximum possible injection

Govern or sleeve

~~~~!~~~~~o~rifiCe(c10Sedl Full load

- l Full load

' - - -,
.-_~
Govern or sh aft
Governo r shaft
(stati onary ).

-- - - - --- I -T
I 190 kPa (0.9kgf/cm' )
~--~-- - - - - - __ ~ I
l _l
I
I I
I I
I I
I I
o 25 70 100
No load no • Fuil ioad OHP17
Engine load (%)

B2~.J--- - -- - - - -7r-r-:r
/
/

1.50 LL
•' / Fu ll load
.4 Partial load
./ / L NOload
,'/ /
/
/y
// / 1
./ /

o 5 10 15 20 22 25 OHP17
Pump speed (x 100 rpm)
21
 VE PUMP MECHANICAL GOVERNOR - Load-sensing Timer

REFEREN CE- - -- - - - - - - - - - - - - - - - - - - - - - ___,

TIMING CONTROL VALVE
On some engines, th e ti m ing co nt ro l valv e is of t he lo ad -se nsing ti m er and by th e p re-heat -
built in t he hy draul ic ci rcu it of the load sensing ing timer.
t im er. At low coola nt temper atures or hi gh altitudes.
The t iming contro l v alve is a devi ce w h ich ad- the sig nal f rom th e pre-h eatin g timer close th e
vances the injecti on t iming by deact ivati ng th e t im ing co ntro l valve. Th e path oft he load -se ns-
load-sensing t imer at low engine tempera- in g ti m er is thus shut off, cancell ing t he lo ad-
tures , or d u ring hiqh-altitude driving . It is co n- sensi ng timer m ech anism w hile th e timin g
tolled by a so lenoid v alve in stall ed in t he path contro l valve is clo se.

Ope n

Fro m f ue l f ilter
J -
0 0

00

Ti ming co ntrol v alv e o

o
-e-r--Tl me r

Pre -heat ing t imer

o
HAC se ns or
Clos e Water temp.
"'"--------sen so r

22
 VE PUMP-OPTIONS - A utomatica lly-controlled Cold Starting Device

VE PUMP-OPTIONS
AUTOMATICALLY- WARM ENGINE
CONTROLLED COLD
III As the coolant temperature rises, the thermo
STARTING DEVICE (ACSD)
wax. gradua lly expands to against the spring
To improve startab ility, this device both advances tension and pushes out t he plunger, causing
t he injec t ion timing and maint ain s a fast idle lever ® to turn counterclockwise, gradually
condition w hen t he coolant temperature is low. lessening the advance angle and lowering
lowering the idle rpm.
OPERATION (2) When the coolant temperature reaches about
COLD ENGINE 50°C 1120°FI, both injection timing and idle
Wh en the engine is cold, the thermo wax con- speed return to normal.
tract s and pull s th e plunger so tha t lever ®
NOTE - - - - - - - - - - - ,
ro tates clockwi se by th e spri ng ten sion . This
W hen adj usting the inj ect ion timing of ACS D
causes:l ) lever @ to pu sh the adjusting lever
equ ipped eng ines, be sure to cons ult th e ap-
toward th e id le-up po sition , result ing in fast id le;
propriate repair man ual, because t he met hods
and 2) the roil er rin g to rota te, advancin g t he
and values used w ill differ dependi ng upon the
i njectio n timing.
type of engine.
A djusting lever

Idle -up (fast idle)

~
'7 Plun ger

LeVer ~'"·:::=:J
~ <?
j Lever ® ~"",:::!:::l-
'f l In Coolant
",,9';;'~F't Out

~ -..,
Thermo wax

Spring
~,

r -
~_r-~
A CSD ME CHANISM OHP18

Lever ® A dva ncing

Advance
an gle

- A dvancin g
Rolle r r ing

ADVANCING OPERATION OHP1S

23
 VE PU M P- OPTION S - High -altitude Compe nsator

HIGH-ALTITUDE LOW ALTITUDE

COMPENSATOR (HAC)
Th e bello w s are contracte d due to the h igh
-'
1 . DESCRIPTION atmosphe ric pr essur e and t he spill ring is held in
the nor mal position.
The low air press ure at hig h alt itudes wou ld
cause the air -fu el mi xtu re to become over-rich
and t he den sit y of the exha ust smo ke to rise. To
prevent th is from occuring, the high -alt itude com -
pensator auto mat ically reduces f uel inj ecti on vol -
um e in accorda nce w it h th e veh icle's present
altitude. Control arm

2 . OPERATION

The HA C is co mposed of a vac uum bellow s, push

Tension lever tu,
rod , cc nnectinq pin, control arm, etc. Under hi gh
atmosphe ric pressure, t he bellow s are co ntracted
and t he push rod is pu lled upwa rd by th e spr ing .
Converse ly, under low atmospheric pr essures,
there is less pr essu re on th e bellows, so they
expand, ca using the push rod to move downw ard. Spill ring - - L-- '

HIGH ALTITUDE
To atmosphere Vacuum

~
Atmosphere
cha mber ~ ~~be"ows As th e atmospheric pressure drops, th e bellows
gradually expand, pushing the spill ring to the left so
Spring that there is a decrease in fuel injection volume.
Push rod -.
Connecting pin

Control arm N~~~~~~;.

"
Tension lever
W'\\l
OHP19
BELLOWS (atm ospheric pressure senso r)

----j ~
Fuel decrease -
OH P19
24
 VE PUMP-OPTIONS - Turbocharger Boost Compensator

TUR BOCHARG ER BOOST COM PEN SATOR

1. DESCRIPTION 2 . CONSTRUCTION

Addi ng a turbocharge r is one w ay to incr ease a. The boost compensator is mou nted on the
output pow er of die sel engin es. The t urbocharger governor of the injection pump. Boost pressure
generates boost pressure, thus incr easing t he (t urbochargi ng pre ssure) acts on th e upper
amount of intake air goi ng int o the engine. If more chamber of th e diaphragm, in w hich is located
f uel is supplied in proport ion to the increase in the t he push rod, w hi le ambient pressure acts on
amo unt of inta ke air, th e output power can be th e low er chamber.
incr eased as a result. b. The lower end of the push rod is tapered and
The boost compensator is a device designed to the connecti ng pin therefore slides in and out
increase the amo unt of fuel inj ection according to as the push rod moves up and down in
increa ses in t he boost pressure and thus main - response to cha nges in the boost pressure.
tain comb ust ion at the opti mal condition at all As the connecting pin moves in and out, it
tim es. ca uses th e co ntrol arm to pivot around its
Boost pressure (compressed air) axis. The movem ent s of the control arm cause
I

,~"••. 't 11
the stop positi on of the tens ion lever, w hich
moves the spill ring, to change.

J Diaphragm
Boost pressure
chamber
Boost

frF
Ambient
I air inlet
pressure

./ ~...J .
Jfi:?
Exhaust gas
, -------', ~
disch a rge Tur~i ne Compressor Ambient
wheel wh eel pressure
chamber
Push rod

Boost compensator

Increased injection
I volume for boost
pressure compensation

Plunger .r:':': ':

Injection volume
without boost pressure
at full load

Injection pump rpm __

Timer ..--

PRINCIPLE TURBOCHA RGER SY STEM OHP20

25
 VE PUM P OPTIONS Turbocharger Boost Compensator

3 . OPERATION b. A s the boost pressure ri ses, the diaphragm

pus hes the pu sh rod downward. causing th e
a. When the boost pressure is low (below about
connect ing pin to move to the right by the
14 kPa; 0.14 kgf/cml ; 2 psi), the diaphragm is
taper © of t he push rod . The control spri ng of
pushed upwards by the diaph ragm spring.
the adjusting lever th erefore causes th e con-
Consequentty, since the connecti ng pin is
tr ol arm to rotat e clockwise and the ten sion
contacting the lower end of the push rod, the
lever and control lever thus rotate coun ter-
injection volume is not increased. Injectio n
clockwise around f ulcrum @ .
volume contr ol is therefore the same as non-
A s a result of t his. the spill ring moves to th e
turbo-diesel engines.
right. caus ing th e injection volu me to increase
in response to the change in the boost pres-
sure.

-
Connecting pin

Control arm

" Full-load"

Control spring
I I"~ f-*-- Tension
lever II:.-!f-- - Ten sion
~;~~~~~:~~\ lever

Fulcru m

Spill
ring
·\~f~~- plunger
Pump

~
Injection volume
increasing
Spill ring

OHP2 1

26
 VE PU M P- O PTI O N S - Turboch arger Boost Compe nsato r

c. If the boost pressur e ri ses above th e interce pt The fo llowing graph shows how th e inject ion
point on the graph. the connecti ng pin is vo lume cha nges in accordance with boost pres-
pushed back to the left by the taper (B) of the sure. Normally , on ly areas © and © are used
push rod, redu cing the injec tion vo lume . Th is during boost compe nsation; area (a: is the fa il-
prevents over-in jection from occur ing even if safe area . In t he fail -safe are a, the inj ecti on
turbocharger boost cont rol sho uld fail. vo lume fa lls (rather th an rises) in response to a
rise in boost pr essure. This is to prevent over-
pressure fr om occcuring .

Fail safe '

0
,
E

"I
c
0
>

.f;
Intercept point
."
~

a Boost pressure - _

INJECTION VOLUME CHA RAC TERISTICS

IN RELATI ON TO BOOST PRESSURE

o;;~~~}-
\;;
Pump
plunger

Decreases .-41
1-

OHP21

27
 VE PUMP-OPTI ONS - Turboch arg er Boost Compensato r

REFEREN CE - - - - - - - - - - - - - - - - - - - - - - - - - ----."
BACS (Boost and Altitude Compensator System)

The SACS is a device that provides both fu nc- A high -altitude co m pensat o r va lve m aintain s
tions o f the tu rboc harger boost compensator th e co ns tant press ure (exa m ple: 52 kPa [390
and the high-alt itude co m pensat o r. mmHg)) i n th e co nsta nt pressure cham ber lo -
The basic con structio n of the SACS is t he sam e cate d be lo w th e d iaphragm cham be r an d t hus
as that of the turb o char ger boost com pensator. has the fu nct ion o f HAC.

Boost pressur e
chamb er
HAC valve

Con necting
~~~vacuum
~J bello w
pi n
A ir ---+
Vacuum •••• ==:>10

-
pum p
o Push rod

Control arm

Filter
pes (Power Control Valve)
The pes is a dev ice th at redu ces the max im um causing the pow er co ntro l lever and the gove r-
in jectio n volu me w he n th e ve hicle is d riv en un - no r tensio n lev er to sepa rate from each ot her.
der a certa in co nd it io n such as i n 1st o r reverse W hen th e VSV is on , air is b ro ug ht into th e pow -
gear posit io n . er co ntro l actuator causi ng t he pow er co ntro l
N o rm al ly, the VSV is o ff and a v acu um is ap- leve r to rotate co unte rcl ockw ise. Thus, the
pli ed to th e power co ntro l actuator. Acc o rd ing - pow e r co ntro l lev er ca uses t he ten sion lever t o
ly, t he pow er co nt ro l lever ro tate s cl ockwi se rotate cloc kw ise and th is red uc es t he max i-
m um in jection v o lum e.
Pow er contro l valve

Pow er
co ntrol
-~====;~;::==~~~
...•
bd
l Air

...• Vacu um pu mp
lever

Co ntrol -=::;~;i1 ~
arm -
o
-
c
•••• Vacuum (VSV OFF)
- Air (VSV ON)

28
 IN-LINE TYPE INJ ECTION PUMP - Lubrication System

IN -LINE TYPE INJECTION PUMP

LUBRICATION SYSTEM
An inj ect ion pum p requ ir es an appropriate lubn - NOTICE - -- - - - - - --
cation system to ensu re high -speed operat ion Wh enever t he inject ion pump is overh au led.
even unde r h igh tem peratu res and pressures. en g ine o il mu st be ad ded before starting the
The lubrication points of an injecti on pump are engine aga in . Otherwise. there will be no
rough ly divided in to parts th at are lubricated by lu br ica t ion CIt f ir st and seizure of th e bearing s
eng ine oi l and part s that are lubricated by diesel or othe r parts w ill o ccur.
fuel.
2 . LUBRICATION BY DIESEL FUEL
1 . LUBRICATION BY ENGINE OIL The injection pump plungers , delivery valves,
In th is method, part of the eng ine oil used to inject ion nozzles, and feed pu mp piston are lub-
lubricate the eng ine is divert ed to t he injection ricated by the diesel fuel as it passes through
pump in orde r to lu bri cate the mechanical qover - them . (See figure below.)
nor and driving mech anism of the pump . Becau se the sliding surfaces of these part s are

Return via timing gear lap-f inished.the clea rance between t hem is very
case or crankcase Injection small. Thi s is especially so in the case of the
pump
plungers - they are fi n ished to the extreme ly
close to lerance of abo ut 1/1 (X)() mm (0 .00004 in)
To engine to enab le t he m to withstand the very h igh pres-
compo nents sures (up to 30 M Pa; 300 kgf/cm 2; 4,300 psi to
w hi ch they are subject ed, w it hout leakage.
Since any foreign m aterial th at f inds its wa y in to
•
the fuel system can damage or seriously impair
the operat ion of these parts, clean fuel is essential
to proper operation of th e engine .
; I Injection
LUBRICATION CIRCUIT _· nou le

• An or ifice is located in the injection pu mp to

restrict the amoun t of oi l flowing to the pump to
prevent engine oil press ure from falli ng at low
engine rpm.

Part s that are l ubricat ed by engi ne oil incl ude t he

cams haft. plunger tappets. fee d pum p tapp et. and
Ib=-=~I=j=+=~~~~l~~~~"'\l~ LL_ _-'-'

mecha nical govern or. (See fig ure below .)

Pneu mat ic
governor
Feed pump -
Lubrication by diesel fuel c:::J
W ater Sedimente~r;:.n"'::!!;;;;:!!;;;;~~~~;;;;::'===JII Diaphragm
Lubr ication by engine oil
M ech an ical governo r
Camshaft (rota ted 90° so that it is
Fuel tan k visible from side) OHP22

INJECTION SYSTEM LUBRI CATION (w / combined govern or)

29
 IN ·L1NE TYPE INJECTION PUMP - Constr uct ion

CONSTR UCTIO N

1:0-- - - - - - - - Delivery valve holder

!j,-- - - - - - - - Valve spring

~------- Delivery valve
!-[- - - - - - - Pump cylinder
=-1-- - - - - - - Plunge r
iiif''i"'l,...- - - - Control rack
i--'- - - - - Control pin ion
.\-- - - - - - Plunger spri ng
+-- - - - - - Control sleeve
'!-- - - - - - Lowe r s pring seat
+-- - - - - - Tappet
1-- - - - - - Pump housi ng

~Ii~~;je::)---- Camshaft

Feed pum p

INJ ECTION PUMP CONSTRUCTION OHP23 -

1 . PUMP HOUSING 3 . TAPPETS

The pump housing is m ade of cast aluminum, and The tappets convert t he rotat ional movem ent of
co ntai ns th e pumping mechanism, feed pump. th e cams into th e vertical movem ent of t he
governor mechanism, etc. plun gers. Inn er and oute r roll ers are instal led
w here tappets contact cams to in crease th e
2 . CAMSHAFT bearing surface area.

The cams haft is suppor ted by two tapered ro ller

Roll er pin
bearings. and dr iven by the engine crankshaft via
timing gears and th e automatic t imer. The cam - I
Q~
~
shaft has cam s (the same number as the cylinders
of th e engine) that actuate the plungers and a
cam tha t act uates th e feed pump.
0 (5
Tappet
Tappet roll ers

30
 IN -LINE TYPE INJECTION PUMP - Construction

4 . LOWER SPRING SEA T NOTICE - - - - - - - - - --,

The low er spring seat supports a plunger spring S ince pum p element s are lap-f in ished. eac h
that pu shes th e plunger dow nw ard . and is de - p lunger m u st be reinsta lled into t he same
signed to allow the plunger t o turn in th e low er cylinder f rom whic h it was remov ed du ring
spring seat easily. di sassembly.
Th ere are t w o types of low er spring seat: the
conve nt ional type and th e high -speed type, as
show n below. Feed hole --t1:f~
Sh ims (or an adj usting bolt on th e 2D eng ine) are - - Pump cylinder

~pump
provided bet w een t he low er spring seat and th e
ta ppet in order to a llow the adjus t me nt of the Control groove element
pre-stroke of the plunger for the No.1 cylinder (or
the injection interva l of the plungers of th e ot her "'"f--- - Plunger
cylinders). (See paqes 35 an d 36 f or deta ils.)
E;::i";;)"'- Driving face

~ Pl u n g e r

,,""..- »> Spring OHP24

6 . CONTROL RACK
Low er spring seat N:"",,>---(-,,,
/ The cont rol rack is conn ecte d directl y to the
govern or, w ith th e rack geared to the control
pin ion. A cont rol sleeve is fi xed to t he cont rol
:"Io.4==:d j USlin g bo lt
pin ion by a screw, and th ey rotate as one.
Lock nut
Because t he dri ving face of th e plunger fi ts into
Shims
the slit of th e co ntrol sleeve, w hen the sleeve
Tappet rotates , the plu nger rotat es also. W he n the control
CONVENTIONAL TYPE HIGH -SPEE D TY PE rack moves to th e righ t or left. the plunger rota tes
(20 ENGINE)
clockwise or countercloc kwise.
OHP24

- - Pump cylinder
5 . PUMP ELEMENTS

The cylinde r is fi xed ins ide th e pump housin g by a

delivery valve holder.
The control groove of the plung er acts as a rel ief
for pressu rized fuel for the terminat ion of inject ion
Screw
w he n th e groove matches the feed hole in the
cylinder. - - Control sleeve
The driving face of t he plunger f its int o t he slit of Sl it -~::J
the control sleeve, w h ich rotates the plunger in
the cylinder in order to regu late the amou nt of - Plunger
Driving face
inject ion.
OHP24

31
 IN -LINE TYPE INJECTION PUMP - Operation

OPERATION
1 . FU EL PUMPING

The fuel sent by the feed pump to the injecti on d. W hen t he top edge of the control groove
pump is discharged under pressure from th e reach es the bottom edge of the feed hole. f uel
pu mp eleme nt in accordance w it h the cams haf t pumping ends . (Figure @ )
movem ent (that is. the rec iprocat ing movem ent of e. A s the pl unge r co nt inues to rise fu rther. the
the plunger) as foll ows: f uel remaini ng in t he cyl inder is ret urned
3. At plunger bottom dead center, the fu el f lows t hrough the hole in the top of the pl un ger and
into the cylinder thro ugh the feed hole from fl ow s ou t through the control groo ve and feed
fu el chambe r. (Figur e @ ) hole to the fuel chamber. (Figure @)
b. A s the camshaft tu rn s, th e plu nger rises.
The effective inj ect ion stroke begins w hen plun -
W hen the top of the plunger reach es the
ger pumping begins, and ends w hen pum ping
upper edge of the feed hole. it closes the feed
hole. putting the fuel under pressure. (Figure @ I
c. A s the plunger contin ues to move upw ard. th e
ends. In t he ill ustrations below , it ref ers to t he
amou nt of plung er movement from Fig. C ,t:i) to Fig. -
@
fue l in th e cylinder pushes open t he delivery
valve and fl ows out throu gh the injection pipe The port ion of th e plu nger movem ent from botto m
to the nozzle. (Figure ® dead center until it closes off the feed hole is
called the pre- stroke (fro m Fig. ® to Fig. ~).

~ Pr e - s t rok e -.... ,~----- Effect ive slroke ----~

Plunger

Fuel being f ed Pump ing begin s Pumping in p rogress Pumping ends Fuel return
® <Ili © e ®
OHP25

32
 IN -LINE TYPE INJE CTION PUMP - Operation

2 . REG ULATION OF INJECTION This posit ion provide s an eff ect ive injection stroke
VOLUME of amo unt A, and fu el is in jected fro m the time

Th e govern or adjusts t he posit ion of the control the plunger beg ins pu mping th e fuel un t il t he top

rack according to t he eng ine load, and thu s edge of the control groov e al igns w ith the bott om

regu lates the amou nt of f uel being pum ped to the edg e of the feed hole.

inj ection nozzles fro m the pump eleme nts. The

a mou nt of inject io n is regu lated as follows: FULL INJECTION

A s the control rack is moved to the fa r -r ight

ZERO INJ ECTIO N pos it ion (engi ne f ully loaded), the plu nger t urns t o

In Fig. @ be low , the control rack is at t he far-left the posi t ion show n in Fig. @ below. The effect ive
injection strok e B reaches maxi m um , and the
posit ion . Before th e top of the plunger reaches t he
injecti on vol ume also reach es it s ma ximu m value
uppe r edge of the feed ho le, t he top edge of the
to de liver the ma xim um engi ne output.
plunger 's control gro ove has already aligned w ith
the bott om edge of th e feed ho le. Th er efore, no For eac h rack pos it ion , a specified amount of f uel
f ue l is pu m ped. even if the plung er is recipro- m ust be injected fr om each pum p elem ent int o
cating up and down . th e respect ive combusti on chamber in the eng ine .
When the driver turn s the starter switch to " LOCK" In additio n, any vari ation in the injecti on volume
position o r pulls the engine step knob, the engi ne fr om the pum p element s mu st be kept w ith in a
comes t o a sto p because th e control rack turns th e specif ied range.
plunger to this positi on. These can be done by adj ust ing th.e position of the
cont rol pin ion relati ve to the co ntrol sleeve .
HALF INJE CTION

In Fig. @below , t he con trol rack has moved in the

direction of th e ar row by 1/2 of a fu ll stroke, thus
turn in g the plunger cou nter clock wi se (as viewed
from bottom).

Effective stroke
A

Zero injection 1/ 2 injecti on Full injection

® @ ©
OHP26

33
 IN -LINE TYPE I NJ ECTIO N PUMP - Operat ion

REFERENCE
Cha rac te ristics of injection volu me contro l, and c. Plungers pro v id ing both variable injecti on
of inject ion sta rt ing and te rmi na tion t im ing, all in iti at ion and te rm inat ion
vary dep end ing on the design of the co ntro l
groo ve. Characte rist ics for several plun gers hav-
ing different contro l groove desig ns are shown Sta rtof in~
below .
I I
8. Plu nge rs provid ing variable inject ion t erm i- 1 Inject ion volume I
I I
nati on
I
I
Start of injection constant I
I
Inj ect ion I
increases ~• Inject ion volume
~ Termination of inject ion variable
•
~

•
."> Control rack posit ion

~
u
•
'••"
~

~
d. Plungers prov iding advanced inj ecti on ti m ing
c
0
Termi nati on of injection at engine start- up
a: variable
Advanced ti mi ng & increased
inject ion at start ing
Contro l rack posit ion ,- ..Jr"j
I
Injection volume I
I
b. Plun gers providing variable injection in itia - I
tio n I
I
I
I

,,
Start of injection I
variable

Terminat ion of injection variable

Injection volu me
Cont ro l rack posi t ion

Thi s type of plunger is designed to advance

Term inat ion of inj ect ion constant the inject io n ti m ing a nd increase inject ion
volume d ur ing engine st arti ng t o improve
Cont ro l rack pos iti on
starta bilitv.

34
 IN·lINE TY PE INJE CTI ON PUMP - Fuel Inj ect ion Timing

FUEL INJECTION TIMING

a. Fuel fr om th e inj ecti on pu mp mu st be inj ected
at a particular crankshaft angle before top
dead ce nter (BTDC) of th e compress ion stroke
of th e piston.
o
Pre-stroke
Whe n inj ect ion tim ing for the No. 1 cyli nder of
the engine is set at 14° BTDC, for exam ple,
the inj ect ion pump is adj usted correc tly if the
plunger in t he No.1 pum p ele ment rises and
closes off th e feed ho le of th e cylinder at th at
angl e for the sta rt of injection.

PLUNGER AT BDC PLUNGE R CLOSES

FEED HOLE OHP27

REFERENCE - - - - - - - -- ---,
The inject ion timing of 14° BTDC does not refer
to th e exact timing at w hich fuel is actually
i nj ected from an inject ion nozzle into the
comb ust ion chamber: fu el is act ually inj ected
w hen its pressu re ri ses enough to push up
Crankshaft pulley
both t he delivery valve and the injec tion nozzle,
SETTING INJECTION PLUNGER CLOSES and thi s crankshaft angle occ urs afte r 14 °
TIMING FEED HOLE STDC.
OHP27 lf t he inj ection timing is too early or late, it w ill

b. The fu el pumping (injection) stan timing of th e cause knocking or reduce the engine pow er, as
in the case of gasolin e engines w ith improper
No. 1 plunger varies depend ing upon the pre-
ignition ti ming.
st roke of the plunger, t hat is, th e stroke from
th e t ime it is pushed up by the cam of the
cams haft via th e tappet unt il t he time it closes 1. PRE-STROKE
the feed hol e. As explain ed in the previou s secti on, the pre -
In order to obta in the correct inj ectio n tim ing, st roke varies depending upon the shape of the
th e pre-stroke of the NO.1 pl unger should be cam, th e dimen siona l tolerance of th e tappet
set to t he standard value shown in the repair roller and plunger, and the w ear of any of th ese
man ual. part s.
For th is reason, shims of an appropriate thickness
can be inserted between th e tappet and the
spring seat to allow th e pre-str oke to be freely
adju sted. (On th e 20 engine, the pre-stroke of th e
inj ecti on pump is adjusted by the tappet adj ust ing
bo lt)
W henever an inj ecti on pump is disassemb led,
therefore, the pre-str oke must be corrected as
explained below .

35
 IN ·L1N E TYP E INJECTI ON PU M P - Fuel Inject ion Timi ng

PRE-STROKE TOO SM ALL 2 . INJECTION INTER VALS

Injection occurs too early because t he plunger is It is essent ial tha t f uel being pumped by the
push ed up too early by the cam. injection pump ele me nts be injected at th e same
timing (crankshaft ang le) for all cyli nders accord-
Wh en the camshaft t urns further and th e cam
ing to the inject ion sequence.
pushes t he plunger up to TDC, the clearance Q)
The injection inte rval refers to the rotat ional angle
betwe en t he dr iving face of th e pl unger and th e
of the cams haft from the start of injecti on of the
bottom of the pump cylinder becomes smalle r.
NO. 1 pump eleme nt to th e start of inj ecti on of the
next pump eleme nt in the inj ect ion sequence.

a. In a 4-cylinder engine, combust ion occur s

four times every 180 0 w hile the engine rotates
tw ice (six t imes every 120 0 on 6-cylinder
engines).
b. Since the inj ection pump camsh aft rotates
once w hile the eng in e cr ankshaf t rotates
twice, th e injection interval of th e injecti on
pump is 900 on 4-cyli nder engines {60 0 on
6-cylinder engines}.
Tappet clearance ©
c. Th e correct t im ing of injec tio n by the NO. 1
pum p elem ent to the NO.1 cyli nder of the
engine w ill be determined w hen the pre-
stroke is correct ly adj usted.
PRE-STROKE ADJ USTM ENT OHP28 Therefore, t he injectio n tim ings for rest of the
engine cylinders can only be sync hronized if
This clearance CD is called the tappet clearance. If the inj ection interval of all other pum p ele-
the tappet clearance is too small, the driving face
me nts are adj usted in the injection sequence
of the plu nger w ill strike the pump cylinder, and
based on the injection timing of t he No. 1
the pump housing may be dam aged.
pump eleme nt.
Afte r the pre-stroke has been adjusted, you mu st
d. Inject ion intervals can be adju sted by shims
ens ure that t he re is a mini mum tappet clearance .
(or an adjust ing bolt) as in th e adjus tme nt of
the pre-stroke for the No.1 pump element.
PRE-STROKE TOO LARGE
NOTE ----------~
If t he pre-stroke is too large, it w ill dela y the
The pre -stroke m ust be m easured and ad-
t iming w it h w hich the plu nger closes the feed
j usted very accu rately , If inject ion interva ls
hol e. Th is w ill delay the injecti on as a resu lt.
Furt her more, thi s w ill reduce the effecti ve inj ec- are not adj usted properly , combustion w ill

t ion stroke of the plunger, and an insuff icient not occur at ' constant intervals . This will

amo unt of fuel w ill be pumped out. cause un stable eng ine ope rat io n .

36
 IN-LINE TYPE INJECTION PUMP - Characterist ics of Fuel Delivery Quantity

3 . TAPP ET CLEARANCE

As explained earlier, tappet clearance refers to

Rack setting
th e gap between th e dri ving face of th e plunger
and t he bottom of th e pum p cylinder w hen the
~_ .....
plu nger is at TDC. ~-.'"

~ -- .~~

Cylinder
Pu mp speed
Tappet clearance
L Th is resul ts fr om the phenome non explained

y ... -r- below . At lower pu mp speeds, fuel pumping

begins afte r t he feed hol e of the cylinder is closed
Plunger driving face
complete ly by the plu nger . W hen t he inj ecti on
pump is ru nn ing at a high speed. how ever, fuel
o pumping begins befor e the feed hole is actu ally
closed, and t he eff ective stroke in creases as a

o OHP28
result by dista nce @ shown in the ill ustr ati on
below.
,, , ,
a. Tappet clea rance decreases w he n the pre - w-e -,r- 1 @
Ii -tr-'-
stroke (or injecti on interval ) is decreased and II II
I- - - - iT,-f- -
increases whe n t he pre -str oke is increased.
,"
,"
b. Since the tappet clearance changes w hen the
pre-st roke or t he inj ect ion interva l is changed,
"
it must be checked and corrected as needed
every ti me th ese values are changed.

CHAR ACTERISTICS OF FUEL

Due to th e fact that the inj ection volume decrea -
DELIVERY VOLUME
ses at low pump speeds (i.e ., low engine speeds),
The amo unt of fu el injected by each effective engine output decreases und er a fu ll load w ith
stroke of th e pump plunge r (see page 33) varies th e accelerator pedal full y depressed.
as shown below accordi ng to the rotat ional speed Under this conditio n, not all air is used for
of th e inj ect ion pum p. In other w ords, the inj ection combust ion, so an ext ra amo unt of fuel ca n be
volume increases as th e pum p speed inc reases, burn t. For t his reason, a spec ial system is in -
and decreases as the pum p speed decreases . corporated in t he governo r to increase t he inj ec-
tion volume and t hu s increase engine power
output under a high load. See pages 42 and 54 for
deta ils on th is system.

37
 IN-LINE PUMP COM BINED GOVERNOR - Description

IN-LI NE PUM P COMBINED GOVERNOR

DESCR IPTION The fo llo wing graph indicat es tha t. at a consta nt
engi ne speed, th e vacu um decr eases as t he
The com bin ed governor co ns ists of a pne umat ic
t hrottle valv e opening increases; at a cons tant
gove rnor com bined w ith a mechan ica l govern or
t hrottle valve open ing, the vac uu m decr eases as
as expla ined earlier.
th e eng ine speed decreases.

A tmospher ic air cha mber Thr ottl e valve opening

/ Vacuum cha mbe r
A ux. __
/ fr,:=::: 60% 80"10 100 %
vent ur i- ~i)"",."j IAtidle 40%
~ Pne um at ic Ven tur i
J governor section
Ma in spring
Rack control lever

Mechanical

1
... governor sect ion
Engine speed - -
Flyw eights
CO M BIN ED GOV ERNOR OHP29
In ot her words, th e vac uum decreases w hen t he
1. PNEUM ATIC GOVE RN OR SECTI ON t hrott le va lve is opened, or w hen th e e ngi ne
speed is redu ced w it hout cha nging the th rott le
The pneum at ic gove rnor consists of a vacu um
valve open ing. The governor is design ed to in -
chamber and an at mosphe ric air cha mber separa-
crease the inj ect ion volume w he n t he vac u um
ted from each other by a diaphragm. The vacuum
decreases.
cha mber is con nected to the ve ntu ri, in w hic h
In cont rast, the Vacuum incr eases w hen the
vacu um is generated in accordance w it h th e
t hrott le valve is closed or w hen the eng ine speed
am ount tha t th e acce lerator pedal is depressed
incr eases, and the governor theref ore redu ces the
(and th us, the t hrottle valve open ing) and the
injec tion volu me.
eng ine speed .
Th e injection volu me is cont ro lled by th e dia-
phragm, w hich changes the position of t he contro l 2. MECHANICAL GOVERNOR S ECTION
rack u nti l t he vac uu m ba lances th e tensio n of th e The mechanical governor section of the com bined
main spri ng . The inj ecti on volume is controll ed in gove rn or has f lyw eigh ts at t he rear end of t he
all speed ra nges, from low to high . inj ect ion pump cam shaft, wh ich detect th e engine
speed.
REFERENCE
As t he engine speed increases t o aro und the
The vacu um th at is gen erat ed in th e vent uri
ma xim um allo w able speed, th e govern or mo ves
increases in proport ion to the sq uare of th e
th e co ntro l r ack via the rack contro l leve r in th e
e ng ine speed , and in inve rse pr opo rt ion t o the
d irect ion th at reduces th e inject ion volu me. En-
sq uare of the thrott le valve openi ng (the area of
g ine speed is in th is way preve nte d fr om ri sin g
the air passage).
above th e ma xim um a llowable speed.

39
 IN -LINE PUMP COMBINED GOVERNOR - Venturi

VENTURI 2 . ANTI-REVERSE ENGINE ROTATION

BY AUXILIARY VENTURI
t . CONSTRUCTION
A diese l engine so metimes starts to rotate in th e
The vent uri cons ists of th e foll owing compo nen ts: w rong direct ion . The au xiliary ventu ri is desig ned
to ma ke it easy to sh ut off the eng ine if it does
th is.
Atmo spher ic Idle speed
air i nlet adjust ing screw DURING NORMAL ROTATION
Thrott le valve
During th e int ake stroke, pa rt of t he air th at flow s
Throttl e va lve
in th e auxiliary venturi, and generates vacuu m in
stop scre w
A uxili ary venturi
the vacu um port. Th is acts on the pneum atic
Vacuum take-out port governo r to control t he amo unt of inj ecti on . The
OHP30 stronger t he vacu um, the fu rth er the pn eumatic
gove rn or moves th e control rack in the dir ecti on
a. The throttl e va lve is lin ked to th e accelerato r of inj ection reduction.
pedal, and open s in accordan ce w it h t he
Throttle valve
amount the accel erator pedal is depressed . Auxiliary
b. Locat ed at th e govern or's v acuum take-out venturi
po rt, th e auxiliary ve nt uri make s it easy to y;.:m
~-~'
stop t he engine if th e en gine rotates back- Vacuum port "",--_ .u
w ards. "
NORMAL FLOW REVERSED
c. The at mosphe ric air inl et is located above the
th rottle valve. and direct s atmosph eri c air into
O F A IR AIR FLOW
OHP30 -
the atmosphe ric air chamber of th e govern or REVERSED DIRECTION OF ROTATION
aft er it leaves the air cleaner. Thi s ensu res
If the engine starts to run in rever se, air is drawn
normal operat ion of th e pneumatic govern or
into the eng ine from the exh aust mani folds, and
eve n w he n the air cleaner is c logged, since it
is exhaust ed fr om the intak e man ifolds. Th is
maintai ns a constant differen ce between th e
mean s t hat th e exhau st gas flow s th rou gh th e
atmosphe ric air pr essure above t he throttl e
auxil iary venturi in th e w rong dir ection .
valve and th e vacu um below the throttl e
How ever. vac uum is created in th e vacu um port
valve .
by t he air that fl ow s in the auxiliary venturi,
NOTE - - - - - - - - - - "">,
w hether it is fre sh air or exhau st gas. This
Disconnection of the interconnecting hose
vacu um causes the pneumatic govern or to redu ce
between the atmospheric air inlet of the
the in jection volume , making it easy to sh ut off
venturi and the atmospheric air chamber w ill
the engine .
cause insufficient injection volume.
NOTE - - - - - - - - -- ___
d. The idle speed adju st ing screw acts as a
stopper w he n the throttle valve is fully clo sed, If the air cleaner becomes clogged . pressure

and is used to adj ust th e vacu um w h ich is will be created in the auxiliary venturi . The
generated at th e auxili ar y venturi during idt- governor w ill therefore increase the injection

ing . volum e. thus helping the engine t o ru n in

e. The th ro ttl e valve stop screw is used to adj ust reverse rather than oppo sing it. Therefore.

the fu lly open position of the throttl e valve. the air cleaner must be kept clean at all t im es.

40
 IN-LINE PUMP COMBINED GOVERNOR - Pneum atic Governor

PNEUMATIC GOVERNOR d. The idle spring capsule, togeth er w ith the main
spring, controls the contro l rack when the
1. CONSTRUCTION
vacuum increases, that is, during idling or w hen
The pneuma tic governo r consists of th e following the engine is run ning at its maximum speed
components: w ithout a load.

NOTICE - -- - - -- ----,
At mospheric Diaphragm The idle spring capsule must not be adj usted
air inlet Vacuum inlet
exc ept when the governor is overhaul ed .
Fu ll-load Careless adj ustm ent will cause idling trouble or
stopper ~~::'L~;:ti increase the m aximum rpm. which may lead to
Control rack'-f j:1~!;;I~ overrunning .

e. The full-load stop caps ule regulates th e maxi -

mum movem ent of th e cont rol rack, t hus regu-
lating the maximum inj ecti on vol ume when
t he vacuum is low, th at is, under a heavy load
or when th e engine is being started.
The stop positio n of th e full -load stopper is
deterntned by the full -load stop capsule.
f. There is a spring inside the full -load stop
capsule. During normal engine operat ion, this
spring is not contracted, so it wo rks as a stopper
OHP31 to regulate the maximum injection volu me.
Whi le the engine is starti ng. the sprin g is
a. The atmospheric air cha mber and vacuum
contrac ted by the over-injection magnet (or the
cha mbe r are separated from each other by a
Electr ical Diesel Injection Contro l [EDIC] mech-
diap hra gm . The atmosph er ic air chamber is anism), and the injection volume is increased.
connected to the atm ospheri c air inlet of the
vent uri, and th e vacuum chamber to th e au xil-
iary venturi, by interconn ect ing hoses.
b. The dia ph ragm is made of leather, and is fi tted
to th e control rack by a con necting bolt (see To over-
injection
next page). As a result, the di aphragm and the magnet
control rack move as a unit. Fu ll-load stop capsule
c. The ma in spring in th e vac uum chamber is M A XIMUM INJECTION OVER -INJECTION FOR
CO NT RO L STA RTING
co nstantly pu shing the con trol rack to th e left,
NOTE
in an atte mpt to incr ease t he injection vol -
The full-load stop cap sule must not be adjusted
ume. During norm al operat ion [i.e., except
except when the governor is overhauled . Care-
duri ng idling or high-speed operat ion), th e
less adjustment will affect the ma ximum inj ec-
amount of inject ion is contro lled by th e move-
tion volume. cau sing possible low engine out-
ment of th e main spri ng.
put due to low injec tion volume. or incomplete
The ten sion of the main spring can be adjusted
combustion due to excessive injection vol ume.
by cha nging the thickness of the shim.
which m ay create black smoke in the exhaust
gas.
41
 IN·L1NE PUMP COMBINED GOVERNOR - Pneu mat ic Gove rnor

g. The adaptor is fitted (on the 2D eng ine only) to OPERATION

the diaphragm, and constructed as foll ow s:
a. When th e engin e is running u nder part ial
load, the vacuum in th e vac uu m cha mber
CD Adaptor spring causes the di aphragm to compress the main
Adaptor pin Spring seat
spri ng. A s a resul t, th e adaptor pin moves
away from th e f ull-load stopper, and its spring
expands.
Adaptor pin Vacuum chamber
t Connecting
Full-load bolt Diaphragm I
stopper Joint lug
Control rack

Full-load
stopper
The joint lug conta ins an adaptor spring an d
an adapto r pi n, and is f itted to the con trol rack Main spring
by the con necti ng bolt. Diaphragm
There is an oval hole in the adaptor pin, into OHP32
w h ich th e con necting bolt is inserted, and th is b. A s the engine speed decr eases du e to hi gh
bolt is allowed to move back and fort h inside load, th e vacu um at the vent uri decreases and
th e oval hole by th e distanc e CQ. t he dia phr agm is pu sh ed back by th e main
spri ng, moving the control rack in th e direct ion
2 . PURPOSE AND OPERATION OF of in creased inj ect ion volume. The adaptor pin
ADAPTOR (2D engine only) contacts th e full-load stopper as a resul t.
c. After t he adaptor pin is stopped by th e f ull -
PURPOSE
load stopper an d the vacuum becom es wea k-
a. The air inta ke effi cie ncy of the engine is bett er er, t he contro l rack is moved furt her in the
(i.e. . more air is taken in per un it amo unt of di recti on of increased injecti on by distance C!-)
fu el ) at low speeds th an at high speeds, w hil e by the diaphragm, contracting th e adopter
the inj ecti on vol ume is less at low speeds spring, so th e engi ne output also incr eases as
th an at hi gh speeds (refer to page 37) . Thi s a result.
mean s th at, when th e engine is operating at a Vacuum chamber
Adaptor pin
low speed, th e inj ection volume decre ases in
comparison w ith th e am ount of air drawn int o
I
th e comb ust ion cham bers.
b. To compensate for th is, engine output can be
incr eased by inject ing an extra amo unt of f uel
into th e combust ion cham bers during full -
load low-speed operat ion of th e engine . The Full-Ioad-+-","A
stopper
adaptor is design ed to increase th e inject ion

IC~~i;i~~Dia Phragm
volume at such times in ord er to incr ease th e
low -speed to rqu e.
OHP32
42
 IN-LINE PUMP COMBINED GOVERN OR - Mechanical Governor

M ECHANICAL GOVERNOR
CONSTRUCTION

The mechan ical governor consists of th e fo llowing

co m po ne n ts:

Control rack

Control rack

Speed control
spring

Slider OHP33
Rack cont rol
lever
Flyweight
e. The speed cont rol screw allows t he maxi mum
engine speed to be adju sted. When th is screw
Pump
is t ightened, the ten sion of the speed control
camshaft~~r\;;:~I~~ spring increases. The maximum possib le en-

Ball gu ide
~ »<. Beari nq gine speed increases as a result, since a
greater centrif ugal force is required for t he
y~ Spe~ control spri ng f lyw eights to push the slider. Whe n th e screw
Slider
Round nut QHP33 is loosened, the maxim um engine speed de-
creases.
a. The ball guide is fixed by the round nut to the
camshaft of th e inject ion pump, and rotates NOTICE ----------~
integ rally with the camshaft. The speed control screw m ust not be adj usted
b. Six fl yw eight s (stee l balls) are fitted into a unless it is absolutely necessary to do so .
groove in the ball guid e. Whe n t he ball gu ide Tampering with it w ill cause low eng ine
rotates, it creates centr ifugal force, w hich ou t put or overrun . If it must be adj u sted
pushes the flyweigh ts outward. during on -ve hicle servic ing , be sure to adj ust
c. The slider is fi tt ed to t he ball guide. and is it to th e specified rpm using a diesel tacho-
pu shed to wa rd the fl yw eigh ts by the speed meter.
control spring. As the centrif uga l force of th e
flyweights beco mes greate r than th e tens ion
of the spring, t he fl yw eights move toward th e
outside and push the slider to th e ri ght.
d. The rack control lever conveys t he movem ent
of th e slider to t he control rack . As the engine
speed increases, the rack control lever moves
the control rack in the direct ion of decreased
injection volume, thus limi ting th e max im um
speed of revo lution.

43
 IN -LINE PUMP COMBINEO GOVERNOR - Operation

OPERATION
1 . IDLING 2. PART IAL LOAD

Vacuum ch am ber
Vacuum ch am be r

Full -load sto ""f).-':;;;:::~~~~

P
/
~Vacuum
Full-load stopper

At mospheri c [j~1'--
r;:::':; ;: :~~~~
air ch am ber -
~Mai n spr in g

Cont rol rack

/ ~
\ ~~
Control rack
II I'

Rack
I
t~~~~~lf~~
Rack con tro l --
control
lever
D iaphragm
spr in g lever ""l;~~~~l
l't r--r-
Diaphragm
<,

Flvw eigh t "Speed con trol sp ring FJyweight <I, Speed control
, spri ng

{1,/l. s
truecnon pump
HJ~~ ~~I
In jection pu mp
Speed cont rol screw
camshaft ~t-:;::==~lJ camshaft ~~~==~lJ
Slider
Sli der

OHP34 OHP34

a. Duri ng idling , th e cen trif ugal force of the a. Wh en t he accelera tor pedal is partially de-
fl yw eigh ts is sma lle r tha n the tens ion of t he pressed, the throttle valve part ially opens and
speed control spring. so the mech anical gov- t he vacuum weak ens. When th is occurs, the
ernor is not act uated. diaphragm and the co ntrol rack are moved to
b. Since the th rottle valve is alm ost f ully closed , the left by t he tension of the ma in spring. The
a strong vacuum is acting on the vacuum i njecti on volume therefore in creases, and the
cha mber. The diaphragm is pulled to the right engine speed increases as a result.
by t his vacuum until t he tensions of the main b. At th is time. th e vacuum balances th e tensio n
spring and t he idle spring are balanced. of the ma in spri ng only, and th e diaphragm
c. This pulls the control rack to th e right. A s a rem ains at about the cente r. moving slightl y
resul t, the inj ecti on volume decreases and the in eith er directi on as necessary to con trol t he
engine idles stabl y. injection volu me .
c. A s during idling, the m echan ical governor is
not actuated at medium speeds since the
centrif ugal force of the flyweights is sma ller
than the tension of the speed control spring .

44
 IN-LINE PUMP COMBINED GOVERNOR - Opera tion

3 . FUll l O A D 4 . MA XIMUM SPEED

Full-load stopper
stoppe~,::s~~~~ Vacu um chambe r

r:;::.3~~~~
Full -toad
Atmospheric
air chamber I-+--.

I ;I 111

~~~~~~~~DiaPhragm
Rack

~;~~~~1~Diaphragm
control
Rack
control
lever
lever Idle spring
......
Flywe ight
,Speed co ntrol spring Flyweight --c-l.ri Speedcontrol
spring

Injection pum p Speed control screw Speedcontrol

camshaft screw

Slider Slider

OHP35 OHP35

a. Wh en th e engine is unde r a f ull toad. t he a. W hen t he accelerator peda l is kept at t he full y

t hrottle valve is f ully open even though engin e depressed posit ion under a part ial toad, t he
runni ng at a low rpm. engine rpm reache s the max im um allowable
b. The vacuum at the venturi is low er than th at at speed. Thi s ca uses the centrifugal force of the
partial load. Therefore, the diaphragm and the fl yweight s to becom e greater than th e ten -
control rack are moved to the left by the sions of the speed co ntrol spring and main
tension of the main spring until they contact spring. Therefore. th e slider moves th e control
the full-load stopper. rack to t he right via th e rack control lever. A s a
c. As a result. th e injection volume increases to result , th e injec tion volume is redu ced, and
maximum. the engine output inc reases. and th e engine is m aintained at t he maximum
the engi ne speed incr eases also. specified speed.
d. The mech anical govern or is not actuated in b. Since t he vacuum at t he vent uri also becom es
this cond iti on since t he engine rpm is low er stro nger at high speeds, the diaph ragm assists
than the m axim um allowa ble speed. th e con tr ol rack in moving to th e ri ght in order
to redu ce the injectio n volume.
However, this force is extremel y small. For
this reason, t he maximum speed control is
performed almost completely by the mecha-
nical governor.

45
 IN -LINE PUMP M EC HANICAL G OVE R N O R - Descr iption

IN-LINE PUMP MECHA NICA L GOVERNOR

DESCRIPTIO N
The m echanical governo r detect s the engi ne When the eng ine speed decreas es below the set
speed according to the cen trifugal force generated speed, the centr ifugal force decreases and th e
by the fl yweights as th ey rotate w ith th e injection control rack is moved in the direc tio n of inc reased
p ump camshaft . Based upon th is. it contro ls th e fu el inject ion volume, thus maintain ing the set
volume of the f uel injected. thus regu lating th e speed .
engine speeds in all ranges. The accelerator pedal is lin ked to the control rack .
When the engine speed rises above a set speed. It overrides the movement of the control rack.
the fl yweights move the con trol rack via a lin kage wh ich is controlled by the centrif ugal govern or,
in accordance with the increasing centrif ugal thus controll ing the f uel injection volume accord -
force . in the direct ion of decreased fuel injec tio n ing to the amount tha t the accele rator pedal is
vol ume. th us low erin g the engi ne speed to the set depressed.
speed.

Hous ing cove r

Full-load stopper housi ng

~
S top pe r scr e w

, Stop ca m

~~~~~±J Sh ac kle
Control rack Cont rol leve r

Ret urn s pring

it~!~;;:lt--±--- Floating arm

~
~~~~F~~= Cam Floating arm s pring
plate
Guide s haft

H-~-",-- S teeri ng leve r

~~~~~~~~=-,:L=_=-_ FIYWei
.4
ght holder
Floa ting leve r

Spring seat

Flywe ight _----\:---l-3::s~~

Jointing bo lt

Bel l-crank shaft

COMPD NENTS OF MECHANICAL GDVERNOR OHP36

47
 IN -LINE PUMP MECHANI CAL GOVERNOR - Flyweight

FLYW EIGHT
1 . CONSTRUCTION

FULLY CLOSED I FULLY CLOSED I

.------: Gu ide sleeve Contro l spring

Flywei ght ~~~~~;:~Bell -crank shaft M echanical

spri ng ~
~~rlJli~!====
<,
Flywe;g h0< ~=t~
t·· Spring ;:1111
holder
(3 se at

~ 'rr=~'2tt:~
Spr ing
inner Joint ing bo lt

~
.r>

....
, '': '
'
' ' . ~, ' -' seat .J.....

7
- - ~ - _ ....: _ - - - -~ ,

Round n ut
Camshaft
Q
Guide bushing

/"
Flyw eight
- D "B:'crank shalt

FULLY OPEN FULLY OPEN

Flyweight

FLYWEIG HT CONSTRUCTION OHP37 FLYWEIGHT SPRING CONSTR UCTI ON OHP37

a. The fl yw eight holder is bolted to t he injection c. The joint ing bolts pass th rou gh t he holes in
pum p cams haft by a rou nd nu t, and rotates t he two fl yw eights and into the sliding we ight
w ith the camshaft as a unit. shaft . Therefore, t he movem ent of t he f1 Y4
b. Tw o fl yw eight s are fitted to the fl yw eight we ights about the bell-crank shafts causes
ho lder by bell-crank shafts . They open out - the sliding we ight shaft to move about with in
wa rd, pivotti ng arou nd t he bell-cran k shaft, th e guide bush ing.
due to centr ifugal f orce. d. The fl yweight springs have the foll owing con-
The f lyweights are close d by the fl yweight struct ion:
springs w he n the engine slows or stops.

r" - - --,
Adj ust ing nu t - o @ - -O ute r w asher
@
Guide sleeve - .(5 ~ I d le i n ne r
~ spri ng
~-- Idle outer
~

M echa nic al spr ing - rg

~ spring
In ner washer e-ses a - Spri ng seat
=
Contro l spri ng - ::=:;
'" ' ~
Spr ing inner seat - @
,
"
'- - - -
:
,
~
. - Flyweight

J OINTING BOLT CO NSTRUCTION COMPO NENTS O F FLYWE IGHT SPRING

48
 IN-LINE PUMP MECHANICAL GOVERNOR - Linkage

A mec hani cal spring pu shes the guide sleeve b. W he n the slidi ng we ight shaft moves to w ard
out w ard at all t imes to preve nt the adjusting nut th e p ump as th e flywe ights open , t he support -
fr om com ing loose. The other thr ee springs (con- ing lever revolves coun terclockwise about t he
tr ol spr ing, and idle inner and outer springs ) supporti ng shaft. This causes th e fl oating
create a te ns ion w hich reacts against the ce ntri- lever to move up diagonally to the left as
f ugal fo rce of the fl yweig hts, and therefore tends shown below .
to close the f lyweights.
The tension of these springs can be adjuste d as
needed by turn ing th e adj ust ing n uts or ch anging
th e washer t hickn ess.

2 . OPERATION

a. As the speed of t he pump increases, th e

Front
f lyweig hts are forced outw ard by centrif ugal <0=
for ce and pu sh the spring seats outwa rd. Thi s
compresses f irst the idle oute r springs, t hen
the idle inn er springs.
b. When t he inject ion pump speed ri ses f urt her,
th e spr ing seats contact the spring inner seats
and co mpress the control springs, allo wing
the f lyweights to push outward (open) even
fu rther. As they open , t hey pu ll th e sliding
weight shaft, w h ich is att ached to th em by the Supporting shaft OHP38
joint ing bolts, alo ng th e camsh aft in t he
c. The fl oating arm and th e control lever are
di recti on of th e inj ect ion pump.
con nect ed to the top of the floating lever and
both move in concert w ith it.
LIN KA GE
The cont rol lever is co nnected to the control
a. The sliding weight shaft, w hich is moved by rack via the shackle and arm, and changes the
th e f lyweights, is linked via a slider to th e position of the control rack depending upon
fl oating lever and supporting levers. th e movements of the floating lever.
The support ing levers move about th e support-
ing shaft, which is fixed to the gove rno r Shackle
hou sing. I
Floating lever

Sliding weight
o
shaft
Contr~1 rack II /
Floating
Arm arm
Supporting lever
/

Slider__
.> Floating rever\

". OHP38
Supporting shaft OHP38
49
 IN ·lINE PUMP MECHAN ICAL G OV ERN OR - Linkage

d. The adj ust ing lever, w hich is mou nted on th e f. Th e f ull -load stopper ho us ing m ou nted on top
side of the governor cover, is attached to t he of the gove rnor hou sing conta in s a st op cam,
adju sti ng lever shaft. Th e adj usting lever is sliding plate, adapt or screws, and the fu ll-load
co nnected to the accelerator peda l, and is stoppe r.
moved by it.
Th e steer ing leve r is also attache d to the Full-load stopper housing
adju stin g lever shaft, and the end of the Full-load stopper
Sliding plate
steer ing leve r is con nected to the gu ide shaft .
On e end of the g uide sha ft slides up and
dow n inside the long groove of th e cam plat e.
The othe r end of th e g uide shaft is connected
to a sli ding block , w hich slides up and do wn
inside the fl oating lever (w h ich is constr ucted
in th e for m of a t ube). c---..::o~ Ada pt e r screws

Floating lever _ _ Cam plate

Sliding block
_"-.l.
J'~~~~r== GUide shaft OHP39

The position of the cont ro l rack fo r the maxi-

mu m f uel injecti on volume is determ ined by
t he stop cam positi on (adj ustable both hori -
- - Adju sting lever shaft zonta lly and vertically) w h ich contact s the
OHP39 floati ng arm.

Therefore, w hen th e adjust ing lever is moved, g, The eng ine stop lever is mou nted o n the side
the steering lever also moves and the sli di ng of the governor ho using . When it moves the
block sli des inside t he f loating leve r. control rack (via the stop arm) in the direction
in wh ich fu el injecti on is t erm inated, t he
e. The cam plate is attach ed to t he governor
eng ine stops.
cove r 1:>0 that it can move abo ut poi nt I:g: , and
is pulled by the return spring aga in st the
stopper .
The re is a groove in the ca m plate into w h ich
fi ts a g uide shaft w hich slides along th e
groove.

Return spring
,
I ffi - Point '0-
~'tt ! :f?L -Cam :I:te
i.- i !
Stopper I ' ,..../
[J . GUide shaft
) ''''0 ; (J
~ -
~
OHP39 OHP39

50
 IN-LIN E PUM P M ECHAN ICAL GOVERNOR - Lin kage

OPERATION
Adjusting
lever
a. Wh en the engine speed (camsh aft speed)
increa ses, the fly w eig hts mo ve outward under
b
ce ntrif ugal force and pull th e sl iding weight
shaft to the left . The floati ng lever connec ted Point 1:)+-- - -
a Floating lever
to th e slidi ng w eight shaft at point ~) rotates
Steering lever
c lockwise about po int (G, mo v ing th e contro l Point @L-_ _ --''--'-_ -{} !'')
rack to the right. Th is reduces the amo unt of
OHP40
fue l injected into t he engine cylinders. When
the eng ine spee d fa lls, the cont ro l rack moves d. The reason fo r th is design is th at a stable
in th e oppos ite direct ion. inc reas ing th e a- idling speed ca nn ot be attai ned if the centri-
mount of fue l injection. fugal force gen erated by th e fl yw eights is not
prop erl y transm itted to the cont rol rack. Whe n
the engine is idling, the cent rifugal force is too
sma ll to operate the co ntrol rack, so the lever
Injectin
rat io is m ade as sma ll as possible du ring
Increased ~ Decreased Control rack
idling in order to pro vides as m uch powe r as
'" possible for operat ing th e cont rol rack.
P l unger ~ Control rack

Point © / F roa ti~ g lever

Steering lever
Jri'=i~,,- Point ® b'
/ IIOLE POSITION !
~:::ri3 Point @-t- -fl'
Sliding we ight shaft a' , ,
Adjusting lever
Point ® ..J1L----,;I*-:::l~
QHP40 Sliding weight shaft - ~- - Suppon ing lever

DURING IDLING OHP4 1

b. The floati ng lever rotates abo ut the ce nter of e. At hi gh engine speeds, on the other hand, th e
the slidi ng block (poi nt c» in response to f lywe ights gen erate a relat ively large centri-
changes in eng in e speed (flyweight move- fugal force, so raising the lever rati o to the
ment) and t h us regul ates the amo unt of fuel maxim um possible va lue magn if ies the a-
inj ected into the cyli nde rs. The sliding block mount of control rack moveme nt ind uced by
it self, however, shifts upwards and down- this centrifu gal force. This means, in othe r
w ards in side the float ing lever w it h the move- w ords, that control rack response is im proved.
ment of the adjust ing lever, w hic h is coupled
to the accelerat or pedal , yieldi ng a variable
FU LL-LOAD
lever ratio . The mechan ism has been designed POSITION
b'
to give a sma ll lever ratio for engi ne idl ing,
and a large one at max im um eng ine speed. Point (C)

c. The lever ratio a:b is approximat ely 1:1.1

w hen th e eng in e is idling, and appr oxima tely
a 2,
Point @.;1 - '-------""*"'=:1~1 =_1
1:5.4 at maximum speed. AT MAXIMUM SPEED OHP4 1

51
 IN -LINE PUM P MECH AN ICA L GOVERN OR - Operati on

OPERATI ON
1 . STARTING

Stop cam

Arm stop posit ion

¢::J 0 for sta rt over-
injection

Contr ol rack

Point (8)

Slider

Supporting lever

~ ; Govern or body OHP42

a. Because the engine is stopped, the fl yweights b. The f loat ing lever rotates counterclockwise
are com plete ly c losed. th e slider is all the way abo ut point (B~ of th e support ing lever unti l the
to the right. a nd point <E' on th e s up po rting floati ng arm co ntacts the stop cam.
lever is at its low est posit ion . c. Since point (~) of the support ing lever is at its
Wh en the accelerator pedal is pushed all the low est posit ion at th is tim e, the floating arm
way down, the adj ust ing lever is moved to the sto ps at the lowest end of the stop cam.
" Full-load" position, and th e sliding block This allows the control rack to move to the
(point © l slides down inside the floating lever. " Start over- inject ion" pos itio n (i.e.. in th e
A lso. t he gu ide shaft of th e slid ing block sli des directi on of increased f uel inj ection vol ume in
a long th e groove on the cam plate. order to start the engine ).

b7
 IN -LINE PUMP ME CHAN ICAL GOVERNOR - Operation

2 . IDLING

Floating arm

Float ing lever

Sliding block
Con trol rack

Idle spr ingl - - - - -

Adju st ing leverat

" Idle" position

/~
Flywe ight

Slidi ng w eight shaft

OHP.43

The engi ne is ma intain ed at the pre set idli ng b. W hen th e eng ine speed ri ses. the fl yw eight s
sp eed as follows : compress th e id ling spr ings w h ile moving
out w ard, and th e sliding we ight shaft moves
a. W hen the acce lerator pedal is relea sed after to th e left.
th e eng ine has start ed. the adj usting lever Th e supporting lever rotates cou nte rclockwise
returns to the " Idle" positi on. aro und po int @, and po int @ moves up w ard
The slidi ng block (point (C)) slides upw ard and to th e left . Th e floatin g lever therefore
in side t he fl oat ing lever along t he long groove rotate s clockwise aro und point © (the slid ing
of th e cam plate. The fl oat ing lever therefore block), pulling t he contro l rack tow ards the
t urns cloc kwise about point @, mo vi ng the righ t. Th is low ers the speed of th e eng ine.
contr ol rack t ow ards t he ri gh t to the " Idle " c. W he n th e eng ine speed fa lls below the set
positi on . W ith t he rack in th is pos it ion, the level, th e opposite process occurs.
eng ine runs at an idle.

53
 IN·L1NE PUMP MECHANI CAL GOVERNOR - Operation

3 . A T lOW SPEEDS U N D ER FUll lOAD

Stop cam

,
"Fu ll -load" posit ion

_-"'\
~ Float ing arm
0
Ir@
Floating lever Max . injection con-
trol pos ition at low

7
Contro l rack
speeds under full load.

Adj usting lever at

" Full-load" position

Point (¢) (sliding block)

Point @
Stopper

OHP4 4

a. When th e adj usting lever is moved from the c. Since point (8) of the fl oat ing lever is sl ight ly
" Idle" to the " Full -load" position (by the above its low est pos ition at th is ti m e. the
acce lerator peda l be ing pushed dow n all the float ing ar m contacts th e conca ve su rface
way), t he sliding bloc k poi nt <C) slides down - (max i m u m in ject ion co ntro l r a ng e at low
w a rd inside the float ing lever along the long speeds) of the stop cam .
groove of the cam plate . d. Afte r the floa ti ng ar m is sto pped by the stop
b. The floating leve r therefore turns counter - cam , the cam plate t urns co unte rclockwise
clockwise abo ut point ~B) . moving th e con trol abo ut point@),ca using theca m plate to move
rack to the left un til th e floa ting arm contacts away fr o m the stopper, and th us the sli di ng
the stop cam . Th is increases th e injection block t o move further down in sid e the f loati ng
vo lume to the maxim um requi red to run at lev er .
low speeds.

54
 IN-LINE PUMP MECHANICAL GOVERNOR - Operation

4 . AT HIGH SPEEDS UNDER FULL LOAD

Sto p cam

,
" Full-load" positi on

~ Float ing arm

Floating lever M ax. injectio n con -

'!
Cont ro l rack
~/
0/7~int@
c am Plate trol posit ion at hi gh
speeds unde r fu ll load.

Cont rol spring

.,
•,

o
;; Adjus ting lever at
Sto pper " Full- road" posit ion

_.""•

.
:0- Supporti ng leve r

Point @

Sliding we igh t shaft

OHP4 5

8. As th e spe ed of th e pum p increases. t he b. As th e pump speed increases furt her, t he

f lyweights move outwards, compressing t he fl yw eights open f urther. and point @ of t he
cont rol springs. and mov ing the sliding weight support ing lever moves upw ard to the left . As
sha ft to th e left. The support ing lever revolves a result. the cam plate rot ates clockwise about
counterclockwise around point @ , and point point CO) un ti l it contacts t he stopper. Th is
~) moves diagonally upward to th e left. position determ ines the max im um injection
The movem ent of point @ to t he left causes volu me at h igh speeds.
the cam plat e to revolve clockw ise aro und c. W hen th e pump speed decreases. th e opposite
point @ w h ilet heupw ardmovement ofpoint process takes place and t he amount of fu el
(Bj causes th e flo ating lever to move upw ard. in jection increases accordingly.
The f loati ng arm is the refore made to move
upw ard along t he con cave surface of the stop The max im u m inject ion volu me at low speeds is
cam . greate r th an the maxim um inj ect ion vol ume at
This cha nges t he position of th e control rack. high speeds due to t he air intake eff iciency of th e
w h ich t heref ore decreases the amo unt of fuel eng ine and the injecti on cha racterist ics of the
supplied for a full load at high speeds. pump. (Refer to page 3 7.)

55
 IN-LI N E PUMP MECHANICAL GOVERNOR - Operati on

5 . MAXIMUM SPEED

Floating lever

Cam plate

Point @
Cont rol rack
Adjusting lever at
" Full- load" posit ion

~~§~~~=~point ©
L--> CY II Sto ppe r
(sliding block)

·H 'o'"' -- - - - -S upport ing lever

OHP46

B. W hen th e speed of th e engine increases to rotate clockwise about poi nt ©

(the sliding
th e maximum allowa ble rpm , t he cam plat e block is at its low est posit ion w ithin th e
con ta cts the sto ppe r. fl oating lever since th e adjusting lever is at
b. If an attem pt is mad e to inc rease t he engine th e " Full-load" positi on). This causes the
speed beyond th is level, th e support ing lever contro l rack to move in t he direction of re-
moves to th e left , causi ng the f loat ing lever to du ced fu el inj ecti on, thu s preve nti ng the en-
gine from overrunn ing .

56
 IN -LINE PUMP MECHANICAL GOVERNOR - Operation

6 . PAR TIAL LOA D

Stop cam

I
Control rack Adj ust ing lever at
" Part ial-load" posit ion

Point © (sliding block)

Stopper

OHP47

a. Sh ifti ng the adj usting lever (con nected to the w ill not contact the stopper, nor wi ll the
accelerator pedal) from the "Full -toad" to the floating arm move away fr om th e stop cam
" Idle" position cha nges the gap betw een the until th ere has been a relatively large increase
stopper and cam plate. This gap is at its in engine speed.
maxim um w hen the adj usti ng lever posit ion is c. Hen ce. eng ine speed is regulated by the
at "Full-load ". and var ies in response to distan ce that th e f loati ng arm maintai ns from
cha nges in th e adj ust ing lever anqle. the stop cam - a distance w hich changes
b. When the gap is sma ll, the cam plate contacts w ith the posit ion of the adju st ing lever. fn
the sto pper aft er only a small increase in othe r words. engine speed var ies in response
engine speed, so the floating arm starts to to the amou nt that the acceler ator pedal is
move away from the stop ca m (as is the case depressed. Govern or s w hich regulate engin e
with m aximum engi ne speed control). Con - speed in this fashion are called " all -speed
verse ly, when this gap is large. th e cam plate govern ors" .

57
 IN-LINE PUMP MECHANICAL GOVERNOR - Characteristic Diagram

CHAR ACTE RISTIC DIAGRAM E -F:

A s the en gine speed inc reases f urther (whe n
This diag ram is im port ant in deter m ini ng the
eng ine br aking occurs when going dow nh ill, for
basic perform ance of an engine. It shows the
example). the tensions of t he idl e springs and
move ment of the control rack of the inject ion
contro l springs are balanced with t he centrifugal
pump in relation to the pump speed. and result ing
force of the flyweig hts.
cha nges in th e fuel inj ection volume accord ing to
W hen the engi ne speed increases f urther during
t he amo unt the accelerat or pedal is depressed.
dow nhi ll coast ing. cent rifugal force overcomes
The mean ing of this diagr am. as interpreted
the te nsi ons of both t he idle and control spri ngs.
bel ow . m u st be f ull y under stood before the
pu ll ing the cont rol rac k all th e wa y to the " No-
mechanical govern or can be adju sted .
in ject ion " position. w hi ch is represented by point
F on the graph.
H
G Adju st ing lever at
" Full -load " posit ion
2 . ADJUSTING LEVER AT " FU LL-LOA D"
8
POSITION
A

c " -_ '--_ _-,J

G - H:
-
Since the accelerator pedal is complete ly de-
0 : Idling
presse d. the control rack is at th e position in
E I which the inj ection volume is increased for start-
Adjusting lever at in g. The f loat in g arm is contacting sect ion e-b of
" Idle " position
F K the stop cam .
In jection pump speed- - Max. rpm
d - - Stop cam
1 _ ADJUSTING LEVER A T " IDLE" c
PO SITION b
a
A -B:
The pu mp starts to run in preparat ion for starting \--- - Floating arm
of th e eng ine. but the control rack does not yet
move since t he ten sion of the idle outer springs is
greater than the centrifugal force of the flywe ights. H -I:
The in jection volume increases for start ing when A s th e pu mp speed increases aft er the engine has
the eng ine is cranked w ith out the accelerator started. the float ing arm contacts section b-e of
pedal being depressed. the stop cam. thus controlli ng the maxim um
injection vol ume at low eng ine speeds .
B- C:
Sin ce the pu mp speed inc reases due to cranking. I - J:
th e centrifugal force of the flyweights becom es The fl oat ing arm contacts section cod of the stop
greate r th an th e tensi on of the idle oute r springs. cam to control th e maxim um injection volume
so the co nt rol rack sta rts to move in the dir ection fr om medium to h igh speeds.
of decreased fue t inject ion.
J -K:
C - D - E: The floating arm m oves away from the stop cam,
The te ns ions of the idle outer springs and idle m oving the control rack in the direct ion of de-
inn er springs are balanced with the cent rifugal creased inject ion so that the engine speed w ill not
force of t he fl yweights, depending upon the rise beyond the m axim um allowable speed. This
engine speed . The eng ine wi ll idl e at point D. is controlled by th e tension of the cont ro l spri ng .

58
 IN ~lINE PUMP-OPTIONS - High -altitude Compe nsator

IN-LINE PUMP-OPTIONS
HIGH-ALTITUDE COMPENSATOR (HAC)
1 . DESCR IPTION b. There are two ty pes of push rods, as described
below.
Atmosphe ric pressu re and air den sit y decr eases
• Push rod for combined govern ors
as the altitude increases. For th is reason, if th e
Th e push rod assembly is composed of an
same maximu m amount of fuel is injected into
inner rod and an out er rod. and the inner
t he cylinders at high alt itudes as at low altit udes.
rod is kept pushed to th e left by a spring .
t he air-f uel mi xture w ill becom e over- rich, leading
On engines eq uipped w ith an HAC, th e
to black exhaust smoke and early det erioration of
in ner pu sh rod is used in place of a fu ll -load
engine cu. stop caps ule, prov iding over -injection for
The high -alt it ude com pensator (HA C) is design ed
starti ng .
to preve nt this pr oblem . It auto matically alters the
• Push rod for m ech ani cal governo rs
maximu m fu el inj ecti on vo lume according to th e
The in n er pus h rod and oute r pu sh rod are
alt it ude at w h ich th e vehicle is runn ing.
constructed integrally and are not prov ided
REFERE NCE - - - - - - -- ---., w ith a spr ing.
The HA C red uces t he maxim u m in jecti on vol - c. One end of th e pu sh rod adjustin g screw is
u me by approximate ly 9% fo r each 1,000 m solde red to the bellows. The standa rd clear -
(3.280 It) of elevat ion above sea level . ance © at sea lever of the pu sh rod ca n be
cha nged via th e bellow s by turn ing this screw.
d. As the alt it ude inc reases. the push rod is
2. CONSTRUCTION p ushed out by t he bellow s. incr easin g clear-

Inner push rod Bellows

ance © beyond t he stan dard va lue, th us
Push rod redu cin g th e maximu m amo unt of fuel inje ct-
I Outer push rod adjusting ed. Examp les of clearances for different alti -
screw
tu des are shown below :
I

At mospheric
pressure

HA C FOR CO M BIN ED GOVERNOR OHP48

a. Because the in side of th e bellow s is a vacuu m,

t he bellow s expands or contracts according to
the curre nt at mospheric press ure. It expands
at h igh altitudes (sin ce th e atmospheric pres- Additional push rod clearance (mml
sure is low er), p ushing the push rod to th e
OHP48
left .

59
 IN-LINE PUMP-OPTIONS - High-altit ude Compensator

3 . O PER ATION

HAC FOR CO MBI NEO GOVER NORS

As the altitude of the engine increases. the

atmospheric pressure decreases . so the bellows
expands and pushes ou t the push rod.
This causes the full-load stop lever to turn clock-
Floating arm
wise. moving the co ntrol rack in the direct ion of
decreased inject ion. A s a result. the max im um
f uel injection amo unt is reduced automatica lly.
Wh en th e altit ude decreases again. t he process is
reversed and t he maximu m f uel inject ion volume
is in creased automat ically according to the new
alt itude.

J!B= <:=>
Atmospheric
pressure
Decreased Increased
injection injection HAC FOR MECHANICAL GOVERNOR OHP49
HAC FOR COM BINEO GOVERNOR OHP49

HAC FOR MECHANICAL GOVERNORS

Th e HA C for mec han ical governors operates in

the same w ay as the HA C for combi ned gover-
nors: as the alt it ude incr eases. the HA C push rod
pushes the full -load stop lever. turning it clock-
w ise. Th e arm. w hi ch is connected to the fu ll -load
stop lever. therefore turns clockwise. com pressi ng
the slidi ng pl ate shaft sprin g. Since t he sliding
plate moves to the right, the stop cam also moves
to the right and changes the stop position of the
floatin g arm. A s a result, the max imum stroke of
th e control rack is redu ced and the maximum f uel
inj ectio n volu me decr eases.

60
 IN-LINE PUMP-OPTION S - Turbocharger Boost Compensa tor

TURBOCHA RGER BOOST COMPENSATOR

The relati onship of t he boost com pensator to t he
mechani cal govern or is as shown below .

Sliding plate Sliding plate shaft

~ Full-load stepper screw

Adapter screws -_~~~~~~~~~~~~~~ Boost compensator

Jo"..'-';~ i" ,- --

Stop lever

o
- Control rack Floating lever
OHP50

Guide bushing Diaphragm Boost

1 . CON STRUCTION pressure

The boost com pensator is a device wh ich increa-

ses and decreases the inj ect ion volu me in accor-
da nce w it h ch anges in the boost pressure of the
t urbocharge r, and is composed of a diaph ragm ,
push rod, spring, gu ide bush ing , etc .
The boost pressure act s on the diaph ragm , w h ich
moves the pus h rod in accorda nce w it h the Spring
difference between t his force and t he force of th e
spr ing . The stop screw governs the m axim um fuel
injection volume w hen the boost compensator is BOOST CO M PENSATO R
not operating .

61
 IN ·LJNE PUMP -OPTIONS - Tur bocharger Boost Compensator

2 . OPERATION The floating arm al so follows the movem ent

of the stop cam , so th e control rack moves in
a. The pressure in the diaphragm chamber rises
th e direction of in creased fu el injection. by the
w it h increases in the boost press ure, and the
amount of that ch ange. bring ing about an
diaphragm and push rod are pushed to th e left
increase in th e inject ion volum e.
until th e pressur e balanc es the spring force.
However, at th e poi nt that the sliding plate
Boost strikes the f ull -load stopper. it stops.
pressure

800st Boost
compensator pressure
Sliding plate
(l

Diaphragm
chamber

Floating arm
b. Th e sl id ing plate is kept pu shed to th e left by
the spring, but the movem ent of th e sliding
plate is limited by th e arm.
If t he boost pressure rises and the push rod of
th e boost compensator is moved to the left . Control rack
OHP50
th e sliding plat e pushes th e arm to the left by
th e same am ount as the push rod is moved
due to the spring force.
At th e sam e t ime. the stop cam connected to
the sliding plate also moves to the left.

Fu ll-load stopper
Sliding plate

pressure

Boost
compensator

OHP50

62
 IN-LINE PUMP-OPTIONS - Turbocha rger Boost Compe nsator

c. Si nce t h e boost pr essur e cha nges w ith

cha nges in the engine speed. th e position of
th e rack w ith respect to t he pum p speed is as
shown in the follo w ing graph:

1 Sliding plate contacts fu ll-load stopper

\
Max im um

/
Start of boost
speed
--- control

compensator
operati on W ithout boost
compe nsator

Pump speed

If the boost pressur e becomes greater than

t he diaphragm spri ng force. th e pu sh rod
moves and th e fu el inj ection volume increases.
At th is time. at th e poin t w he n t he sliding
plat e hits agai nst the ful l load stopper. th e
incr ease in t he fu el injec tio n volu me stops
and at th at point t he maximu m speed cont rol
begin s.

63
 TROUBLESHOOTING INFORMATION - Description, Black Exh aust Smoke

TROUBLESHOOTING INFORMATION
DESCRIPTION
Troub lesh ooting mean s solving a problem by 3 , OV ERLY-ADVANCED INJECTION
cons ide ring eac h possib le ca use of a prob lem in TIMING (engines w ith auxiliary
combustion chamber)
tu rn and eliminating those th at are found to be
not appl icable. The remai ning possibl e cause(s) If f uel inj ection is t oo adva nced (early), the f uel is
can th en be conside red to be pr obable cause(s). injected before the pressu re and tem perat ure
Thi s method is m uch fas ter and mor e accurate ins ide th e auxilia ry comb ustion cham ber can rise
th an simply guess ing or makin g random adju st - h igh eno ug h to ignit e th e mi xtu re. Thi s results in
ments or repairs . Probl em s commo n to di esel delayed firing .
engi nes, as well as t heir causes, are explained The f ue l injected during t he ign iti on delay per iod
below. ca uses an ove rrich air -fuel m ixtu re in some
areas of th e auxiliary combust ion cha mber . A s a
BLACK EXHAUST SMOKE result, the air -fuel mixtu re present in th e rich
(during acceleration) areas does not b urn comp lete ly and is exha uste d
as carbon particles .
Black exhaust smo ke conta ins unburned car bon
W he n t hi s happen s, this problem is common ly
in t he fu el res ult ing fr o m inco mplete combust ion
accompan ied by a loud diesel kn ocking.
of th e fu el becau se the ai r-fue l ratio is to o sma ll
(i.e.• th e mi xture is too rich).
4 , OVERLY-RETARDE D INJ ECTIO N
From th e nature of thi s ph en om en on , you can TIMING (engines with direct injection
con cl ude th at on e of th e fo llowing is cau sing th e type combustion chamber)
trou ble:
If fu el inj ect ion t iming is too ret ard ed (delayed),
th e fue l being inj ected wi ll bu rn q uic kly becau se
1 , OVER-INJ ECTION OF FUEL
th e temperature is very high in th e combust ion
This result s in incomplete combustion - th at is, chamber. Some of the f uel subsequent ly inj ected
as too mu ch fuel is inj ected into the cyli nde rs. there into the combustion flame w ill t herefore fail to
is not enoug h air to burn it all . If combu stion come int o fu ll contact w it h the air, resulting in
occurs at a high tem perature with an insufficient incomplete com busti on, and thu s in carbon parti-
intak e air, a portion of carbons contained in the fuel cles in th e exhaust.
(hydrocarbon) become s discharged taking the form
of carbon particles instead of gases (CO, CO2 ) and
creates black smoke as a result.

2 . SHORTAGE OF AIR

Com pared with t he a mo unt of f uel injection, the

amo unt of air d rawn into th e eng ine is too smal l
to allow com plete com bust ion.
Th is has th e same result as ove r -i nject ion of t he
fuel.

65
 TROUBLESHOOTING INFORMATION - White Exhaust Smoke

WHITE EXHAUST SMOKE 3 . PRE H EA TI NG AN D AFTER -GLOW

MALFUNCTION (engines with aux iliary
W hite exhau st smoke ofte n occurs immediat ely combustion chamber)
aft er the engine is sta rted when the ambient air If th e prehea ting system malf unct ion s, th e tem-
temperature is low . Since th e fu el in jected und er perat ure in t he auxiliary com bustio n chamber w ill
such conditi ons is being bu rnt at a relat ively low not be able to rise hig h eno ugh to bu rn the fue l. Part
te mperat ure, the temp erature in th e comb ust ion of the injected fue l w il l th erefore be exhausted
chamber does not rise enough for eff icient com - unbu m t, creating w hite exha ust smoke. Natu rally,
busti on. this problem is always accompa nied by hard engine
Therefore. unbu rnt fu el (i.e.. hydrocarbon) is ex- start ing.
ha usted in th e forrn of vapor, resu lting in a wh ite or If th e afte r-glow syste m ma lf unct ions after the
blue exhaust gas. engine has been starte d, w hite exha ust smoke w ill
This may be caused by any of the following : be em itte d until the eng ine has warmed up com -
pletely.
1. OVERLY-RETAR DED INJECTION
TIM ING (eng ines w ith a uxiliary
combustion cham ber) 4 . EXC ESSIVE BURNING OF ENGINE OIL

If an unn ecessari ly large amou nt of engine oil

If the inject ion t im ing is retarded. the fuel w ill be
enters t he engi ne cylinder du e to some pro blem ,
inj ected after the piston has passed top dead
center. As a resu lt. th e pr essur e in th e auxi liary the extra amo unt of oi l w ill be exha usted unburn t,
creating white exhaust smoke. This prob lem is also
com bust ion cham ber w ill drop and part of the f ue l
accompanied by excessive consu mpt ion of oil.
w ill be exhausted unb umt. caus ing w h ite exha ust
smoke. Since the oil cools the combustion chambe r as it
evaporates, part of th e fu el is also exha uste d
This pro blem is accom pan ied by low engine powe r
unburnt.
output.

2 . OVER LY-ADVANCED INJ ECTIO N 5 . COMPR ESSION PR ESSUR E TO O LOW

T IMING (eng ines with direct injection
If the compression pressur e in th e com bustion
type combustion c ham ber)
cha mber is too low , it w ill ta ke a longer time before
If fuel inj ection comes too early, the fuel w ill be t he fuel reach es ign it ion temperature. As a result,
in jected before the pressur e and temperature in part of the fuel wi ll be exha usted unburnt, creati ng
the combust ion chamber have risen high enough w hite exha ust smoke.
to burn it completely.
Therefore, the wa ll of the comb ust ion chamber w ill 6 . WATER MIXED IN WITH FUEL
be cooled (thi s is called " quench ing") by t he fuel,
and the combustion temperatu re w ill drop accord - Wa ter mi xed in w ith the fuel w ill low er the
ing ly. temperatu re in the combust ion cham ber. There·
As a result, part of t he inj ected fue l w ill be fore, part of th e f uel w ill be exha usted unbumt.
exhau sted un bumt. creat ing w hite exhaust smoke.

66
 TROUBLESHOOTING INFORMATION - Loud Diesel Knocking

LOUD DIESEL KNOCKI NG

Loud diesel kn ocking is oft en caused by a large
amount of f uel being inj ect ed too early during
ignition delay periods . This causes overly-rapid
flame propagati on following ignit ion. A s a result.
th e combustion pressure rises abno rm ally, caus-
ing a loud knocki ng sound.

A lo uder knocking is ofte n heard if t he engine has

not been wa rmed up comp letely (especially imm e-
diate ly afte r start ing) tha n if the engine is com -
plete ly warmed up. since the pressure and the
tem perature are still low . This. however, is nor -
mal.

1 . INJECTION TIMING TOO ADVANCED

If fuel inject ion co mes too early, th e fu el is

inj ected before the temp erature in t he comb ust ion
chamber rises high eno ugh . Thi s ca uses delayed
ignition.
If a larg e amount of fuel is injected during the
ignition delay peri ods, it w ill burn all at once
w he n the temp erature ha s risen high en ough to
igni te it, gen erating a loud knocking soun d.

2. POOR FUEL QUALITY

Diesel fu el ignites automat ically w hen the pres-

sure and temp eratu re ins ide t he combust ion
chamber reach a certai n level. If poor-q uahtyfuel or
fuel wi th a low cetane rat ing is used, ignition w ill be
delayed, causing loud diesel knocking .

67
 V E PUM P OV ERHAUl - General Precaut ions

VE PUMP OVERHAUL
OBJECTIV E To master the procedure for disasse mbly, assembl y, checking, and on-benc h
adj ust ing of th e VE pump
PREPARATIONS SSTs
• 09236-00101 Radiator service too l set (for pressing out sleeve plug assembly
from governor sleeve)
• 092 4 1-76022 Injecti on pump stand set
• 09245*540 10 Injecti on pump stand arm
• 09260~540 1 2 Injecti on pump tool set
Tools
• Hexagon w rench, 5 mm
Testers & gaug es
• Torqu e w rench (25- 700 kg-em; 22 in.-lb- 51ft -lb; 2.5-69 Nm)
• Feeler gauge
• Dial indicato r w ith magnetic base
• Vern ier cal ipers
• Ohmmeter (circuit tester, mult i-teste r)
• On -bench inject ion pump tester
• Test nozzle: N01 2SD 12 (NIPPONDENSOj
• Pressur e gauge w ith timer measuri ng device:Part No. 95095·1 0 220 and
9 5D95- 10231 (NIPPONDENSOj
lubricant s
• Diesel f uel
• M ultipurpose grease
• No. 50 DENSO grease or equiva lent
Others
• Shims (for plunger spring adj ust ment)
• Washers (for govern or gear adjustme nt)
• Non-reusable parts for overhauli ng VE pump (see pages 70 and 71 )
A PPLICAB LE PUMP VE pu mp for 2 l~e n g ine (Au gu st, 1988)

GENERAL PRECAUTIONS
The following precaut ions should be observed
w hen servic ing th e injection pump:

• Since the injection pump is manufactured to • W hen using an inj ect ion pump teste r to carry
ext reme ly precise tol erances, it must be over- out on-benc h inject ion pump adjust me nts, the
hau led in a clean room that is we ll protected inj ecti on nozzles, injecti on pipes, fuel temp e-
from th e nat ural elements so that it w ill be rature, etc., mu st meet the specif icat ions
fr ee of sand, dirt, and du st. found in the repair manual, as these all affect
• W he n di sassembli ng an injecti on pump, the flow rate of t he f uel. and th erefore the
arra nge all parts in a orderly man ner. injectio n vol ume.

69
 VE PUMP OVERHAUL Compone nts

COMPONENTS
Reference R efe re,"n~
c~e,-- _
wI Boost Com pensator w i HAC ~

t _ .. ,~.
. ., . . . . --
<d----c,
-~
* , GasI<oM
'

t:!J:~-- Governo.r cover

t:> Timer slide stopper
-
,-~
c., - --==i25J '>if

~OiaPhragm
.......
Pne..... IIC __

~push rod
Lever '"
~, Shim
connecting pin ' : ' - - Spnng

~~~:'Ol. J,M-GU;de bushmq

'" '""",ciJ& - . ~_ _ Timer clip ~
......
,.
<;: '-
~
q"' ~,;;J
,. , '"
_. "" ,

~e·:.- No.2 adjusting lever

~'
~A --_----No. l adjusting lever

~~ ··f
Lever
return
spring

Governor cover - - {<..

II '1
r"

set screw
Idle speed
Fuilioad

adjusting screw
Minimum·maximum speedgovernor
Max imum speed
-.:====~~~:t~¢i"
Adjusting lever " % adjusting screw

~
Q I • Gasket

. , t
I E·ring
p, ;ng seat
• O -ring -
_
Adjustin g lever _ _ _!
:
~
~ ~ ~
ca-- Spring seat .
Dam per spnng -
Damper spring
I ~ speed control spring
. 1 ~~::~:
hi ~ •::e t hollow screw

Pick-up sensor
• O-ring
- - - -'-<,:'
- - - - - - - ,0
O-nng
~~~
-: ,~ ~
~~ 1(' r
Gasket
,
... ,~
\- ,~
~I
-.
f~-O.
. .~
PUmp bodY ------j~ I ,
Idle-up lever (for pumps
w I ACSD)
seal ------j~ :l

r~
• 0; 1 .....{...,)'" "-,,,,-,,
, .
The,mo
w ax
. '. (for pumps
__ w I ACSD )

• Non-reusable part • O-ring

70
 VE PUMP OVERHAUL - Com pone nts

COMPONENTS (cont'd)
Bearing
Stop ringL
....t:\-S lee ve Iu
Governor slee ve ~rr" cu p 9
Flyweigh t
Flyweight
ho lder
I :\
Iij)
') ,

' Coupling
Face cam plate

wa sher ~~" ~ E-ring Roller and wa sher

Governor
shaft ItlI ~.. t' No .2 f1 ywe;ght
I
n .
• °l-,;~g ~ ' ;-
w asher Rolle' ,;ng ~ (j®\ <P
I ."
. . . .. Governor }~ ~ ~ .
, gear ' \ '"' r . ..a h Coupling
re:.. adjusti ng ' Govern or link ' ~ U -o .
~ washer I ~'\ \§ ~ spn ng
~ u + Gasket ,/"" '- J'~

~Q . 1
~..('~ e I
° lel;p
Stopper pin ,
" ~~
f'-._') -./ ~ Slide pin , /'

C • Joint rubber
~~ Drive shaft waShe~[ ""h," \-- - Drive
shaft
f/;I.. \J Feed pump cover ./' <J
~ ~ - . ,
tuner ~ Blad e 1 ././ ~ e
cover ~Q:::::.o.nng Feed pump ro,or l ' " k Fue,cut-off
Tlme, p;Slon~ ,C\ /C:
Feed pump~
Hne, : h~
~ , ~~
~ ' ~ ~"
Drive
- - - • O-ring
solenoid
Tim er \J,./ tj~ _ cCo?
\ \'\ ~ 0 L
cP , gea r ,...... ft Spri n g
sub -otston
Ti mer spri ng ~ (0 \\)..,1 ~~e
d
' ' • Gasket g-----
U
Valve

• O-n ng ~a\. D istributive~ fi St rainer

Timer adj ust ing screw ~c:< • a-nng ~
head Plu~
g , "1~ ~~~t~I~~~~~lt
LH timer cover ~ ,.a:. Lever support """ ~~-~-:
~'<v spnnq ~
"Y[)

Upper spring seat

»:1 ,' ,
' ~'
:
- g v-
"I
r '"
~~ ir~'" ' I
~
'-'

I~Ider
Delivery valve
, ,... Spnng
seat

Upper plunger
plate
, • a -ring
Plunger spring
valve
Spring
Delivery

~
1 :' 1:)
\~ :)

Spill rin g
Low er spn ng seat
Plunge, spnng
gUide

Distr ibuti ve
head
• Gasket

Low er plunger plate

Pump plun ger
• Non-reusable part

71
 VE PUMP OVERHAUL - Disassemb ly

DISASSEMBLY
1. MOUNT PUMP ASSEMBLY ONTO SST (STAND)
SST 0 92 4 1-76022 and 09245 -54010
SST

2. (Pumps w/A C SD )
Meta l plate REMOVE THERMO WAX
(a) Usin g a screwd rive r. turn the cold sta rt ing lever
counterclockwise approx. 20 ° ,
(bl Put a meta l plate (thi ckn ess of 8.5 - 10 mm; 0 .335
- 0 .3 94 in .) betwee n t he cold start ing lever and
th ermo wax plu ng er.
(c) Rem ove th e two bolts, th e thermo wax and th e
O-ring.

3. REMOVE FUEL CUT-OFF SOLENOID

(a) Disconn ect th e connector from t he bra cket.
(bl Di scon nect th e du st cover from th e fuel c ut- off
solenoid.
Ie) Remove the nut, lead w ire, and du st cover.
(d) Rem ove th e fu el cut -off solenoi d, O-rin g, spring,
valve, strai ne r and wave washer.

5mm 4. REMOVE GOVERNOR COVER

hexagon
wrench ;--
(a) Using a 5 mm hexagon wrench. remove the four

~-
I
" bolts.

(b) All-speed governo r

Disconn ect th e speed control spring from the spri ng
seat, and rem ove th e spring seat, dam per spring,
speed control spring, th e governor cover, adju sti ng
shaft assembly and gasket.

72
 VE PUMP OVERHAUL - Disassembly

(c) Mi n im um -max im um speed governor

Remove t he E· ring, spr ing seat, damper spn nq.
governor cover, governor adjus ti ng shaft assem bly,
and gasket.

5. CHEC K FLYWEIG HT HOLDER THRUST CLEARANCE

ISee page 84.)
Th ru st clearance: 0 .15 - 0 .35 mm
(0 .0059 - 0 .0138 in.]

6. REM OVE GOVERN O R SH AFT A ND FLYWEIG HT

H O LDER
[a) Remove th e govern or shaft lock nu t by turning it
clockwise .

(b) Using a 5 mm hexagon w rench. tu rn th e gove rn or

shaft clockw ise, and rem ove th e follow ing parts.
/ (1) Flywe ight holder assem bly
--~
(2) No.1 fl yweight w ashe r
(3) Govern or gear adjust ing w asher
N OTICE: Be careful not to drop the two w asher s into
5mm
hexagon the pump housi ng.
wrench

(c) Rem ove the following parts from the flyweight

holder:
(1) Govern or sleeve
(2) No.2 fl yweight wa she r
(3) Four f lyweights

73
 VE PUMP OVERHAUL - Disassembly

7. REMOVE DISTRIBUTIVE HEAD PLUG

Usi ng t he SST. remove t he distributive head plug.
SST 09260-54012 (09262-54010)
SST

8. REMOVE D ELIVERY VA LV E HOLDERS

(a) Using t he SST, rem ove th e four del ivery va lve
holders, springs, and spring seats .
SST 09260 -540 12 (09269 -54020 )
(b) Remove the fo ur delivery valves and gaskets.
NOTICE : Do not t ou ch t he sliding surfaces o f the
delive ry valv e w ith you r hand .

NOTE : Arrange t he delivery valves. spri ngs. spring seats

and holders in order.

9. REMOVE DISTRIBUTIVE HEAD

(a) Usin g a 5 m m hexagon w re nch. remove t he fO UT
bolts.
(b) Rem ove the distr ibut ive head and foll owing parts :
(1) Tw o lever support springs
(2) Two plu nger spring gu ides
(3) Two plunger spr ing sh ims
14) Two uppe r spring seats
(5) Two plunger spr ings

10 . REMOVE PUMP PLUNGER

Using the SST. remove the pump plunger and plunger
adj usti ng shim together with the following parts:
(1) Spill ring
(2 ) l ow er spri ng seat
(3) Upper pl unger plate
(4) Low er plunger plate
SST 09260 -540 12 (09269-54030)
•
NOTICE: Do not tou ch the slidi ng surfaces of t he
pump plunger with yo ur hand .
74
 VE PUMP OVERHAUL - Disassembly

11 . RE MOVE GOVERNOR LINK

Using t he SST, rem ove the tw o support bolt s, gaskets
and govern or link.
SST 09260-54012 (09269 -54040)

12. REMOVE FA CE CAM PLATE AND COUPLING

Remove the face cam plate, spr ing and coupling.

1 3. REMOVE ROLLER RING AND DRIVE SHAFT

~;-~l/
(a) Rem ove t he timer clip and stoppe r pin .
(b) Push t he slide pin towa rd th e inside.
----- "
( ..

~\" ::¥ ,,"c , ~ ,

ICC

if;,
-.
nij
1\ f= ,./
,- 'W
- --
(c) Push the drive shaft. and remove t he roller ring, fou r
ro llers and sh ims assembly.
NOTICE :
• Be careful not to drop the ro lle rs.
• Do not a lter the position of t he ro llers .

···
(d) Remove t he drive sha ft, gove rnor drive gear, tw o
join t rubbers assem bly. set key and dr ive shaft
washer.
(e) Rem ove the dri ve gear and tw o joint rubbers from

P
..
, th e dr ive shaft.

©
75
 V E PU M P OVERHAU L - Oisassemb ly

14. R EMOV E TIM ER

(a) Rem ove the four bolts and th e followi ng parts:
(1) LH timer cover, t im er adj usti ng screw, and nut
asse mbly.
(2) Spri ng
(3) O-ring
(4 ) AH timer cover
(5) O-ring
(6) Pisto n
(7 ) Sub-piston

15. REMOVE FUEL FEED PUMP

(a) Rem ove the t w o screws.
(bl Using a piece of w ire. rem ove t he feed pump cover.
(e) Remove the fee d pump rotor, four blades, and li ner.
NOTICE :
• Be careful not to inter ch ange the blade po sitions.
• Be caref u l not to damag e the pump bo dy .

16_ REMOVE REGULATOR VALVE

Using th e SST. re move the regu lator valve an d th e two
O-rings.
SST 0 92 60 -5401 2 (0 9262 -540 20)

76
 VE PUMP OVERHAUL - Inspection

INSPECTION
NOTI CE : Do not t ou ch the sliding surfaces of t he
pu m p plung er and delivery valves.

1. IN SPECT PUMP PLUNGER. SPILL R ING AND

DISTRIBUTIVE HEAD
(a) Tilt th e spill ring (dist ribut ive head) slightly and pull
out th e plunger.
(bl W hen released, t he plunger should sink down
smoo th ly into the spi ll ring (dist ribut ive head) by its
own weight.
(c) Rotate th e plunger and repeat the test at vario us
positions.
If t he plunger sticks at any positi on, replace the part s as a
set.
(d) Insert t he governor link ball pin into t he spill ri ng and
check tha t it moves smooth ly w it hout any play.

2 . INSPECT ROLLER RING AND ROLLERS

Using a dial indicator. meas ure the roller height .
Roll er heigh t va riation: 0 .02 mm (0 .0008 in. )
If the var iation is greater than specif ied, replace the roller
ri ng and roller as a set.

3. MEASURE SPRING LEN GTH

Using calipers, measure the free length of each spring.
Free length:
Delivery valv e spri ng 24.4 mm (0 .961 in .)
f (;" Plun ger spring 30.0 mm (1 .1 81 in .)

If "
"
I \
,
1
Coupling spring 1 6 .6 mm (0 .65 4
Pneumatic bell ows spring (w i HAC)
30.0 mm (1 .1Bl
in .)

in .]
If t he length s are not as specif ied, replace the spring(s).

4. INSPECT FUEL CUT·OFF SO LEN OID

£l. (a) Connect the solenoid valve body and terminal to the
~o
':;"p
';~·f (b)
batte ry term inals.
You sho uld fee l th e cli ck from the sole noi d valve
w hen the batt ery power is connected and discon-
- 7.)
~
'1 nected.
EEl 9 If the solenoid valve is not operating properly, replace it.
Battery

77
 VE PUMP OVERHAUL - Assembly

ASSEMBLY
1. INSTALL REGULATOR VALVE
SST
(a) Install th e t w o O-rings onto the regu lator valve . --
(b) Using the SST, ins tall th e regulato r valve .
SST 09 260-5401 2 (09262- 54020)
Torque: 90 kg -em (78 In.-lb . 8 .8 N 'm)

2. INSTA LL FUEL FEED PUMP

~~\D'"w
(a) Insta ll t he line r. rot or an d four blades.
(b) Chec k that the liner and blades are fac ing in the
correct d irecti on , as shown.

W~~ Q (e) Check that the blades move smoothly.

(d) A lign the f uel o ut let ho les of the cover and lin er.
,0 0
I II I (e) Insta ll the pump cover w ith the two screws.
II . II Torque: 25 kg-em (22 in .-Ib; 2 .5 N 'm)
(f) Check that th e rotor moves smooth ly.
3. INSTALL DRIVE SHAFT
(a) Install th e drive gear on t he drive sha ft as shown .
(b) Install t he new two joint rubbe rs into the drive gear .

J oint rUbber~5~~~~

{el Positi on the key groove of the feed pum p rotor

up w ar d.
(d) Install the set key and d rive shaft washer of th e dr ive
sha ft and in sert th e drive shaft asse m bly int o th e
pum p ho using.
(e) Check that the drive shaft turns w it ho ut catch ing.

4. INSTALL TIMER PISTON

(a) A pply No. 50 DENSO grease to th e timer pisto n.
(b) Install the sub-piston into the t im er pis to n.
(c) Insert the timer piston int o th e pum p hou sin g.

78
 VE PUMP OVERHAU L - Assembly

5. INSTALL ROLLER RING

(a) Inst all th e sl ide pins, ro lle rs and washe rs on the
roller ri ng.
(b) Check that t he rollers are faci ng the flat surface of
th e w ashe rs.
(c) Install the roll er ring into th e pump housing.

(d) Carefully inst all the sl ide pin into the sub-piston,
and install th e stopper pin and clip.

6. INSTALL TIMER SPRING

Install th e following part s w ith th e four bolts:
(1) New G-ring
(2) RH tim er cover
(3) Timer spring
(4) New G-ring
(5) LH t imer cover, timer adj ust ing screw and nu t
assembly.

7. TEMPORARILY SET TIMER ADJUSTING SCREW

(a) Using calipers. measu re th e protru sion of the ad -
ju sti ng screw from the timer cover.
Protrusion : 7 .5 - 8 .0 mm (0 .295 - 0 .315 in .)
(b) Using a 5 mm h exago n w re nch, adj ust the prot -
rusion of th e adju sting screw from the time r cover.

8. ADJUST PLUNGER SPRING WITH SHIMS

161~5 (a) Install th e foll owing part s to th e distr ibuti ve head:

141~ 1 1 (1 ) Tw o plung er spring guides
(2) Tw o upper spring seats
1 13lj (3) Two plunger spring s
©-121-c§> (4) Low er spring seat

J}111
11 (5)
(6)
Upper plunger plate
Low er plunger plate
(7) Pump plunger
79
 VE PU MP OV ERHAU l - A ssemb ly

NOTE: Do not assemble t he plunger spring shim s at this

t ime.
(b) Using calipers, meas ure clearance " A " indicated in
the figure.

(e) Deter m ine the plun ger spring shim size using the
follow ing formu la and chart :
New plunger spring shim thi ckness e 5.8 - A
A =M easured plung er position.
Plung er spri ng shi m select ion chart mm [in.)
Measured Shi m Mea sur ed Sh im
clearance thickness clearance t hickness
M o re t ha n 4 .3 - 4.5
5.3 (0.209) 0 510 .020) 1.5 (0 .0 59)
(0.169 - 0 .177)
5.0 -5.2 4 .0 -4.2
0.8 (0 .03 1) 1.8 (0.0711
(0.I 96 - 0 .205) (0.157 - 0. 165)
4.8 - 4 .9 Less than
10.I 89 - 0 .193) 1 0 10 .039) 2 0 (0 079)
39(01 54)
4 .6 - 4.7
(0 .181 - 0 185) 1 2 10 .04 7) - -

NOTE:
• For a measurement betw een the listed sizes, use the
next larger size. For exampl e, if the required thickness
is calcu lated to be 1.1 mm (0.043 in .) use a 1.2 mm
(0.047 in.) shim.
• Select tw o shims w hich have the same thickness.

9. ADJUST PLUNGER W ITH ADJ USTING SHIM

(a) Install th e couplin g and face cam plate.
NOTE: Do not install t he coupli ng spring.

(b) Clean the plung er adj ust ing shim and contact ing
surface area.

Pin J
groov~.
(c)

(d)
A lign t he pi n groove of the pump plunger w ith the
face cam plate pin.
Using the SST, install t he used plunger adj ust ing
shim and pump plunger.
~ J'}
~ , ,,,= ,,, ,,
SST 09260 -54012 (0 9269-540301
Pin

80
 VE PUMP OVERHAUl - Assembly

(e) Install the distributive head wi th the four bolts.

To rq ue: 120 kg-em (9 ft-lb. 12 N 'm)
NOTICE: Be careful not to damage the pump plunger.

(f) Using calipers, me asure cleara nce " B" indicated in

the figure.
Clearance B: 3 .2 - 3 .4 mm (D .' 2 6 - 0 .134 in.)
If th e clea rance is not as specif ied, determ ine t he plunger
adjusting shim size using th e follow ing form ula and chart:
New adjusting shim t hickness = T + (6 ~ 3 .3)
T = Thickness of used shim
B = M easured plunger position

Plunger adjusting shim selection cha rt

Measured clea rance mm

~ 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3.0 3.1 3.2 -3.4 3.5 3.6 3.7 3.8 3.9 4.0 4.1 4.2 4.3 4.4
E 1.9 2.1 22 2.3 24 25 2.6 2.7 2.8 2.9 2.9
E 2.0 1.9 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.9
2.1 1.9 1.9 2.3 2.4 2.5 2.6 2.7 2.8 29 2.9
22 1.9 1.9 2.0 2.4 2.5 2.6 2.7 2.8 2.9 2.9
E
E 2.3 1.9 1.9 2.0 2.1 2.5 2.6 2.7 2.8 2.9 2.9
.
•
-c
-
•
~
2.4
2.5 1.9
1.9
1.9
1.9
2.0
2.0
2.1
2.1
2.2
2.2
23
2.6
2.7
2.7 2 .8
2.8 2.9
2.9
2.9
2.9

-c 2.6 1.9 1.9 2.0 2.1 2.2 2.3 2.4 2.8 2.9 2.9
2.7 1.9 1.9 2.0 2.1 2.2 2.3 2.4 2.5 2.9 2.9
2.8 1.9 1.9 2.0 2.1 2.2 2.3 2.4 2.5 2.6 2.9
2.9 1.9 2.0 2.1 2.2 2.3 2.4 2.5 2.6 2.7

1.9 II,10.0791
I,10.0751 2.1 II 22 II, 2.3 III 2.4
Plun ger adj usting shim 2.5 2.6 2.7 2.8 2.9
2.0 '1 1110.0831 10.0871 10.091) 10.0941 10.0961 10.1021 10.1061 10.1101 10.1141
thickness mm(in.)

EXA M PLE: The 2.4 mm (0 .0 94 in .) shim is installed and measured clearance is 3 .7 m m (0 .146 in.). Replace
th e 2.4 mm (0 .094 in.) shim w ith a 2.8 mm (0 .110 in.) shim.

(g) Remove th e distributive head.

(h) Using the SST. re move the followi ng parts:
(1) Pump plunger
(2) Plun ger adjusting shim
(3) Face carnplate
SST 09260-540 12 (09269-54030 1

81
 VE PUMP OV ERHAUL - Asse mbly

10 . INSTALL FACE CAM PLATE

lal Insta ll the dr ive shaft so that the key groove is facing
upward.

(bl Install th e cou pli ng spr ing an d the face cam plate
wi th th e cam plate pin facing the governor cover
side.

1 1. IN STALL GOVER N OR LINK

(a) Using the SST, insta ll the gove rnor link with tw o
new gaskets and two support bolts.
Torq ue: 140 kg -em (10 ft-Ib; 14 N 'm)
SST 09260-5 4012 (09269-540401
(b) Check that the governor link moves smoothly.

12. INSTALL PUMP PLUNGER

(a) Place t he selecte d new plunger adj ust ing sh im on
Shim the cente r of th e cam plat e.
N OTICE : D o not app ly g rease to t he sh im .

(b) Install the fo llowing parts onto th e pum p plu nger :

141 ---® (1) Low er plunger plate

(31~ (2 ) Upper plun ger plat e

()1
(2 )- @>
1
(3 )
(4)
Lower spri ng seat
Spi ll ring
NOTE: Install the spill ring so that the ho le is facing th e
lower spri ng seat side.

•
82
 VE PUMP OVERHAUL - Assembly

(e) A lign the pin groove of th e plunger w ith the pin of the
Ball face camplate.
pin
(d) A lign the ball pin of the governor link w ith the pin hole
of the spill ring.
(e) Using the SST, insta ll the pump plu nger and two
plu nger springs.
SST 09 260 -540 12 (09269-540 30)

13. INSTALL DISTRIBUTIVE HEAD

la) A pply No.50 DENSO grease lathe fo llow ing parts and
install t hem onto th e distr ibutive head:
(1) Tw o plunger spri ng guides
(2) Tw o new selected plung er spring shim s
(3) Tw o upper spri ng seats
(4 ) Tw o lever support springs
-'>I- ,~-' Jr
(5) New O-ring
"
(bl Instal l the distribut ive head.
NOTICE: Be careful not to damag e t he pump plunger .
(e) Using a 5 mm hexagon wrench. install t he fou r bolts.
Torq ue: 120 k9 -em (9 ft-Ib; 12 N ·m)
NOTE: Use the bolt which is 45 mm (1.77 in.) in length.
14. INSTALL DELIVERY VALVE HOLDERS
Usi ng the SST. install the four delivery valve holders.
SST 092 60-54012 (09269 -54020)
Torque: 500 kq -cm (36 ft-Ib; 49 N ·m)

15. INSTALL DISTRIBUTIVE HEAD PLUG

'! ' l'./~ " ( (a) Install a new O-ring onto the head plug .
. ' J. I '/
I,IIf '. ",
. ('," ." • -"

.
_. ','0 , {
\'
" ' ,c " '

, '\ "
', . '
, ~./ ,
7""- '
. L . .' ,
~( ~ ......
SST
(b) Using th e SST. install the head plug.
SST 09 260 -54012 (09262 -540 10)
. J'!'\ re ,~
>r , ,~. ~ ~'
.. I' •
Torqu e: 700 kq-cm (51 ft-Ib; 69 N·m)

16_ INSTALL GOVERNOR SHAFT AND FLYWEIGHT

HOLDER
(a) Install the follow ing part s into t he flyweight ho lder:
(1 ) Four flywe ights
(2) No. 2 flyweight washer
(3) Governo r sleeve
HINT Replace the four fl yweight s as a set.

83
 VE PUMP OVERHAUL - A ssembly

(b) Install a new O-ring onto the govern or shaft.

(c) Place th e flyweig ht ho lder assembly (1) in position .
and insta ll th e No. 1 flyweigh t w asher (2) an d

--S-- (d)
governor gear adj usting washer (3) between the
flyweight ho lder and pump housin g.
Install the governor shaft through the govern or gear
/'
1:~oIC-=- 5 mm adj usting washer, No. 1 flyweight washe r, and
hexagon flyweight hol der asse mbly.
w re nch

17. CHECK FLYWEIG HT HOLD ER THRUST C LEA RANC E

Using a fee ler gauge, measur e th e th ru st clear ance
betw een th e ho using pin and flyweight ho lder.
Thrust clearan ce: 0 .'5 - 0 .35 mm
(0 .0059 - 0 .01 3 8 in .]

If the th rust clearance is not as speci fied. adjust it with a

gove rnor gear adjusting washer.
Govern or gea r adjusting w asher thicknesses :
Adjusting
wa sher 1.05 mm (0 .0 413 in.)
1.25 mm (0 .0 4 9 2 in.)
1.4 5 mm (0 .0 5 7 1 in.)
1.65 mm (0 .0650 in .)
1 .8 5 mm (0 .0728 in .)

18 . ADJUST PROTRUSION OF GOVERNOR SHAFT

(a) Using a calipers, measu re th e protrusion of the
governor sha ft.
Protru sion : 0 .5 - 2 .0 mm (0 .0 2 0 - 0 .079 in.)
If th e pr otrusion is not as spec if ied, adj ust it by turning
the govern or shaft .
(b) Install an d tighten the nut while hol di ng the gover-
nor shaft with a 5 mm hexagon w rench .

19 . INSTALL GOVERNOR COVER

See pag e 72.
20. INSTALL FUEL CUT-OFF SOLENOID
See page 72.
2 1 . (w i ACSDI
INSTALL THERMO WAX
See page 72 .

84
 VE PUMP OVERHAUL - As sembly

22 . PERFORM AIR TIGHTNESS TEST

(a) Install a bolt to the overf low port.

(b) Connect an air hose to the fu el in let pipe and place t he

0 .5 kg/ cm 2 - 5.0 kg/ cm 2 injecti on pump into a conta iner of diesel fuel.
(e) A pply 0 .5 kg/ cm 2 (7 psi; 49 kPa) of pressure and
conf irm that there are no leaks.
(dl Next check that there are no leaks wi th 5.0 kg/ cm 2

"" ~
.

~~
. ... (7 1 psi; 490 kPa) of pressure applied.
.... - -
-~ , -"

85
 VE PUMP OVERHAUL - Adjustm ent

ADJUSTMENT
Once th e pum p has bee n pr oper ly assembled, it m ust be insta lled onto an on-bench pump teste r for t he
purpose of adjust ing it to th e specified values. T he engine 's operat ion and pe rf ormance
related t o the ad justment of t he f uel in j ect io n pu m p.
can
be di rectl y
-

Te st nozzle 1. PRE -ADJUSTMENT CHECK AND PREPARATION

(a) Th e speci f ications for the test nozzle and nozzle
holders are as foll ow s:
Test nozzle: DN12SD12 (N IPPO N D EN SO)
Test nozzle opening pressure:
145 - 155 kg /c m 2
(2 .0 6 2 - 2.205 psi; 14 ,220 - 15,200 kP al

(b) Inst all the adj usting lever ang le gauge st and.
(c) M ount t he inj ecti on pump body onto t he pump
te ster .
HINT Place a ma rk on the key groove portion of the
coupling.
NOTICE: Rotate the pump by hand t o che ck smooth -
ness of operati on .

(d) Install the inj ecti on pip es in accord an ce w ith th e

foll owing specificat ions :
Outer diameter: 6 .0 mm (0 .236 in .)
Inner diamet er: 2 .0 mm (0 .079 in.)
Length: 8 40 m m (33.07 in .)
Minimum ben ding rad ius: 25 mm (0 .98 in.) or m ore

(e) Con nect th e fu el in let pipe.

(f) Insta ll the overf low hose using the overf low screw.
NOT~ : Alw ays use the same ove rf low screw that w as
installed on th e pump originally .

86
 VE PU MP OVERHAUL - Adjustment

(g I Rem ove the two bolts and the RH timer cover.

(h)Insta ll the inner pressur e gauge w ith th e timer
measuri ng devi ce.
Part N o. 95095-10220 an d 95095-10231
(N IPPO N D ENSO )
NOTE : Bleed the air usi ng the air bleed screw.

Inn er Fuel
pressure pressur e
gauge gauge

Test nozzle
@]@] Adju sting valve

\._I ~ '- ....

,,,
Overflow
pon .•. Fuel fi lter
,
Measu ring
cylinder
Gl
l:) Fuel feed
pum p
,
,. ,,
tUfm_- U)
Fuel tank

(i) Ap ply abo ut 12 volt s of DC power to t he fu el cut-off

solenoid.
NOTICE:
• When apply ing vo ltage to the solenoid. po sition th e
battery as far away from the sol eno id as possib le so
that a spark w ill not ca use an exp losion.
• When connecting th e battery cabl e. connect th e
solenoid side first.

(j) The press ure for feed ing fuel to th e inject ion pu mp
0.2 kg/ cm 2 should be 0 .2 kg/cm 2 (2.8 psi; 20 kPaj. The fue l
tem perature for pu m p tes ting sho uld be 40 - 45°C
(104 - 113°F).

87
 VE PUMP OVERHAUL - A djustme nt

(k ) Insta ll an angle gauge onto th e sta nd and th e

adju sting lever.
(I) Set the adjusting lever fully to the " maximum
speed" (ful l-load) side.

(m ) Chec k t he installed positi on of t he cam plate as

fo llows:
• Disconnect the injection pipe from th e positi on
marked "C" on the di str ibuti ve head.
• Using th e SST, rem ove the delivery valve holder.
SST 0 9260 ·54012 109269 ·540201

• Check that fuel flows out w hen the mark is in t he

posit ion shown in th e figure .
• If it does not, th e face cam plat e is im properl y
assembled (see page 82).
Disassembl e and change the face camplate posi-
ti on 180 0 in the opposite rotat ing direction .
NOTE : At th is time, disconnect the f uel cut-off solenoid
w ire harness.

• Using th e SST, install t he delivery valve holder .

SST 09260·54012 (0 9269·54020 1
• Connect th e inject ion pipe.
(n) Bleed th e air from th e inject ion pipes.

(0 ) Operat e th e inject ion pum p for 5 m inu tes at 2,000

rpm .
NOTICE: Check that there is no f uel leakage or
abnormal no ise.

88
 VE PUMP OVERHAUL - Adjustment

NOTE:
• Measure the volume of each injecti on cylinder w ith a
measuring cylinder.
30 seconds • Befor e m easuring th e injecti on volum e. first hold the
cylinder tilted fo r at least 30 seconds so that all of th e fu el
w ill come out.

2. TEMPORARILY SET FULL-LOAD INJECTION

VOLUME
(a) Measure the inj ecti on volu me.
The injection volume is menti oned in the repair
manua l as show n below :

Adju sting lever position Pump rpm No. of measur ing strokes Injection volume cc (cu in.)

Ma ximu m 1,200 200 10.42 - 10.74 (0.64 - 0.66)

(b) Adj ust by turn ing th e f ull load set screw .

Full -load set screw
NOTE : The injecti on volume w ill increase about 3 cc (0.18

"
~S:::r~~
cu in.) w it h each 1/ 2 turn of the screw.

3. TEMPORARILY SET MAXIMUM SPEED INJECTION

VOLUME
(a) M easure the injection volume.
The injection volume is me nt ioned in the repai r
ma nual as shown below:

Adjusting lever position Pump rpm No. of measuring strokes Injectio n volum e cc (eu in.)

Ma ximum 2A 50 200 4.0 - 5.6 (0.24 - 0.34 )

(b) Adj ust the inj ection volu me w ith the max im um speed
adj usti ng screw .

89
 VE PUM P OVERHAUL - Adjus t me nt

4. ADJUST PUMP INTERNAL PRESSURE

(a) Me asure t he intern al pre ssure of th e p ump at the
below listed rpm 's.

Pum p rpm In ternal pressu re kg /cm 2 (psi , kPa)

500 3.2 - 3.8 (46 - 54,31 4 - 373)

2,1 00 6 .6 - 7.2 (94 - 102, 647 - 706)

(b) If th e pr essur e is low , adj ust by ligh tly tapping th e

regulator va lve piston w h ile wa tc h ing the pre ssu re
gauge.
N OTE : If th e pressure is too hi gh or if t he regul ator valve
was tapped in too far. the regul ator valve mu st be
replaced.

5. CHEC K OVERFLOW VOLUME

M easure th e overf low volu me at t he below listed rpm .

Pump rpm Overflow volum e cc/ min. (ell in ./ min.)

2,200 370 - 800 122.6 - 48 8)

NOTE : A lwa ys use the same overflow screw th at w as

inst alled on t he pump origi nally .

6. (w/AC SD)
RELEASE COLD STA RTIN G SYSTEM FOR NE XT
INSPECTIONS
/ (a) Using a screwdriver. t urn t he cold starting lever
~-
co unterclockwise approx. 20 ° .
(b) a
Put metal plate (thickness 8.5 - 10 mm ; 0 .33 -
0 .39 in.) betw een the co ld start ing lever and t he
ther mo w ax plunger.
N OTE : Keep the cold start ing syste m rel eased until all
meas ureme nts and adj ust me nts are f in ished.

90
 VE PUMP OVERHAUL - A djust ment

7. ADJU ST TIM ER
(a) Set the timer measuring device to zero.
(b) M easur e the piston strokes. The standard stroke for
each pump rpm is menti oned in the repair manu al as
shown below :

Pu mp Piston stro ke
rpm m m (in .)
800 0 .7 - , .5 (0 .043 - 0.059)
1,200 2.1 -2.9 (0. 128 - 0.177)
2.000 4.9 - 5.7 (0 .193 - 0.224)
2.300 5.7 - 6.5 (0 .224 - 0 .256)

N OTE: Check that the hysteresis is w ithin 0.3 mm (0.0 12

in.).
(e) Using a 5 mm hexagon w rench, adj ust using the timer
adjusti ng screw.
NOTE: The stroke w ill decrease w ith clockw ise rotation
--\~ and increase wi th counterclockwise rotati on.

Mi n us_\-.£~. / Plus 8. ADJUST FULL-LO AD INJECTION VOLUME

Idle speed - -..,.. Maximum speed (a) The adj usting lever angles for the adju stm ent are
side side
mentioned in the repair manual as shown below and
sho uld be as shown in the figure.

Adjusting lever angle

Maximum speed side Idle speed side
Plus 23.5 - 33.5 0 Mi nus 12.5 - 22.5 0

(bl M easure the f ull-load injecti on volume.

The inject ion volume is mentioned in the repair
manual as shown below :

No. of
Adjusting Injection volume
Pump rpm measuring
lever angle cc (cu in]
strokes
10.42 - 10.74
Plus 23.5 - 33 .50 1,200 200
10.64 - 0 .66)

(c) Adju st by turni ng the full -load set screw.

N OTE : The injection volu me w ill increase by about 3 cc
(0 .18 cu in.) with each 1/ 2 t urn of the screw.

91
 VE PUMP OVERHAUL - Adjus tment

9. ADJUST MAXIMUM SPEED INJECTION VOLUME

(a) Measure the inject ion volume for each pump rpm .
The inj ection volume is mentioned in th e repair
man ual as shown below :

Inject ion volu me

Ad just ing leve r ang le Pu mp rpm No. of measuri ng st rokes Remark
cc (cu in.]
2,450 40 - 5.6 (0.24 - 0 .34) Adjust
Plus 23.5 - 33 .5° 2,250 200 7.66 - 9.26 (047 - 0.57) -
2,700 1.3 (0.8) or less -

(b) Adjust by t urn ing the ma ximum speed adj usti ng

screw.

10. CHECK INJECTION VOLUME

M easur e th e injection volume for each pump rpm .
The inj ection volume is mentioned in th e repai r manual
as shown below :

Max. diff .
No. of measuring Inject ion vo lume
A dj usting lever ang le Pump rpm between cylinde rs Rema rk
strokes cc (eu in .)
cc leu in.)
10.42 - 10 .74 0 .4 Basic f ull-load
1,200
(0.64 - 0.66) (0.02) injection volume

100
10 .6 - 15.4 1.2 Vol ume during
(0.65 - 0 .94) (0.07) starting
Plus 23 .5 - 33.5 0
200
500
9 .32 - 10 .32 0 .5
-
(0.57 - 0 .63) (0.03)

2.100 8 .45 - 9.85 0 .5 -

(0.52 - 0.60) (0.03)

If the inject ion volume at 100 rpm is not as spec ified,

~ E-r ing
replace the governo r sleeve plu g as follow s:
C;r-- (l) • Usin g the SST and a press, press out the sleeve
plu g assembly fr om th e governor sleeve.
': :0-
SST
6r~(21
(
SST 09236 -00101 (09 237-00070)
\ • Remove t he E·ring and foll owi ng parts fr om th e

r-:;~~
(0'-'
~'/ sleeve plug :
fi Sleeve (1) Stop ring
l~ pl ug (2) Bearing and two bear ing reta iners

92
 VE PUMP OVERHAUl - Adjustment

Head thickness • M easure th e head thickness of th e sleeve plug, and

select a new sleeve plug .
f--
Sleeve plug head thickness:
3.0 mm (0 .118 in.] to 4 .2 mm (0 .165 in .)
NOTE; l engthen ing th e plu g 0 .1 mm (0.004 in.) w ill
increase injecti on volume by 0 .6 cc (0 .04 cu in).
If th e vari ati on is greater tha n specified, repl ace the

_.y deli very valve .

• Install t he follow ing parts onto th e new sleeve plug

IL-- Sleeve plug ~--,j w ith a new E-ring:

ItJ

Q ""
S>,
-
~Il)
'\ J
,f=l,
,
I
I
-.
- '
I1
\----
(1)
(2)
Bearing and tw o retainers
Stop ring
• Using a press, pr ess th e sleeve plug asse mbly into
t he governor sleeve.

C~ (2) ~r--i
© E. ring_ _ I~

11 . ADJUST LOAD-S ENSING TIMER

1 5 mm (a) Usi ng a 5 mm hexagon w re nch, adj ust the starting
hexagon
. w rench and end points of the load -sensing t imer by t urn ing
th e governor shaft .
(b) M easu re the injection volume.

Adjusting No. of
Pump rpm measuring
lever position
strokes
\ Maximum speed side 1.200 200

End point of

H<> .

u.
load sensing

time r \

Starting point of
.~ c
load sensing timer
s .s
Idle sp~e;edd--:=====--- Maximum
side Adju sting lever position speed side
(c) Slowly mo ve th e adj usting leverfrom the " maxim um
speed" side t o the " idle speed " side, and secure it at
the point w here t he pump inn er pressure begins to
drop.
(d) M easure th e inj ecti on volume at the drop point
(start ing poin t).

Pump rpm No. of measuring Injection volume

strokes ee (cu in.)
Measured value at step
1,200 200 (b) minus 1.0 (0.06) ± 0.4 (0.02)

93
 VE PUMP OV ERHAUL - Ad ju stment

(e) Using a 5 mm haxagon w renc h, adju st th e start ing

. 5m m
h exagon point of t he load-sensi ng timer by t urn ing the
w rench govern or shaft, and perform th e measur em ent again
it is as specif ied.
NOTE: One-ha lf tu rn of th e governo r shaft w ill alter th e
injecti on volume by 3 cc (0 .2 cu in.)

(f) Check th e end point inj ecti on volume by slowly

ED
mo ving the adj ust ing lever from t he " maxim u m
speed" side to th e "i dle speed" side, and secure it at
the poi nt w he re th e internal pres sur e of th e pu mp
stops dropping .

No. of measuri ng Injection volu me

Pump rpm
strokes cc leu in.)
8.38 - 8 .78
1.200 200
(0.5 1 - 0.54)

(9) Check t he timer piston flu ct uati on w hen the adj ust-
ing lever is moved from th e " maxim um speed" side
to the " idle speed" side.

Ti mer piston fl uctuation

Pump rpm
mm(in.)
1.200 0 62 - 1.02 10.0 24 - 0.040)

(h) Check the protru sion of th e governor shaft.

Protrusion: 0 .5 - 2 .0 mm (0 .020 - 0 .079 in. )

12. A DJUST IDLE S PEED IN JECTION VO LUME

(a) M easure the injection volume for each pump rpm .
The injection volu me is ment ioned in the repair
man ual as show n below:

Adj usti ng No. of measu r ing Inject ion volume M ax. diff . between
Pump rpm Remark
lever angle strokes ee (eu in.) cyli nde rs ce (eu in.)
350 1.7 - 2.7 {0.1O - 0.16) 0.34 10.02) A dj ust
M inus 12.5 - 22 .5° 200
525 1.2 (0.07) or less - -

94
 VE PUMP OVERHAUL - Adjustment

(b) Ad just the idle speed injection volum e by turn ing the
idle speed adju sti ng screw.

1 3 , (w /ACSD)
ADJUST COLD STARTING SYSTEM
(a) Remove the overflow screw and check t he fu el
temp erature in th e fuel pump.
Fuel tem perature : 15 - 3 5 °C (59 - 95°F)

(bJ Set th e drive shah so th at the key groove is facing

upw ards to allow the roller ri nQ to be moved easy.
(e) Set the scale of the ti mer m easuring device to zero.

(d) Remove th e meta l plate betwee n the cold star ting

M etal plate lever and the th erm o wax plunger.

J'

~~' Ik','.'Fr"--'WLtii
c (el Measure the t imer pi sto n st roke.
'~ I~
E 3 (0 121f-'",---..
o-"'I",~"
,-
, -+
~ 2 (0.08) ~;!'
~ 1 (0.04) - - - - - ~­
~
0.
20 30 40
(681 (86) (1041
Fuel temperat ure ° C (OF)

(f) Adjust t h e t imer piston stro ke by t urn ing t he t imer

adj ust ing screw.
NOTE : Screw in to decrease the stroke.

9"
 VE PUMP QVERHAUl - Adjustment

14, (w/ACSDI
ADJU ST FAST IDLE
(a) Me asure the cleara nce between the adjusting lever
and th e idle speed adjus ting screw.

Fuel temperat ure Clearance

20 °C ( 68 °F) 6 mm (0 ,24 in.}
50 °C (122 ° F) Om m (O in.}

(b) Adju st th e cl earance by t urn ing t he fast idle adj ust -

Ing screw.
15, POST-ADJUSTMENT CHECK
(a) Check tha t inject ion stops w hen the f uel cut-off
solenoid connector is discon nected.
Pump speed : 100 rpm

(b) Check t he adj usti ng lever moveme nt.

The adj ust ing lever movement is ment ioned in the
repair m an ual as shown below:
Adjusting lever angle : 43 - 49°

rl'l Maximum 16, SEAL SCREWS

t.I1 l speed Seal th e maxim um speed adj usting screw and ful l-load set
Fu ll~ /,~
.rn- . . . adjusting screws w ith new lead seals.
load ~, '<, screw
set ~ ~';"'8c{;~J
u
screw \ ,..J\?~
(~ ---L:::.~--;;- "- ~/ '\

~~

96