DIESEL FUEL SYSTEM

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 TABLE OF CONTENTS

A. Purpose of fuel system……………………………………………………2

B. Properties of diesel fuel …………………………………………………..2

C. Fuel storage and handling…………………………………………………4

D. Care of fuel system………………………………………………………..4

E. Components of diesel fuel system………………………………………... 5

i) Reservoir

ii) Filters

iii) Lift pumps

iv) Injection pumps

v) Injectors

F. Combustion chamber design………………………………………………54

G. Cold starting devices …………………………………………………….58

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A. PURPOSE OF THE FUEL SYSTEM

1. To control the quantity of fuel delivered to each cylinder

2. To control the condition of the injected fuel
3. To ensure fuel is delivered at the correct time to each cylinder
4. To control or govern engine speed

B. PROPERTIES OF DIESEL FUEL

In the refining of diesel fuels certain specifications are identified, these specifications offer a fuel
its properties. The most important properties of diesel fuel include:
i) Ignition quality
ii) Cetane number
iii) Self ignition temperature
iv) Cetane number
v) Diesel knock
vi) Engine deposits
vii) Odour and fumes
viii) Calorific value
ix) Flash point
x) Sulphur content
xi) Pour point
xii) Cloud point
xiii) Viscosity

i. IGNITION QUALITY
It is the degree of fuel readiness to burn when injected into the combustion chamber. Fuel with
low ignition quality will take longer to ignite when compared with fuels with high ignition
quality. Fuels with low ignition quality, therefore cause a longer delay period or ignition lag
which result in greater diesel knock.

ii. CETANE NUMBER

It is a measure of ignition quality of a diesel fuel. Cetane is a chemical fuel that has a highest
known ignition quality, and has a highest known ignition quality, and has a rating of 100. Alpha-
methlynaphalene is another chemical fuel which has a very low ignition quality and is given the
number 0. When testing a fuel its ignition quality, a test engine is first run using a sample of the
fuel on test. The knocking tendency and the delay period of the engine are noted.
Then the same engine is run on a mixture of cetane and alpha-methylnaphthalene. The amount of
cetane in this mixture is slowly and carefully increases or reduced, until the engine gives the
same test results as were obtained when it was run on the fuel sample. For example: if the
mixture of cetane and alpha-methyl-naphthalene giving the same test results contained 40%
cetane and 60% alpha-methyl-naphthalene, the cetane number of the fuel on test would be 40.
As an alternative to testing a fuel in an engine laboratory to ascertain its cetane number, an
approximate equivalent can be calculated after some simple testing of the fuel. This method is
known as calculated cetane number of the fuel.
The average high-speed diesel engine requires a fuel with a minimum calculated cetane number
of 47. The quality of the fuel has the following effects on the engine:

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iii) DIESEL KNOCK – the use of too low an ignition quality fuel results in severe diesel
knock, rough engine running and severe shock loading on pistons and bearings.
iv) ENGINE DEPOSITS – when a low ignition quality fuel is used, deposits in combustion
chambers, piston rings and piston skirts, become excessive. A fuel with a suitable ignition
quality has the effect of minimizing these deposits.
v) STARTING TEMPERATURE – the higher the ignition quality of the fuel used, the lower
the efficient starting temperature. The use of a fuel of lower ignition quality than is
recommended, results in harder starting and longer warm-up periods, during which the engine
produces white exhaust smoke.
vi) ODOUR AND FUMES – if the engine is in good condition, a fuel with a high ignition
quality, keeps fumes, odours and smoke to a minimum, while a lower grade fuel aggravates the
situation.
vii) SELF-IGNITION TEMPERATURE: the fuel will ignite without the aid of a spark at this
temperature. The lower the temperature, the easier the engine will start and the less diesel knocks
will occur, or the ignition quality of fuel.
viii) FLASH POINT: this is the temperature at which fuel will give off a flammable vapour, to
ascertain the flash point; a quality of fuel is passed through the hot oily vapour. Temperature at
which the vapour burns momentarily and then goes out is the flash point.
Flash point has no bearing on the engine’s performance; but on the safety precautions during fuel
storage and handling.
ix) SULPHUR CONTENT: fuel properties permit a considerable amount of sulphur in its
constituent. However, the maximum amount of sulphur trioxide (SO3), and if this combines with
any water vapour; (H2O) that gets formed during the process of combustion, sulphuric acid
vapour is formed. It is this sulphuric acid vapour, which is condensed by the cooling surfaces,
such as cylinder liners; that settle on the surface and attack them.
x) POUR POINT – it is the lowest temperature, under test conditions, at which the fuel will
flow under its own weight. It is necessary for the fuel to flow freely at the lowest temperature
likely to be encountered; hence pour point is an important factor. Care must be taken on the use
of low pour point as it does compromise with ignition quality.
xi) CLOUD POINT – the wax in the diesel fuel will begin to crystallise and form a solid, and in
so doing, will give the fuel a cloudy appearance at the temperature.
xii) VISCOSITY
It is the reluctance of a fuel to flow, the more viscous a fluid, the greater its resistance to
flowing.
In practical terms, it is the measure of thickness or thinness of a fuel.
The thickness or thinness is measured by means of a viscometer, which measures the time taken
for a specific quantity of a fluid to pass through a set orifice.
A fuel, which is not viscous enough, allows itself between the moving parts in the injectors and
fuel pumps to break down easily causing rapid failure of the components.
An excessively viscous fuel may not fully charge the pumping elements at high speeds, resulting
in loss of power.
The more viscous a fuel, the less the atomization but the greater the fuel spray penetration, so
that the combustion chamber process may be severally altered if a fuel of the incorrect viscosity
is used.

C. FUEL STORAGE AND HANDLING

The working clearances in the diesel fuel injection equipment are in order of 0.0024mm. With
such small working clearances, it is obvious that even small particles of abrasive materials are

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capable of causing damage to the equipment. The fact that fuel is a heavy fuel oil, solids
suspended in the fuel takes a considerable time to settle out.

In workshops, it is advisable that fuel storage containers are of the cylinder type, and these
cylindrical containers should be set in a horizontal position as opposed to vertical position.

The horizontal position prevents the accumulation of condensation.

Key factors in the storage of fuel are as follows: -

1. Fuel should be Stored in steel drums and tanks. Never use galvanized lined drums or
tanks. The zinc reacts with the diesel oil and forms sludge.
2. Diesel fuel has a maximum storage period of 12 months when correctly stored under cool
conditions. Always empty drums or tanks before refilling with new fuel.
3. Drain the sediment and condensed water from the container or tank before refilling.
4. After moving or refilling the storage drum, allow them to stand for a number of hours
before drawing off the fuel.
5. Install a filter in the drum or tank outlet nose.
6. Protect drums and tanks by providing them with overhead shelter to keep them from out
of direct sunlight especially during the summer months. Make every effort to minimize
variation in temperature, which can cause moisture laden air to enter the container.
7. Store drums off the ground on their sides preferably on timber.

D. CARE OF FUEL SYSTEM

1. Refill the fuel tank after use or at the end of the day’s operation. This will exclude the
moisture-laden air in the tank.
2. Drain the sediment and water from the tank and filter once a week.
3. Change the fuel filters at recommended service intervals.
4. Have enough fuel filtering equipment on the engine to thoroughly filter the fuel.

E. COMPONENTS OF THE DIESEL FUEL SYSTEM

i) FUEL TANK
1. It is the first component in any fuel system.
2. It is usually of large cylindrical or rectangular section, which should hold 225 – 270 litres of
fuel.
3. It is made from materials that resist reaction with the fuel.
4. Surging and foaming of the fuel is prevented by buffle plates built within the reservoir.
5. Electrical fuel gauge units can be fitted, or a gauge unit mounted directly into the side of the
tank to indicate level of fuel.
6. Wire mesh gauge is fitted to the filter neck to prevent large objects of dirt from entering the
tank
7. A pick up-up and leak-off connections are usually connected into the top of the tank.

ii) FILTERS
PURPOSE
The fuel filter is included in the fuel supply system to keep the impurities away from the
injection pump and injectors.
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 Due to very small clearances in the fuel injection pump components and injector components,
the fuel used must be very clean.
The fuel system is fitted with a series of filters which sometimes commence with wire gauze in
the tank and end up with a small edge filter at the injector itself.

TYPES OF FUEL FILTERS

FIG. 1

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 FIG. 2

Fuel filters operation are divided into two general types:

1. Depth filtration
2. Edge filtration

Depth filtration employs some form of filter element which allows particles to accumulate
without blocking up the filter.
Edge type filter tends to build up a layer of particles which can restrict fuel flow through the
filter.

TYPES OF FILTER ELEMENTS

1. Pleated paper – this is capable of filtering very fine particles. The filter element is not meant
to be cleaned and reused after servicing of the fuel system.
2. Cotton and felt – both materials were used but have largely been replaced by more efficient
paper filters. The elements of these filters is usually be cleaned.
3. Sintered metal – these are porous metal filters of sintered alloys such as bronze.
4. Edge filter – this type of filter has laminated discs of metal set slightly apart to enable fuel
flow between them and is close enough to act as a filter. They are used with some injectors.

FILTER DESIGNS

There are various designs of filters; primary filters or suction filters are fitted to the system ahead
of the lift pumps, secondary filters are fitted after the lift pump. These are also referred to as
pressure filters.

PRIMARY (SEDIMENT FILTER)

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 FIG. 3
The fuel flows through the sedimenter as shown by arrows in the illustration.

SECONDARY FILTER (AGGLOMERATE)

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1. Filter head, 2. Filter element, 3. Sediment chamber, 4. Drain plug
FIG. 4

The fuel flow is shown by arrows in the illustration.

FUEL LIFT PUMPS

These are referred to as lift pumps, feed pumps, supply pumps or transfer pumps. The function of
the pump is to transfer fuel from the fuel tank through the filter to the injection pump.

The pumps may be mounted on the engine block, and mechanically operated by a cam on the
camshaft or mounted on the injection pump housing and operated by a cam on the injection

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pump camshaft. These are fitted with a priming lever which enables the pump to be operated by
hand in order to prime or bleed the system without the engine running.

TYPES OF LIFT PUMPS

There are four types of fuel lift pumps:

1. Diaphragm
2. Vane
3. Gear
4. Plunger

1. DIAPHRAGM PUMP
These pumps when mounted on the engine block are similar to those used on petrol engine,
except for the addition of the priming lever. Diaphragm pumps, mounted on the injection pump
body are a little more compact, but function in the same manner. A simplified drawing of a
diaphragm fuel lift pump is shown in figure 5.

FIG. 5
OPERATION

Fuel in the tank has atmospheric pressure acting on its surface. moved downwards under the
action of the cam and lever, a low pressure is created above the diaphragm and fuel is forced to
flow from the tank through the inlet valve into the pump chamber. When the diaphragm reaches
the bottom of its stroke and the cam is moving away from the lever, the diaphragm is moved
upwards under the action of the spring which was compressed during the downward stroke. The
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fuel in the pump chamber is now forced to flow through the outlet valve to the fuel filter. The
inlet valve will be closed off by the pressure of the fuel and this prevents the fuel from returning
to the tank. Rotation of the cam causes a flow of fuel from the fuel pump.

2. VANE PUMP

This type of pump rotates and is usually made as part of a distributor type injection pump. The
rotor which carries the vane in slots is mounted off centre in the pump body. See figure 6.

FIG. 6
OPEARTION

As the pump rotates, the vanes are able to slide back and forth in the rotor so that they can follow
the shape of the shallow cylinder in which they are rotated. As the vanes rotate, they increase the
size of the cavity near the inlet port. This causes a low pressure and draws fuel into the pump.
Further rotation of the pump decreases the size of the cavity near the outlet port and forces the
fuel from the pump through the outlet port.

3. GEAR PUMP

These are also called rotary pumps. They consist of two gears in a closely fitting housing; a
driver gear and an idler gear as shown in 7.

OPERATION
Fuel enters the inlet port and is carried through the pump in the space between the teeth of the
gears and the body of the pump.

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1. Casing, 2. Driver gear, 3. Drive shaft, 4. Fuel inlet, Fuel outlet, 6. Idler gear pin, 7 Idler gear

FIG. 7

5. PLUNGER PUMP

A plunger pump is used with some fuel systems. This may be used as the lift pump, or as a hand
operated priming pump for priming and bleeding the system. This type of pump is mounted on
the injection pump camshaft.

FIG. (a) FIG. 8 (b)

OPERATION
The eccentric on the injection pump camshaft operates against a roller tappet to move the
plunger back and forth against the plunger spring. Fuel is drawn into the intake on the right and
discharged from the outlet on the left. The path of the fuel through the pump is shown by the
arrows in the diaphragm below.
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 FIG. 9

iv) FUEL INJECTION PUMPS

The fuel injection pump is the main component of the diesel fuel system.
The pump performs three main functions:-
1. Building up pressure sufficient enough to atomise the liquid fuel and force it to penetrate
through the dense air charge for a required distance.
2. To accurately meter the quantity of fuel delivered to the injector over the entire speed
range. The fuel injection pump measures the quantity of fuel for each injector so that all
injectors receive the same amount of fuel per injection period for a given speed and load.
3. To deliver the metered fuel to the right injector following the firing order and at the
correct crankshaft degree.

PUMP CLASSIFICATION
There are two groups of pumps:-
1. Inline pump type.
Inline (jerky) injection pump
2. Rotary types.
i. DPA injection pump
ii. VE injection pump
iii. PT injection pump

Light and medium diesel vehicles have advanced inline and rotary pumps.
Distributor injection pump is favoured for its compactness and self lubrication system.
Many heavy vehicles have maintained the use of inline and the PT type injection pumps

1. INLINE (JERKY) INJECTION PUMP

The Jerky injection pump may be of a single element or multi-element unit. The multi-element
jerky pump is known as the inline injection pump.
On a four stroke cycle engines the injection pump is driven at half engine speed.

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CONSTRUCTION
The main parts of the inline injection pump include:-
1. The pump housing
2. A number of pumping elements
3. A plunger return mechanism for each element
4. A delivery valve for each element

FIG. 10
THE PUMP HOUSING

The pump houses all components of the injection pump. It has a flange for mounting the pump to
the engine. A fuel gallery is cast in the top of the housing to store fuel supplied by the fed pump.
Fuel delivered by the element is drawn from the fuel gallery.
The pump housing also carries an air bleed plug which facilitates the removal of air from the fuel
system. To easy the timing process, the pump housing has an opening on the side that gives
access to view the movement of the plunger.

PUMPING ELEMENTS

The pumping element is an assembly of a plunger and a barrel. The two parts are ground and
lapped as a pair to finest limits. The lapping is done to a high degree of accuracy that extreme

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sealing at high pressure is achieved. Consequently, the plunger and barrel assembly must always
be kept and assembled as a pair. They must never be interchanged or replaced as separate parts.

FIG. 11

The barrel is fitted firmly in the pump housing and is locked in the place by the delivery valve
holder which screws down on top of the barrel. The barrel has two ports normally diametrically
opposite to each other, the inlet port and the outlet port also known as the spill port (other
designs of the barrel provide only one port). Fuel from the gallery flows into the barrel through
the (filling) port and the excess fuel from the plunger flows back into gallery through the spill
port.
The pump plunger pressurizes and meters the fuel delivered to the injector. It operates with two
motions; the reciprocating and the semi-rotary motions. It is moved upwards by the cam lobe of
the pump’s camshaft and is returned by the spring. This reciprocating motion pressurizes and
delivers the fuel.
The rotating motion of the plunger is achieved by the rack through the quadrant (gear segment)
and the sleeve. The upper part of the fuel plunger has a vertical groove. The helix, which is at the
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top part of the plunger, extends to the annular groove. The lower part of the plunger is locked to
the sleeve which is turned by a control rack through a small gear segment called a quadrant. The
rack is moved either by the accelerator pedal or by the governor. It is the rotation of the plunger
that alters the quantity of the fuel delivered to the cylinders.

OPERATION OF THE PUMPING ELEMENTS

PUMPING

FIG. 12
When the plunger is at the bottom of its stroke, fuel from the gallery enters the barrel through the
fill port. The fuel fills the space above the plunger and the vertical groove of the plunger allows
the fuel to flow to the annular groove.
As the plunger is moved upward by the cam, it eventually covers the fill and the spill ports
thereby trapping the fuel in the barrel. Further plunger upward movement pressurizes the fuel
and forces the delivery valve off its seat, when the delivery valve is open fuel is delivered to the
injector and is sprayed into the combustion chamber. Continued plunger upward movement
causes the helix to uncover the spill port. Fuel will now flow from above the plunger into the
gallery. This action causes the pressure above the plunger to drop. The delivery valve closes
terminating fuel injection.

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FUEL METERING

FIG. 13
Since the plunger is driven by the cam, its stroke cannot be altered to control the quantity of fuel
delivered. Therefore, the quantity of fuel injected per stroke is altered by turning the plunger.
The distance moved by the plunger while displacing fuel is called effective stroke. The effective
stroke ends when the spill port has been uncovered. It is the rotation of the plunger that alters the
effective stroke.
As shown in the diagram above, figure E shows the smaller portion of the helix facing the spill
port. This plunger position will permit only a small quantity of fuel to be injected before the spill
port is uncovered as the plunger moves upward.
Figure F shows a larger portion of the helix facing the spill port. In this position, the plunger will
move a longer distance before in uncovers the spill port. The increased effective stroke delivers
an increased quantity of fuel providing full load.
When the plunger vertical slot aligns or faces the spill port, there is no fuel delivery because fuel
will not be pressurized as it will be spilling into the low pressure fuel gallery. This is the position
made when the engine is stopped or fuel cut off.

THE DELIVERY VALVE

CONSTRUCTION
It is located on the upper part of the injection pump housing above the pumping element and
seals the element. The assembly consists of;
1. Delivery valve body.
2. Delivery valve.
3. Spring that holds the delivery valve against its seat on top of the delivery valve body.
4. The upper part with a conical shape forms the valve seat and above the cone is a small
piston.
5. The lower part is fluted cylinder which forms a guide for a valve. This cylinder has four
axial grooves on its surface. The guide is a close fit in the bore of the valve body.

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 FIG. 14

FIG. 15
OPERATION OF THE DELIVERY VALVE

During the effective stroke of the plunger;

1. The delivery valve is lifted from its seat in the valve body by the fuel Pressure which acts
against the underside of the relief plunger and against the end of the valve stem.
2. As a result of fuel pressure, the relief plunger is lifted clear off the delivery valve bore.
3. The lifting of the delivery valve from its seat allows the pressurized fuel to be delivered
to the injector.
When the helix of the plunger uncovers the spill port;
1. Fuel pressure in the barrel drops immediately.
2. The delivery valve is suddenly pushed down to its seat by a combination of the delivery
valve spring force and the existing injector line pressure.
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 3. The pressure in the injector line is reduced by the amount determined by the force of the
spring.
As the delivery valve goes back to its seat, the small piston on the valve increases the vacated
volume. Thus, the volume created by the downward movement of the delivery valve is increased
by an amount equal to the cross section area of the delivery valve bore multiply by the distance
the piston moves on its return down the bore. the increase in volume is directly associated with
the decrease in pressure. The pressure is reduced to a level well below the opening pressure of
the injector. This allows the injector needle valve to snap to its seat instantly terminating
injection without duel dribble.

ELECTRONICALLY CONTROL DEVICE OF THE FUEL INJECTION PUMP

A number of diesel engines fitted with inline injection pumps have an electric pump control
device which facilitates the starting, running and stopping of the engine.

FIG. 16

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 FIG. 17

When the engine control switch is turned to start position, fuel pump control device operates
moving the governor stop lever from the engine stop position to the maximum fuel position. The
engine is now ready to start. Turning the control switch to the stop (off) position, activates the
control device overriding the governor action thereby moving the control rack to the no fuel
position shutting off the engine.
Some fuel pump control devices monitor the oil pressure of the engine. When the engine has
started, and the engine oil pressure fails to build up to the specification, the pump control device
will move the governor stop lever to no fuel position, shutting down the engine. This action
protects the engine from damage. This arrangement has the fuel control device connected with
the oil pressure switch.

MANUAL OVERRIDE OF THE FUEL CONTROL DEVICE

Should the fuel control device fail to function correctly, the unit may manually override to start
and stop the engine. This is done by removing the linkage between the control device and the
injection pump, and moving the governor stop lever manually to the required operation.

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 FIG.18

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 2. THE ROTARY INJECTION PUMPS

DPA INJECTION PUMP

DPA STANDS FOR DISTRIBUTOR PUMP TYPE A

FIG. 19
SPECIAL FEATURES

1. The pump together with the governor, transfer pump and pressure regulating valve, form
an oil-tight unit which maintains pressure, and prevents ingress of dust as well as water
contaminating the fuel.
2. No special lubricant arrangements are necessary. The pump lubricates itself with filtered
fuel oil.
3. Needs no phasing or calibration
4. Equality of fuel delivery (calibration) to each injector is inherent feature in the design of
the pump.
5. Since the angular interval (phase angle) between successive injection is determined by
the accurate spacing of distribution port and high precision operating cams of the cam
ring, it too is an inherent feature.
6. Special suited for high speeds as employed in the higher diesel engines in use.

ADVANTAGES OVER THE INLINE INJECTION PUMP

1. It is simple in design and construction

2. It is lighter in weight
3. It is reliable
4. It is easy to install
5. It has high speed range of operation
6. It is completely sealed against the ingress of dust and water

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ARRANGEMENT OF THE FUEL SYSTEM

FIG. 20

Fuel Tank – As a reservoir and should be below the lift pump level
Feed (lift) pump – Is used to raise the fuel and pass it to the paper element main filter. The
pump creates flow not pressure in the system.
Transfer Pump
- Fuel from lift pump comes to transfer pump
- The transfer pump is connected to the regulating valve
- It raises fuel pressure to intermediate pressure
- The intermediate fuel pressure is applied to the governor metering valve and regulating
valve
- An increase in speed will increase the flow from the transfer pump and also the transfer
pressure
- The increased transfer pressure moves the metering valve and reduces the fuel admitted
to the pump rotor
Regulating valve
- It controls the level to which the transfer pump raises the fuel pressure i.e. it controls
transfer pressure.
- It provides a bypass through which fuel can be redirected to the suction side of the pup.
- It is located parallel to the transfer pump
- It maintains a pre-determined relationship between the speed of the rotor rotation and the
transfer pressure
- It consists of a plunger which moves inside a sleeve
- The plunger is forced upwards by transfer pressure and down by the combination of the
return spring force and the fuel pressure

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 - The area of the regulating port and the strength of the return spring are designed to suit a
particular engine.
THE HYDRAULIC HEAD
- It is cylindrical and has an annulus groove in its outer face
- The lower part is drilled axially and in radial to permit fuel to pass through it from the
annulus groove of the rotor to inlet port of the head.
- It carries a rotating member called rotor which fits in loosely.
- It is located between end plate enclosing the pressure regulating valve and the mounting
flange.
- Has the same number of ports as engine cylinder.
ROTOR
- It is located in the hydraulic head
- It is between transfer pump and cam ring with rollers at the other end.
- It is used to distribute fuel under pressure to injectors
- It has two ports; one inlet and the other outlet

OPERATION OF THE COMPONENT PARTS

DELIVERY PRESSURE
The engine driven lift pump draws fuel from the tank and forces it through the pump element of
the main filter at a delivery pressure.
Fuel in excess of requirements and any air is returned to the tank via a restricting orifice in the
filter head.
The filtered fuel then passes to the injection pump, entering the end plate via a nylon filter and
flowing through an upper fuel passage into the chamber of the transfer pump.

TRANSFER PRESSURE

The transfer pump increases the pressure on the fuel and forces it under transfer pressure,
through a lower passage to an annulus groove in the outside of the rotor
This groove communicates with the bore of the hollow metering valve (governor) and the
pressure is reduced slightly as the fuel passes through the valve.
This reduced pressure is known as metering pressure

METERING PRESSURE

Fuel metering is dependent on transfer pressure which acts on the face of the spring loaded
metering valve (when hydraulic governor is used) or position of the meter slot in relation the
metering port (where a mechanical governor is used).
The Fuel under metering pressure passes from the metering valve to the inlet port in the head via
the oblique metering port.
When one of the inlet port of the rotor sweeps opposite the inlet port of the rotor – charging the
rotor pump by forcing the two plungers to move outward from the centre.
Further rotation of the rotor closes the inlet port and seals the fuel inside the rotor.

INJECTION PRESSURE
As the rotation of the rotor continues its distributor port uncovers one of the outlet ports in the
hydraulic head.

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At the exact movement of port opening the plungers are forced inward by the lobes of the cam –
and the metered quantity of fuel is forced through the port into the pipe line of the injector under
a very high pressure.
The sudden pressure increase forces the needle valve of the injector to lift from its seat and the
metered quantity of fuel is sprayed into the combustion chamber.

UNLOADING PRESSURE
The rapid closing of the injector needle valve of the injector is obtained through cam retraction.
The lobes of the cam ring are so shaped that just as the plungers complete their inward
movement the cam immediately moves out a very slight distance.
The movement of the cam ring outward just before the distributor port is closed allows a drop in
pressure just sufficient to enable the needle valve to close in one swift movement.
Pressure slightly below the needed for injection is maintained in the pipe lines and injector
bodies. This pressure is known as residual or standing pressure.
The sequence of operation is repeated for the next injector in firing order.

THE HYDRAULIC GOVERNOR

TYPES
There are two types of governors for this type of injection pump
1. Hydraulic Governor
2. Mechanical Governor
GOVERNING
The ‘DPA’ type distributor pump is equally well adapted for control by all speed mechanical
governors and by a simple hydraulic governor.
Both types are shown in this handout, and it will be noted that the mechanical governor entails
some-what greater overall length.
The main features of the pumping unit remain the same with the exception of the metering valve.
Metering valves are
1. Piston type in the hydraulic governor
2. Plunger type in the mechanical governor

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THE HYDRAULIC GOVERNOR

CONSTRUCTION

FIG. 21

CYLINDRICAL PISTON METERING VALVE

Has an annular groove in its outer face

- Its lower part is drilled axially and in radial form to prevent fuel to pass through it from
the annular groove of the rotor to inlet port of the head.
- The upper face of the groove may be chamfered to ease the rate of change in the area of
the metering port. This helps to provided smoother idling speeds.
- The lower side of the valve is subjected to fuel transfer pressure which tends to force
valve upwards to close the port.

GOVERNOR CONTROL SPRING

- It forces the valve down to open the port

- It is loaded by a rack and pinion mechanism operated by the accelerator pedal.
- At a given pedal position the spring loading on the valve is balanced by the transfer
pressure and the valve takes up a position where it allows the passage of the correct
quantity of fuel for that particular engine speed.

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OPERATION
If the pedal position is unchanged but the load against which the engine is working is increased,
engine speed will be reduced.
The transfer pressure will also be reduced and the control spring will be able to move the
metering valve down. This will make the area of the metering port to be increased, more fuel will
be injected and the engine will develop more power.
If the pedal position is unchanged but the load on the engine is reduced, engine speed will
increase.
Transfer pressure will also increase and it will cause the metering valve to move upward and
reduce the area of the metering port.

DASHPORT
Under light engine loads the transfer pressure tends to fluctuate and this causes the metering
valve to flutter
The rapid and small movement of the valve is damped down by the action of the dished washer
attached to the valve stem
The washer moves in a shallow bore and as the interior of the pump is filled by fuel, a dash port
effect is produced.

STOPPING CONTROL
The rack of the pedal control mechanism can slide on the valve stem and is arranged between the
control spring and the shut-off spring
When the shut-off control is operated the lever raises the shut-off cam, which in turn lifts the
washer secured to the top of the valve stem.
The metering valve is therefore lifted to close the metering port and injection ceases as the pump
plungers stay in the retracted position.
The shut-off control can be operated irrespective of the position of the pedal rack.

REGULATING VALVE

FUNCTIONS
1. Regulates transfer pressure
2. Provide a means of by-passing the transfer pump when priming.
- The regulating valve is arranged in parallel with the transfer pump in the hydraulic
circuit.
- The valve consists of plunger which moves inside a sleeve, the plunger being forced
upward by transfer pressure and down by the configuration of the force of a spring and
the fuel delivery pressure.
- As transfer pressure rises with the speed of rotation of the rotor, the plunger is moved
upward to uncover the regulating port.
- The uncovering of the regulating port allows fuel to escape back to the inlet side of the
transfer pump in controlled quantities – so regulating the transfer pressure.
- The area of the regulating port and strength of the spring are designed to suit particular
engines.

27 | P a g e
OPERATION OF THE REGUALTING VALVE

FIG.22

NORMAL OPERATION

During normal operation, transfer pressure acts on the underside of the piston, holding it against
the regulating spring.
As transfer pressure rises with increasing engine speed, the spring is compressed and the
regulating port is progressively uncovered.

PRIMING STAGE

At priming stage, the piston is forced against the priming spring by feed pressure acting on the
upper face of the piston. This action causes the priming spring to be compressed and the priming
ports in the valve sleeve open to permit fuel to enter the fuel passages within the hydraulic head.
When the engine is cranked by the starting motor the transfer pressure forces the regulator
plunger to move upward and so close off the priming ports.

PUMPING ELEMENTS

It consists of:
- Cam ring which carries the whole pumping assembly
- Cam roller that rolls on projecting lugs
- Cam shoe which is the seat of the cam roller
- Projecting lugs which pushes the plungers towards each other
- Plungers located at the end of rotor and slots
- Plunger action with the help of cam ring pressurizes fuel.
28 | P a g e
 - Once the force from the cam ring reduces, plungers are moved outward by fuel pressure
- Cam ring does not rotate, although it may be turned slightly in some pump by the
advance and retard mechanism.

OPERATION

As the rotor turns, fuel under moderate pressure flows in through a port in the head and another
in the rotor, down the central passage and into the space between the plungers, forcing them
apart. This is the charge or inlet stroke.

As rotation continues, the inlet port is closed. When the radial distribution port in the rotor comes
into register with an outlet port in the head, the plungers are forced together by the cams and the
fuel is expelled to one of the injectors. This is the discharge or injection stroke.

CHARGE STROKE DISCHARGE STROKE

FIG. 23

ADVANCE AND RETARD OR AUTOMATIC INJECTION ADVANCE DEVICE

This is a device which automatically advances or retards injection timing in relation to the engine
speed. It consists of a spring loaded piston on the pump camring through a lever.

FIG. 24

29 | P a g e
This mechanism is arranged below the cam rings
A ball-shaped pin is screwed into the cam rings and is arranged between a piston and a plunger
inside a sealed cylinder.
The plunger is forced inward by two coil springs and the piston by transfer pressure supplied
from the annular groove of the rotor.

ADVANCE
An increase in engine speed produces an increase in transfer pressure which forces the piston to
move inward. This action turns the cam ring and compresses the springs in the plunger. In this
way the timing injection can be advanced by up to about 90.
A non return ball valve is fitted between the piston and the annular groove and this allows fuel to
enter the cylinder only. This ball is held to its seat during injection and so locks the cam ring.

RETARD
At low engine speed the cam ring is held in the retard position (initial timing position) by the
spring.
A controlled leakage of fuel past the piston allows the plunger springs to return the cam rings
and the piston when the speed of the engine is reduced – so retarding the moment of injection.

MECHANICAL GOVERNOR
With reference to figure, centrifugal force from the rotating flyweight assembly acts against the
bottom of the governor arm which rotates about its centre. Spring force of the governor spring
attached at the top of the governor arm tends to oppose this action. Thus the governor arm is held
in a position where the centrifugal force and the governor spring tension equalize.

FIG. 25

30 | P a g e
The governor spring linkage transfers governor arm movement to rotate the matching valve
through the metering control arm. Rotation of the metering valve causes a variation of fuel being
metered to the pumping chamber i.e. the metering slot of the metering valve can either fully or
partially align with the metering port.
Acceleration causes the slot to fully align with the port for maximum fuel delivery. It also
increases governor spring tension and consequently requires greater centrifugal force to
overcome it. When speed fluctuation occur, the resulting change of centrifugal force causes a
compensating change of fueling – increased fueling when engine speed increases and vice versa
until there is no equilibrium between the governor spring tension and centrifugal force. Thus
increasing centrifugal force tends to rotate the metering valve to reduce fuel supply while a
reduction of centrifugal force (acceleration) tends to rotate the metering valve to increase fuel
supply. Driver control is achieved through arm which is attached to the accelerator mechanism.
Through this arm the driver is able to vary the tension of the spring and so vary engine speed.

31 | P a g e
PNEUMATIC GOVERNOR

CONSTRUCTION
It consists of the outlined parts as in the figure 26

OPERATION

STARTING:
- The accelerator pedal is fully depressed, opening the throttle or air valve.

FIG, 26

- The governor spring forces the rack into the maximum fuel delivery position.
- When the starter motor is engaged and energized, air is induced into the engine which
then starts and runs up to speed.

32 | P a g e
 IDLING:

- When the engine has started, the pedal is released and its spring brings the air valve back
to its idling stop, severely restricting the flow of air.
- A large depression is therefore produced in the manifold and this is communicated to the
chamber of the diaphragm unit.
- The diaphragm has a large pressure difference between its two sides which causes it to
move against the action of its spring – so puling the rack back into the minimum fuel-
delivery position. This action reduces the power of the engine and its speed is reduced to
that set for idling conditions.

ACCELERATING:

- As the pedal is progressively depressed, the air valve is opened – so reducing the
depression in the venture, and the pressure difference between the two sides of the
diaphragm. This allows the diaphragm spring to move the rack progressively nearer to the
maximum fuel delivery position. – so increasing the power and speed of the engine until
the air valve is held against its maximum speed stop.

MAXIMUM SPEED:

- If the engine should tend to exceed its preset maximum speed with the air valve fully
open the increased supply of air will produce its own depression (due to the size of the
venture).
- The above action results in the diaphragm being moved to reduce the fuel supply and so
bring the engine back to its normal maximum speed.

NOTE:
1. An auxiliary spring is used to help stiffen the diaphragm at idling speeds only and is
brought into action by a special shape of the cam. This prevents any violent
movements of the rack following fluctuations of air pressure.
2. The maximum fuel delivery is limited by rack stops of the sleeve type, and an excess-
fuel device and a cut-off control are provided.
3. Some pneumatic governors have two small century connections, the second being
connected to an air valve fitted in place of the idling cam and spring. at idling speeds
below those set, the diaphragm opens this valve to admit atmospheric pressure into
the chamber. This reduces the pressure differences and therefore results in the engine
speed being increased to the preset value. At speeds above idling, the valve
communicates depression in the way as the other pipe idling

33 | P a g e
 3. VE INJECTION PUMP

FIG. 27

As shown in the figure, drive to the pump is transmitted by a driveshaft. The driveshaft transmits
the drive to the supply pump, the governor drive gear, the cam plate and the pumping plunger.
As opposed to the DPA pump, the pumping element, (the plunger) is moved by a rotating cam
plate. The cam plate is designed with a number of cams equal to the number of cylinders it is
designed to serve. Rotation of the cam plate moves the plunger up and down causing it to
reciprocate as it rotates; thus pumping and distributing the fuel.

The VE pump is equipped with a solenoid which is used to stop engine operation, hence known
as a shut-off valve. Operation of the valve prevents fuel charge from flowing to the fuel chamber.
All VE pumps are equipped with a timing device which advances and retards the injection timing
relatively to the changing engine speed and load conditions.
As a starting aid in cold conditions, an optional manually or automatically controlled injection
advance device can be fitted externally to the pump to improve engine starting capabilities.

CONSTRUCTION
A VE injection pump consists of the following sub-systems:-
1. A fuel supply pump
2. A pumping and distributing assembly
3. A fuel shut-off solenoid valve
4. An automatic advance unit

THE FUEL SUPPLY PUMP

The fuel supply pump is basically a transfer pump similar in construction to that used in the DPA
injection pump. This vane-type pump is located at the front end of the injection pump and is
driven by a drive shaft.
From the tank fuel flows through the filter to the supply pump. The supply pump delivers fuel to
the pumping chambers at a pressure set by the regulating valve. The excess fuel relieved by the
regulating valve is returned to the inlet side of the supply pump. The regulating valve is press on
manufactured. No further pressure adjustment is required.
34 | P a g e
Fuel that serves the purpose of cooling and self-bleeding flows back to the tank through the
overflow restricting orifices located on the top of the pump in a banjo bolt. While this orifice
allows the fuel to return to the tank, it offers sufficient restriction to the fuel from the supply
pump so that there is sufficient pressure in the injection pump housing.
Therefore, in conjunction with the pressure regulating valve, the overflow restriction orifice is
responsible for the pressure maintained in the pump housing which is necessary for the charging
of the high pressure chamber at the plunger.
The pump housing pressure is also necessary for the operation of the automatic injection advance
unit.
A hand operated plunger-type pump is incorporated into the body of the fuel filter housing for
the priming or bleeding of fuel system. The hand pump is used to prime the system whenever the
fuel filter is changed or the fuel pump housing is drained.

PUMPING AND DISTRIBUTING ASSEMBLY

FIG. 28

The pumping and distributing assembly consists of the following parts:

1. The yoke that transmits the drive to the cam plate.
2. The roller ring, which carries the rollers on which the rotating cam plate rides.
The rollers provide an anti-frictional surface for the rotation of the cam plate.
There are usually four rollers in assembly held in position by their locating shafts.
The combination effect of the rollers and cams formed on the cam plate produce reciprocating
motion on the plunger as the cam plate moves on the rollers.
The plunger is the pumping and distributing part of the VE pump.
The plunger is locked into the cam plate and rotates with it. The construction of the plunger is
such that it has a central horizontal drilling that extends from the fuel chamber end to the control
spool end. At the control spool the drilling opens vertically while midway between the spool and
the pressure chamber, the drilling opens to a distributor slit which distributes fuel to the cylinders
as the plunger rotates.
*A number of metering slits grooved at the chamber end. The slits serve as fuel inlets, allowing
the fuel to flow into central bore of the plunger.
The plunger has two motions;
1. It rotates to align the inlet and outlet ports
2. It reciprocates to draw and pressurize the fuel in the high pressure chamber.
35 | P a g e
Rotation of the plunger aligns one of the intake slits at the pressure chamber end with the inlet
passage in the hydraulic head. When the slit and the passage are aligned, fuel at supply pump
pressure enters the fuel chamber in front of the plunger. This fuel also flows into the central
drilling of the plunger. At the point that the inlet (metering) slit is aligned with the fuel inlet
passage of the distributor head, all outlet ports on the distributor head are closed or out of
alignment with the distributor slit of the plunger as shown in the diagram.

FIG. 29

As the cam face runs upon the rollers (plunger’s upward movement), fuel delivery stroke begins.
The plunger rotates as it moves upwards and the intake port is now closed off. It is closed off
early in the plunger upward movement, so that further plunger upward movement raises fuel
pressure in the high pressure chamber. Continued plunger rotation brings the distributor slit into
alignment with one of the ports in the distributor head. High pressure fuel is forced out through
the open fuel passage as the delivery valve is lifted off the seat allowing the fuel to flow into the
injector line to be injected into the combustion chamber.

Fuel delivery is determined when the cut-off bore in the plunger has moved past and out of the
control spool. The uncovering of the plunger cut-off bore by the spool allows the high pressure
fuel in the pumping chamber to flow into the pump housing. This axial movement of the plunger
is provided by a cam plate moving over rollers located on a stationary roller ring.
The plunger then returns to its downward stroke as the cam plate rolls down the rollers to begin
another charging stroke.

36 | P a g e
The delivery valve drops to its seat immediately the control spool uncovers the cut-off re-
dropping the pressure of the fuel in the injector line.
The delivery valve used in the VE injection pump performs similar functions to the ones
performed by the delivery valve for the inline injection system.
The plunger reciprocates through a constant stroke. The stroke taken by the plunger is turned by
the profile of the cam on the cam plate. The downward movement of the plunger (away from the
high pressure chamber), makes the chamber to be charged with fuel. The forward movement of
the plunger pressurizes the fuel in the fuel chamber. Fuel pressure raised high for injection is
now ready.
The quantity of fuel delivered to the injector through the outlet port in the distributor is
controlled by the position of the control spool. The position of the control spool varies the
effective pumping stroke. The stroke increases as the spool is moved towards the distributor head
and reduces as the spool is moved away from the governor mechanism. Maximum governor
operation is adjusted using the governor adjusting screw.

It must be noted that attempts to adjust maximum fuel delivery at the governor should be left to
trained diesel fuel personnel or else serious engine damage can occur.

SOLENOID SHUT-OFF VALVE

VE fuel injection pumps use an electrically operated shut-off valve to stop fuel supply to the
engine. The shut off valve cuts off fuel supply to the high pressure chamber at the front of the
plunger.
Being electrically operated, the valve is controlled by the stop/start key.
When the key is on operated to start the engine, the solenoid is energized and lifts the valve off
its seat. This action allows the fuel to flow into the high-pressure chamber and the central drilling
of the plunger.
When the engine is to be stopped, turning the key to the off position causes the valve to be
pushed to its seat closing the fuel passage.
When the valve is operating correctly, there is an audible sound heard when the switch is turned
to the engine on position.

37 | P a g e
AUTOMATIC ADVANCE UNIT (AUTOMATIC TIMER)

FIG.30

The advance unit consists of a pin wedged into a timer piston at its lower and into the roller ring
on which the cam plate rotates. The piston is housed in a cylinder. The piston is pushed to one
end of the cylinder by a spring. Fuel from the supply pump also flows into the cylinder through
the injection pump cavity.
The roller ring can be partially rotated through an angle of up to 12 degrees by the piston through
the pin. Partial rotation of the roller ring advances or retards injection timing.

OPERATION
At low engine speed, the timer piston is held against its stop (in fully retarded position), by the
spring. As the speed of the engine increases, the supply pump increases fuel pressure. The
increase in pressure progressively moves the timer piston against the spring force. The
movement of the timer piston is transmitted to the roller ring through the pin. This causes the
roller ring to rotate in a direction opposite to that of pump rotation, thereby, advancing the
injection timing.

ANTI-REVERSE PUMP OPERATION

The VE pump does not inject fuel when rotated in the opposite direction to that of pump normal
direction of rotation.
During normal operation, charge stroke, the intake port is aligned with one of the intake slit on
the plunger, allowing the fuel to flow to the high pressure chamber. By the start of the delivery
stroke, the plunger has rotated so that the distributor slit is aligned with one of the outlet ports in
the distributor head.
If the plunger is rotated in the reverse direction, the inlet passage in the distributor head will
align with the metering slit on the plunger when the plunger is moved upwards. This action will
force the fuel in the high pressure chamber to flow back into the pump housing. As a result of
this reverse flow, injection will not take place and the engine will not start.
VE pumps are designed to fit either to the left or right side of the engine. The two types should
never be swapped when fitting to the engine.

38 | P a g e
 3. THE PRESSURE-TIME GOVERNOR CONTROLLED (PTG) PUMP

The Cummins engine company and the Detroit Diesel Allison use the PT fuel injection pumps
Camshaft is used to raise fuel pressure and operate the injectors. The camshaft opens the injector
so that it sprays fuel directly into the combustion chamber.
P – Refers to the pressure of the fuel at the inlet of the injector. This pressure is controlled by the
fuel pump.
T – Refers to the time available for the fuel to flow into the injector cup. This time is controlled
by the speed of the engine through the camshaft and injector train.
Metering of the fuel in the system is based on the principle that the volume of liquid that will
pass through an orifice is proportional to the pressure of the liquid, the time of flow and the size
of the orifice.

39 | P a g e
 PTG PUMP WITH AN AFC

FIG. 31 (a)

40 | P a g e
 FIG. 31 (b)

FUEL TANK
The fuel tank is a reservoir holding sufficient fuel to allow the engine to operate for a reasonable
time between tank refills.
It should have a minimum of 5% air gap when full to allow for expansion of the hot returning
fuel, without setting up a restriction in the return pipe.
41 | P a g e
The suction pick up point should be 19mm away from the tank bottom to prevent sediment being
drawn up into the fuel system.
The suction lines should be a minimum of 13 mm internal diameter.
The return line should return into the air gap in the tank to ensure that no restriction is placed on
the injector return.
It should have a vent of sufficient size to allow it to breath during normal filling, returning and
expansion.

FUEL FILTER
The filter is a very important part of the fuel system and should be regularly and correctly
maintained. It has a paper element filtering down to a particle size of 6 micron; if the filter works
correctly it will gradually become obstructed with debris giving rise to a ‘loss of power’
complaint.
The filter should be changed at the recommended mileage/kilometer/hour intervals, or the
restriction between pump and tank periodically checked and the element changed when this
restriction reaches 203mm mercury (Hg).
Fuel filter/water separator units are available for mounting on Cummins engines.

GEAR PUMP
The gear pump is part of the fuel pump and must be selected to suit the engine rotation and
output requirements (left and right hand rotation gear pumps are easily identified).

PULSATION DAMPER
The meshing and demeshing of the gear pump teeth causes fuel pressure surges which can cause
engine performance difficulties, excess wear, and cavitations etc. of the gear pump. To eliminate
these surges a pulsation damper is connected through a drilling to the gear pump pressure side.
This damper uses a thin metal disc and air spaces to dampen out the pressure surges so that fuel
can flow at an even pressure into the fuel pump.

MAGNETIC FILTER
The fuel from the gear pump passes through a magnetic filter on its way to the governor barrel.
This filter ensures that no metal debris, from the gear pump, is allowed to contaminate the
remainder of the fuel. This filter should be changed at regular intervals.

GOVERNOR
The standard mechanism is located inside the fuel pump and controls idle and rated speed only.
There are a number of alternative governors which can be mounted on a Cummins fuel pump.
The governor in figure 30 consists of seven parts:
1. A governor weight assembly
2. A governor plunger
3. A ported control sleeve
4. An idle spring plunger (or button)
5. An idle plunger guide
6. An idle spring
7. The main governor spring

42 | P a g e
 FIG. 32
The governor plunger moves axially in the ported sleeve, under the influence of the centrifugal
force of the flyweights from the one end and the force exerted by the governor spring from the
others. The plunger may be likened to a spool valve with a waist between two control lands. A
radial drilling leads from this area to an axial bore emerging at the spring end of the plunger.

The ported sleeve contains four ports:

1. A supply passage located t supply fuel to the area between the plunger lands.
2. A main passage leading to the throttle shaft.
3. An idle passage leading directly to the injector gallery.
4. A bypass passage leading fuel back to the gear pump inlet.

The pre-tensioned governor spring acts against the idle plunger guide to hold it firmly against a
shoulder in the housing. The idle spring located inside the idle plunger guide, acts against the end
of the governor plunger.

The governor for the P.T.G. type pumps has two functions;
1. It is a min. /max. Speed governor controlling engine idle and rated speeds.
2. It controls the fuel pressure delivered by the fuel pump to the injectors

43 | P a g e
 OPERATION OF THE PTG GOVERNOR

IDLING

FIG. 33

The governor spring acts against the idle plunder guide holding it firmly against a shoulder in the
housing. The idle spring, located inside the idle plunger guide, acts against the button which in
turn, is held against the end of the governor plunger.
When the engine is cranked, fuel from the gear pump enters the governor plunger through the
supply passage and fills both the bore and the waist. Fuel is able to flow through the idle passage,
which is fully open to the injectors.
As soon as the engine starts, centrifugal force acting on the flyweights is transferred to the
plunger, moving it against the idle spring, so that the control edge of the plunger land partly
covers the idle passage, restricting fuel flow and pressure to the injectors through the throttle
pressure. This movement is opposed by the idle spring and balance is reached between
centrifugal force and idle spring force. Engine speed is controlled by the fuel pressure, in turn
controlled by the flow through the idle passage. During idle, the throttle shaft remains closed.
At the same time, gear pump supply pressure is controlled as the button is forced from its
seat against the end of the governor plunger to dampen excess fuel back to the gear pump inlet
through the bypass passage.
When the throttle is opened to increase the speed of the engine, fuel passes at supply pressure
through the throttle shaft to the injectors to increase the rate of fuel injection. The engine speed
increases and the flyweight’s centrifugal force acts on the governor plunger to force the plunger
against the button in the spring guide. When the force created by the fuel pressure acting on the
button exceeds the force holding the plunger and button together, the button is unseated and fuel
is by-passes to the inlet side of the gear pump.

44 | P a g e
 Supply pressure
FIG.34
The by-pass circuit therefore maintaining the correct supply pressure by unseating the button
from the plunger at the designated pressure and by-passing the excess fuel to the pump inlet.
The size of the recess in the button controls the fuel pressure to the injectors and a range of the
buttons are available to enable the fuel pressure to be varied as specified. Varying the pressure
alters the torque and power rating of the engine. Therefore, the changing of buttons should only
be done with the limits of the manufacturers recommendations.
At maximum governor speed, the centrifugal force of the governor flyweights is sufficient
enough to compress the governor spring, moving the plunger to a position that partly restricts the
main fuel passage i.e. the passage that leads to the throttle shaft, so controlling the fuel pressure
to the throttle shaft.

45 | P a g e
 FIG. 35
Thus, at idle sped, speed governing is achieved by a balance of forces between flyweight
centrifugal force and idle spring force.
At maximum speed, the governing is achieved by a balance between centrifugal force and the
main governor spring force.
When the fuel has been regulated, it leaves the governor to flow up to the throttle shaft.

HIGH ENGINE SPEED

FIG. 36

46 | P a g e
Depressing the accelerator pedal opens the throttle valve to increase the speed of the engine. Fuel
passes at supply pressure through the throttle shaft to the injectors to increase the rate of the fuel
injection.
The engine speed increases and the flyweight centrifugal force acts on the governor plunger to
force the plunger against the button in the idle spring. When the force created by the fuel
pressure on the button exceeds the force holding the plunger and button together, the button is
unseated and fuel is by-passed to the inlet side of the gear pump. The by-pass circuit therefore
maintains the correct supply pressure by unseating the button from the plunger at the designated
pressure and by-pass the excess fuel to the pump inlet.

FIG. 37

THE THROTTLE SHAFT

The throttle shaft has a transverse hole drilled through it and partially rotates in a ported sleeve
pressed into the fuel pump housing. The shaft allows the operator to alter the system fuel
pressure between idle and maximum engine speeds thereby controlling the torque and power
output during this operating range.

47 | P a g e
 FIG.38
The transverse drilling in the throttle shaft functions as a variable orifice to control the amount of
fuel flow to the injectors. The drilling itself can be altered in size by an adjusting screw located
inside the throttle shaft. The screw is used to adjust system pressure during calibration of the
pump and should only be altered by trained personnel.
The throttle shat operates between two stop screws:-
1. To limit maximum rotation of the shaft
2. To throttle leakage screw

FIG. 39 THROTTLE SHAFT AND STOP SCREWS

The maximum travel screw prevents the throttle shaft rotating beyond the full open position and
allowing unrestricted fuel flow through the transverse drilling.

48 | P a g e
The throttle leakage screw is designated so that when the throttle shaft is closed there is always a
small amount of fuel through the throttle shaft.
This small amount of fuel flowing through the throttle shaft is defined as throttle leakage and is
required when the throttle is closed to keep the fuel lines filled with fuel for the purpose of:
1. Cooling the injectors

2. To lubricate the injectors when the throttle is closed.

FIG. 40
If it is set too low it causes a hesitation in Engine response when the throttle is re-opened after a
downhill run and leads to injector plunger and barrel damage.
If it is set too high, it can result in slow acceleration and excessive carboning of the injectors.
Governor and throttle shaft control the fuel pressure in the PTG PUMP. So the regulated
manifold fuel pressure leaves the governor and flows up to the throttle shaft.

AIR FUEL CONTROL (AFC)

From the throttle shaft, fuel flows to the Air Fuel Control (AFC). The A.F.C assembly is
necessary on turbo charged engine applications to limit the amount of fuel injected and so
maintain an accepted maximum fuel-air ratio for complete fuel combustion and a clean exhaust
during acceleration. It does this by altering the amount of fuel supplied to the injector to a level
compatible with the air supplied by the turbo charger.

OPERATION

Intake manifold air pressure is applied to the diaphragm and plunger via a connecting air line. As
the air pressure increases with turbo charger speed, the force acting on the diaphragm

49 | P a g e
progressively overcomes the A.F.C spring force, causing the plunger to uncover the fuel passage
and allow more fuel to flow through the A.F.C.

FIG. 41
Thus as the turbo charger boost increases, the A.F.C plunger opens the passage further to
increases the fuel flow to the injectors.

50 | P a g e
When there is little or no air pressure applied to the A.F.C. (e.g. idle or start of acceleration), the
flow of fuel around the AFC plunger is blocked off. Under these conditions all fuel flows around
the “No Air” adjusting screws.

THE SHUT-DOWN VALVE

FIG. 42
CONSTRUCTION

It consists of: - Solenoid, shutdown disc, a spring and a manual override.

OPERATION

From the AFC the fuel flows to the shutdown valve before passing to the fuel gallery and
injectors.
When the solenoid is energized, the disc plate is lifted from its seat against the force of the spring
permitting fuel flow from the pump to the injector. The manual override, designated to override
the solenoid and open the valve manually in case of a solenoid of electrical malfunction, is also
incorporated in the system.

PT TYPES OF INJECTORS
There are two types of injectors used by PT pumps.
1. Flanged injectors
2. Cylindrical injectors

51 | P a g e
FLANGED INJECTORS

Flanged PT injectors are retained (mounted) in the cylinder head by means of two bolts passing
through the flange. The flange also provides the inlet and outlet fuel connection ports. Flanged
injectors are used on engines with external inlet and drain pipe lines. Flanged injectors are the
old type of PT injectors.

CYLINDRICAL PT INJECTORS

Cylindrical PT injectors are the current types of injectors. They have no mounting flange and are
retained in the cylinder by means of a mounting yoke. Three ‘o’ rings are fitted to the injector
body seal the inlet and outlet galleries in the cylinder head.

The amount or quantity of fuel which enters the cup cavity will be dependent upon;
1. The pressure of the fuel from the pump
2. The feed orifice diameter
3. The time this feed orifice is allowed to remain open (injector plunger travel and engine
speed)
The two variables are pressure of the fuel and the time that the feed orifice stays open i.e.
pressure-time, this being the fundamental theory behind the Cummins PT fuel system.

A look at the injector camshaft lobe will show that when the injector is not metering or injecting,
the fuel pressure from the pump circulates freely through the injector and drains back to the fuel
tank. This accounts for the necessity for a Cummins engine to have a large fuel return line to
drain back to the tank all this return fuel (about 80%) without restriction.

CONSTRUCTION

It consists of the component parts as shown in figure

FIG. 43

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OPERATION

UPSTROKE
Start of up stroke
Fuel at low pressure enters the injector and flows through the inlet orifice through internal
drillings around the annular-groove in the injector cup and up the drain passage to the fuel tank.
The amount of fuel flowing through the injector is determined by
1. The fuel pressure at the inlet orifice
2. The inlet orifice diameter
Fuel pressure is determined by
1. Engine speed
2. Throttle position
At this time all the fuel entering the injector is circulated through the injector (cooling and
lubricating) and back to the fuel tank via the return line.

UP STROKE
As the injector plunger moves upward the drain passage is blocked and the metering orifice
uncovered.
Fuel fills the injector cup.

FIG. 44

DOWN STROKE
- The plunger moves down and closes the metering orifice.
- Fuel entry into the cup is stopped.
- The plunger further movement down forces fuel out of the cup through the injector holes
at high pressure as a fine spray into combustion chamber
- The drain passage remain uncovered by the plunger
- Fuel starts flowing through the return passage to the fuel tank.

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 FIG. 45

After injection is complete the plunger remains seated until the next metering and injection
cycle. This is to ensure that the injector plunger seat is not damaged by power/exhaust gases
being forced into the injector and also ensures that fuel cannot enter the combustion chamber
until the correct time.

INJECTORS IN GENERAL

FUNCTION

The injector is used to introduce fuel under pressure into the highly compressed, heated, and
turbulent charge of air in the combustion chamber.
The pressure must be high enough to ensure:
1. The adequate atomization of the liquid fuel
2. The production of spray or sprays of atomized fuel of the correct reach (penetration) and
of the correct shape (pattern)
3. The spray should be directed to the required portion of the combustion chamber.

TYPES OF INJECTORS

There are two main designs:

1. The Pintle type injector – used in pre-combustion chamber engines.
2. The Hole-type injector – used in direct combustion chamber engines.

VARIATIONS
1. Pintle type injectors are the Pintle itself, throttling Pintle nozzle and the Pintaux.
2. Hole type injectors are single, multi-hole and cooled nozzle types.

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CONSTRUCTION

Various sizes are used, depending on the volume of fuel delivered per stroke of the injection
pump. Nozzle body and needle are made from high grade steel and lapped together.

OPERATION

Fuel from high pressure lines enters the supply bore on the injector holder. Fuel then reaches the
feed bore and the pressure chamber or fuel gallery of the injector. When the fuel pressure is
higher than the pressure exerted by the valve spring in the nozzle holder, the needle is lifted off
its seat by the pressure of the fuel exerted on its thrust shoulder. Fuel is then injected into the
combustion chamber. This action takes place during the injection pump delivery stroke.
Fuel escaping along the needle, which is needed for lubrication, is returned to the tank through a
fuel leak-off pressure line. At the end of injection, when pressure drops in the pressure line, the
valve spring forces the needle back through the spindle on its seat.

PINTLE-TYPE NOZZLE
The Pintle –type nozzle is used on pre-combustion chamber or swirl chamber principle. The
nozzle opening pressure is usually between 110-130bars. The nozzle needle has especially
formed Pintle which projects in the nozzle hole.
The spray pattern is varied by altering the shape and dimensions of the pin. The pin keeps the
injector nozzle hole free from carbonized deposits.

FIG. 46

THROTTLING-PINTLE NOZZLE
To reduce diesel knock in certain pre-combustion chamber engines a special type of Pintle was
developed. This nozzle allows only a limited quantity of fuel to be injected at first by providing
only a narrow gap between the Pintle and the nozzle body.
As injection continues, the nozzle opens fully, allowing a normal injection rate, by the time this
stage is reached the initially injected fuel has ignited.
The limited quantity of fuel injected during the delay period ensures that minimum diesel
knocks. This nozzle is also known as Delay Nozzle.

PINTAUX NOZZLE

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The Pintaux nozzle is designed to spray the fuel through the small hole at cranking speeds and to
spray most of the fuel through the main hole when the engine starts.
The greatest heat in the combustion chamber on compression stroke lies at the mouth of the
tangential passage. It is towards this point that the fine hole directs the fuel at cranking speed,
giving easy starting. As soon as the engine starts this is accomplished through the main Pintle
hole.

FIG. 47
HOLE TYPE NOZZLE
This type of nozzle is used on direct injection engines because it atomizes the fuel finely.
Nozzle opening pressure is about 150 and 250 bars. The needle is ground to a taper at its lower
end and makes contact with a tapered seat in the injector body to make a perfect seal.

The single hole injector nozzle has its hole facing along the nozzle axis or drilled at one side.

FIG. 48
The multi-hole nozzle has as many as 12 holes arranged in an included angle of 1800 in a
symmetrical pattern.
Extra long-hole nozzles are used where there is insufficient space on the engine to prevent the
nozzle from becoming hot.

A cooled nozzle is used on engines that become too hot at the engine’s normal operating
temperature, or on large low-speed diesels running at full load.
Coolant (oil or oil-water) is forced through a feed bore between the cooling jacket and the body
of the injector nozzle.

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F. COMBUSTION CHAMBERS

DEFINITION- it is that part of the engine where the fuel charge is burnt.

LOCATION

The combustion chamber is formed either in the cylinder or in the crown of the piston. The
combustion chamber must be capable of producing maximum turbulence both during injection
and when combustion is in progress.

Turbulence is necessary for three reasons:

1. To ensure complete mixing of the fuel and air takes place.
2. To proved a continuous supply of air to the burning fuel particles.
3. To get rid of (scavenge) burnt gases from the injection area so that the injected fuel meets
fresh air.

The main purpose of combustion chamber design, therefore, must be to create very high
turbulence so that the atomized fuel and air are thoroughly mixed and combustion is achieved.

CATEGORIES OF COMBUSTION CHAMBER

There are two categories:

1. Direct injection combustion chamber
2. Indirect injection combustion chamber

CLASSES OF COMBUSTION CHAMBER

The main types of combustion chambers have been classified as:

1. Open combustion chamber (direct injection)
2. Pre-combustion chamber (indirect injection)
3. Compression swirl combustion chamber (indirect combustion chamber)
4. Air cell or energy cell combustion chamber (indirect combustion chamber)

The chief combustion chamber design for a particular engine depends upon:
1. Its revolution per minute
2. Its principle of operation (two or four stroke cycle)
3. The size of the engine
4. The purpose for which it is to be used.

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DIRECT INJECTION COMBUSTION CHAMBER

Direct injection
FIG. 49

MERITS OF OPEN COMBUSTION CHAMBERS

1. Low heat loss and high thermal efficiency.

2. Good cold starting ability without heater plugs.
3. Low compression ratios giving efficient combustion.

DEMERITS OF OPEN COMBUSTION CHAMBERS

1. Requires higher injection pressures.

2. It has rough running.
3. Multi-hole injectors are used instead of one hole, which could be blocked by carbon
deposits.

PRE-COBUSTION CHAMBERS

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 FIG. 50
MERITS

1. Injection pressures are low.

2. High turbulence and efficient mixing of fuel and air.
3. Smooth engine operation.
4. Pintle-type nozzle with moving Pintle and large orifice are used. Blockage due to carbon
deposit is eliminated.

DEMERITS

1. Heater plugs are used for starting the engine.

2. Low thermal efficiency and high fuel consumption.
3. Requires high compression ratios to avoid heat loss.

SWIRL CHAMBER

This is a compression swirl combustion chamber consisting a spherical chamber and tangential
passage with a depression on top of the piston crown, which acts as part of combustion chamber
when the piston is at top dead centre.
The swirl chamber itself is made in two parts. As it is formed in the cylinder head, the top half of
the chamber is cooled by engine cooling system but the bottom half is made of special heat
resistant alloy steel or satellite which is not cooled in any way – it remains hot.

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 FIG. 51

DIFFERENCES BETWEEN COMPRESSION SWIRL CAMBER AND PRE-

COMBUSTION CHAMBER
The similarity ends in that both are separate chambers in the cylinder head in which the fuel is
injected and combustion starts – But
1. The passage connecting the swirl chamber is larger diameter than the passage connecting
the pre-combustion chamber to the engine cylinder.
2. The air enters the swirl chamber at a tangent and the fuel sprayed across it, while air
enters the pre-combustion chamber centrally spraying the fuel directly into it.

MERITS
1. The odour produced by exhaust gas omission is minimized due to high turbulence and
hence perfect combustion occurs.
2. Low injection pressures.
3. Delay period is reduced and diesel knock is practically eliminated.

DEMERITS
1. High fuel consumption.
2. Cold weather starting problems.
3. Poor scavenging of burnt gases.

AIR CELL OR ENERGY CELL COMBUSTION CHAMBER

CONSTRUCTION
The chamber consists of a cell located in the cylinder head directly opposite the fuel injection
nozzle. The cell is removable unit screwed into the head. It consists of two differently sized and
shaped cells in series and is connected by a venture choke in communication with the
combustion chamber through another venture at the inner end of the inner cell. Valves open into
the recesses between the narrower portions of the chamber.
One side of the throat is the injection nozzle positioned to spray the fuel directly across the throat
towards the small orifice of the energy cell on the opposite side.

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 FIG. 52

OPERATION
a) Induction stroke – Air enters through the inlet port and through the two recesses and it
gives an initial swirling motion.
b) Compression stroke – Air is compressed into the confined space of the combustion
chamber. Near the end of compression stroke, air above the flat piston crown is displaced
into the chamber recesses, attaining both high velocity and high temperature.
c) The nozzle sprays the fuel directly across the chamber throat; the main body of the fuel
enters the energy cell.
d) As the fuel reaches the energy cell, it ignites and a rapid combustion takes place.
e) Here only a small portion of the fuel is consumed with the balance, major portion, blown
back against the continuing stream of fuel being injected from the injection nozzle.
(controlled combustion)

MERITS
1. Minimal shock loading on working components. (Controlled combustion).
2. A clean exhaust.
3. Low fuel injection pressure.

DEMERITS
1. Starting difficult when cold (hard starting).
2. Efficient scavenging is difficult to achieve.
3. It is costly (cylinder head).

G. COLD STARTING DEVICES

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Various devices are used to assist in starting diesel engines under cold conditions. Some of these
provide additional fuel for starting; other devices provide heated air to promote combustion.
Examples of these are:

1. EXCESS-FUEL DEVICE

- In-line injection pumps are fitted with a maximum fuel stop which limits the
movement of the fuel control rod and so limits the maximum amount of fuel that
the injection pump can deliver.
- For starting purposes, the maximum fuel stop can be overridden to provide excess
fuel.
- When the excess-fuel control is operated during starting, the control rod is
allowed increased movement to supply more fuel to the injectors. This assists the
engine to start.
- Once the engine has started, the excess fuel device is no longer operative.

2. THERMOSTART

- The thermo start starting aid is screwed into the inlet manifold and operates by
burning fuel in the manifold to provide heated air for the cylinders. See figure 53.
- The construction of the starting aid is shown in figure 54. It comprises of a central
valve body (which supplies the fuel) surrounded by a heater coil which is
extended to form an ignition coil.
- A needle valve holds a ball valve against its seat. The parts are surrounded by a
metal shield.
- When the unit is switched on, the valve body is heated by the coil and expands to
open the ball valve. This allows vaporized fuel to be drawn into the manifold
when the engine is cranked. The fuel is ignited by the igniter coil and burns, thus
heating the inlet air.
- When the coil is switched off, the flow of air through the manifold cools the valve
body and the valve closes to cut off fuel supply.

FIG. 53
3. GLOW PLUGS

- These are small electric heater plugs screwed into combustion chambers of the
indirect-injection type.

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 - They provide heat during cold starting and so increase the temperature of the air
being compressed in the cylinder. This assists with initial combustion of the fuel
being sprayed into the combustion chamber.
- Glow plugs can be seen in the combustion chambers in figure 54.

FIG. 54
4. DECOMPRESSION
- Some engines are fitted with decompression levers or cams which hold the intake
or exhaust valves partly open.
- The partly opened valves reduce compression pressure and enable the engine to
be turned fairly easily during starting.
- Before the engine fires, the decompression lever is released so that the cylinders
have full compression.
- Releasing compression also enables the engine to be rotated during adjustments.

5. Other cold starting aids are

i) Ether spray.
ii) Pintaux nozzles
iii) Donkey engines
iv) Heavy duty starters

TESTING OF FUEL INJECTOR

April 30, 2014 1:27 am | Leave a Comment | Firoz
Testing of fuel injector is carried out as follows. Mount the fuel injector in its
test rig and connect up the oil supply. Under no circumstances should hands
be placed under the injector spray. The high velocity oil jet can penetrate the
skin and cause blood poisoning. With the injector priming valve open,
operate the hand pump to prime the injector. Once the fuel flows from the
priming valve it can be closed.

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 1. Oil Container
2. Pressure Gauge
3. Shut off valve
4. Pump lever
5. Test pump
6. Injector
7. High Pressure fuel pump
Operate the pump rapidly for several strokes. The injector should open with
a high pitched chatter and fuel should be emitted in a fine cloud. After the
injector opens, check to make sure the pressure does not fall off too quickly.
To test for the tightness between the nozzle needle and seat, operate the
hand pump slowly to gradually increase the pressure until it is just below
opening pressure. Maintain the pressure for a few seconds and ensure
injector is not dripping.
To test for tightness between needle and guide, operate the hand pump to
increase pressure until it is just below opening pressure. See how long it
takes the pressure to fall off. If the pressure falls quickly the needle and
guide should be replaced.

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Where nozzles are cooled internally, these spaces should be pressure tested
to check for tightness. Blank off one of the fuel valve cooling connections
and fill the injector cooling space with water or fuel, depending upon the
cooling medium. Then connect a low pressure air supply to the other
connection. Leave the air on for a short period of time and test for internal or
external leakage. Testing of fuel injector is usually carried out at an interval
of 2000 running hours for marine diesel engines.
Following points to be remembered while testing of fuel injector:

1. Visually examine the injector just after taken from cylinder head.
Pressure test and find opening pressure in service.
2. Check injector setting pressure, formation of trumpets and carbon
accumulation, corrosion at the nozzle, etc.
3. Spray pattern assessment and prompt re-seating.
4. Drip proof. No droplet formation at set pressure minus 10 bar, held
steady and also upon closing.
5. Injector lift diagram may be taken.
6. Recommended assembly procedure to be followed (Like tightening
torque, etc.) and handle parts carefully.

FUEL VALVE CHECKS

The fuel valves taken out from the engine must be checked for function
and performance. Even in engines which are stopped on heavy fuel oil in
ports the fuel injector taken out must be immediately tested with diesel
oil before they get cold as this will flush and clean the components. It
must be noted that if the fuel valves taken out are tested after they have
cooled, will show bad performance even if they were performing
satisfactorily in service.

In the majority of cases the fuel injectors have a good spray profile but
they open up at a less pressure. The pressure adjustment can be done
without opening up the valve and should be done so. The engine
manufacturers also instruct that unless the fuel injector valve has a
major problem like holes choked or valve dripping, they should not be
opened up. The valve should be cleaned from the outside, pressure
checked, pressure adjusted and tagged.

Inspection and Repairs

In the case where the fuel injector valve is not performing as required
and has some defect, then it needs to be opened up and overhauled.
The assembly and the disassembly have to be done as per the
instructions given by the engine manufacturer. However, below is a
general guide about what you will most likely have to do.
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After the fuel valve has been disassembled then the following checks
have to be done:

1. The needle guide should be immersed in clean diesel oil and the
needle taken out and checked for free movement. In the case of any
resistance which may be due to the presence of carbon or fuel sludge
the needle may be put in and pulled out in succession many times while
keeping it submerged in diesel oil. It is important to do this in a container
full of clean diesel oil so the contaminants can be flushed away.

2. After the needle guide has been cleaned, the needle should be taken
almost out and then let it fall in with its own weight. A free and smooth
movement with small jerks as the clearance is making way for the oil to
come out is an indication that the clearances are all right and the needle
guide is in good condition. It must be noted that the needle should fall
fully into the seat.

3. On the other hand if the needle falls fully in one go, then the
clearances have increased and the fuel will leak past the spindle and
less fuel will go in the cylinder. The needle must be inspected for any
wear marks if this happens. The needle guide can be used but must be
changed soon.

4. If the needle does not go down and gets struck then it must be
thoroughly cleaned again. If still there is no improvement then the needle
might have become bent. Check the needle for any signs of overheating.

5. The push rod end should be checked for any abnormal wear.

6. The seating between the nozzle body and the valve body if damaged
can be repaired by lapping with fine lapping paste. It must be noted that
the lapping paste should be thoroughly flushed away with clean diesel oil
and thereafter blown dry with compressed air.

7. Check the nozzle spring for breakage, poor seating and other defects.
Change if required.

8. Check the leak off pipes, shims, packing etc for the condition. If the
fuel valve is water cooled, the cooling pockets should be cleaned with
compressed air.

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Tests and Adjustments
1. After the parts are cleaned and inspected the fuel valve is assembled
as per the manufacturer’s instructions and thereafter tested for function
and performance.

2. The assembled fuel valve is installed on the test stand and after
purging the pipe line the manual handle is operated in quick succession.
The nozzle should start discharging with a sharp crackling noise at the
set pressure. The pressure at which the injector is supposed to fire
depends upon the manufacturer’s engine design but normally is between
250 to 350 kg/cm2 with an allowance of plus or minus 10 kg/cm2.

3. In case the lifting pressure is not correct, it can be adjusted by the

adjusting screw.

4. The spray characteristics should be satisfactory and as per the

manufacturers advice.

5. All the holes of the injector should be firing and can be checked by a
torch light or a filter paper can be folded as a cone and then the injector
tested. The holes on the filter paper will show the number of holes firing.
In this procedure you must be careful as the high pressure spray can
enter the skin and is toxic for us.

6. The spray angle should be as stated by the manufacturer. The

atomization of the fuel should take place and solid spray should not
come out.

7. Clean diesel oil should be used for the testing purpose.

8. In the case that the fuel valve is dripping the needle guide should be
taken out and repaired.

Caution
The needle and the guide is always a pair and should not be
interchanged with another one. Cleanliness is the most important factor
in making fuel valves. A clean fuel valve lasts a longer time. The fuel
under pressure can enter the skin and the blood stream and is toxic for
humans. Take care that you stay away from the spray. The fine mist can
catch fire and in inflammable. Do not smoke or use naked lights where
the fuel injectors are being tested.

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The fuel injectors in your vehicle are designed to spray fuel into the cylinders
of your engine where it is combined with air and compressed before being
ignited by the spark plug to produce power. As a result, an issue with one of
your fuel injectors can cause your engine to run poorly, or even fail to run at
all. There are a number of issues that could cause your fuel injectors to fail.
Although some may be beyond the expertise of most home mechanics, you
can often diagnose a faulty fuel injector using common hand tools.
Part 1
Listening for Bad Fuel Injectors
1.

1
Put on the appropriate safety gear. Before beginning any automotive
project, you need to take steps to protect yourself from injury. Eye
protection like safety glasses or goggles will keep debris from falling or
spraying into your eyes while you work. Choose eye protection that fits
comfortably and won't interfere with your vision. Gloves are an optional
addition to the safety gear required for this task.
 Gloves can protect your hands from sharp objects or pinches
while working in the engine bay.
 Eye protection is required for this project.
2.

2
Open the hood and locate your fuel injectors. The easiest way to
locate the fuel injectors for your specific vehicle is to refer to the service
manual for that vehicle. Most applications have one fuel injector for each
cylinder. They are usually located on the intake manifold and are connected
to one another with a fuel rail.[1]

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  The fuel rail is a cylindrical rail that will run along the top of the
intake manifold, and each fuel injector will be between the fuel rail
and the intake manifold.
 V style engines (V6, V8, V10) will have two fuel rails with half of
the injectors on each side of the motor.
3.

3
Find a long metal rod or screwdriver. Locate a thin piece of metal
that’s at least a foot or so long. It should be made mostly of metal, but you
could opt to use a screwdriver despite it having a plastic or rubber handle.
[2]
 Make sure the piece you choose is at least a foot long, but not
more than two feet.
 A long screwdriver or thin piece of rebar will work fine.
4.

4
Place the tip of the rod on a fuel injector. You will be using the metal
rod to transmit sound from the fuel injector to your ear without having to
bring your face too close to a running engine. Set one end of the rod or
screwdriver on the injector itself while holding it up with one hand. [3]
 Make sure to hold the screwdriver or metal rod at an angle that
will allow you to bring your ear to it.
5.

5
Bring your ear close to the rod and listen for clicking. Lean your ear
close to the end of the metal rod or screwdriver that is opposite the
injector. As the engine runs, listen for an audible clicking sound given off by
the injector. This sound indicates the injector being activated. [4]
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  Be extremely careful leaning your head into the engine bay, and
ensure you keep your eyes open as you listen to the rod to prevent
accidentally getting injured.
 If you have long hair, tie it back tightly to prevent it from getting
caught in any moving parts under the hood.

6.

1.
Repeat these steps for each injector. Use the same method to check each fuel
injector in your vehicle. If you find one that is not clicking, there is an issue with
the injector or the electronic control that is transmitting to the injector. [5]

 If you have an OBDII scanner and your vehicle’s check engine light is on,
you can check to see if there have been any errors in the vehicle’s computer
regarding that cylinder or injector.
 Replacing this injector may solve the problem, but you may also need to
have a diagnostic done of your vehicle’s electronic control unit and fuel
system by a professional mechanic.

Part 2 of 3:

Ensuring the Injectors Are Receiving Power

1
Turn the key to the “on” position without starting the engine. To conduct
this test, the vehicle's electrical system must be active without the engine actually
running. Insert the key and turn it until the electrical system activates, but stop
before you engage the engine's starter. This should activate all of the vehicle’s
electronics like interior lighting and the radio.[6]

 If you accidentally start the vehicle, simply turn it off and try again.
 The vehicle’s battery is powering everything during this test, so you should
turn off things like the headlights and stereo to conserve power and ensure it
has enough to start the vehicle again later.

2
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Connect a test light to the negative terminal on the battery. A test light looks
like a screwdriver with a finely pointed end and a wire hanging out of the handle.
When the wire from the handle and the pointed end come into contact with a
completed and powered circuit, a lightbulb lights up inside the handle of the test
light. The wire extending from the handle will have an alligator clip at the end.
Attach that alligator clip to the negative terminal of the vehicle’s battery. [7]

 You can identify the negative terminal on the battery by looking for the
negative symbol (-) or the letters NEG.
 Make sure the clip has a good metal on metal connection to make the test
light work.

3
Locate the two wires going into each injector. Each fuel injector will have a
metal clip plugged into it with two wires coming out of it. One of those two wires
is a 12-volt constant that should be continuously receiving power from your
vehicle’s electrical system. There should be a small portion of each wire exposed
coming out of the plastic clip that connects to the injector.[8]

 These wires are often grey and black, but can come in any number of
colors.
 They will be the only wires coming from each injector.

4
Test each wire for voltage. Take the sharp end of the test light and press it
firmly into the rubber coating around each wire until it penetrates into the metal
wiring itself. One of the two wires should make the test light turn on when it
comes into contact with the wire inside the protective coating. If the test light
turns on with one wire, then the injector is receiving the necessary constant
voltage.[9]

 Make sure to wrap a piece of electric tape around any holes in the wiring’s
protective coating that are big enough to see.
 If neither wire makes the light turn on, then there is an issue with the
power reaching the fuel injector, which will result in in failing to fire.
 If the all of the wires that light up are a certain color, make note of which
wires are the constants.

5
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 Repeat the process for each injector. Test each wire coming out of the fuel
injectors in your vehicle. If you locate one injector with a power issue, that
doesn’t mean others may not have the same problem. Once you identify an
injector with a power issue, make a note of which one it was and continue to test
the rest.[10]

 Follow the wires on the injectors that fail to engage the test light to make
sure there are no breaks in the wire that may prevent the electricity from
reaching it.
 Let your mechanic know that you were able to identify the injector with a
power issue. It may require replacing the vehicle’s electronic control unit.

Part 3 of 3:

Checking the Trigger Circuit for the Injectors

1
Connect a test light to the positive terminal of the battery. Take the same
test light that you used for the previous test, but this time connect the alligator
clip to the positive terminal on the battery instead of the negative.[11]

 You can identify the positive terminal by looking for the positive sign (+) on
the battery or the letters POS.
 Make sure the alligator clip has secure, metal on metal contact or the test
light will fail to function.

2
Have a friend start or turnover the engine. Have a friend start the engine. If
the vehicle won’t currently run, have your friend attempt to turn it over as you test
each injector. Make sure you do not have any clothing or body parts hanging into
the engine bay as it starts or turns over.[12]

 If the engine won’t start, remember that attempting to turn it over for too
long can kill the battery and damage the starter. Only attempt to turn it over
with the test light in place.

3
Probe the opposite wire with the test light. Use the test light and check the
opposite wire of the constants you identified in the previous test. Press the sharp
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 end of the probe through the rubber coating firmly until it makes contact with the
metal wire inside.

 Be careful not to press the probe all the way through the wire and out the
other side.
 Always cover holes in the wire’s protective coating with electric tape once
you’re done.

4
Look for flashing or flickering light. With the engine running at an idle, the test
light should flicker dimly and as your helper applies throttle by pressing the gas
pedal, the light should flicker more brightly. This light represents the signal being
transmitted by the ECU to the injector to spray fuel. If the test light is failing to
light up, the injector may be bad or there could be an issue with the electronic
control unit for the vehicle.

 This issue could be caused by a failing ECU, or one of the injectors along
the fuel rail may be faulty.
 The electrical pulse is transmitted through each of the injectors to one
another, so one faulty injector could cause issues in multiple injectors.

5
Disconnect the wiring clips to each injector and begin the test again. With
none of the injectors connected, the flickering pulse should transmit through all of
the wires without any issue. Use the test light to confirm this on the wire for the
last fuel injector clip (at the end of the fuel rail). Keep the test light connected as
you reconnect each fuel injector one by one. As you connect each injector, the
pulse intensity should remain the same. It shouldn’t change until you connect a
faulty injector that creates too much resistance for the pulse to travel through
easily. [13]

 When the pulsing light dims as you connect one of the injectors, that
injector is faulty and needs to be replaced.
 You can purchase new fuel injectors for your vehicle at most auto parts
stores.

Fuel dribble (dripping) after

injection
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This occurs when the fuel supply is not precisely cutoff at the end of fuel injection and fuel
particles are accumulated on the tip of the nozzle. If fuel dribble occurs after fuel injection, the
fuel in the cylinder will not burn completely. This will result in the emission of black or white
smoke being exhausted. To prevent fuel dribble, the relief valve of the delivery valve is designed
to draw back any fuel that may drip out of the nozzle after injection. Fuel dribble occurs if there
is any failure in the delivery valve or injection nozzle, as the residual pressure remains in the
injection pipe after fuel injection.
Diesel EngineBleeding Air for the Fuel System
1. Bleeding the air between the fuel tank and the injection pump (low pressure side)
(1) Repeatedly push down and release the pump handle.
(2) Gradually the pump handle resistance will become higher, and the pump will seize to operate.
Then the air flows with the fuel into the fuel tank via the return pipe.
(3) Bleeding the air is completed when the pump handle becomes hard to operate.
SERVICE HINT:
In following cases, bleed the air between the injection pump and injection nozzle (high pressure
side).
When the engine does not operate properly after the engine is warmed up
When a part on the high pressure side of the fuel system are replaced
2. Bleeding the air between the injection pump and the injection nozzle (high pressure side)
(1) Loosen all injection pipe union nuts on the nozzle holder side.
(2) Crank the engine to force the fuel out of the injection pipe and bleed the air.
(3) Tighten the injection pipe union nuts.
NOTICE:
In the case of the common-rail type, use the hand-held tester and operate the injector to bleed the
air. Do not bleed the air with the injection pipe union nuts loosened.

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