User manual | limiting speed mechanical governor

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LIMITING SPEED MECHANICAL GOVERNOR
INJECTOR RACK CONTROL ADJUSTMENT - IN-LINE ENGINES
The limiting speed governor is mounted on the rear end
plate of the engine and is driven by a geur that extends
through the end plate and meshes with either the
camshaft gear or the balance shaft gear, depending
upon the engine model.
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor gap and position the
injector rack control levers.
Before proceeding with the governor and injector rack
adjustments, disconnect any supplementary governing
device. On turbocharged engines, the fuel (air box)
modulator lever and roller assembly must be positioned
free from cam contact. After the adjustments are
completed, reconnect and adjust the supplementary
governing device.
Adjust Governor Gap
With the engine stopped and at operating temperature,
adjust the governor gap as follows:
|. Remove the governor high-speed spring retainer
cover.
a Ae K
Na FEELER A \ GAP
GAGE ADJUSTING
, SCREW
A
© -—_ | \ a
. ’ N
: В L a 3 Y
HIGH SPEED A 1 a /
SPRING PLUNGER a N = ta
LOW SPEED 77°
SPRING CAP ,
INJECTOR CONTRÓL
TUBE LEVER
“#
yp.
Fig. 1 - Adjusting Governor Gap
2. Back out the buffer screw until it extends
approximately 5/8” from the locknut (Fig. 8).
3. Start the engine and loosen the idle speed adjusting
screw locknut (Fig. 7). Then, adjust the idle speed
screw to obtain the desired engine idle speed. The
recommended idle speed is 500-600 rpm, but may vary
with special engine applications. Hold the screw and
tighten the locknut to hold the adjustment. Governors
used in turbocharged engines include a starting aid
screw and locknut threaded into the governor gap
adjusting screw.
4. Stop the engine. Clean and remove the governor
cover and lever assembly and the valve rocker cover (if
not already done). Discard the gaskets.
5. Start and:Tun the engine between 1,100 and 1,300
rpm by manual operation of the differential lever. Do
not overspeed the engine.
6. Check the gap between the low-speed spring cap and
the high-speed spring plunger with a feeler gage
(Fig. 1). The gap should be .0027-.004". If the gap
setting is incorrect, reset the gap adjusting screw.
ADJUSTING —
SCREW 1%. LOCK
—_— 4 Fes
OUTER INNER 4
7; = ADJUSTING JJ ADJUSTING
Y SCREW =
A RR). y
E E
i E “E
Fig. 2 - Positioning the Rear Injector Rack Control
Lever
Page 7
6 Engine Tune-Up
7. On governors without the starting aid screw, hold the
gap adjusting screw and tighten the locknut.
8. Recheck the gap with the engine operating between
1,100 and 1,300 rpm and readjust, if necessary.
9. Stop the engine and, using a new gasket, install the
governor cover on non-turbocharged engines. The
governor cover should be placed on the housing with the
pin of the speed control lever projecting into the slot of
the differential lever. Install the screws and lock
washers finger tight. Pull the cover away from the
engine and tighten the screws. This step will properly
locate the cover on the governor housing.
Do not install the governor cover and lever assembly at
this time on turbocharged engines as they include an
internal starting aid screw and locknut.
Position Injector Rack Control Levers
The position of the injector racks must be correctly set
in relation to the governor. Their position determines
the amount of fuel injected into each cylinder and
ensures equal distribution of the load.
Properly positioned injector rack control levers with the
engine at full load will result in the following:
|. Speed control lever at the maximum speed position.
2. Governor low-speed gap closed.
3. High-speed spring plunger on the seat in the governor
control housing.
4. Injector racks in the full-fuel position.
||
INJECTOR
CONTROL
JI us
e
Fig. 3 - Checking Rotating Movement of injector
Control Rack
11609
DETROIT DIESEL 53
Adjust the rear injector rack control lever first to
establish a guide for adjusting the remaining injector
rack control levers.
|. Disconnect the linkage attached to the speed control
lever.
2. Turn the idle speed adjusting screw until 1/2” of the
threads (12-14 threads) project from the locknut, when
the nut is against the high-speed plunger. This
adjustment lowers the tension of the low-speed spring so
it can be easily compressed. This permits closing the
low-speed gap without bending the fuel rods or causing
the yield mechanism springs to yield or stretch. A false
fuel rack setting may result if the idle speed adjusting
screw is not backed out as noted above.
3. Back out the buffer screw approximately 5/87, if it
has not already been done.
4. Loosen all of the adjusting screws and locknuts
(Fig. 2). Be sure all of the levers are free on the
injector control tube.
5. Move the speed control lever to the full-fuel position
and hold it in that position with light finger pressure.
Tighten the adjusting screw of the rear injector rack
control lever until the injector rack clevis is observed to
roll up or an increase in effort to turn the screwdriver is
noted. Tighten the screw approximately 1/8 of a turn
more and lock securely with the adjusting screw
locknut. This will place the rear injector rack in the
full-fuel position.
NOTE: Overtightening of the injector rack
control lever adjusting screws during installation
SCREWDRIVER
INJECTOR
CONTROL
RACK
11610
Fig. 4 - Checking Injector Rack '‘Spring’’
Page 8
LL IZ ideal ov
A {owas tw Y и
or adjustment can result in damage to the
injector control tube. The recommended torque
of the adjusting screws is 24-36 Ib-in (3-4 Nm).
The above step should result in placing the governor
linkage and control tube assembly in the same position
that they will attain while the engine is running at full
load.
6. To be sure of the proper rack adjustment, hold the
speed control lever in the full-fuel position and press
down on the injector rack with a screwdriver or finger
tip and note the “rotating” movement of the injector
control rack when the speed control lever is in the
maximum speed position (Fig. 3). Hold the speed
control lever in the maximum speed position and, using
a screwdriver, press downward on the injector control
rack. The rack should tilt downward and when the
pressure of the screwdriver is released, the control rack
should “spring” back upward (Fig. 4).
If the rack does not return to its original position, it is
too loose. To correct this condition, loosen the locknut
and turn the adjusting screw clockwise a slight amount
and retighten the locknut.
The setting is too tight if, when moving the speed
control lever from the no-speed to the maximum speed
position, the injector rack becomes tight before the
speed control lever reaches the end of its travel (as
determined by the stop under the governor cover). This
will result in a step-up in effort required to move the
speed control lever to the end of its travel. To correct
this condition, loosen the locknut and turn the adjusting
screw counterclockwise a slight amount and retighten
the locknut.
7. To adjust the remaining injector rack control levers,
remove the clevis pin from the fuel rod and the injector
control tube lever. Hold the injector control racks in the
full-fuel position by means of the lever on the end of
the control tube and proceed as follows:
a. Tighten the adjusting screw of the injector rack
control lever adjacent to the rear injector until the
injector rack clewis 1s observed to roll up or an
increase in effort to turn the screwdriver is noted.
Securely lock the adjusting screw locknut.
NOTE: Overtightening of the injector rack
control tube lever adjusting screws during
installation or adjustment can result in damage
to the injector control tube. The recommended
torque of the adjusting screws is 24-36 Ib-in (3-4
Nm).
b. Verify the rear injector rack adjustment, as
outlined in Step 7. If it does not “spring” back
upward, turn th: adjacent injector rack adjusting
screw counterclockwise slightly until the rear
injector rack returns to its full-fuel position and
secure the adjusting screw locknut. Verify proper
injector rack adjustment for both the rear and the
adjacent injector. Turn clockwise or counterclock-
wise the adjacent injector rack adjusting screw
until both the rear and the adjacent injector racks
are in the full-fuel position when the locknut is
securely tightened.
c. Adjust the remaining injectors using the pro-
ceedures outlined in Step “b”, always verifying
proper injector rack adjustment.
8. Connect the fuel rod to the injector control tube
lever.
9. Turn the idle speed adjusting screw in until it
projects 3/16" from the locknut to permit starting the
engine.
10. On turbocharged engines adjust the internal starting
ald screw, as follows:
The starting aid screw has a locknut and the gap
adjusting screw has a self locking patch.
a. Install a cutaway governor cover assembly, on the
governer housing (Fig. 5).
b. With the engine stopped, place the governor stop
lever in the run position and the speed control lever
in the idle position.
c. Hold the gap adjusting screw to keep it from
turning and adjust the starting aid screw to obtain
the required setting between the shoulder on the
injector rack clevis and the counter bore in the
injector body (Fig. 5). Move the gage back and
forth along the injector rack until a clearance of
1/64” is noted. The setting is measured at any
convenient cylinder. Tighten the locknut on the
starting aid screw sufficiently to prevent oil leakage
as well as to hold the adjusting screw setting.
d. Check the injector rack clevis-to-body clearance
after performing the following:
|. Position the stop lever in the run posiition.
2. Move the speed control lever from the idle
position to the maximum speed position.
3. Return the speed control lever to the idle
position.
Movement of the governor speed control lever is to
take up clearance in the governor linkage. The
clevis-to-body clearance can be increased by backing
out the starting aid screw or reduced by turning it
farther into the gap adjustment screw.
Page 9
6 Engine Tune-Up
DETROIT DIESEL 53
e. Start the engine and recheck the running gap
(.0015”) and, if necessary, reset it and reposition
the injector racks. Then, stop the engine.
f. Remove the cutaway governor cover assembly.
g. Affix a new gasket to the top of the governor
housing. Place the governor cover assembly on the
governor housing with the pin in the throttle
control shaft assembly in the slot of the differential
lever and the dowel pins in the housing in the
dowel pin holes of the cover. Tighten the screws.
CAUTION: Before starting an engine after an
engine speed control adjustment, or after
removal of the engine governor cover and lcver
assembly, the technician must determine that the
injector racks move to the no-fuel position when
the governor stop lever 1s placed in the stop
position. Engine overspeed will result if the
injector racks cannot be positioned at no fuel
with the governor stop lever. An overspeeding
engine can result in engine damage which could
cause personal injury.
Il. Use a new gasket and reinstall the valve rocker
cover.
Adjust Maximum No-load Engine Speed
All governors are properly adjusted before leaving the
factory. However, if the governor has been recondi-
tioned or replaced, and to ensure the engine speed will
ne exceed the recommended no-load speed as given on
the engine option plate, set the maximum no-load speed
as follows:
TYPE A GOVERNOR SPRINGS (Fig. 7):
I. Loosen the locknut with a spanner wrench and back
off the high-speed spring retainer approximately five
turns (Fig. 6). Then, start the engine and increase the
speed slowly. If the speed exceeds the required no-load
speed before the speed control lever reaches the end of
its travel, back off the spring retainer a few additional
turns.
2. With the engine running at operating temperature
and no load on the engine; place the speed control lever
in the full-fuel position. Turn the high-speed spring
retainer IN until the engine is operating at the
recommended no-load speed. Use an accurate hand
tachometer to determine the engine speed. The
maximum no-load speed varies with the full-load
operating speed.
3. Hold the high-speed spring retainer and tighten the
jocknut.
TYPE B GOVERNOR SPRINGS (Fig. 7):
|. Start the engine and after it reaches normal
operating temperature, remove the load from the
engine. |
2. Place the speed control lever in the maximum speed
position and note the engine speed.
3. Stop the engine and, if necessary, adjust the no-load
speed as follows:
a. Remove the high-speed spring retainer with tool
J 5895 and withdraw the high-speed spring and
plunger assembly. To prevent the low-speed spring
and cap from dropping into the governor, be
carclul not to jar the assembly while it is being
removed.
b. Remove the high-speed spring from the high-speed
spring plunger and add or remove shims as
required to establish the desired engine no-load
REQUIRED
SETTING*
STARTING AIO
SCREW
CUTAWAY
COVER
GAGE TOOL
INJECTOR RACK INJECTOR SETTING* NUMBER
SASS 345” J 24889
5A60 345" J 24889
N53 345” J 24889
N60 345” J 24889
Né5 385” J 24882
N70 385” J 24882
M60 ‚0,345 J 24889
M70 385’ } 24882
L-5870
Fig. 5 - Starting Aid Screw Adjustment
Page 10
И ва АКИ 1 [A wl J MU. < - . я о -
the governor housing. Install the spring retainer in
the governor housing and tighten it securely.
d. Start the engine and recheck the engine no-load
speed. Repeat the steps above as necessary to
establish the no-load speed.
Adjust ¡dle Speed
With the maximum no-load speed properly set, adjust
the idle speed as follows:
Loi ee 3
Fig. 6 - Adjusting Maximum No-Load Engine Speed |. With the engine running at normal operating
(Type A) temperature and with the buffer screw backed out to
avoid contact with the differential lever, turn the idle
speed (Fig. 7). For each .010” shim added, the speed adjusting screw until the engine is operating at
engine speed will be increased approximately 10 approximately 15 rpm below the recommended idle
rpm. speed (Fig. 8). The recommended idle speed is 500-600
rpm, but may, vary with special engine applications.
-
с. Install the high-speed spring on the high-speed
spring plunger and install the spring assembly in
GAP ADJUSTING HIGH SP i p
SCREW SPEED DLE SPEED
SPRING RETAINER ADJUSTING SCREW 2. Hold the idle speed adjusting screw and tighten the
locknut.
3. Install the high-speed spring retainer cover and
tighten the two bolts.
GAP ADJUSTING
SHIMS HIGH SPEED
SCREW SPRING RETAINER
LLL Hoe seo
ADJUSTING SCREW
XX"
IDLE SPEED
ADJUSTING
SCREW e
TYPE 8
11746
Fig. 8 - Adjusting Engine Idle Speed
Fig. 7 - Governor Spring Assemblies
Page 11
DETROIT DIESEL 53
Fig. 9 - Adjusting Buffer Screw
Adjust Buffer Screw
With the idle speed properly set, adjust the buffer screw
as follows:
|. With the engine running at normal operating
temperature, loosen the locknut and turn the buffer
screw IN so that it contacts the differential lever as
lightly as possible and still eliminates engine roll
(Fig. 9). Do not increase the engine idle speed more
than 15 rpm with the buffer screw.
2. Recheck the maximum no-load speed. If it has
increased more than 25 rpm, back off the buffer screw
until the increase is less than 25 rpm.
3. Hold the buffer screw and tighten the locknut.
If the engine is equipped with a supplementary
governing device, adjust it at this time.
INJECTOR RACK CONTROL ADJUSTMENT - 6V-53 ENGINE
The limiting speed mechanical governor is mounted at
the rear of the engine, between the flywheel housing and
the blower (Fig. 10). The governor is driven by the
right blower rotor drive gear. The left blower rotor drive
gear 1s driven by a shaft, that passes through the
governor housing, from the engine gear train. There are
two types of limiting speed governor assemblies. The
difference in the two governors is in the spring
mechanism (Fig. 14). One has a long spring mecha-
nism, the other has a short spring mechanism.
SPEED
CONTROL
LEVER
pro
и GOVERNOR LAN =,
A HOUSING a |
a]
om
ly y > E. =
ый м L ENGINE *
A FLY WHEEL bae
+ ME À ou HOUSING À
Fig. 10 - Limiting Speed Governor Mounting
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor gap and position the
injector rack control levers.
Before proceeding with the governor and injector rack
adjustments, disconnect any supplementary governing
device. On turbocharged engines, the fuel (air box)
modulator lever and roller assembly must be positioned
free from cam contact. After the adjustments are
completed, reconnect and adjust the supplementary
governing device.
Adjust Governor Gap
With the engine stopped and at normal operating
temperature, adjust the governor gap as follows:
I. Remove the high-speed spring retainer cover.
2. Back out the buffer screw until it extends
approximately 5/8” from the locknut (Fig. 16). Do not
back the buffer screw out beyond the limits given, or
the control link lever may disengage the differential
lever.
3. Start the engine and loosen the idle speed adjusting
screw locknut. Then, adjust the idle screw to obtain the
desired engine idle speed (Fig. 14). The recommended
idle speed is 500-600 rpm, but may vary with special
engine applications. Hold the screw and tighten the
locknut to hold the adjustment. Governors used in
Page 12
UCIHUII VIEDEL 53
Engine iune-Up U
GAP ADJUSTING
_ SCREW
a be. ль.
RE DIFFERENTIAL
LEVER PIN MIER 7 у
DA E E L'on y N os A4
+, у Le APRN ñ = , 2 E = P WS
a ua ERE as ea TT 4
HIGH SPEED: `
OW SPEED PS
[SPRING CAP
E |
* pap » y MS y
MT] GOVERNOR / FEELER Y GAP ADJUSTING | Y a
E | BOSS GAGE SCREW EE
Ee ee я + Am и
Fig. 11 - Adjusting Governor Сар
turbocharged engines include a starting aid screw and
locknut threaded into the governor gap adjusting screw.
4. Stop the engine. Clean and remove the governor
cover and lever assembly and the valve rocker covers (if
not already done). Discard the gaskets.
5. Start and run the engine between 1,100 and 1,300
rpm by manual operation of the differential lever. Do
not overspeed the engine.
6. Check the gap between the low-speed spring cap and
the high-speed spring plunger with a feeler gage
(Fig. 11). The gap should be .002”-.004”. If the gap
setting is incorrect, reset the gap adjusting screw.
7. On governors without the starting aid screw, hold the
gap adjusting screw and tighten the locknut.
8. Recheck the gap with the engine operating between
1,100 and 1,300 rpm and readjust, if necessary. :
9. Stop the engine and, using a new gasket, reinstall the
governor cover. Do not install the governor cover and
lever assembly at this time on turbocharged engines as
they include an internal starting aid screw and locknut.
Position Injector Rack Control Levers
The position of the injector racks must be correctly set
in relation to the governor. Their position determines
the amount of fuel injected into each cylinder and
ensures equal distribution of the load.
Properly positioned injector rack control levers with the
engine at full load will result in the following:
RECTO
CONTROL
TUBE
nN ”
rE =
LOCK wilted
a wars
we )
hs
N SPRING
AP INJECTOR RACK
CONTROL LEVER E
Fig. 12 - Positioning No. 3L Injector Rack Control
Lever
“E,
`
|. Speed control lever at the maximum speed position.
2. Governor low-speed gap closed.
3. High-speed spring plunger on the seat in the governor
control housing.
4. Injector fuel control racks in the full-fuel position.
The letters “R” or “L” indicate the injector location in
the right or left cylinder bank, viewed from the rear of
the engine. Cylinders are numbered starting at the front
of the engine on each cylinder bank. Adjust the No. 3L
injector rack control lever first to establish a guide for
adjusting the remaining injector rack control levers.
i. Disconnect the linkage attached to the speed control
lever.
2. Turn the idle speed adjusting screw until 1/2” of the
threads (12-14 threads) project from the locknut when
the nut is against the high-speed plunger. This
adjustment lowers the tension of the low-speed spring so
it can be easily compressed. This permits closing the
low-speed gap without bending the fuel rods or causing
the yield mechanism springs to yield or stretch. A false
fuel rack setting may result if the idle speed adjusting
screw is not backed out as above.
3. Back out the buffer screw approximately 5/87, if it
has not already been done.
Page 13
3 Tune-Up
he clevis pin from the fuel rod and the right
Ik injector control tube lever.
Al of the adjusting screws and locknuts on
ır control tubes. Be sure all of the injector
levers are free on the injector control tubes.
> speed control lever to the maximum speed
1 hold it in that position with light finger
ighten the adjusting screw of the No. 3L
k control lever until the injector rack clevis
to roll up or an increase in effort to turn the
is noted. Tighten the screw approximately
rn more and lock securely with the adjusting
wt. This will place the No. 3L injector rack
‘uel position.
Overtightening of the injector rack
lever adjusting screws during installation
istment can result in damage to the
control tube. The recommended torque
djusting screws is 24-36 Ib-in (3-4 Nm).
step should result in placing the governor
1 control tube assembly in the same position
vill attain while the engine is running at full
ure of the proper rack adjustment, hold the
rol lever in the maximum speed position and
1 on the injector rack with a screwdriver or
and note the “rotating” movement of the
ntrol rack when the speed control lever is in
ium speed position (Fig. 3). Hold the speed
er in the maximum speed position and. using
ver, press downward on the injector control
rack should tiit downward and when the
“the screwdriver is released, the control rack
ring” back upward (Fig. 4).
: does not return to its original position, it is
To correct this condition, loosen the locknut
he adjusting screw clockwise a slight amount
.en the locknut.
£ is too tight if, when moving the speed
er from the no-speed to the maximum speed
he injector rack becomes tight before the
trol lever reaches the end of its travel (as
1 by the stop under the governor cover). This
in a step-up in effort required to move the
rol lever to the end of its travel. To correct
ion, loosen the locknut and turn the adjusting
nterclockwise a slight amount and retighten
t.
> the clevis pin from the fuel rod and the left
tor control tube lever.
DETROIT DIESEL 53
9. Insert the clevis pin in the fuel rod and the right
cylinder bank injector control tube lever and position
the No. 3R injector rack control lever as previously
outlined in Step 6 for the No. 3L injector rack control
lever.
10. Insert the clevis pin in the fuel rod and the left bank
injector control tube lever. Repeat the check on the
No. 3L and 3R injector rack control levers as outlined
in Step 7. Check for and eliminate any deflection which
may occur at the bend in the fuel rod where it enters
the cylinder head.
11. To adjust the remaining injector rack control levers,
remove the clevis pin from the fuel rods and the injector
control tube levers. Hold the injector control racks in
the full-fuel position by means of the lever on the end
of the control tube and proceed as follows:
a. Tighten the adjusting screw of the No. 2L injector
rack control lever until the injector rack clevis is
observed to roll up or an increase in effort to turn
the screwdriver is noted. Securely lock the
adjusting screw locknut.
NOTE: Overtightening of the injector rack
control tube leter adjusting screws during
installation or adjustment can result in damage
to the injector control tube. The recommended
torque of the adjusting screws is 24-36 lb-ft (3-4
Nm).
b. Verify the injector rack adjustment of No. 3L as
outlined in Step 7. If No. 3L does not “spring”
back upward, turn the No. 2L adjusting screw
counterclockwise slightly until the No. 3L injector
rack returns to its full-fuel position and secure the
adjusting screw locknut. Verify proper injector
rack adjustment for both No. 3L and No. 2L
injectors. Turn clockwise or counterclockwise the
No. 2L injector rack adjusting screw until both
No. 3L and No. 2L injector racks are in the full-
fuel! position when the locknut is securely
tightened.
с. Adjust the remaining injectors using the procedures
outlined in Step“b” always varifying proper
injector rack adjustment.
Once the No. 3L and No. 3R injector rack control
levers are adjusted, do not try to alter their settings. All
adjustments are made on the remaining control racks.
12. When all of the injector rack control levers are
adjusted. recheck their settings. With the control tube
lever in the full-fuel position, check each control rack
as in Step 7. All of the control racks must have the
same “spring” condition with the control tube lever in
the full-fuel position.
e
зв Wide 53
13. Insert the clevis pin in the fuel rod and the injector
control tube levers.
14. Turn the idle speed adjusting screw in until it
projects 3/16” from the locknut to permit starting the
engine.
15. On turbocharged engines adjust the internal starting
aid screw, as follows:
The starting aid screw has a locknut and the gap
adjusting screw has a self locking patch.
a. Install a cutaway governor cover assembly, on the
governor housing (Fig. 5).
b. With the engine stopped, place the governor stop
lever in the run position and the speed control lever
in the idle position.
c. Hold the gap adjusting screw to kcep it from
turning and adjust the starting aid screw to obtain
the required setting between the shoulder on the
injector rack clevis and the counter bore in the
injector body (Fig. 5). Move the gage back and
forth along the injector rack until a clearance of
1/64” is noted. The setting is measured at the
No. 3R injector rack clevis. Tighten the locknut on
the starting aid screw sufficiently to prevent oil
leakage as well as to hold the adjusting screw
setting.
d. Check the injector rack clevis-to-body clearance
after performing the following:
1. Position the stop lever in the run position.
2. Move the speed control lever from the idle
position to the maximum speed position.
3. Return the speed control lever to the idle
position.
Movement of the governor speed control lever is to
take up clearances in the governor linkage. The
clevis-to-body clearance can be increased by backing
out the starting aid screw or reduced by turning it
farther into the gap adjustment screw,
e. Start the engine and recheck the running gap
(.00157) and, if necessary, reset it and reposition
the injector racks. Then, stop the engine.
f. Remove the cutaway governor cover assembly.
g. Affix a new gasket to the top of the governor
housing. Place the governor cover assembly on the
governor housing with the pin in the throttle
control shaft assembly in the slot of the differential
Labio btw y» V
lever and the dowel pins in the housing in the
dowel pin holes of the cover. Tighten the screws.
CAUTION: Before starting an engine after an
engine speed control adjustment, or after
removal of the engine governor cover and lever
assembly, the technician must determine that the
injector racks move to the no-fuel position when
the governor stop lever is placed in the stop
position. Engine overspeed will result if the
injector racks cannot be positioned at no fuel
with the governor stop lever. An overspeeding
engine can result in engine damage which could
cause personal injury.
16. Use new gaskets and reinstall the valve rocker
covers. |
Adjust Maximum No-Load Engine Speed
All governors are properly adjusted before leaving the
factory. However, if the governor has been recondi-
tioned or replaced, and to ensure the engine speed will
not exceed the recommended no-load speed as given on
the engine option plate, set the maximum no-load speed
as follows: .
TYPE A GOVERNOR SPRINGS (Fig. 14):
|. Loosen the locknut with a spanner wrench and back
off the high-speed spring retainer several turns. Then
start the engine and increase the speed slowly. If the
speed exceeds the required no-load speed before the
speed control lever reaches the end of its travel, back off
the spring retainer a few additional turns. |
SPRING RETAINER В:
op Ts
Fig. 13 - Adjusting Maximum No-Load Engine Speed
Page 15
6 Engine Tune-Up
DETROIT DIESEL 53
2. With the engine at operating temperature and no
load on the engine; place the speed control lever in the
maximum speed position. Turn the high-speed spring
retainer IN (Fig. 13) until the engine is operating at
the recommended no-load speed. Use an accurate hand
tachometer to determine the engine speed. The
maximum no-load speed varies with the full-load
operating speed. | |
3. Hold the high-speed spring retainer and tighten the
locknut.
TYPE B GOVERNOR SPRINGS (Fig. 14):
|. Start the engine and after it reaches normal
operating temperature, remove the load from the
engine.
2. Place the speed control lever in the maximum speed
position and note the engine speed.
GOVERNOR BUFFER LOCK
HOUSING SCREW NUT
GASKET я \ |
LOCK o > A
NUT or
SPRING
Lo
\ х SC ;
TY + ©
N ato
at NE band
Cl LE oa ort] J ао
А | ANUN OO L >< GAP
De e Q ADJUSTING
\ \ SCREW
SPRING SPRING | LOW SPEED
RETAINER PLUNGER SPRING
IDLE SPEED HIGH SPEED 5SPRING SPRING
ADJUSTING SCREW SPRING SEAT CAP
TYPE A
GOVERNOR SHIMS BUFFER LOCK
HOUSING SCREW NUT
GASKET \
o — O \
0 1
SPRING © S
COVER |
S ‹
САР
9 ADJUSTING
SCREW
SPRING SPRING \ LOW SPEED
RETAINER PLUNGER SPRING
IDLE SPEED HIGH SPEED SPRING SPRING
ADJUSTING SCREW SPRING SEAT CAP 12203
TYPE B
Fig. 14 - Governor Spring Assemblies
3. Stop the engine and, if necessary, adjust the no-load
speed as follows:
a. Remove the high-speed spring retainer with tool
J 5895 and withdraw the high-speed spring and
plunger assembly. To prevent the low-speed spring
and cap from dropping into the governor, be
careful not to jar the assembly while it is being
removed.
b. Remove the high-speed spring from the high-speed
spring plunger and add or remove shims as
required to establish the desired engine no-load
speed. For each .010" in shims added, the engine
speed will be increased approximately 10 rpm.
c. Install the high-speed spring on the high-speed
spring plunger and install the spring assembly in
the governor housing. Install the spring retainer in
the governor housing and tighten it securely. The
maximum no-load speed varies with the full-load
operating speed desired (Table 1).
Full Load <=: Maximum Governor
RPM Droop RPM
2401-2600 150
2601-2800 140
TABLE 1 - Engine Speed Droop
If the full-load speed is to be 2,800 rpm, then the no-
load speed setting should be 2,940 rpm (2,800
+ 140 rpm) to ensure the governor will move the
injector racks into the full-fuel position at the
desired full-load speed.
d. Start the engine and recheck the no-load speed.
Repeat the procedure, as necessary, to establish the
no-load speed required.
Adjust Idle Speed
With the maximum no-load speed properly set, adjust
the idle speed as follows:
|. With the engine running at normal operating
temperature and with the buffer screw backed out to
avoid contact with the differential lever, turn the idle
speed adjusting screw until the engine is operating at
Page 16
Tey
LY iria ILILL JD
IDLE SPEED
ADJUSTING
SCREW
"IDLE SPEED
ADJUSTING
Fig. 15 - Adjusting Engine Idie Speed
approximately 15 rpm below the recommended idle
speed (Fig. 15). The recommended idle spced is S00-
600 rpm, but may vary with special engine applications.
If the engine has a tendency to stall during deceleration,
install a new buffer screw. The current buffer screw
uses a heavier spring and restricts the travel of the
differential lever to the off (no-fuel) position.
2. Hold the idle speed adjusting screw and tighten the
locknut.
3. Install the high-speed spring retainer cover and
tighten the two bolts.
унес о ul UP U
SPEED
CONTROL 3
LEVER
Fig. 16 - Adjusting Buffer Screw
Adjust Buffer Screw
With the idle speed properly set, adjust the buffer screw
as follows:
1. With the engine running at normal operating
temperature, loosen the locknut and turn the buffer
screw IN so it contacts the differential lever as lightly
as possible and still eliminate engine roll (Fig. 16). Do
not increase the engine idle speed more than 15 rpm
with the buffer screw.
2. Recheck the maximum no-load speed. If it has
increased more than 25 rpm, back off the buffer screw
until the increase is less than 25 rpm.
3. Hold the buffer screw and tighten the locknut.
If the engine 'is equipped with a supplementary
governing device, adjust it at this time.
Page 17
DETROIT DIESEL 53
6 Engine Tune-Up
VARIABLE SPEED MECHANICAL GOVERNOR
INJECTOR RACK CONTROL ADJUSTMENT - IN-LINE ENGINES (OPEN LINKAGE)
The single-weight variable speed governor is mounted
on the rear end plate of the engine and is driven by a
gear that extends through the end plate and meshes
with either the camshaft gear or the balance shaft gear,
depending upon the engine model.
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor and the injector rack
control levers (Fig. 1).
Before proceeding with the governor and injector rack
adjustments, disconnect any supplementary governing
device. On turbocharged engines, the fucl (air box)
modulator lever and roller assembly must be positioned
free from cam contact. After the adjustments are
completed, reconnect and adjust the supplementary
governing device. |
Preliminary Governor Adjustments
|. Clean the governor linkage and lubricate the ball
joints and bearing surfaces with clean engine oil.
2. Back out the buffer screw until it projects 9/16”
from the boss on the control housing.
3. Back out the booster spring eyebolt until it is flush
with the outer locknut.
Adjust Variable Speed Spring Tension
|. Adjust the variable speed spring eyebolt until 1/8” of
the threads project from the outer locknut (Fig. 2).
This setting of the eyebolt will produce approximately
7% droop in engine speed from no load to full load.
2. Tighten both locknuts to retain the adjustment.
Position Injector Rack Control Levers
The position of the injector control racks must be
correctly set in relation to the governor. Their position
determines the amount of fuel injected into each
cylinder and ensures equal distribution of the load.
Adjust the rear injector rack control lever first to
establish a guide for adjusting the remaining levers.
|. Clean and remove the valve rocker cover. Discard the
gasket.
2. Disconnect the fuel rod at the stop lever.
3. Loosen all of the injector rack control lever adjusting
screws and locknuts. Be sure all of the injector rack
control levers are free on the injector control tube.
4. Move the speed control lever to the maximum speed
position.
5. Move the rear injector control rack into the full-fuel
position and note the clearance between the fuel rod
and the cylinder head bolt. The clearance should be
1/32” or more. If necessary, readjust the injector rack
adjusting screws until a clearance of at least 1/32” to
FUEL ROD
SPEED CONTROL
LEVER
IDLE
\, SPEED
* . ADJUSTING
SCREW
por BUFFER -
SCREW
BOOSTER
SPRING _F MAXIMUM
___ SPRING SPEED
ADJUSTING
SCREW
Fig. 1 - Variable Speed Open Linkage Governor
Mounted on Engine
Page 18
БН а КАН” “J и
es LL AN à à БИ вый JS
\ f a
VARIABLE A
Fig. 2 - Adjusting Governor Spring Eyebolt
1/16” exists. Tighten the adjusting screw and locknut
(Fig. 3).
6. Loosen the nut which locks the ball joint on the fuel
rod. Hold the fuel rod in the full-fuel position and
adjust the ball joint until it is aligned and will slide on
the ball stud on the stop lever (Fig. 4). Position the
shutdown cable clip and tighten the fuel rod locknut to
retain the adjustment.
ADJUSTING ___
LOCK NUT
; outer hb “AD
ADJUSTING 7 de a
di Ш 5 В "E
SCREW.
{
ls
LE
Fig. 3 - Adjusting Injector Rack Control Lever
Adjusting Screws
7. Check the adjustment by pushing the fuel rod toward
the engine and make sure the injector control rack 1s in
the full-fuel position. If necessary, readjust the fuel rod.
On units having the governor on the opposite side of the
control rack, be sure the control rack lever will not
contact the rocker cover.
8. Manually hold the rear injector rack in the full-fuel
position with the lever on the injector control tube. Turn
the adjusting screw of the adjacent injector rack control
lever until the injector rack moves into the full-fuel
position. Turn the adjusting screw until a slight roll-up
on the injector rack clevis is observed or an increase in
effort to turn the screwdriver is noted, then securely
lock the adjusting screw locknut.
NOTE: Overtightening of the injector rack
control lever adjusting screws during installation
or adjustment can result in damage to the
injector control tube. The recommended torque
of the adjusting screws is 24-36 Ib-in (3-4 Nm).
9. Recheck the rear injector rack to be sure that it has
remained snug on the ball end of the rack control lever
while adjusting the adjacent injector rack. If the rack of
the rear injector has become loose, back off the
adjusting screw slightly on the adjacent injector rack
control leverzWhen the settings are correct, the racks of
all injectors must be snug on the ball end of their
respective control levers.
10. Position the remaining injector rack control levers
as outlined in Steps 8 and 9.
CAUTION: Before starting an engine after an
engine speed control adjustment or after removal
of the engine governor cover and lever assembly,
the technician must determine that the injector
racks move to the no-fuel position when the
Yon San,
J contro TUBE §
A En LEVER
E e a : Son 0 pe |
= ee Th ok FUEL ROO co. À
TL. = _ =
Fig. 4 - Adjusting Fuel Rod Length
Page 19
6 Engine Tune-Up
DETROIT DIESEL 53
governor stop lever is placed in the stop position.
Engine overspeed will result if the injector racks
cannot be positioned at no fuel with the governor
stop lever. An overspeeding engine can result in
engine damage which could cause personal
injury.
11. Use a new gasket and reinstall the valve rocker
cover.
Adjust Maximum No-Load Speed
|. With the engine running, move the speed control
lever to the maximum speed position. Do not overspeed
the engine. Use an accurate tachometer to determine
the no-load speed of the engine.
2. Loosen the locknut and adjust the maximum specd
adjusting screw until the required no-load speed is
obtained (Fig. 5).
3. Hold the adjusting screw and tighten the locknut.
Adjust Engine Idle Speed
|. Make sure the stop lever is in the run position and
place the speed control lever in the ¡dle position.
2. With the engine running at normal operating
temperature, loosen the locknut and turn the idle speed
adjusting screw until the engine idles at the
¿227 MEA ADJUSTING SCREW: “Py
recommended speed (Fig. 6). The reccommended idle
speed is 500 rpm. However, the idle speed may vary °
with special engine applications.
3. Hold the idle speed adjusting screw and tighten the
locknut.
Adjust Buffer Screw
With the engine running at idle speed, turn the buffer
screw in so that it contacts the stop lever as lightly as
possible and still eliminates engine roll (Fig. 7).. Do not
raise the engine idle speed more than 20 rpm with the
buffer screw. Check the maximum no-load speed to
make sure it has not increased over 25 rpm by the
buffer screw setting.
Adjust Governor Booster Spring
The governor booster spring is used on some engines to
reduce the force necessary to move the speed control
lever from the idle speed position to the maximum
speed position. Adjust the booster spring as follows:
I. Move the speed control lever to the idle speed
position.
2. Reduce the tension on the booster spring, if not
previously performed, to the minimum by backing off
the outer locknut until the end of the booster spring
eyebolt is flush with the end of the nut (Fig. 8).
LUSTY
Fig. 5 - Adjusting Maximum No-Load Engine Speed
on SPEED |. Y
3 ADJUSTING | и
SCREW © = ©
. +. O —— re i
3044,
Fig. 6 - Adjusting Idle Speed
Page 20
VEINIi DICULL uo
Ciigine suizUp ©
Fig. 7 - Adjusting Buffer Screw
3. Adjust the eyebolt in the slot in the bracket so that
an imaginary line through the booster spring will align
with an imaginary center line through the speed control
shaft. Secure the locknuts on the eyebolt to retain the
adjustment. |
4. Move the speed control lever to the maximum speed
position and note the force required. To reduce the
force, back off the inner locknut and tighten the outer
locknut to increase the tension on the booster spring.
Before tightening the locknuts, reposition the booster
spring as in Step 3.
The setting is correct when the speed control lever can
be moved from the idle speed position to the maximum
speed position with a constant force, while the engine is
running, and when released it will return to the idle
speed position.
ba Ym
.
ey A
Te
+, -.
“+. . + ` *
- —-.
BOOSTER
À SPRING
Fig. 8 - Adjusting Booster Spring
Adjust Engine Speed Droop
The adjustment of the spring tension as outlined under
Adjust Variable Speed Spring Tension will resuit in
approximately 7% droop from the maximum no-load
speed to the full-load speed. This is the optimum droop
setting for most applications. However, the droop may
be changed as necessary for a particular engine
application.
|. Lower the speed droop by increasing the spring
tension.
2. Raise the speed droop by decreasing the spring
tension.
À change in the variable speed spring tension will
change the maximum no-load speed and the engine idle
speed which must also be readjusted.
If the engine is equipped with a supplementary
governing device, adjust it at this time.
Page 21
6 Engine Tune-Up
DETROIT DIESEL 53
INJECTOR RACK CONTROL ADJUSTMENT - IN-LINE ENGINES (ENCLOSED LINKAGE)
The single-weight variable speed governor is mounted
on the rear end plate of the engine and is driven by a
gear that extends through the end plate and meshes
with either the camshaft gear or the balance shaft gear,
depending upon the engine model.
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor and position the injector
rack control levers.
Before proceeding with the governor and injector rack
adjustments, disconnect any supplementary governing
device. On turbocharged engines, the fuel (air box)
modulator lever and roller assembly must be positioned
free from cam contact. After the adjustments are
completed, reconnect and adjust the supplementary
governing device.
Back out the external starting aid screw.
Adjust Governor Gap
With the engine stopped and at operating temperature,
adjust the governor gap as follows:
|. Disconnect any linkage attached to the governor
levers.
2. Back out the buffer screw until it extends
approximately 5/8” from the locknut.
3. Clean and remove the governor cover and the valve
rocker cover. Discard the gaskets.
a > E
FEELER al A. СЕЙ
GAGE ADJUSTING a
SCREW бо ‚рав
Fig. 9 - Checking Governor Gap
4. Place the speed control lever in the maximum speed
position (Fig. 9).
5. Insert a .006" feeler gage between the spring plunger
and the plunger guide (Fig. 9). If required, loosen the
locknut and turn the gap adjusting screw in or out until
a slight drag is noted on the feeler gage.
6. Hold the adjusting screw and tighten the locknut.
Check the gap and readjust, if necessary.
7. Use a new gasket and reinstall the governor cover.
Place the cover on the governor housing, with the pin in
the throttle shaft assembly entering the slot in the
differential lever. Install the four cover screws and lock
washers finger tight. Pull the cover assembly in a
direction away from the engine, to take up the slack,
and tighten the cover screws. This step is required since
no dowels are used to locate the cover on the housing.
Position Injector Rack Control Levers
The position of the injector control rack levers must be
correctly set in relation to the governor. Their position
determines the amount of fuel injected into each
cylinder and ensures equal distribution of the load.
Properly positioned injector control rack levers with the
engine at full load will result in the following:
|. Speed control lever at the maximum speed position.
2. Stop lever in the run position.
|
LOCK
SCREW ~ NUT
Fig. 10 - Positioning the Rear Injector Rack Control
Lever
Page 22
мес ось м
Ci ty Lusiu-Vp U
INJECTOR
CONTROL
RACK
11609
Fig. 11 - Checking Rotating Movement of Injector
Control Rack
3. Injector fuel control racks in the full-fuel position.
Adjust the rear injector rack control lever first to
establish a guide for adjusting the remaining levers.
|. Loosen all of the injector rack control lever adjusting
screws and locknuts (Fig. 10). Be sure all of the levers
are free on the injector control tube.
2. Move the speed control lever to the maximum speed
position.
3. Move the stop lever to the run position and hold it in
that position with light finger pressure. Tighten the
adjusting screw of the rear injector rack control lever
until the injector rack clevis is observed to roll up or an
SCREWDRIVER
INJECTOR
CONTROL
RACK
11610
Fig. 12 - Checking Injector Control Rack “Spring”
increase in effort to turn the screwdriver jis noted.
Tighten the screw spproximately 1/8 of a turn more
and lock securely with the adjusting screw locknut. This
will place the rear injector rack in the full-fuel position.
This should result in placing the governor linkage and
control tube in the respective positions that they will
attain while the engine is running at full load.
NOTE: Overtightening of the injector rack
control lever adjusting screws during installation
or adjustment can result in damage to the
injector control tube. The recommended torque
of the adjusting screws is 24-36 Ib-in (3-4 Nm).
4. To be sure of proper rack adjustment, hold the stop
lever in the run position and press down on the injector
rack with a screwdriver or finger tip and note “rotating”
movement of the injector control rack (Fig. 11). Hold
the stop lever in the run position and, using a
screwdriver, press downward on the injector control
rack. The rack should tilt downward and, when the
pressure of the screwdriver is released, the control rack
should “spring” back upward (Fig. 12).
If the rack does not return to its original position, it is
too loose. To correct this condition, loosen the locknut
and turn theidjusting screw clockwise a slight amount
and retighten the locknut.
The setting is too tight if, when moving the stop lever
from the stop to the run position, the injector rack
becomes tight before the stop lever reaches the end of
its travel. This will result in a step-up in effort required
to move the stop lever to the run position and a
deflection in the fuel rod (fuel rod deflection can be seen
at the bend). If the rack is found to be too tight, loosen
the locknut and turn the adjusting screw counterclock-
wise a slight amount and retighten the locknut.
5. Manually hold the rear injector control rack in the
Sfull-fuel position with the lever on the injector control
tube and proceed as follows:
a. Tighten the adjusting screw of the adjacent injector
rack control lever until the injector rack clevis is
observed to roll up or an increase in effort to turn
the screwdriver is noted.
b. Securely lock the adjusting screw locknut.
NOTE: Overtightening of the injector rack
control tube lever adjusting screws during
installation or adjustment can result in damage
to the injector control tube. The recommended
torque of the adjusting screws is 24-36 lb-in (3-4
Nm).
6. Recheck the rear injector rack to be sure that it has
remained snug on the ball end of the rack control lever
+
я
Page 23
6 Engine Tune-Up
DETROIT DIESEL 53
while adjusting the adjacent injector rack. If the rack of
the rear injector has become loose, turn the adjusting
screw counterclockwise slightly until the rear injector
rack returns to its. full-fuel position and secure the
adjusting screw and locknut.
When the settings are correct, the racks of both
injectors must be snug on the ball end of their
respective control levers.
7. Position the remaining injector rack control levers as
outlined in Steps 4, 5 and 6.
8. When all of the injector rack control levers are
adjusted, recheck their settings. With the control tube
lever in the full-fuel position, check each control rack
as in Step 4. All of the control racks must have the
same “spring” condition with the control tube lever in
the full-fuel position.
9. Insert the clevis pin in the fuel rod and the injector
control tube levers.
CAUTION: Before starting an engine after an
engine speed control adjustment or after removal
of the engine governor cover and lever assembly,
the technician must determine that the injector
racks move to the no-fuel position when the
governor stop lever is placed in the stop position.
Engine overspeed will result if the injector racks
cannot be positioned at no fuel with the governor
stop lever. An overspeeding engine can result in
engine damage which could cause personal
injury.
10. Use a new gasket and reinstall the valve rocker
cover.
VARIABLE SOLID SPRING
SPEED SPRING STOP RETAINER —SHIMS
|
3 A x
O ho ; a
pl \ ` Y
SPLIT SPRING
TX STOP HOUSING 12215
Fig. 13 - Locating of Shims and Stops
Adjust Maximum No-Load Speed
All governors are properly adjusted before leaving the
factory. However, if the governor has been recondi-
tioned or replaced, and to ensure the engine speed will
not exceed the recomntended no-load speed as given on
the option plate, the maximum no-load speed may be
set as follows:
Refer to Fig. 16 and disconnect the booster spring
and the stop lever retracting spring.
2. Remove the two attaching bolts and withdraw the
variable speed spring housing and the variable speed
spring retainer located inside of the housing.
3. Refer to Table 1 and determine the stops or shims
required for the desired full-load speed (Fig. 13). Do
not use more than four thick and one thin shim. A split
stop can only be used with a solid stop (Fig. 13).
Full Load Speed STOPS
RPM Solid Ring | Split Ring | НН
2575-2800 0 As Required |
2101-2575 1 As Required
1701-2100 ] 1 As Required
1200-1700 1 2 As Required
TABLE 1
4. Install the variable speed spring retainer and housing
and tighten the two bolts.
5. Connect the booster spring and stop lever spring.
Start the engine and recheck the maximum no-load
speed.
6. If required, add shims to obtain the necessary
operating speed. For each .001” in shims added, the
operating speed will increase approximately 2 rpm. If
the maximum no-load speed is raised or lowered more
than SO rpm by the installation or removal of shims,
recheck the governor gap. If readjustment of the
governor gap is required, the position of the injector
racks must be rechecked.
Governor stops are used to limit the compression of the
governor spring which determines the maximum speed
of the engine.
Page 24
.
Utinuii bLitoti Dd
di. [DLE SPEED
“4 ADJUSTING
Y screw |
(ar ma rea e A SE
Fig. 14 - Adjusting Idie Speed
Adjust Idle Speed
With the maximum no-load speed properly set, adjust
the idle speed as follows:
|. Place the stop lever in the run position and the speed
control lever in the idle position.
2. With the engine running at normal operating
temperature, back out the buffer screw to avoid contact
with the differential lever.
3. Loosen the locknut and turn the idle speed adjusting
screw until the engine is operating at approximately 15
rpm below the recommended idle speed (Fig. 14). The
recommended idle speed 1s 550 rpm, but may vary with
speciaf engine applications.
4. Hold the idle speed adjusting screw and tighten the
locknut.
Adjust Buffer Screw
|. With the engine running at normal operating
temperature, turn the buffer screw in so that it contacts
the differential lever as lightly as possible and still
eliminates engine roll (Fig. 15). Do not increase the
engine idle speed more than 15 rpm with the buffer
Screw.
2. Hold the buffer screw and tighten the locknut.
Engine tune-up ©
Vo -
rRNA © EE y #3
Fig. 16 - Adjusting Booster Spring
Page 25
UL itil DILUJEL uJ
Engine tune-up ©
FEELER
GAGE
“-
= § oi : т! e
a GAP < J
“о ADJUSTING EEN:
a ; SCREW р
Fig. 18 - Adjusting Governor Gap
Position Injector Rack Control Levers
The position of the injector control racks must be
correctly set in relation to the governor. Their position
determines the amount of fuel injected into each
cylinder and ensures equal distribution of the load.
Properly positioned injector rack control levers with the
engine at full load will result in the following:
STOP LEVER
SPEED
—
Cre CONTROL
a— ADJUSTING - LEVER
SCREW 5
BLOCK NUT
LT de EN]
FE PO es a US.
Es re a Sree
ADJUSTING
ToS SCREW
Fig. 19 - Positioning No. 3L Injector Rack Control
Lever
|. Speed control lever at the maximum speed position.
2. Stop lever in the run position.
3. Injector fuel control racks in the full-fuel position.
The letters “R” or “L” indicate the injector location in
the right or left cylinder bank as viewed from the rear
of the engine. Cylinders are numbered starting at the
front of the engine on each cylinder bank. Adjust the
No. 3L injector rack control lever first to establish a
guide for adjusting the remaining levers.
|. Remove the clevis pin from the fuel rod and the right
cylinder bank injector control tube lever.
2. Loosen all of the injector rack control lever adjusting
screws and locknuts on both injector control tubes. Be
sure all of the injector rack control levers are free on
the injector control tubes.
3. Move the speed control lever to the maximum speed
position.
4. Move the stop lever to the run position and hold it in
that position. with light finger pressure. Tighten the
adjusting screw of the No. 3L Injector rack control
lever until the injector rack clevis is observed to roll up
or an increase in effort to turn the screwdriver is noted
(Flg. 19). Tighten the screw spproximately 1/8 of a
turn more and lock securcly with the adjusting screw
locknut. This will place the No. 3L injector rack in the
full-fuel position. |
NOTE: Overtightening the injector rack control
lever adjusting screws during installation or
adjustment can result in damage to the injector
control tube. The recommended torque of the
adjusting screws is 24-36 16-м (3-4 Nm).
The above steps should result in placing the governor
linkage and control tube in the respective positions that
they will attain while the engine is running at full load.
5. To be sure of proper rack adjustment, hold the stop
lever in the run position and press down on the injector
rack with a screwdriver or finger tip and note the
“rotating” movement of the injector control rack
(Fig. 11). Hold the stop lever in the run position and,
using a screwdriver, press downward on the injector
control rack. The rack should tilt downward and when
the pressure of the screwdriver is released, the control
rack should “spring” back upward (Fig. 12).
If the rack does not return to its original position, it is
too loose. To correct this condition, loosen the locknut
and turn the adjusting screw clockwise a slight amount
and retighten the locknut.
Page 27
6 Engine Tune-Up
DETROIT DIESEL 53
The setting is too tight if, when moving the speed
control lever from the no-speed to the maximum speed
position, the injector rack becomes tight before the
speed control lever reaches the end of its travel (as
determined by the stop under the governor cover). This
will result in a step-up in effort required to move the
speed control lever to the end of its travel. To correct
this condition, loosen the locknut and turn the adjusting
screw counterclockwise a slight amount and retighten
the locknut.
6. Remove the clevis pin from the fuel rod and the left
bank injector control tube lever.
7. Insert the clevis pin in the fuel rod and the right
cylinder bank injector control tube lever and position
the. No. 3R injector rack control lever as previously
outlined in Step 4 for the No. 3L control lever.
8. Insert the clevis pin in the fuel rod and the left bank
injector control tube lever. Repeat the check on ис
No. 3L and No. 3R injector rack control levers 27
outlined in Step 5. Check for and eliminate any
deflection which may occur at the bend in the fuel rod
where it enters the cylinder head.
9. To adjust the remaining injector rack control levers,
remove the clevis pin from the fuel rods and the injector
control tube levers, hold the injector control racks in the
full-fuel position by means of the lever °n the end of
the control tube and proceed as follows:
a. Tighten the adjusting screw of the No. 2L injector
rack control lever until the injector rack clevis is
observed to roll up or an increase in effort to turn
the screwdriver is noted. Securely lock the
adjusting screw locknut.
0
NOTE: Overtightening of the injector rack
control tube lever adjusting screws during
installation or adjustment can result in damage
to the injector control tube. The recommended
torque of the adjusting screws is 24-36 lb-ft (3-4
Nm).
b. Verify the injector rack adjustment of No. 3L as
outlined in Step 7. If No. 3L does not “spring”
back upward, turn the No. 2L adjusting screw
counterclockwise slightly until the No. 3L injector
rack returns to its full-fuel position and secure the
adjusting screw locknut. Verify proper injector
rack adjustment for both No. 3L and No. 2L
injectors. Turn clockwise or counterclockwise the
No. 2L injector rack adjusting screw until both
No. 3L and No. 2L injector racks are in the full-
fuel position when the locknut is securely
tightened.
c. Adjust the remaining injectors using the procedures
outlined in Step “b” always varifying proper
injector rack adjustment.
Once the No. 3L and No. 3R injector rack control
levers are adjusted, do not try to alter their settings. All
adjustments are made on the remaining control racks.
10. When all of the injector rack control levers are
adjusted, recheck their settings. With the control tube
lever in the full-fuel position, check each control rack
as in Step 5. All of the control racks must have the
same “spring” condition with the control tube lever in
the full-fuel position.
11. Insert the clevis pin in the fuel rods and the injector
control tube levers.
CAUTION: Before starting an engine after an
engine speed control adjustment, or after
removal of the engine governor cover and lever
assembly, the technician must determine that the
injector racks move to the no-fuel position when
the governor stop lever is placed in the stop
position. Engine overspeed will result if the
injector racks cannot be positioned at no fuel
with the governor stop lever. An overspeeding
engine can result in engine damage which could
cause personal injury.
12. Use new gaskets and reinstall the valve rocker
covers.
Adjust Maximum No-Load Speed
All governors are properly adjusted before leaving the
factory. However, if the governor has been recondi-
tioned or replaced, and to ensure the engirre speed will
not exceed the recommended no-load speed as given on
the engine option plate, the maximum no-load speed
may be set as foilows:
Start the engine and after it reaches normal operating
temperature, determine the maximum no-load speed of
the engine with an accurate tachometer. Then, stop the
engine and make the following adjustments, if required.
I. Refer to Fig. 23 and disconnect the booster spring
and the stop lever retracting spring.
2. Remove the variable speed spring housing and the
variable speed spring retainer located inside of the
housing.
Page 28
Via VIEL vo
SPRING Y
HOUSING. O © |
| SPUT O
STOP | O ©
O Cae КР O o
QU
0
| VARIABLE
SHIMS SPRING SOUD SPEED
RETAINER STOP SPRING 12222
Fig. 20 - Location of Shims and Stops
3. Refer to Table 2 and determine the stops or shims
required for the desired full-load speed. A spiit stop can
only be used with a solid stop (Fig. 20).
Stops
Full-Load Speed Shims*
Solid | Split |
1200-2100 1 ] As Required
2100-2500 ] 0 As Required
2500-2800 0 0 As Required
*Maximum amount of shims .325"
TABLE 2
4. Install the variable speed spring retainer and housing
and tighten the two bolts.
5. Connect the booster spring and the stop lever spring.
Start the engine and recheck the maximum no-load
speed.
6. If required, add shims to obtain thc neccessary
operating speed. For each .001”
in shims added, the
cligile tune-up U
operating speed will increase approximately 2 rpm. If
the maximum no-load speed is raised or lowered more
than 50 rpm by the installation or removal of shims,
recheck the governor gap. If readjustment of the
governor gap is required, the position of the injector
racks must be rechecked. Governor stops are used to
limit the compression of the governor spring, which
determines the maximum speed of the engine.
Adjust idle Speed
With the maximum no-load speed properly set, adjust
the idle speed as follows:
1. Place the stop lever in the run position and the speed
control lever in the idle position.
2. With the engine running at: normal operating
temperature, back out the buffer screw to avoid contact
with the differential lever.
x
3. Loosen the locknut and turn the idle speed adjusting
screw until the engine is operating at approximately 15
rpm below the recommended idle speed (Fig. 21). The
recommended idle speed is 550 rpm, but may vary with
special engine applications.
4. Hold the idle speed adjusting screw and tighten the
locknut.
e Aou SPEED
ADJUSTING, ™
SCREW
Fig. 21 - Adjusting Idle Speed
и, BUFFER SCREW ET
й > , + Г. 7 =
i ——— e E
: A УК сви
Fig. 22 - Adjusting Buffer Screw
Page 29
BOOSTER |
— SPRING
\ A > ADJUSTING ES
EYE BOLT
—." +f
/ у
*, EY
E
Fig. 23 - Adjusting Booster Spring
Adjust Buffer Screw
With the engine idle speed properly set, adjust the
buffer screw as follows:
I. With the engine running at normal operating
temperature, turn the buffer screw in so that it contacts
the differential lever as lightly as possible and still
eliminates engine roll (Fig. 22). Do not raise the engine
idle speed more than 15 rpm with the buffer screw.
2. Hold the buffer screw and tighten the locknut.
DETROIT DIESEL 53
Adjust Booster Spring
With the engine idle speed set, adjust the booster spring
as follows:
I. Move the speed control lever to the idle speed
position.
2. Refer to Fig. 23 and loosen the booster spring
retaining nut on the speed control lever. Loosen the
locknuts on the eyebolt at the opposite end of the
booster spring.
3. Move the spring retaining bolt in the slot of the speed
control lever until the center of the bolt is on or slightly
over center (toward the idle speed position) of an
imaginary line through the center of the bolt, lever
shaft and eyebolt. Hold the bolt and tighten the
locknut.
4. Start the engine and move the speed control lever to
the maximum speed position and release it. The speed
control lever should return to the idle speed position. If
it does not, reduce the tension on the booster spring. If
the lever does return to the idle position, continue to
increase the spring tension until the point is reached
where it will not return to idle. Then, reduce the spring
tension until the lever does return to idle and tighten
the locknut on the eyebolt. This setting will result in the
minimum force required to operate the speed control
lever,
5. Connect the linkage to the governor levers.
If the engine is equipped with a supplementory
governing device, adjust it at this time.
Page 30
VEINUII БОЕ! 53
сауне tune-up 0
HYDRAULIC GOVERNOR
INJECTOR RACK CONTROL ADJUSTMENT . IN-LINE ENGINE
Tue hydraulic governor is mounted on the 3-53 and
4-53 engines as shown in Fig. I. The terminal lever
return spring and the fuel rod are attached to an
external terminal shaft lever. The maximum fuel
position of the governor load limit is determined by the
internal governor terminal lever striking against a boss
that projects from the governor cover.
Adjust the a hydraulic governor after adjusting the
“exhaust valve clearance and timing the fuel injectors.
Before proceeding with the governor and injector rack
adjustments, disconnect any supplementary governing
device. On turbocharged engines, the fuel (air box)
modulator lever and roller assembly must be positioned
free from cam contact. After the adjustments are
completed, reconnect and adjust the supplementary
governing device.
Adjust Fuel Rod and Injector Rack Control Levers
1. Adjust the adjusting screws and locknuts on the rear
injector rack control lever to a central or middle
position (Fig. 2).
NOTE: Overtightening the injector rack control
lever adjusting screws during installation or
TERMINAL LE
RETURN SPRI
Fig. 1 - Hydraulic Governor Mounted on Engine
| adjustment can result in damage to the injector
control tube. The recommended torque of the
adjusting screws is 24-36 Ib-in (3-4 Nm).
Check the clearance between the fuel rod and the
cylinder head casting (below the bolt) for at least 1/16”
clearance when the injector rack is in the /ull-fuel
position and the rack adjusting screws are tight. If the
fuel rod contacts the bolt or cylinder head casting,
readjust the screws to obtain the 1/16” clearance.
2. Remove the governor terminal lever return spring.
3. Remove the fuel rod end bearing or ball joint from
the terminal shaft lever and the terminal lever from the
terminal shaft.
4. Place the terminal lever on the terminal shaft so that
the hole for attaching the fuel rod end bearing or ball
joint is in line vertically above the terminal lever shaft
\
y ADJUSTING__—
SCREW
a q 8 | res NUT
A € PE ee, Fr -
Ta Y -*
¿MUI
Ra
Fig. 2 - Adjusting Height of Rack Control Lever
Adjusting Screws
Page 31
a TERMINAL
LEVER
Fig. 3 - Adjusting Length of Fuel Rod
at one half the arc of travel. Do not tighten the
clamping bolt.
S. Hold both the injector rack control tube and the
terminal lever in the full-fuel position and adjust the
length of the fuel rod until the end bearing or bail joint
will slide freely into the hoie of the terminal lever
(Fig. 3). Tighten the locknut to retain the ball joint or
end bearing and the terminal lever clamping bolt
securely. It will be necessary to slide the terminal lever
partially off of the shaft to attach the fuel rod end
bearing or ball joint to the terminal lever.
6. Remove the cievis pin between the fuel rod and the
injector control tube lever. Cover the cylinder head oil
drain back hole, located under the control lever, when
removing the fuel rod clevis pin to prevent its loss and
possible damage to the engine.
7. Manually hold the rear injector in the full-fuel
position with the lever on the injector control tube. Turn
the adjusting screw of the rear injector rack control
lever until the injector rack moves into the full-fuel
position.
Turn the adjusting screw until a slight roll-up on the
injector rack clevis is observed or an increase in effort to
turn the screwdriver is noted, then securely lock the
adjusting screw locknut.
8. Recheck the rear injector fuel rack to be sure that it
has remained snug on the ball end of the rack control
| RETAINING
BOLL
Fig. 4 - Adjusting Droop Bracket
lever while adjusting the adjacent injector. If the rack
of the rear injector has become loose, back off slightly
on the adjusting screw on the adjacent injector rack
control lever. When the settings are correct, the racks of
all injectors must be snug on the ball end of their
respective rack control levers.
9. Position the remaining rack control levers as outlined
in Steps 7 and 8.
10. Insert the clevis pin between the fuel rod and the
injector control tube lever.
11. On governors that have the load limit screw in the
governor cover hold the terminal lever in the full-fuel
position and adjust the load limit screw enough to cause
the injector racks to just become loose on the control
tube levers. This will allow the terminal lever to reach
full travel before the injector racks bottom.
12. Install the terminal lever return spring.
Adjust Speed Droop
The purpose of adjusting the speed droop is to establish
a definite engine speed at no load with a given speed at
rated full load.
The governor droop is set at the factory and further
adjustment should be unnecessary. However, if the
governor has had major repairs, the speed droop should
be readjusted.
The best method of determining the engine speed is
with an accurate hand tachometer.
Page 32
VEINUIL VIESEL 53
Fig. 5 - Adjusting Maximum Engine Speed
If a full-rated load can be established on the engine and
the fuel rod, injector rack control levers and load limit
have been adjusted, the speed droop may be adjusted as
follows:
I. Start the engine and run it at approximately one-half
the rated no-load speed until the lubricating oil
temperature stabilizes. When the engine lubricating oil
is cold, the governor regulation may be erratic. The
regulation should become increasingly stable as the
temperature of the lubricating oil increases.
2. Stop the engine and remove the governor cover.
Discard the gasket.
3. Loosen the locknut and back off the maximum speed
adjusting screw approximately 5/8” (Fig. 5).
4. Refer to Fig. 4 and loosen the droop adjusting boit.
Move the droop bracket so that the bolt is midway
between the ends of the slot in the bracket. Tighten the
bolt.
5. With the throttle in the run position, adjust the
engine speed until the engine is operating at 3% to 5%
above the recommended full-load speed.
6. Apply the full-rated load on the engine and readjust
the engine speed to the correct full-load speed.
7. Remove the rated load and note the engine speed
after the speed stabilizes under no-load. If the speed
Engine tune-Up ©
droop is correct, the engine speed will be approximately
3% to 5% higher than the full-load speed.
if the speed droop 15 too high, stop the engine and again
loosen the droop bracket retaining bolt and move the
droop adjusting bracket IN toward the engine. Tighten
the bolt. To increase the speed droop, move the droop
adjusting bracket OUT, away from the engine.
The speed droop in governors which control engines
driving generators in parallel must be identical,
otherwise, the electrical load will not be equally divided.
Adjust the speed droop bracket in each engine governor
to obtain the desired variation between the engine no-
load and full-load speeds (Table 1).
Full Load | No-Load
52.5 cycles 1050 rpm
62.5 cycles 1250 rpm
52.5 cycles 1575 rpm
62.5 cycles 1875 rpm
50 cycles 1000 rpm
60 cycles 1200 rpm
50 cycles 1500 rpm
60 cycles 1800 rpm
TABLE 1
.
4,
a“
m
-
The recommended speed droop of generator sets
operating in parallel is 50 rpm (2-1/2 cycles) for units
operating at 1,000 and 1,200 rpm and 75 rpm (2-1/2
cycles) for units operating at 1,500 rpm and 1,800 rpm
full load. This speed droop recommendation may be
varied to suit the individual application.
Adjust Maximum No-Load Speed
With the speed droop properly adjusted, set the
maximum no-load speed as follows:
1. Loosen the maximum speed adjusting screw locknut
and back out the maximum speed adjusting screw three
turns.
2. With the engine operating at no load, adjust the
engine speed until the engine is operating at
approximately 8% higher than the rated full-load speed.
3. Turn the maximum speed adjusting screw in lightly
until contact is felt with the linkage in the governor
(Fig. 5).
4, Hold the maximum speed adjusting screw and
tighten the locknut.
5. Use a new gasket and install the governor cover.
Page 33
DETROIT DIESEL 53
6 Engine Tune-Up
INJECTOR RACK CONTROL ADJUSTMENT - 6V-53 ENGINE
.
`
#
LOAD LIMIT —
SCREW |
-
ON SUPPLY F7
TUBE A
ee
a 6.
Fig. 6 - Hydraulic Governor Mounting
The hydraulic governor is mounted between the blower
and the rear end plate (Fig. 6). The vertical control
link assembly is attached to the governor operating
lever and the bell crank lever on the governor drive
housing (Fig. 7).
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor as follows:
i. Disconnect the vertical control link assembly from
the governor operating lever.
2. Loosen all of the injector rack control lever adjusting
screws and locknuts.
3. While holding the bell crank lever on the governor
drive housing in a horizontal (full-fuel) position set the
No. 3 injector rack control levers on each bank to full
fuel.
4. Position the remaining rack control levers to the
No. 3 control levers.
5. Remove the governor cover. Discard the gasket.
OPERATING 4
LEVER
Fig. 7 - Hydraulic Governor Controls
6. To determine the full-fuel position of the terminal
lever, adjust the load limit screw to obtain a distance of
2” from the outside face of the boss on the governor
subcap to the end of the screw.
.
7. Adjust the operating lever (on the governor) so that
it is horizontal, or slightly below (as close as the
serrations on the shaft will permit) when the shaft is
rotated to the full-fuel position, or clockwise when
viewed from the front of the engine.
8. Loosen the locknut and adjust the length of the
vertical link assembly, attached to the bell crank lever,
to match the full-fuel position of the governor operating
lever and the injector rack control levers. This length
should be approximately 6-5/16". Tighten the locknut.
9. With the governor operating lever held in the full-
fuel position, turn the load limit screw ((Fig. 1) inward
until the injector racks just loosen on the ball end of the
control levers, to prevent the injector racks from
bottoming.
10. Release the governor operating lever and hold the
adjusting screw while tightening the locknut.
11. Use new gaskets and reinstall the governor cover
and the valve rocker covers.
Page 34 .
Ucihuil VIEDEL Dd
Engine lune-Up ©
SUPPLEMENTARY GOVERNING DEVICE
ENGINE LOAD LIMIT DEVICE ADJUSTMENT
Engines with mechanical governors may be equipped
with a load limit device to reduce the maximum
horsepower (Fig. 1).
This device consists of a load limit.screw threaded into
a plate mounted between two adjacent rocker arm shaft
brackets and a load limit lever clamped to the injector
control tube.
The load limit device is located between the No. 2 and
No. 3 cylinders of a three or four cylinder engine or
between the No. 1 and No. 2 cylinders of each cylinder
head on a V-type engine. However, when valve rocker
covers with a breather are used, the load limit device 1s
installed between the No. | and No. 2 cylinders on In-
line engines and between the No. 2 and No. 3
cylinders on V-type engines to avoid interference with
the rocker cover baffles.
When properly adjusted for the maximum horsepower
desired, this device limits the travel of the injector
control racks and thereby the fuel output of the
injectors.
Adjustment
After the engine tune-up is completed, make sure the
load limit device is properly installed (Fig. 1). Make
LOAD LIMIT SCREW ADJUSTING SCREW
PLATE
LOAD LIMIT
SCREW SETTING
| LOAD LIMIT
SCREW
LOCKNUT O
CLAMP
ne BOLTS
FULL “UEL
POSITION
LOAD LIMIT LEVER
INJECTOR RACK
CONTIOL TUBE
LOAD LIMIT
‚EVER
N
MARKINGS ON
+ ADJUSTING
[SCREW PLATE
11732
ui
Fig. 1 - Engine Load Limit Device
sure the counterbores in the adjusting screw plate are
up. The rocker arm shaft bracket bolts which fasten the
adjusting screw plate to the brackets are tightened to
50-55 1b-ft (68-75 Nm) torque. Then, adjust the load
limit device, on each cylinder head, as follows:
1. Loosen the load limit screw locknut and remove the
screw.
2. Loosen the load limit lever clamp bolts so the lever is
free to turn on the injector rack control tube.
3. With the screw out of the plate, adjust the load limit
screw locknut so the bottom of the locknut is 7/8” from
the bottom of the load limit screw for the initial setting
(Fig. 1).
4. Loosen the load limit lever clamp bolts so that the
lever is free to turn on the injector rack control tube.
5. Thread the load limit screw into the adjusting screw
plate until the locknut bottoms against the top of the
plate.
6. Hold the injector rack control tube in the full-fuel
position and place the load limit lever against the
bottom of the load limit screw. Then, tighten the load
limit lever clamp boits.
7, Check to ensure that the injector racks will just go
into the /u/l-fuel position -- readjust the load limit lever
if necessary.
8. Hold the load limit screw to keep it from turning,
then set the locknut until the distance between the
bottom of the locknut and the top of the adjusting screw
plate corresponds to the dimension (or number of turns)
stamped on the piate. Each full turn of the screw equals
042”, ог .007” Гог each flat on the hexagon head.
NOTE: If the plate is not stamped, adjust the
load limit screw while operating the engine on a
dynamometer test stand and note the number of
turns required to obtain the desired horsepower.
Then, stamp the plate accordingly.
9. Thread the load limit screw into the plate until the
locknut bottoms against the top of the plate. Be sure
the nut turns with the screw.
10. Hold the load limit screw to keep it from turning,
then tighten the locknut to secure the setting.
Page 35
6 Engine Tune-Up
DETROIT DIESEL 53
THROTTLE DELAY MECHANISM ADJUSTMENT
The throttle delay mechanism is used to retard full-fuel
injection when the engine is accelerated. This reduces
exhaust smoke and also helps to improve fuel economy.
The throttle delay mechanism (Fig. 2) is installed
between the No. 1 and No. 2 cylinders on three
cylinder engines, between the No. 2 and No. 3
cylinders on four cylinder engines, or between the
No. 1 and No. 2 cylinders on the right- bank cylinder
head of V-type engines. It consists of a special rocker
arm shaft bracket (which incorporates the throttle delay
cylinder), a piston, throttle delay lever, connecting link,
oil supply plug, ball check valve and U-bolt.
Install the throttle delay lever assembly on the injector
control tube with the legs inward (Fig. 2). A backward
installation (legs outward) can result in a binding
condition between the lever and the valve cover and
possible loss of injector fuel control. Adjust the lever to
obtain a leg width of 1.43” +.03” (Fig. 3) to prevent
binding.
Adjust the current throttle delay lever assembly by
loosening or tightening the screw and nut in the lever to
obtain a width of 1.43” +.03” between the lever legs
(Fig. 3). This dimension is required to prevent the lever
from binding with the link.
A yield lever and spring assembly replaces the standard
lever and pin assembly on the rear end of the injector
© ROCKER ARM SHAFT THROTTLE DELAY
BRACKET WITH THROTTLE LEVER
DELAY CYLINDER
OIL SUPPLY OIL
ORIFICE RESERVOIR
7
И
CON 7) / |_—U-BOLT
7 À | CON
AGATE “use
ONFICEÑ ZA “SS
ZN Cas
La [ii Mie
CHECK AW NF
VALVE CZ77 A
mn
THROTTLE DELAY PISTON LINK CYLINDER HEAD
Fig. 2 - Throttle Delay Cylinder
SCREW LEVER NUT
€
| |
4 1.43 >
*.03 12014
Fig. 3 - Throttie Delay Lever Assembly
control tube on In-line engines (Fig. 4). A yield lever
replaces the standard operating lever in the governor of
the 6V-53 engine (Fig. 5).
Operation
Oil is supplied to a reservoir above the throttle delay
cylinder through a special plug in the drilled oil passage
in the rocker arm shaft bracket (Fig. 2). As the injector
racks are moved toward the no-fuel position, free
movement of the throttle delay piston is assured by air
drawn into the cylinder through the ball check valve.
INJECTOR SPRING
7
YIELD
LEVER
11725
Fig. 4 - Throttle Delay Yield Lever (In-Line Engine)
Page 36
м саван DI
OPERATING SHAFT BUFFER SCREW | DIFFERENTIAL LEVER
- = me
—
GOVERNOR
HOUSING
GAP
ADJUSTING
YIELD LEVER ASSEMBLY 5440 SCREW
SPRING OPERATING AND THROTTLE DELAY
Fig. 5 - Throttle Delay Yield Lever (6V Engine)
Further movement of the piston uncovers an opening
which permits oil from the reservoir to enter the
cylinder and displace the air. When the engine is
accelerated, movement of the injector racks toward the
full-fuel position is momentarily retarded while the
piston expels the oil from the cylinder through a .016”
orifice. To permit full accelerator travel, regardless of
the retarded injector rack position, a spring loaded yield
lever or link assembly replaces the standard operating
lever connecting link to the governor.
Inspection
To inspect the check valve, fill the throttle delay
cylinder with diesel fuel oil and watch for check valve
leakage while moving the engine throttle from the idle
position to the full-fuel position. If more than a drop of
leakage occurs, replace the check valve.
Adjustment
Whenever the injector rack control levers are adjusted,
disconnect the throttle delay mechanism by loosening
the U-bolt which clamps the lever to the injector control
tube. After the injector rack control levers have been
сиу 1UNE-UPp U
LA
a.
EE
ASE 13
т PISTON AND
ur
Fig. 6 - Adjusting Throttle Delay Cylinder
positioned, the throttle delay mechanism must be
readjusted. With the engine stopped, proceed as follows:
I. Refer to Fig. 6 and insert gage J 23190 (.454”
setting) between the injector body and the shoulder on
the injector rack. Then, exert a light pressure on the
injector control tube in the direction of full fuel.
2. Align the throttle delay piston so it is flush with the
cdge of the throttle delay cylinder.
3. Tighten the U-bolt on the injector control tube and
remove the gage.
4. Move the injector rack from the no-fuel to the full-
fuel position to make sure it does not bind.
MECHANICAL GOVERNOR SHUTDOWN SOLENOID ADJUSTMENT
When a governor shutdown solenoid is used on an
engine equipped with a mechanical governor, the
governor stop lever must be properly adjusted to match
the shutdown solenoid plunger travel.
The solenoid plunger can be properly aligned to the
governor stop lever as follows:
|. Remove the bolt connecting the rod end eye (variable
speed governor), or the right angle clip (limiting speed
governor) to the stop lever (Figs. 7 and 8). Align and
clamp the lever to the shutdown shaft in such a way
that, at its mid-travel position, it is perpendicular to the
solenoid plunger. This assures that the linkage will
travel as straight as possible. The solenoid plunger has
Page 37
6 Engine Tune-Up
SOLENOID
PLUNGER
CLAMPING R ND
BOLT OD E EYE
STOP
1/2 TRAVEL
MID POSITIONE Y Y
SHUTDOWN
SHAFT 115978
CLEARANCE 1/732" MIN
Fig. 7 - Typical Variable Speed Governor Lever
Position
available 1/2” travel which is more than adequate to
move the injector control racks from the full-fuel to the
complete no-fuel position and shutdown will occur prior
'to attaining complete travel.
2. With the stop lever in the run position, adjust the rod
end eye or right angle clip for minimum engagement on
the solenoid plunger when the connecting bolt is
installed. The oversize hole in the eye or clip will
thereby permit the solenoid to start closing the air gap,
with a resultant build-up of pull-in force prior to
initiating stop lever movement.
DETROIT DIESEL 53
CLEARANCE 1/32" MIN.
SHUTDOWN RUN
SHAFT
MT 1/2" TRAVEL BOLT
MID POSITION
[=a CLIP STOP
TJ stop LEVER
LOCK NUT
CLAMPING
BOLT
С 115988
SOLENOID
a Eb
Fig. 8 - Typical Limiting Speed Governor Lever
Position
3. The bolt through the rod end eye or the right angle
clip shouid be locked to the stop lever and adjusted to a
height that will permit the eye or clip to float vertically.
The clearance above and below the eye or clip and the
bolt head should be approximately 1/32” minimum.
The locknut can be either on tip of or below the stop
lever.
4. Move the lever to the stop position and observe the
plunger for any possible bind. If necessary, loosen the
mounting bolts and realign the solenoid to provide free
plunger motion.
FUEL MODULATOR ADJUSTMENT
The fuel modulator (Fig. 9), used on turbocharged
engines, maintains the proper fuel to air ratio in the
lower speed ranges where the mechanical governor
would normally act to provide maximum injector
output. It operates in such a manner that, although the
engine throttle may be moved into the full-speed
position, the injector racks cannot advance to the full-
Juel position until the turbine speed is sufficient to
provide proper combustion.
The fuel modulator will reduce exhaust smoke and also
will help to improve fuel economy. The modulator
mechanism is installed between the No. 1 and No. 2
cylinders.
A fuel modulator consists of a cast housing containing a
cylinder, piston, cam and calibrated spring mounted on
the cylinder head (see Table 1). A lever and roller
which controls the injector rack is connected to the
injector control tube. Tubes run from the air box to the
housing to supply pressure to actuate the piston.
The modulator tells the fuel system how much fuel the
engine can efficiently use based on air box pressure.
FUEL MODULATING SPRING IDENTIFICATION
COLOR CODE LOAD RATE
Pink Stripe 5.61 + 1.5 Lbs. 6.00 Lbs.
E 1.125 Length Per Inch.
Green Stripe 26.9 + 1.34 Lbs. 18.25 Lbs.
@ .65 Length Per Inch.
None 28.25 + 1.4 Lbs. 16.25 Lbs.
E .65 Length Per inch.
TABLE |
Page 38
мыза DViLoclL od
Ныне завет р Y
— CAM HOUSING
LEVER SPRING
+
f
+
a | SN
NES NN
ROLLER
CYLINDER
PISTON AIR BOX
SUPPLY
LEVER
MODULATOR MECHANISM L-S878
Adjust Fuel Modulator
After completing the injector rack control lever and
governor adjustment, adjust the fuel modulator, with
the engine stopped, as follows:
|. Insert the proper gage between the injector body and
the shoulder on the injector rack (See Table 2).
Fig. 9 - Typical Fuel Modulator Assembly
Increased air box pressure forces the piston and cam
out of the cylinder bore allowing the rack to move
toward full fuel. The spring is calibrated to the
individual engine model air box pressure characteristics.
Whenever the fuel injector rack control levers are
adjusted, the fuel (air box) modulator lever and roller
assembly must first be positioned free of cam contact.
This is done by loosening the clamp screw.
Inspection
At major repair or overhaul, inspect the roller and
piston outer diameter and the cylinder bore inner
diameter for wear. Also, inspect the operating surface,
the lever roller, the roller pins at the cam pivot and the
cam attachement to the piston.
The piston outer ®iamter must not be less than 1.6555”
and the cylinder bore inner diameter must not be more
than 1.6605”.
TOOL NO. DIM. USAGE
328779 ‚365 4-53Т Truck/5A55 injectors.
J28779 365 4-537 Truck/5A60 injectors
except California
J28779 365 6V-53T Marine/5N65
injectors.
J9509 ‚404 4-53T Truck/SA60 injectors
California only.
J9509 .404 4-53T Truck/No6$5 injectors.
TABLE 2
2. Position the governor speed control lever in the
maximum speed position and the governor run stop
lever in the run position.
.
3. Rotate the air box modulator lever assembiy and
clamp on the injector control tube until the lever roller
contacts the modulator cam with sufficient force to take
up the pin clearance.
4. Check to make sure only the roller contacts the cam
and not the lever stamping. Tighten the lever and clamp
screw.
5. Remove the gage from between the injector body and
the shoulder on the injector rack.
Page 39
НС VITEL DU
Jenin /
STORAGE
PREPARING ENGINE FOR STORAGE
When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine, transmission and other parts from rust
accumulation and corrosion. The parts requiring
attention and the recommended preparations are given
below.
И will be necessary to remove all rust or corrosion
completely from any exposed part before applying a
rust preventive compound. Therefore, it is recommended
that the engine be processed for storage as soon as
possible after removal from operation.
The engine should be stored in a building which is dry
and can be heated during the winter months. Moisture
absorbing chemicals are available commercially for use
when excessive dampness prevails in the storage area.
TEMPORARY STORAGE (30 days or less)
To protect an engine for a temporary period of time,
proceed as follows:
I. Drain the engine crankcase.
2. Fill the crankcase to the proper level with the
recommended viscosity and grade of oil. |
3. Fill the fuel tank with the recommended grade of
fuel oil. Operate the engine for two minutes at 1,200
rpm and no load. Do not drain the fuel system or the
crankcase after this run.
4. Check the air cleaner and service it, if necessary, as
outlined under Air System - Section 2.
S. If freezing weather is expected during the storage
period, add an ethylene glycol base antifreeze solution
in accordance with the manufacturer’s recommenda-
tions. Drain the raw water system and leave the drain
cocks open.
6. Clean the entire exterior of the engine (except the
electrical system) with fuel oil and dry it with
compressed air.
7. Seal all of the engine openings. The material used for
this purpose must be waterproof, vaporproof and possess
sufficient physical strength to resist puncture and
damage from the expansion of entrapped air.
An engine prepared in this manner can be returned to
service in a short time by removing the seals at the
engine openings, checking the engine coolant, fuel oil,
lubricating oil, transmission and priming the raw water
pump, if used.
EXTENDED STORAGE (more than 30 days)
I. Drain the cooling system and flush with clean, soft
water. Refill with clean, soft water and add a rust
inhibitor to the cooling system (refer to Corrosion
Inhibitor under Coolant Specifications - Section 5).
2. Remove, check and recondition the injectors, if
necessary, to make sure they will be ready to operate
when the engine 1s restored to service.
3. Reinstall the injectors in the engine, time them and
adjust the exhaust valve clearance.
4. Circulate the coolant by operating the engine until
normal operating temperature is reached.
5. Stop the engine.
6. Drain the engine crankcase, then reinstall and tighten
the drain plug. Install new lubricating oil filter elements
and gaskets.
7. Fill the crankcase to the proper level with a 30-
weight preservative lubricating oil MIL-L-21260C,
Grade 2.
8. Drain the engine fuel tank. Refill with enough clean
No. 1 diesel fuel or pure kerosene to permit the engine
to operate for about ten minutes. If it isn’t convenient to
drain the fuel tank (i.e., marine) use a separate portable
supply of the recommended fuel.
NOTE: If engines in vehicles or marine units are
stored where condensation of water in the fuel
tank may be a problem add pure, waterless
isopropyl alcohol (isopropanol) to the fuel at a
ratio of one pint to 125 gallons of fuel, or .010%
Page 1
Storage
by volume. Where biological contamination of
fuel may be a problem, add a biocide such as
Biobor JF, or equivalent, to the fuel. When
using a biocide,. follow the manufacutrer's
concentration recommendations.
9. Drain and disassemble the fuel filter and strainer.
Discard the used elements and gaskets. Fill the cavity
between the element and shell with No. 1 diesel fuel or
pure kerosene, and reinstall on the engine. If spin-on
fuel filters and strainers are used, discard the used
cartridges, fill the new ones with No. 1 diesel fuel or
pure kerosene and reinstall on the engine.
10. Operate the engine for five minutes to circulate the
clean fuel oil throughout the engine.
ll. Refer to Air System in Section 2 and service the air
cleaner.
12. MARINE GEAR
a. Drain the oil completely and refill with clean oil of
the recommended grade and viscosity. Remove and
clean or replace the strainer and filter element.
The performance of Step b is not necessary on
torque converter units.
b. Start and run the engine at 600 rpm for ten
minutes to coat all of the internal parts of the
marine gear with clean oil. Engage the clutches
alternately to circulate clean oil through all of the
Moving parts.
13. TORQMATIC CONVERTER
a. Start and operate the engine until the temperature
of the converter oil reaches 150° F (66° C).
b. Stop the engine, remove the converter drain plug
and drain the converter.
c. Remove the filter element.
d. Start the engine and stall the converter for twenty
seconds at 1,000 rpm to scavenge the oil from the
converter. Due to lack of lubrication, do not
exceed the twenty (20) second limit.
e. Install the drain plug and a new filter element.
f. Fill the converter to the proper operating level with
a commercial preservative oil which meets
Government = Specifications MIL-L-21260C.,
Grade 2. Oil of this type is available from the
major oil companies.
g. Start the engine and operate the converter for at
least ten minutes at a minimum of 1,000 rpm.
DETROIT DIESEL 53
Engage the clutch, then stall the converter to raise
the oil temperature to 225% F (107% C). Do not
allow the oil temperature to exceed 225° Е
(1079 C). If the unit does not have a temperature
gage, do not stall the converter for more then thirty
(30) seconds.
h. Stop the engine and allow the converter to cool to a
temperature suitable to the touch.
i. Seal the breather and all of the exposed openings
with moisture proof tape.
J. Coat all exposed, unpainted surfaces with preserv-
ative grease. Position all of the controls for
minimum exposure and coat them with grease. The
cxternal shafts, flanges and seals should also be
coated with grease.
14. POWER TAKEOFF
a. Use an all purpose grease such as Shell Alvania
No. 2, or equivalent, and lubricate the clutch
throwout bearing, clutch pilot bearing, drive shaft
main bearing, clutch release shaft and the outboard
bearings (if so equipped).
b. Remove the inspection hole cover on the clutch
housing and lubricate the clutch release lever and
link pins with a hand oiler. Avoid getting oil on the
clutch facing.
c. If the unit is equipped with a reduction gear, drain
the gear box and flush with light engine oil. If the
unit is equipped with a filter, clean the shell and
replace the filter element. Refill the gear box to the
proper level with the grade of oil indicated on the
name plate.
15. TURBOCHARGER
Since turbocharger bearings are pressure lubricated
through the external oil line leading from the engine
cylinder block while the engine is operating, no further
attention is required. However, the turbocharger air
inlet and turbine outlet connections should be sealed off
with moisture resistant tape.
16. Apply a non-friction rust preventive compound to
all exposed parts. If convenient, apply the rust
preventive compound to the engine flywheel. If not,
disengage the clutch mechanism to prevent the clutch
disc from sticking to the flywheel.
NOTE: Do not apply oil, grease or any wax base
compound to the flywheel. The cast iron will
absorb these substances which can “sweat” out
during operation and cause the clutch to slip.
17. Drain the engine cooling system.
Page 2
77
мам нано DY
Lut aye
18. Drain the preservative oil from the engine
crankcase. Reinstall and tighten the drain plug.
19. Remove and clean the battery and battery cables
with a baking soda-water solution and rinse them with
fresh water. Do not allow the soda solution to enter the
battery. Add distilled water to the electrolyte, if
necessary, and fully charge the battery. Store the
battery in a cool (never below 32° F or 0° C) dry place.
Keep the battery fully charged and check the level and
the specific gravity of the electrolyte regularly.
20. Insert heavy paper strips between the pulleys and
belts to prevent sticking.
21. Seal all engine openings, including the exhaust
outlet, with moisture resistant tape. Use cardboard.
plywood or metal covers where practical.
22. Clean and dry the exterior painted surfaces of the
engine and spray with a suitable liquid automobile body
wax, a synthetic resin varnish or a rust preventive
compound.
23. Protect the engine with a good weather-resistant
tarpaulin and store it under cover, preferably in a dry
building which can be heated during the winter months.
Detroit Diesel Allison does not recommend the outdoor
storage of engines (or transmissions). Nevertheless,
DDA recognizes that in some cases outdoor storage
may be unavoidable. If units must be kept out-of-doors,
follow the preparation and storage instructions already
given. Protect units with quality, weather-resistant
tarpaulins (or other suitable covers) arranged to provide
air circulation.
NOTE: Do not use plastic sheeting for outdoor
storage. Plastic is fine for indoor storage. When
used outdoors, however, enough moisture can
‚condense on the inside of the plastic to rust
ferrous metal surfaces and pit aluminum
surfaces. If a unit is stored outside for any
extended period of time, severe corrosion damage
can result.
The stored engine should be inspected periodically. If
there are any indications of rust or corrosion, corrective
steps must be taken to prevent damage to the engine
parts. Perform a complete inspection at the end of one
year and apply additional treatment as required.
+
„^^
>>
PROCEDURE FOR RESTORING AN ENGINE TO SERVICE WHICH HAS BEEN
IN EXTENDED STORAGE
I. Remove the covers and tape from all of the openings
of the engine, fuel tank and electrical equipment. Do
not overlook the exhaust outlet.
2. Wash the exterior of the engine with fuel oil to
remove the rust preventive.
3. Remove the rust preventive from the flywheel.
4. Remove the paper strips from between the pulleys
and the belts.
5. Remove the drain plug and drain the preservative oil
from the crankcase. Reinstall the drain plug. Then,
refer to Lubrication System in the Operating
Instructions (Section 4) and fill the crankcase to the
proper level, using a pressure prelubricator, with the
recommended grade of lubricating oil.
6. Fill the fuel tank with the fuel specified under Fuel
Specifications in Section 5.
7. Close all of the drain cocks and fill the engine cooling
system with clean soft water and a rust inhibitor. If the
engine is to be exposed to freezing temperatures, fill the
cooling system with an ethylene glycol base antifreeze
solution (see Coolant Specifications in Section 3).
8. Install and connect the battery.
9. Service the air cleaner as outlined under Air System
in Section 2.
10. POWER GENERATOR
Prepare the generator for starting as outlined under
Operating Instructions in Section 4.
11. MARINE GEAR
Check the Marine gear; refill it to the proper level, as
necessary, with the correct grade of lubricating oil.
12. TORQMATIC CONVERTER
a. Remove the tape from the breather and all of the
openings.
b. Remove all of the preservative grease with a
suitable solvent.
c. Start the engine and operate the unit until the
temperature reaches 150° F (66° C). Drain the
preservative oll and remove the filter. Start the
engine and stall the converter for twenty (20)
seconds at 1,000 rpm to scavenge the oil from the
Page 3
Md DEA aa . ET
Storage
converter. A torgmatic converter containing
preservative oil should only be operated enough to
bring the oil temperature up to 150° F (66° C).
d. Install the drain plug and a new filter element.
e. Refill the converter with the oil that is recom-
mended under Lubrication and Preventive Mainte-
nance in Section 5.
13. POWER TAKEOFF
Remove the inspection hole cover and inspect the clutch
release lever and link pins and the bearing ends of the
clutch release shaft. Apply engine oil sparingly, if
necessary, to these areas.
DETROIT DIESEL 53
14. TURBOCHARGER
Remove the covers from the turbocharger air inlet and
turbine outlet connections. Refer to the lubricating
procedure outlined in Preparation for Starting Engine
First Time in Section 4.
15. Before subjecting the engine to a load or high speed,
it is advisable to check the engine tune-up. After all of
the preparations have been completed, start the engine.
The small amount of rust preventive compound which
remains in in the fuel system will cause a smoky
exhaust for a few minutes.
Page 4
WIRE Nn rr, J. aggre a o = a Fee Ep En AO A 6 E E A
TE FACTS UM TE Es PET fl A Rl TE —] E
8 Built-In Parts Book DETROIT DIESEL 53
Progress in industry comes at a rapid pace. In order for the
“engine manufacturer to keep pace with progress he needs a
versatile product for the many models and arrangements of
accessories and mounting parts needed to suit a variety of
equipment. In addition, engine refinements and improvements
are constantly being introduced. All of this dynamic action
must be documented so that the equipment can be serviced if
and when it’s needed. 1t is fully documented in the manufac-
turer’s plant and in dealer Parts Departments with Master
Files and adequate supporting records. But, what about YOU
the user of this equipment? You have neither the time nor the
inclination to ferret out specific part number data. What is
the answer? — It is Detroit Diesel’s exclusive BUILT-IN
PARTS BOOK which is furnished with each engine. It takes
the form of an “Option Plate” mounted on the rocker cover
of the engine. With it, ordering parts becomes as simple as
A, B, C. You have mercly to provide the Dealer with...
À. The "Model" number B. The “UNIT” number C. The “TYPE” number
* ' > 8 e
o 0 74” ¢ .
1 9 8 ’
) 3 *
¢ Г
8 : > ,
J a e
8 9 |. 1219
9 8 HA | ,
e
3008046 si 9 ele ° Q °
C. B. À.
From that much information, the dealer with his complete
records on all engine models, can completely interpret your
parts requirements.
Page 2
ei Ii VU SIE TEE ON J
What is this “built-in” book? It is a photo etched alumi-
num option plate that fits into a holding channel on the
engine rocker cover.
1 Û «18%.
1 , || 8 » 50 @
al
. *
' | a
+ » x a
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.
"8 i $ 1 o E
1 s !
ve LE
Ô его a .
SHOWN IN COLUMNS, the type numbers and equipment descriptions rep-
resent specific groups of functionally related parts installed on the engine as
optional equipment. The components making up these groups are found in the
parts catalog microfiche under the “type” number of the appropriate equipment
category.
The engine unit and model numbers appear at the bottom of the plate, as
shown on the preceding page, along with the governed maximum rpm, no-load
setting, and engine timing. >
Page 3
8 Built-In Parts Book
DETROIT DIESEL 53
All engine components are divided into groups of functionally related parts. A complete
listing of the twelve major groups and their many subgroups is shown below.
… 9.1000A
3. 0000 AIR SYSTEM : 7
3.1000A Air Cleaner and/or Adaptor 9.3000A Power Transfer Gear - ... 7
—- 3.2000A Air Silencer 9.4000 Transmission-Highway -” в а
3.3000A Air Inlet Housing 9.7000 Tranemission-Of-highway.. ;
3.4000 Blower . В
3.4000A. Blower Drive Shaft -10.0000 SHEET METAL —... ; ES ne
3.5000A . Turbocharger 10.1000A Engine Hood :: 7 cu Pt
E e
. -
3. 0000 TRANSMISSION AND PROPULSION.
3
GROUP NOMENCLATURE a
74
Y
1.0000 ENGINE (less major assemblies) 5.0000 COOLING SYSTEM =
1.1000 Cylinder Block 5.1000 Fresh Water Pump | 3
1.1000A Air Box Drains 5.1000A Fresh Water Pump Cover =
1.2000 Cylinder Head 5.2000A Water Outlet Manifold and/or Elbow +
1.2000A Engine Lifter Bracket 3.2000B Thermostat 3
1.3000 Crankshaft 5.2000С Water By-pass Tube €
1.3000A Crankshaft Front Cover 5.3000A Radiator я
1.3000B Vibration Damper 5.30008 Water Connections | A
1.3000 Crankshaft Pulley 5.4000A Fan | К
1.30000 Crankshaft Pulley Belt 5.4000B Fan Shroud | :
1.4000A Flywheel 9.5000A Heat Exchanger or Keel Cooling
1.5000A Flywheel Housing 5.6000A Raw Water Pump: ai
1.5000B - Flywheel Housing Adaptor 5.7000A Water Filter. . CL on
1.6000 Connecting Rod and Piston ny Че.
1.7000 - Camshaft and Gear Train 6.0000 EXHAUST SYSTEM = 4
1.7000A Balance Weight Cover 6.1000A Exhaust Manifold * 3
1.7000B Accessory Drive 6.2000A Exhaust Mutfler and/or Connections “ Re
1.8000 У { Mechanism -
1.8000A Rocker Cover Or Operating ‚ 1.0000 ELECTRICAL INSTRUMENTS
Ne 7.1000A Battery Charging Generator
y ’ 7.2000B Automatic ne
- 7.3000A Starting Motor.
4.0000 FUEL SYSTEM =. — 7.4000A Instruments la
2.1000A Fuel Injector 1.40008 Tachométer Drive -
2.2000 Fuel Pump 7.4000C Shut-off or Alarm System .
2.2000A Fuel Pump Drain 1.5000A Power Generator EE x
2.3000A Fuel Filter 7.6000A Control Cabinet o ES .. NA
2.4000 Fuel Manifold and/or Connections . 7.7000A Wiring Harness CO Re g
2.5000A Fuel Lines 7.8000A Air Heater - + AK
2.6000A Fuel Tank ee LE if
2.7000A Mechanical Governor 8.0000 POWER TAKE-OFF . - a 3
- 2.B000A. Hydraulic Governor 8.1000A Power Take-off for Ciuten” E
2.9000 . Injector Controls 8.3000A Torque Converter... on Das a ro 22 ВУ
’ ont can Ч e um}
Hydraulic Marine Gear: Aug pen
‘11.0000 ENGINE MOUNTING ~ ”'
4,0000 LUBRICATING SYSTEM
11.1000A Engine Mounting and Base ~~
to 7 Ea A a a LE 5
СОРРИ са © . CA Fer" 4 : PL A ut = ri Ta a
LE a . TE Tm .. KE E ] . A. A = Sol
1 a Fea ~ >} «. + éme vais + = a Ta
Fo a J kt YA Зы pa a. CO =
12.0000 MISCELLANEOUS
4.1000A Oil Pump
4.10008 Oil Distribution System 12.2000A Bilge Pump —
4.1000C Oil Pressure Regulator 12.3000A Vacuum Pump a
4.2000A Oil Filter | 12.4000A Air Compressor A
4.3000A Oil Filter Lines 12.5000A Hydraulic Pump. . LH
4.4000A Oil Cooler 12.6000A Gasoline Starter -
4.5000A Oil Filler 12.6000B Air Starter
4.6000A Dipstick 12,6000C Cold Weather Starting Aid =. - 1
4.7000A Oil Pan 12.6000D Hydraulic Starter с
4.80004 Ventilating System 12. 6000E Hydraulic Starter Accessories. ESS
DE CE
Page 4
Jia
- Within each of these subgroups, various designs of similar
- equipment are categorized as “Types” and identified by a Type
Number.
7 ze ee +.
+ ` 7. .
: 2 Ls Ae tees
- " -
Ted, !
+ -
a чл op > < i Eee.
The Distributor/Dealer has an Index for each engine model.
- The Index lists all of the “Standard” and “Standard Option”
equipment for that model.
"a
DETROL. DIESEL 53 MPC
ti
a A У"; + 4
pt ober} Na “a Ia
=
* ene - — +.
* а +
+
RE NE
Ela
LE +
wali
5063-5000 (RA)
5 поле!” STANDARD AND STANDARD OPTION EQUIPMENT
= EA - GROUP —. -——.
Te NETO | GROUP NAME NO. TYPE.
‚ CYLINDER BLOCK....... ea aa ia era renace ren rare aereo 1.1000 - 31
AIR BOX DRAINS................00 00000 ea aa de nana ae PS 1.1000A - 62--
+. СУЦМОЕВ НЕАР (4 МАМУЕ)..........ннееннннннне ные еее ннно: 1.2000 .:.-.. 26:
"ENGINE LIFTER BRACKET.......... ВЕ В 1.2000A - — : --44 +
RANK SHAFT LL a 1.3000 44 :
+ CRANKSHAFT FRONT COVER... 11111200 La ana eee nn re 1.3000A ..: 65:
“1 CRANKSHAFT PULLEY (2 GROOVES).................0000000000iriae TE nena 1.3000€ * 171
| CRANKSHAFT PULLEY BELT. aer arar aerea area roorer o ara ea 1.30000 121
FLYWHEEL sc os imo ce ve eee 1.4000A 328.‘
FLYWHEEL HOUSING (SAE #3) VPN 1.5000A . . 350 :
i CONNECTING ROD AND PISTON... ii ieee 1.6000 ... ~ 68 ..
+ CAMSHAFT AND GEAR TRAIN... oe eee, 1.7000 .. 35
VALVE OPERATING MECHANISM... ......L.LL LL LL cee 1.8000 -- © “- 33
ROCKER COVE Ro. ttt ott ee ee i 1.8000A 64
FUEL INJECTOR NBO. ote eee ee . 2.1000A - 74
FUEL PUMP... AAA AAA NA AA NA A a ee aa aa ‚| 2.2000 73
FUEL FILTER oo e ere ae AA a ercer aa aora 2.3000A 358
- FUEL MANIFOLD CONNECTIONS o.oo ie eee eee, 2.4000 48
O FUEL-LINES......:..... RE ea 2.5000A 786
GOVERNOR—- MECHANICAL. 21.210100 0 40 Le AL aan nana aa a ae aan eee 2.7000A 514
NOTE The Distributor ‘Dealer uses his model index to inter-
pret the standard equipment. The plate, therefore, lists only
the non-standard or choice items.
So, from the plate, give the dealer the
A—Model No.
B—Unit No.
*C— Type No.
*(1f not shown, indicate “NONE”, The dealer knows the
"standard" for the model).
Page 5
8 Built-In Parts Book
DETROIT DIESEL 53
FOP READY REFERENCE, Transfer the information on the Option Plate to this record.
MODEL NO._— UNIT NO.
EQUIPMENT TYPE EQUIPMENT TYPE EQUIPMENT TYPE
Engine Base Water Bypass Tube Battery Chrg. Generator
Engine Lifter Brkt. Thermostat Starter
Flywheel Housing Water Filter Hyd. Starter Acces.
Vibration Damper
Flywheel
Flywheel Hsg. Adptr.
Oil Pan
Oil Pump
Oil Distribution
Dipstick
Oil Pan Drain Tube
Oil Filler Tube or Cap
Oil Cooler
Oil Filter
Oil Lines
Ventilating System
Crankshaft Cover
Balance Wgt. Cover
Fan
Crankshaft Pulley
Crankshaft Pulley Bett
Fan Shroud
Water Connections
Water Pump Cover
Water Manifold
Exhaust Manifold
- Air Cleaner or Silencer
Fuel Pump
Injector
Blower
Blower Drive Shaft
Fuel Filter
Fuel Lines
Air Inlet Housing
Alarm or Shutoff
Overspeed Governor
Throttle Controls
Injector Controls
Governor Mech or Hyd
Engine Mounts
Power Take-off
Hydraulic Pump
Air Compressor
Camshaft & Gear Train
Starting Aid
Marine Gear
Torque Converter
Torque Converter Lines
Muffler & Conn.
Engine Hood
Wiring Harness
instruments
Tach. Drive
Radiator
Heat Ex. or Keel Cooling
Raw Water Pump
Power Generator
Control Cabinet
Cylinder Head
Conn Rod & Piston
Valve Mechanism
Fuel Manifold Conn
Rocker Cover
Accessory Drive
OTHER USEFUL INFORMATION:
Each fuel and lube oil filter on your engine has a decal giving the
service package part number for the element. It is advisable to have
your own personal record of these part numbers by filling in the
chart provided below:
LOCATION
Fuel Filter
PACKAGE PART NO.
Lube Qi Filter Full-Flo
Lube Oil Filter By-Pass*
*Not Standard
AIR CLEANER
If dry-type, indicate make and number of filter element:
Wet type, indicate capacity
gts.
Page 6
A da PANZA Lits mr tu ke AA
PLUG BOLT SEAL RING INJECTOR HOLE TUBE
BOLT —
> Or WASHER
CYLINDER HEAD > 02.
CRANKSHAFT PULLEY DRIVE GEAR EL TIMING GEAR
BOLT
RETAINER OIL SEAL
REAR OiL
BEARING CAP | SEAL
| :
BOLT WASHER
o CRANKSHAFT
Page 7
DETROIT DIESEL 53
8 Built-In" Parts Book
NUT NOT SOLD OIL CONTROL PISTON COMPRESSION
SEPARATELY RING
CONNECT
ROD
SEAL
NUT
BEARING SHELL
ING
CONNECTING ROD, PISTON AND LINER
BEARINGS
SPACER SLINGER
BEARINGS
CAMSHAFT AND GEAR (V-ENGINE)
IDLER GEAR
NL, /
N
THRUST WASHER
IDLER GEAR
VE + RETAINER
W ASHER RETAINER
P 629
Page 8
_—
DRIVE HUB
SPACER
KEY
BOLT OIL SEAL PULLEY
ACCESSORY DRIVE FOR BELT DRIVEN ACCESSORY (DRIVE HUB TYPE)
BEARING GASKET LOCK WASHER
DRIVE SHAFT
DRIVE PLATE
LOCK RING
ACCESSORY DRIVE FOR
BELT DRIVEN ACCESSORY RETAINER BOLT
(DRIVE PLATE TYPE)
LOCK WASHER
3
WASHER BOLT
PULLEY KEY NUT
BOLT
DRIVE PLATE
ACCESSORY DRIVE FOR DIRECT DRIVEN ACCESSORY (CAMSHAFT GEAR)
DRIVE COUPLING
DRIVEN HUB
(ON ACCESSORY)
P630
Page 9
8 Built-In Parts Book DETROIT DIESEL 53
: | BOLT ROCKER ARMS SHAFT PIN —
— TT `4’ 7
BRACKET BUSHING oy
BRIDGE ZN
LOCK ——
— | ta
- SPRING CAP—— O ©
VALVE m— E Ё
SN ‘ SPRING SEAT "<> <>
E NUT GUIDE >
SPRING
RETAINER
| UPPER
SPRING SEAT |
NSERT—————— Cd DD
o SPRING
LOWER
SPRING SEAT
PUSH ROD EXHAUST VALVE
a VALVE OPERATING MECHANISM (4 VALVE):
CAM HUB GEAR — RETAINER WASHER
© GUIDE
à 6
& © ADAPTOR
( > 2 02 WASHER
J a FUEL PUMP DRIVE (6V53)
[ Q
COUPLING OIL SEALS GASKET PUMP BODY DOWEL DRIVE SHAFT
DRIVE
FORK ce
PUMP
| COVER
| DRIVEN GEAR
AND SHAFT
A RETAINING
SE SPRING GASKET PLUG BALL
RELIEF ИУ "Nd
VALVE PIN
TYPICAL FUEL PUMP p 631
Page 10
ea bf A hs? ee fom wd JJ: o an LE)
„В
BOLT -— o BOLT —_— GASKET
|
SNAP RING " PLUG
QQ me GASKET
PLUG —
COVER
ELEMENT
RETAINER ———————— +
«>< SEAT
SEAL ——>
SPRING
= SHELL
DRAIN
TYPICAL FUEL Oil STRAINER
COVER
( )-——— GASKET
ELEMENT -——
at
b 2.
MR
ALY
[O ыы
Es
LE
——
CD)
> RETAINER
SEAT >
= SEAL
SEAT—— >>
B— —— SPRING
SHELL
DRAIN
TYPICAL FUEL OIL FILTER
P 632
Page 11
Built-In Parts Book DETROIT DIESEL 53
BOLT PIPE ASSY.
г WASHER
Y CLAMP
CONTROL
LEVER
RETURN
. SPRING 3 8 8
SPACER
NOTCH CONNECTOR CE:
BRACKET
ADJUSTING | WASHER
CONTROL TUBE
SCREW — SPRING
(LH. HELIX)
LOCK NUT 2 D
INJECTOR ——
RACK \
LEVER >
SPRING
IRM. HELIX) DRACKET
INJECTOR AND CONTROLS AS
BLOWER VALVE SPRING PLUG
SCREEN
AIR INLET
— HOUSING
WASHER BOLT
WASHER SPRING
SEAL RING
>
/ CAM PIN HANDLE WASHER LOCK WASHER BOLT PIN
MA “У
LOCK WASHER \ CAM
P 633
AIR SHUTDOWN HOUSING
Page 12
dr A | e IA : gato «12 =
LOCKWASHER
GEAR
GASKET BOLT
RING
> HUB WASHER
— | RETAINER
A > KEY 177 RING
7 SHAFT _— 00 ;
^ SUPPORT
( CLAMP COVER ~
‘od do RETAINER - J!
Y SUPPORT
SEAL e
BOLT A
LOCKWASHER
GASKET
SPRING PACK
— — —— PILOT
AC Te
A
7 BLOWER
HOUSING
END PLATE
REINFORCEMENT
PLATE
COVER
WASHER
BLOWER ASSEMBLY AND DRIVE > 634
(4 CYL)
Page 13
Built-In Parts Book
DETROIT DIESEL 53
/ BLOWER
/ HOUSING
GASKETS
END PLATE LOCKWASHER
GASKET
COVER
BLOWER ASSEMBLY AND DRIVE (6 CYL.)
REINFORCEMENT
PLATE
LOCKWASHER
P 635
Page 14
JETRO:T bé dass A
OIL COOLER
BYPASS VALVE
LOWER ENGINE + Рис
FRONT COVER Ce
6 GASKET
OL SEAL SPRING
PUMP COVER
PLATE
QUTER ROTOR
OIL PRESSURE
REGULATOR
VALVE
PLUG GASKET SPRING BOLT GASKET DRIVE SCREW INNER ROTOR
OIL PUMP AND REGULATOR
PUMP DRIVE
GEAR
PUMP BODY BOLT
P 636
Page 15
= 1e da oa LF To te +
8 Built-in Parts Book DETROIT DIESEL 53
CENTER STUD GASKET
RETAINER
1} SPRING
BYPASS
« VALVE
SPRING NUT BASE
vo
o
\ + PIPE PLUG
DRAIN PLUG SHELL WASHER SEAL RETAINER ELEMENT GASKET
OfL FILTER
ELBOW
CLAMPS 7
GASKETS
GASKETS
“——— HOUSING
ADAPTOR CORE xa — DRAIN COCK
P 637
Page 16
UE init VikuitL Ud Быт баб: econ y
HOUSING
CORE
OIL COOLER (6 & 8V-53) DRAIN COCK
UPPER ENGINE GASKET
FRONT COVER
PLUG
BREATHER BODY PLUG Olt FILLER CAP
a HOSE
NIPPLE
А
SCREEN ==. Je — 1 FILLER
>
ELEMENT
fai]
GY BREATHER BREATHER
, BODY TUBE
aa
U
cup — CD
GASKET
WITH OIL FILLER TUBE BREATHER (6 & 8V-53)
BREATHER BREATHER
P 638
Page 17
8 Built-in Parts Book DETROIT DIESEL 53
COVER _ SEAL ASSEMBLY BODY BODY CONNECTOR PULLEY
BEARING AND
GASKET IMPELLER SHAFT ASSEMBLY ~~ GASKET
FRESH WATER PUMP
HOUSING PLUG —g THERMOSTAT OUTLET ELBOW
GASKET
WATER GASKET THERMOSTAT
OUTLET HOUSING
GASKET ELBOW
GASKET
BYPASS TUBE
COVER PLATE
=> 0 —— SEAL
ee FLANGE
THERMOSTAT
WATER
THERMOSTAT BY-PASS
TUBE
GASKET
>
THERMOSTAT (6 & 8V-53) P 639
Page 18
LA e
Cini VICDLL Lo DUiri-ial 4 Carra woes -
EAN MOUNTING PIN SHAFT SEAL SPACER FAN HUB SPACER WASHER NUT
SUPPORT (PULLEY) |
dd |
OUTER FAN HUB
BEARING CAP
= ADJUSTING FAN
BRACKET SPACER
FAN HUB
CAP
P 640
FAN MOUNT (6V-53)
Page 19
8 Built-In Parts Book
DETROIT DIESEL 53
Nan HUB ADJUSTING
BEARING AND FAN MOUNTING
SHAFT ASSEMBLY SUPPORT
THERMOSTAT
HOUSING
WATER BYPASS
(PULLEY) BRACKET
FAN MOUNT
EXHAUST
MANIFOLD
GASKET &
WATER WATER A
OUTLET CLAMP OUTLET
GASKET
9 ELBOW
CLAMP
HOSE
CLAMP
TUBE
RAW WATER
INLET ELBOW
HANGE THERMOSTAT
ELBOW
GASKET SEAL
HEAT | EXCHANGER GLAND
M
BRACKET SEAL | GASKET
FILLER RETAINER
CAP
GASKET GASKET
HEAT EXCHANGER
OUTLET COVER
EXCHANGER я сн
CORE WATER
GASKET LET
ELBOW
HEAT HEAT
HEAT EXCHANGER EXCHANGER
EXCHANGER CORE TANK
INLET
COVER
P 641
HEAT EXCHANGER
Page 20
DUE indian VILOLL V9
HOUSING WATER CLAMP HOSE CLAMP GASKET HEAT FILLER HEAT EXCHANGER GASKET SEAL
THERMOSTAT HO | EXCHANGER CAP FRESH WATER
R BY-PASS
O SET TUBE a INLET TUBE
GASKET
THERMOSTAT ©
HOUSING
GASKET
HEAT EXCHANGER
CORE GASKET
OIL COOLER CORE
BUSHING
EXCHANGER ELBOW
RETAINER GLAND
HEAT EXCHANGER
ST
MANIFOLD THERMOSTAT
THERMOSTAT
HOUSING
THERMOSTAT
HOUSING
ADAPTOR QUTLET COVER
Ой. COOLER CORE GASKET
SEAL
RAW WATER
OUTLET
CONNECTOR
VALYE ASSY.
(ELEMENT) SHAFT SWITCH (MICRO) SPRING BRACKET
WATER TEMPERATURE SHUTDOWN SWITCH
LET WATER CORE HOSE OIL INLET
CONNECTOR ELECTRODE AOS OUTLET
GASKET GASKET ~~ HEAT EXCHANGER HEAT EXCHANGER 2
HEAT EXCHANGER FRESH WATER FRESH WATER ..
INLET COVER INLET TUBE OUTLET ELBOW HEAT EXCHANGER (6V-53)
ADAPTOR LOCKWASHER WIRE SCREW
— „
BOLT N O | 7 | MN 7 | => MN ~~~ INSULATOR
NU = 7 NE +) CV)
ACTUATOR (| | | \ 4- =
\ - A
! :
NUT (VALVE LOCK) | | = $
BOLT
)
+ > т в y TT PS
ет + - - = —
! WIRE
L
P 642
Page 21
8 Built-In Parts Book | DETROIT DIESEL 53
SHAFT ASSY. ADAPTOR DRIVE a
COVER
e:
o | %
` SEAL
DRIVE COVER SEAL DRIVE SHAFT
DRIVE SHAFT DRIVE ADAPTOR KEY DRIVE CABLE
SLINGER GASKET
ADAPTOR
Ê
~ J 9
<9
PLUG
P 643
TACHOMETER DRIVE COVERS AND ADAPTORS
Page 22
DETAL Lucvil 99 Buil-la Pu. NS
WATER
OUTLET TUBE
CLAMP
CONNECTOR
Ce
6%
WATER
INLET TUBE
BUSHING
GASKET
mm
LUBE OIL
SUPPLY TUBE
HEX NUT DRAIN TUBE
SA a ELBOW №
DRIVE COUPLING Now
DRIVE PLATE
AIR COMPRESSOR AND DRIVE
GASKET DRIVE COUPLING SPACER
DRIVE GEAR
6 & < C= _
DRIVE PLATE
ADAPTOR GASKET
HYDRAULIC
PUMP ASSY.
HYDRAULIC PUMP AND DRIVE P 644
Page 23
DETRUII VIEDEL D3 veo Y
OWNER ASSISTANCE
The satisfaction and goodwill of the owners of Detroit Diescl engines arc of primary concern to Detroit Diesel Allison
and its authorized service outlets. We recognize, however, that despite the best intentions of everyone concerned,
misunderstandings may occur. Normally, any such situation that arises in connection with the sale, operation or
service of your engine will be handled by the authorized scrvice outlets in your area (check the Yellow Pages for the
Detroit Diesel Allison Service Outlet nearest you).
To further assure your complete satisfaction, we have developed the following three-step procedure to be followed in
the event you have a problem that has not been handled satisfactorily.
Step One - Discuss your problem with a member of management from the authorized service outlet. Frequently,
complaints are the result of a breakdown in communication and can quickly be resolved by a member of management.
If you have already discussed the problem with the Sales or Service Manager, contact the General Manager. If your
problem originates with a dealer, explain the matter to a management member of the distributorship with whom the
dealer has his service agreement.
Step Two - When it appears that your problem cannot readily be resolved at the distributor level without additional
assistance, contact the responsible Detroit Diesel Allison Regional Office in your area listed below:
Eastern Region Southeastern Region
9 Sylvan Way 5730 Glenridge Drive, N.E.
P.O. Box 3001 Atlanta, Georgia 30328, U.S.A.
Parsippany, New Jersey 07054, U.S.A. Phone: (404) 252-3640
Phone: (201) 993-4046
=
Great Lakes Region Midwestern Region
Suite 365 - New Center One 475 Alexis R. Shuman Blvd.
3031 W. Grand Blvd. Naperville, Illinois 60566, U.S.A.
Detroit, Michigan 48202, U.S.A. Phone: (312) 961-6750
Phone: (313) 556-5800
Southwestern Region Western Region
General Motors Bldg. | Suite 2700
130 E. Carpenter Freeway 39465 Paseo Padre Parkway
Irving, Texas 75062, U.S.A. Fremont, California 94538, U.S.A.
Phone: (214) 659-5070 Phone: (415) 498-5200
Latin America Region Canada
Detroit Diesel Allison Diesel Division - GM of Canada Ltd.
Gables Center - Suite 321 Р.О. Вох 5990 |
95 Merrick Way London, Ontario N6A 4L6, Canada
Coral Gables, Florida 33144, U.S.A. Phone: (519) 452-5000
Phone: (305) 446-4900 Telex: 064-5850
Pacific Region European Region
Detroit Diesel Allison Detroit Diesel Allison - Europe
Div. of GM Overseas Corp. GM Nederland BV
Princes Highway, P.O. Box 163 Parmentierplein 1, 3088 GN Rotterdam
Dandenong, Victoria 3175 Mail: P.O. Box 5061
Australia | 3008 AB Rotterdam, Netherlands
Phone: 03-792-01111 Phone: (31) 10-29-0000
Page 1
9 Owner Assistance DETROIT DIESEL 53
Asia Region Middle East/Africa Region
Detroit Diesel Allison Detroit Diesel Allison
Div. of GM Overseas Dist. Corp. Atrina Center, 11th Floor
15 Benoi Sector 32 Kifissias Avenue
Jurong Town Paradissos, Amaroussion
Singapore 2262 GR151 10 Athens, Greece
Phone: 265-4697 Phone: (30) 1-6833-100 thru 6833-119
Prior to this call, have the following information available:
m Name and location of distributor or dealer.
m Type and make of equipment.
m Engine model and serial number.
B Engine delivery date and accumulated
miles or hours of operation.
Mm Nature of problem.
® Chronological summary of unit’s history.
Step Three - If you are still not satisfied, present the entire matter in writing or by phone to the Product
Headquarters:
Diesel Operations - Manager Customer Services, Detroit Diesel Allison, 13400 W. Outer Drive, Detroit, Michigan
48239, Phone (313) 592-5608.
The inclusion of all pertinent information will assist the product hcadquarters in expediting the handling of the
matter. If an additional review by the product headquarters of all the facts involved: indicates that some further action
can be taken, the Regional Office will be so instructed.
If at this point your problem is still not resolved to your satisfaction, call or write:
Manager, Diesel Engine Service, Detroit Diesel Allison, 13400 W. Outer Drive, Detroit, Michigan 48239, U.S.A.,
Phone: (313)592-7279.
When contacting the Regional Office or product headquarters, please keep in mind that ultimately your problem will
likely be resolved at the distributorship or dealership using their facilities, equipment and personnel. Therefore, it is
suggested that you follow the above steps in sequence when experiencing a problem.
Your purchase of a Detroit Diesel Allison product is greatly appreciated, and it is our sincere desire to assure
complete satisfaction.
Page 2
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