GOVERNOR OPERATION (GE and GX MASS GOVERNORS) (Cont'dJ

Should the engine speed con tinue to increase when the con trol rod has reached this position, the centrifugal force of the governor weigh ts will overcome the spring load and move the weight camer and hub along the .camshaft. The rocking lever will then push the contral rod backwards, reducing the volume of fuel dehvered and the speed of the engine.

The engine speed is therefore, at all times proportional to the governor spring load, enabling accurate and sensitive speed control to be maintained throughout the engine speed range.

EXCESS FUEL DEVICE AND STOP CONTROL

The excess fuel device and stop control are incorporated in the top of the governor housing (see Fig. 2).

To engage the excess fuel device, the button on the end of the stop controllever is pressed in (see Fig. 15 G). The throttle lever must be moved to the maximum speed position at the same time. The maximum fuel stop bell crank is then moved out of engagement with the contral rod stop, against the action of the return spring and the control rod is pulled forward by the rocking lever under the action of the governor spring. In this postion the edge of the con trol rod preven ts the bell crank from re turning to its original position, and the plungers are in the ex cess fuel position.

The engine should now be started with the throttle lever fully open to ruaintain the governor spring pressure.

When the engine starts, its speed will rise un til the cen trifugal force of the governor weights overcomes the governor spring force, and causes the control rod to be pushed forward by the racking lever. The spring will then return the maximum fuel stop bell crank to its original position.

The stop contral consists of asleeve, free to ratate on the ex cess fuel device spindle, with a control lever on one end and an operating lever on the other end. When the controllever is moved in a clockwise direction, the operating lever pushes the control rod forward by means of the stop, until the "no delivery" position (Fig. 15) is reached. The engine will then stop.

LUBRICATION

The camshaft and governor housing are filled with engine oil through a filler plug on top of the governor housing. Fuel oil back leakage fram the plungers mixes with this oil, the surplus being drained by an overflow pipe at the front of the injection pump.

After every 200 hours running time this oil should be drained offthrough the drain plug in the base of the governor housing. Reml the injection pump and governor housing with the correct grade and quantity of engine oil.

INJECfION PUMP REPLACEMENT The "Minirnec" injection pump is fhnge-mounted to the reilr of the timing gear housing on the right-hand side of the engine and is driven, fram the goverrtor end. at half engine speed by a gear meshing with the camshaft gear. The pump and gear can be removed as a unit by llndoing four bolts and one nut. _~.

When refitting the pump to the engine, the engine should first be rotated until the timing mark on the timing aperture is in line with the line on the timing scale on the flywheel, and the No. I piston is on the compression stroke (See Specifications for appropriate Static Spill timing). A timing mark on the rear face of the carnshaft gear will be visible in the injection pllmp aperture when the engine is on the correct stroke. A timing Tool No. C.9077 should tllen be inserted into the timing hole in the pump mounting flange (Fig. 17) and the gear rotated until the tool makes positive contact with the indent in the gear, when the pump and gear can be refitted to the engine in correct alignment.

7r

2700 Range-Section 3

INJECTION PUMP REPLACEMENT (continued)

From July 1975, some Combine Harvester engines have been fitted with Bosch injection equipment as detai led below:

Engine Ford Part No. Supplier's Part No Finis Code 2711 E 743F-9A543-AAA 0400864036 6028637 2713E 743F-9A543-BAA 0400866068 6029935 2714E 743F-9A543-CAA 0400866067 6028638

RECALIBRATION PROCEOURE FOR THE ABOYE. PUMPS I. ff necessary set hydraulic unit as Bosch instructions WPPOOI4B-A-all injection pumps. 2. Set governor first, move as Bosch instructions WPPOOI!4E Supplement l-all injection pumps. 3. Line 10 line balance set at 9.0 mm. rack travel to a delivery of 6.4-6.6 cc. over 100 strokes at

l 000 r.p.m. (less governor) for 743F-9A543-AAA injection pump. Line to line balance set at 9.0 mm. rack travel to a delivery of 5.3-:>.5 cc. over 100 strokes at I 000 r.p.m. (less governor) for 743F-9A543-BAA injection pump. Line to line balanee set at 9.0 mm. rack travel to a delivery of 6.0-6.2 cc. over 100 strokes at 1 000 r.p.m. (less governor) for 743F-9A543-CAA injection pump.

4. With speed controllever in maximum speed position, set fuel to 65.0-66.0 cc. over 1,000 strokes at an average of 1,000 r.p .m. using maximum fuel adjusting screw (with governor) and BON 125012 nozzles, for 743F-9A543-AAA injection pump. With speed control lever in maximum speed position set fuel to 53.5-54.5 cc. over 1,000 strokes at an average of 1,000 r.p.m. lIsing maximum fuel adjusting screw (with governor) and BON 125012 nozzle, for 743F-9A543-BAA injection pump. , With speed control lever in maximum speed position, set fuel to 60.0-61.0 cc. over 1,000 strokes at an average of 1,000 r.p.m. using maximum fuel adjusting screw (with governor) and BON 125012 nozzle, for 743F-9A543-CAA injection pump.

Injector Nozzle Assemblies: 7 IJF-9KS46-KAA Nozzle and Holder assy. 713F-9E527-KAA l njector nozzle Fue! Filter Assem bly: 7!3F-9155-AAA Filter Element: 2704E-9IS0

Fig. 16

1 Timing Mark 2 Timing Scale

PUMP CONDITION

A guide to the condition of the injection pump can be obtained from the engine performance. Erratic idUng coupled with excessive "leakoff' from the cambox gives an indication of wom plungers and barrels. A careful visual inspection of the delivery valves will reveal any scores which may be present. lf scores are visible the plungers may be similarly scored due to inefficicnt fUter maintenance and the unit must be dismantled. Fuel Systems 8

._.~Fig. 17 Timing Aperture Location

1 Timing Tool No. C.9077

TO REMOVE

1. Disconnect the air and oil breather hoses and remove the air cleaner from its bracket.

2. Disconnect the excess fuel device remote control cable, (if fitted) .

3. Slacken the bolt securing the stop control cable to the stop controllever, and disconnect the ca ble.

4. Disconnect the throttle link age from the controllinkage.

5. Disconnect the injector pipes from the delivery valve holders by unscrewing the union nuts.

6. Unscrew the unions at the rear of the injection pump and at the filter, and rem ove the fuel feed pipe.

7. Disconnect the injection pump drain pipe after unscrewing the retaining bolt.

8. Undo the four bolts and one nut attaching the injection pump to the engine, and rem ove the pump and gear.

PRELIMINARY CHECKING

Before the injection pump is dismantled or a replacement unit fitted to an engine, the pump that has been removed should be thoroughly cleaned and its operation checked on a calibrating machine. It is also advisable to remove and check the Qperation of the fuel injection pump whenever the engine is undergoing major attention. Even pumps that have not seen very extensive service should be checked for general performance to ascertain (a) if any faults exist, and (b) whether a complete overhaul is necessary.

The procedure for preliminary checking is given in the section on "Testing and Adjusting the Fuel Injection Pump" . A note should be made of faulty or worn components found during this test so that new parts can be fitted during overhaul. Any variations in phasing should also be noted and corrected during assembly.

TO REPLACE

L Turn the engine until No. I piston is on the compression stroke, and the notch in the crankshaft pulley is in line with the specified timing mark on the timing pla te (see Fig. 16). A timing mark on the rear face of the camshaft gear will be visible in the injection pump aperture when the engine is on the correct stroke.

2. Remove the plug in the mounting flange of the injection pump, and insert TootNo. C.9077. (Fig. 17). Rotate the gear until the spring-Ioaded plunger drops into the centre puItch mark in the rear face of the gear. Release the pJunger and turn the gear 15 .88 mm. (5/8 in.)anti-clockwise.

3. Position a new rubber "O" sealing ring to the front face of the injection pump.

4. Refit the injection pump and gear to the engine, keeping th~.. ~tud in the centre of its sJotted flXing hole. Turn the pump .until the plunger re-engages with the timing· mark.

5. Fit and tighten the four bolts and one nut to attach the pump to the engine. Remove the timing tool and re"msert the plug.

6. Refit the overflow dram pipe to the side of the injection pump, securing with a bolt. If necessary replace the two fibre washers.

Br

2700 Range-Section 3

TO REPLACE (Cont'd)

7. Reconnect the injector pipes after ensuring that the olives are in good condition and seating properly.

8 . Replace the pipe from the filter to the injection pump and tighten the unions.

9. Reconnect the throttle linkage.

10. Reconnect the stop contral, ensuring that the stop contrallever is pushed to the off position when the cable is inserted in the stop controllever orifice and the holt tightened .

Il. Reconnect the excess fuel device remote control.

12. Position the air deaner on its bracket, and insert and tighten the butterfly headed bolt. Attach the manifold air h~)se and the rocker cover breather to the air c!eaner.

13. Bleed the fuel system (see later in this section) .

,-, 14. Adjust the idling and maximum spee ds as outlined.

TO DISMANTLE

l. Remove the timing gear. Unscrew the retaining nut , if not already removed. holding the gear with wrench Tool No.C.9078. Pull the gear off the taper. using puller Tool No .C.9081 (see Fig. 18). Ex tract the key.

2 . Remove the oil drain plug and drain off the lubricating oil.

3. Remove the retainers (where fitted) and slacken the delivery valve holders, using the special splined socket Tool No. CT.9054.

4. Remove the screws securing the pump body to the housingevenly and lay the pump at an angle to the bench as shown in Fig. 19. Remove the pump body in an are as shown, so that the plunger arms are disengaged from the control forks.

5. Remove the plungers, springs and lower spring seats from their barrels (Fig. 20) and lay them carefully in the dismantling tray. Tool No. CT.9005, keeping them in their con-ect positions.

Fig. 18 Fig. 19

Timing Gear Removal Tool No. C.9081

Fuel Systems 9