23/6/2021 SIS 2.

1972/11/01 Equipo de inyección de combustible (REG00476)

SMCS -
Las causas más probables de un rendimiento defectuoso de la inyección de combustible son:

1. Aire en el sistema de combustible.

2. Suministro de combustible bajo.
3. Agua en el combustible.
4. Filtros de combustible obstruidos.

5. Presión de la bomba de transferencia de combustible insuficiente.

Si se revisan y corrigen estas condiciones y el motor aún no funciona correctamente, se debe revisar el equipo de inyección de combustible.

Comprobación del equipo de inyección de combustible

Antes de quitar una bomba de inyección de combustible o una válvula para probar de un motor que falta o que arroja humo negro en el escape, se
puede hacer una simple verificación para determinar qué cilindro está causando la dificultad. Con el motor funcionando a una velocidad que hace
que el defecto sea más pronunciado, afloje momentáneamente la tuerca de la línea de combustible en la bomba de inyección lo suficiente como
para cortar el cilindro. Revise cada cilindro de la misma manera. Si se encuentra uno en el que el aflojamiento no hace ninguna diferencia en el
funcionamiento irregular del motor o hace que cese la salida de humo negro en el escape, probablemente sea necesario probar la bomba y la
válvula, solo para ese cilindro.

Válvula de inyección de combustible

La función de la válvula de inyección de combustible es inyectar y atomizar el combustible de las bombas de inyección de combustible en las
cámaras de precombustión. El funcionamiento irregular del motor y el humo pueden deberse a una válvula de inyección que no funciona
correctamente.

La válvula de inyección de combustible está instalada en la cámara de precombustión.

El conjunto de la válvula de inyección de combustible consta del cuerpo (3) , la tuerca (2) y el conjunto de boquilla tipo cápsula (4) .

Solo es necesario reemplazar el conjunto de la boquilla.

El conjunto de la boquilla (4) y el cuerpo (3) se mantienen en su lugar mediante la tuerca (2) y se pueden quitar desconectando el conjunto de la
línea de combustible (1) y quitando la tuerca y el sello.

The body and the nozzle assembly can then be lifted out. The nozzle assembly is only finger-tight on the body.

When installing a fuel injection valve, always check the seats of both the nozzle and the precombustion chamber.

FUEL INJECTION VALVE CROSS-SECTION

1-Fuel line assembly. 2-Nut. 3-Body. 4-Nozzle assembly.
Tighten the nut (2) to the torque of 100-110 lb. ft. (13,8-15,2 mkg). Excessive tightness will damage the nozzle. Excessive looseness will allow the
nozzle to leak and in some instances cause the nozzle case to bulge or split.

Checking Fuel Injection Valves

The condition of a capsule type nozzle assembly can be tested out of the engine on the Caterpillar Diesel Fuel Injection Test Apparatus. The spray
characteristic, valve unseating pressure, and the rate of leakage of the nozzle assembly can be determined.

Fuel Injection Pumps

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Air in the fuel system is bled through the bleeder manifold (5) when the bleeder valve is opened and fuel enters the bleeder manifold through
passage (7). The injection pump plungers (3) and the lifters (8) are lifted by cams on the camshaft (9) and always make a full stroke. Each pump
(1) measures the amount of fuel to be injected into its respective cylinder and delivers it to the fuel injection valve. The amount of fuel pumped per
stroke can be varied by turning the plunger in the barrel. The plunger is turned by the governor action through the rack (6) which meshes with the
gear segment (4) on the bottom of the pump plunger.

BOMBA DE INYECCION DE COMBUSTIBLE

1-Bomba. Puerto de 2 entradas. Émbolo de 3 bombas. Segmento de 4 marchas. Colector de 5 purgas. 6 rejillas. 7-Paso de combustible. 8-Levantador. 9-Árbol de levas.

Las figuras A, B y C ilustran el funcionamiento de una bomba de inyección cuando el émbolo hace una carrera.

En la Fig. A, el émbolo está hacia abajo y el puerto de entrada (2) está descubierto. El combustible fluye hacia el espacio sobre el émbolo a través
de la ranura y hacia el hueco alrededor del émbolo.

En la Fig. B, el émbolo se ha puesto en marcha y el puerto está cubierto. El combustible queda atrapado y será forzado a través de la válvula de
retención, la línea de combustible y la válvula de inyección a medida que el émbolo se mueve hacia arriba.

En la Fig. C, el émbolo se ha elevado hasta que el orificio queda descubierto por el hueco del émbolo. El combustible ahora puede escapar de
regreso a través del puerto hacia el colector de combustible y la inyección cesará.

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It will be noted that the recess in the pump plunger forms a helix around the upper end of the plunger. Figures D, E and F illustrate how rotating the
pump plunger affects the quantity of fuel injected.

In Fig. D the plunger has been rotated into the shut-off position. The slot connecting the top of the plunger with the recess is in line with the port;
therefore, no fuel can be trapped and injected.

In Fig. E the plunger has been rotated into the idling position. The narrow part of the plunger formed by the helix will cover the port for only a short
part of the stroke. This permits anly a small amount of the fuel to be injected per stroke.

In Fig. F the plunger has been rotated into the full load position. The wide part of the plunger formed by the helix covers the port for a longer part of
the stroke. This permits a larger amount of fuel to be injected per stroke.

Worn fuel injection pumps will result in loss of power and hard starting. These same conditions may be present if the piston rings and cylinder liners
are badly worn. However, in the case of worn piston rings and liners, the hard starting and loss of power will be accompanied by poor compression,
a smoky exhaust and excessive blow-by gasses from the crankcase breather.

Ordinarily, if one fuel injection pump on an engine is worn, it will be found that all of the injection pumps are worn and need replacing.

Failure to replace all of the worn injection pumps may result in erratic and irregular engine operation.

Removing Fuel Injection Pumps

When removing or installing the fuel injection pumps, every precaution should be taken to prevent dirt from getting in or around them.

1. Remove the fuel injection line from the pump and immediately cap and plug openings with cover (1) and plug (3).

REMOVING FUEL INJECTION PUMP

1-Cover. 2-Plug. 3-Fuel line plug. 4-Ferrule cap seal.
2. Remove bolts and clamps that hold the fuel injection pump body to the housing and lift the pump straight up to clear the dowel pins and the
pump plunger. Place ferrule cap seals (4) over the fuel outlets and the plug (2) in the inlets to protect them from dirt.

3. Slide the end of the plunger out of the yoke in the lifter and lift out the plunger. Take every precaution to avoid nicking, scratching or getting dirt
on the pump plunger, since the slightest rough spot or dirt will cause wear of the barrel and shorten the life of the pump. Be sure the plunger is
replaced in the barrel from which it was withdrawn.

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NOTICE

Each fuel injection pump assembly (plunger and barrel) is

machined as a unit and finished to such exact limits that it must
be used and replaced as a unit.

Installing Fuel Injection Pumps

The fuel injection pumps have a seal under the machined surface, around the large diameter of the pump. This seal must be positioned properly
when the pump is being installed. Also, there must be a seal around the fuel outlet ferrule on the fuel pump housing. If either seal is damaged
replace it.

1. Remove the pump plunger from the barrel.

2. Wash the pump plunger and barrel with clean diesel fuel before installing the barrel.

3. Turn the pump plunger, until the marked tooth (6) of the gear aligns with pump rack mark (5).

4. Slide the end of the plunger into the yoke in the lifter.

INSTALLING FUEL INJECTION PUMP

5-Mark on rack. 6-Marked gear tooth.
5. Lower the pump barrel onto the plunger taking care that the pump plunger does not become cocked in the barrel.

6. Lower the pump onto the dowel pins and fasten in place.

Fuel Injection Pump Housing

Removal and Installation
1. Remove the fuel pump and governor drive housing from the engine. See the topic, FUEL PUMP AND GOVERNOR DRIVE REMOVAL.

2. Remove the governor. See the covering topic.

3. Remove the bolts which hold fuel injection pump housing (2) to fuel pump and governor drive housing (1) and separate the housings.

4. Install in the reverse order of removal, replacing any damaged seals or gaskets.

FUEL INJECTION PUMP HOUSING REMOVAL (All D399 and Later D398 and D379 Engines Illustrated)
1-Fuel pump and governor drive housing. 2-Fuel injection pump housing.

FUEL INJECTION PUMP HOUSING REMOVAL (Earlier D398 and D379 Engines Illustrated)
1-Fuel pump and governor drive housing. 2-Fuel injection pump housing.
NOTE: It is necessary to time the fuel injection pump camshaft to the engine crankshaft when either the fuel injection pump housing or the fuel
injection pump and governor drive housing has been removed. See the topic TIMING THE FUEL INJECTION PUMP CAMSHAFT.

Disassembly and Assembly

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FUEL RACK REMOVAL (Earlier D398 and D379 Engines Illustrated)

1-Fuel rack.

REMOVING LIFTER YOKES AND RAISING LIFTERS

A-Lifter yoke. B-Locknut. C-Bolt. D-Washer. E-Threaded end of lifter.

THRUST PLATE REMOVAL

2-Bolts and locks. 3-Thrust plate.
1. Remove all the fuel injection pumps.

2. Remove fuel rack (1). The rack must slide freely in its bearings.

3. Loosen the locknuts (B) and remove the lifter yokes (A).

4. Install bolts (C) through washers (D) and into threaded ends (E) of the lifters. Use 6F7031 Bolts (3/8" - 24 NF thread, 3" long) and 4F3714
Washers.

5. Screw the bolts into the lifters far enough to raise the lifters free from the camshaft.

6. Remove camshaft (4), taking care not to damage the camshaft bearings.

REMOVING CAMSHAFT
4-Camshaft.
NOTE: Fuel injection pump camshafts have an arrow and an F-mark stamped on one end. For SAE standard rotation engines, the camshaft is
installed with the arrow and the F-mark at the front of the fuel injection pump housing as shown. For SAE opposite rotation of the engine, the
camshaft is turned end for end and installed with the arrow and the F-mark at the rear of the fuel injection pump housing.

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FUEL INJECTION CAMSHAFT MARKS (Front View)

4-Camshaft.
7. Remove the bolt from the fuel pump lifter (6) and remove the lifter and spring (5) from the bottom of the housing.

LIFTER AND SPRING REMOVAL

5-Spring. 6-Fuel pump lifter.
8. Inspect camshaft bearings (7) and the fuel rack bearings and replace if necessary. When the clearance between the camshaft and bearings
exceeds .006 in. (0.15 mm), replacement of the bearings or camshaft, or both, is necessary to insure proper operation.

NOTICE

When removing or installing camshaft bearings, distribute the

pressure evenly around the edge of the bearings to prevent
distortion or damage to the bearing surface. Bearing clearances
are held to very close limits and a slight amount of distortion
will cause the camshaft to bind.

CAMSHAFT BEARINGS
7-Bearings.
NOTE: Be sure to align the hole in the bearing with the oil hole in the fuel injection pump housing.

9. Assemble in the reverse order of disassembly.

10. Before installation of the fuel injection pump housing, adjust the lifter settings. See the topic, FUEL PUMP LIFTER SETTING (OFF ENGINE).

Checking Fuel Injection Pump Timing - On Engine

Checking With 1P540 Flow Checking Tool Group, 3S2954 Timing Indicator Group
and 9M9268 or 9S215 Dial Indicator
Refer to Special Instruction (FM035709) for complete and detailed instructions for the fuel flow method of engine timing.

MEASURING PISTON TRAVEL

1-3S3263 Adapter. 2-9M9268 or 9S215 Dial indicator. 3-3S3264 Rod. 4-Precombustion chamber. 5-Inlet port. 6-Piston. 7-Crankshaft.
Travel of piston (6), from point of closing inlet port (5) to top center, can be found by using the 3S2954 Timing Indicator Group. Convert the travel of
piston (6) into degrees to determine if engine timing is correct.

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The 1P540 Flow Checking Tool Group is used to pressurize the fuel system. Maintain 10-15 PSI (0,70-1,05 kg/cm2) fuel pressure with the 1P539
Tank Assembly. This can be done with hand pump provided with the tank assembly, or connecting shop air to the tank assembly. If shop air is used,
adjust the regulator to 15 PSI (1,05 kg/cm2).

Consult chart to find angle corresponding to indicator reading. At the indicator reading and timing angle specified for this particular engine, fuel flow
from the injection pump should be reduced to 6-12 drops per minute [point of closing inlet port (5)].

If the proper indicator reading is not obtained, the fuel injection pump camshaft may require timing. See the topic, TIMING FUEL INJECTION
PUMP CAMSHAFT. Several cylinders can be checked, and if variations in the readings exist, remove the fuel pump housing so all lifter settings
can be checked and adjusted. See the topic, FUEL PUMP LIFTER SETTING (OFF ENGINE).

Checking With 6F6922 Micrometer Depth Gauge

TIMING MARKS ON FLYWHEEL (D399 Engine Illustrated)

1-Pointer.
1. Remove the timing mark cover on the flywheel housing and the injection pump of the respective lifter to be set.

2. Turn the crankshaft in the direction of engine rotation until pointer (1) aligns with the flywheel mark indicating piston TC (top center) on the
compression stroke of the No. 1 piston.

TIMING MARKS ON FLYWHEEL (D398 and D379 Engines Illustrated)

1-Pointer.
NOTE: If the flywheel is turned too far, turn it back about 60° and again bring it up to TC (top center) mark. This procedure eliminates error which
might otherwise occur because of backlash in the timing gears. The fuel pumps are numbered consecutively from front to rear.

3. Check the pump lifter setting when at this position with the 6F6922 Micrometer Depth Gauge.

MEASURING LIFTER SETTING DIMENSION (Typical Illustration)

2-Distance to be measured.
The reading should agree with the "ON ENGINE" lifter setting dimension of 2.076-2.080 in. (52,73-52,83 mm) for D399 Engines and 2.088-2.092
in. (53,04-53,14 mm) for D398 and D379 Engines.

If the proper reading is not obtained, the fuel injection pump camshaft may require timing. See the topic, TIMING FUEL INJECTION PUMP
CAMSHAFT. Several cylinders can be checked, and if variations in the readings exist, remove the fuel pump housing so all lifter settings can be
checked and adjusted. See the topic, FUEL PUMP LIFTER SETTING (OFF ENGINE).

Fuel Pump Lifter Setting (Off Engine)

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The following procedure is for checking the lifters with the pump housing off the engine.

TOOLS REQUIRED FOR ADJUSTING LIFTERS OFF ENGINE

1-1F8747 Timing Plate. 2-6F6922 Micrometer Depth Gauge. 3-8M9018 Shaft. 4-3F1417 Washer. 5-No. 9 Woodruff Key. 6-8M9015 Adapter. 7-L1351 Bolt. 9-9M4568 Lifter Adjusting
Wrench. 9-9M4567 Lifter Adjusting Wrench.
The tools shown are all the tools necessary for adjusting the lifters off the engine.

1. Attach timing plate (1) to the rear of the camshaft using shaft (3), key (5), bolt (7) and washer (4). Align the key in shaft (3) with the slot in the
camshaft. This positions the timing plate in relation to the camshaft and allows the camshaft to be rotated by the timing plate.

2. Place adapter (6) over the dowel in the end of the pump housing and bolt it in place.

3. Refer to the table and select the appropriate timing plate setting for the lifter being checked or set. Set the timing plate to this setting by rotating
the plate, in the same direction as the arrow on the end of the camshaft indicates, until the proper degree setting lines up with the inside edge of
the boss (11) on adapter assembly (6). Lock in position with lockscrew (10).

FUEL PUMP LIFTER SETTING OFF ENGINE

1-1F8747 Timing Plate. 2-6F6922 Micrometer Depth Gauge. 6-8M9015 Adapter. 10-Lockscrew. 11-Edge of boss. A-Dimension to be measured.
4. Use depth gauge (2) to check the fuel pump lifter setting (dimension A). This dimension is the distance from the flat surface on the top of the
housing to the plunger seating surface in the yoke of the lifter being set. If necessary, use a 9M4568 Wrench (8) and a 9M4567 Wrench (9) to
adjust dimension (A) to "OFF ENGINE" lifter setting dimension of 2.156-2.157 in. (54,76-54,79 mm) for all engines.

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NOTE: To get an accurate depth gauge reading, be sure the flat surface on top of the fuel pump housing is clean, dry and free of paint.

5. If all the lifters are to be checked or reset, continue the same procedure in the firing order of the engine. See the chart for firing order. Recheck
each lifter setting after the adjustment has been made and the locknut tightened to make sure the setting has not changed.

Fuel injection pumps are numbered consecutively from front to rear on all of these engines.

Fuel Pump Lifter Yoke And Pump Plunger Inspection

Adjusting the fuel pump lifters is necessary whenever they have been removed from the housing. The adjustment should also be checked to
compensate for wear in the lifter yokes to assure that the point of fuel injection is correct. If the lifter is too high, injection will begin early, and, if too
low, injection will be late.

When pump plunger wear becomes excessive, the lifter yoke may also be worn in such a manner that it will not make full contact with the end of a
new plunger. To avoid rapid wear on the end of the new plunger, lifter yokes showing visible wear should always be replaced.

WEAR BETWEEN YOKE AND PLUNGER

Fig. A illustrates the contact surfaces of a new pump plunger and a new lifter yoke. In Fig. B, the pump plunger and lifter yoke have worn
considerably. Fig. C shows how the flat end of a new plunger makes poor contact with a worn lifter yoke, resulting in rapid wear to both parts.

A pump can maintain a satisfactory discharge rate and yet be unserviceable because of delayed timing resulting from wear on the lower end of the
plunger. When testing a pump which has been in use for a long time, the length of the plunger should be checked with a micrometer. The length of
new plungers is 2.9831-2.9837 in. (75,771-75,786 mm). The minimum permissible worn plunger length is 2.9781 in. (75,644 mm).

Timing The Fuel Injection Pump Camshaft

Introduction

FUEL PUMP AND GOVERNOR DRIVE

A-Fuel pump and governor drive gear. B-Governor drive pinion cage assembly. C-Governor. D-Fuel injection pump housing. E-Tachometer drive gear. F-Fuel pump and governor
drive shaft. G-Coupling. H-Fuel injection pump camshaft.

Timing
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It is necessary to time the fuel injection pump camshaft to the engine crankshaft whenever the pump housing or injection pump drive has been
removed.

1. Remove the timing mark cover on the flywheel housing and turn the flywheel in the direction of engine rotation until No. 1 piston is at TC (top
center) on compression as indicated by flywheel pointer (1).

TIMING MARKS ON FLYWHEEL (D399 Engine Illustrated)

1-Pointer.

TIMING MARKS ON FLYWHEEL (d398 and D379 Engines Illustrated)

1-Pointer.
NOTE: If the flywheel is turned too far, turn it back about 60° and again rotate the flywheel in the direction of normal rotation until No. 1 piston is at
TC (top center) on compression as indicated by the flywheel pointer.

CAMSHAFT GEAR ASSEMBLY

2-Gear. 3-Plate. 4-Puller bolt. 5-Shaft. 6-Lock. 7-Collar.
2. The fuel pump and governor drive gear (2) has a puller built-in to the puller bolt (4). This puller bolt is used to loosen the gear from the drive
shaft.

NOTE: The puller consists of puller bolt (4), lock (6), collar (7) and plate (3). The puller bolt is retained in the plate by collar (7) welded to the bolt.
The plate is bolted to gear (2). When the puller bolt is turned counterclockwise, the force of collar (7) against the plate pulls the gear from shaft (5).
When the bolt is turned clockwise, the gear is forced on the tapered shaft by the plate.

3. Remove the plug from the top of the flywheel housing. Pull the governor and fuel pump drive camshaft gear from the shaft. Two 1/2" drive
wrench extensions (8) can be used to turn the puller bolt. Lock (6) can be spread with a screwdriver.

PULLING THE GOVERNOR AND FUEL PUMP DRIVE CAMSHAFT GEAR (Aftercooler Removed For Better Illustration)
8-Wrench extensions.

TIMING THE FUEL INJECTION PUMP

9-Lifting eye. 10-Ratchet wrench handle. 11-Breather cavity.
4. Remove lifting eye (9) and the fuel inlet flange.

5. Remove the breather in front of the fuel injection pump housing.

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6. Insert the lifting eye (which is also a timing pin) into the hole from which it was removed with fuel inlet flange removed. Do not tighten at this time.

7. Through breather cavity (11), rotate the fuel pump camshaft until timing slot (12) is on top. Screw the lifting eye into the timing slot as illustrated.

TIMING PIN LOCATED IN TIMING SLOT (Pump Housing Removed For Clearer Illustration)
9-Lifting eye. 12-Timing slot.
8. With the lifting eye in place, tighten the camshaft gear puller bolt and force the gear onto the shaft. Tighten puller bolt to torque of 265 ± 35 lb. ft.
(36,6±4,8 mkg). Bend lock (6) into place on the bolt.

9. Retire la argolla de elevación. El árbol de levas de la bomba de inyección de combustible está a tiempo.

NOTA: Se puede utilizar una herramienta giratoria del árbol de levas de la bomba de combustible, el casquillo 9S6054, con el mango de una llave
de trinquete (10) para girar el árbol de levas de la bomba de combustible con precisión.

PIP-11000888
2021/06/23
21: 47: 09-05: 00
REG004760078
© 2021 Caterpillar Inc.
Caterpillar:
Confidential Green

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