OPERATION AND INSTRUCTION MANUAL MODEL DB PUMP STANADYNESECTION GENERAL A. Purpose of the Manual B. Model Numbér System C. General Information 11 CONSTRUCTION AND OPERATION Components and Functions 8 Fact How C. Charging and Discharging ~ Delivery Valve Rotor D. Delivery Valve Function E. Return Oil Circuit F. Charging ond Discharging ‘Channel Type Rotor G. End Plate Operation H. Centrifugal Governor IM REMOVAL FROM ENGINE IV DISASSEMBLY V__ PARTS INSPECTION A. General Inspection B. Detailed Inspection C. Supplementary Inspection VI REASSEMBLY Page on 10 10 2 13 18 18 9 a CONTENTS SECTION VII ACCESSORIES A. Automatic Advance B. Electrical Shut-Off C. Variable Speed Droop Device xt xi xu xiv xv xvi D. Drive Shaft TORQUE CONTROL BENCH TEST PROCEDURE INSTALLATION FUEL PIPING AND FILTRATION HAND PRIMER PUMP GENERAL DATA TORQUE VALUES EXPLODED VIEW SPECIAL TOOLS TROUBLE SHOOTING PogeGENERAL ‘A. PURPOSE OF THE MANUAL This manual is expressly intended to provide sufficient information for qualified technici~ aans experienced in diesel engines and diesel injection equipment to disassemble and assemble the Roosa Master Fuel Injection Pump and to make such adjustments and parts replacements as may be needed. It is rec~ commended that an inexperienced person re= frain from making adjustments and repairs, s such action may result in very extensive damage to the pump and possibly to the engine. No services should be performed on-the pump before making @ careful study of this manual and becoming familiar with the pr and instructions which follow. This manual completely describes the opera~ ting principles of the various mechar the pump itself as well as its accessories Only through a thorough knowledge of these ump itself as well as its accessories can the service man locate and correct possible opera flonal fouls, fi Ss B. MODEL NUMBER SYSTEM Itis necessary to understand the model number system for reference to the proper sections of this manual covering the operation and main tenance of your pump. EXAMPLE MODEL NUMBER - DBGVCC429-4C. DB - "B" execution of "D" pump incorporates .920" diameter istibutor rotor G ~ TYPE OF GOVERNOR G ~ Mechanical or Flyweight \V = METHOD OF MOUNTING. F ~ Flange V = Vertical CC = ROTATION GC ~ Counter-Clockwise 4~ NUMBER OF CYLINDERS (Ist digit in series of 3) 2-2eylinders 6 - 6 cylinders 3-Seylinders 8 - 8 cylinders 4-4 cylinders 29 = PLUNGER DIAMETER (2nd ond Sed digits in series of 3) 25 ~ .250" 33.330" 27 ~ (270" 35 - |350" 29- :290" 37 - '370" 31 - :310" 39 ‘390" 4 SPECIFICATION NUMBER. Be sure to Include this in any reference to the pump. C. ACCESSORY CODE The code pertains to special occessories such ot electrical shut-off, cutomatic advance, variable speed droop adjustment, and/or combina~ tion of these. See the.proper manual section for operation and construc= tion of these eccessories. Also Include this in any reference to the pump»C. GENERAL INFORMATION Precise distribution between cylinders, in~ herent inthe pump design, eliminates lengthy In a diesel engine air is drawn into the periods on the test stand. There are nospring cylinder through the intake valve and com- —_jeaded lapped surfaces, no ball bearings or pressed. A metered quantity of fuel is then gears, andmost accessories are built in. Self- jected lubricated with the filtered fuel it pumps the le mixture. The mixture ignites from compres unit has the same number of parts regardless sion heat and the expanding gases force the of the number of cylinders served and operates piston downward. The gasoline engine differs in any position. This last fact, permitting from the diesel in that fuel and air aremixed vertical mounting, allows the use of a single in the carburetor before entering the cylinder, block for engines of either heavy duty gas where ignition is caused by an electric spark. oline or diesel design and provides additional space for other engine accessories. The function of a diesel fuel injection pump is to meter fuel extremely accurately to each cylinder and to inject it at high pressure, THE DB PUMP through nozzles, into the combustion chamber Several noteworthy design refinements have ct precisely timed intervals. The extreme been incorporated since its forerunner, the precision necessary con well be appreciated Model "D" pump wos developed, a few of since this cycle must be repeated hundreds of which are listed below: times per minute, with virtually no variation 1 diameter it 0 in timing or amount of fuel injected. The in= i eons ieee eee {ection pump is truly the heart of the diesel ing and discharge ports. Charging now accomplished with lower trans eee eee fer pump pressures through simplified The Roosa Master pump is of the single cylinder, rotor porting. opposed plunger, inlet metering, distributor 2. Integral transfer pump rotor simpli- type. Simplicity, the prime advantage of this fies manufacture and service. (One design, contributes to greater ease of service , distributor rotor suits left or right lower maintenance costs, greater dependability hand turning pumps except for minor and, easily overlooked, its ability to operate manufacturing differences.) cf greater speeds than competitive types u sf a oo 3. Greatly improved internal air vent= ing system which virtually eliminates The necessity for cost reduction is more ic suction-side air problems. apparent in the small diesel engine where the injection equipment represents a greater per= 4. Passages for load sensitive or speed centage of the cost. Since the basic Roosa sensitive advance devices incor- Master model has but 80 odd parts, and only porated in the hydraulic head for three main rotating members, there is less use when required. chance of part failure. It can bedisassembled 5. Shorter, more direct fuel flow circuit in a very few minutes, resulting in lower serv= in the head and rotor assembly. ice costs. The old adage, "the smaller the 6. Only minor manufacturing changes engine, the greater the speed," indicates the required to incorporate a delivery need for simplified injection equipment cap= valve for those engines requiring it. able of higher speeds.I} CONSTRUCTION AND OPERATION A. COMPONENTS AND FUNCTIONS The Roosa Master Fuel Injection Pump is des~ cribed as a single cylinder, opposed plunger, inlet metering, distributor type . To readily understand the basic operating principles of the Roosa Master pump, it is necessary to become familiar with the func~ tion of the main components, some of which rotate. See the cutaway view in Fig. 1 for construction details . These main components are: ve 2. PNOVRw Drive Shaft Distributor Rotor Transfer Pump - Pumping Plungers «Internal Cam Ring - Hydraulic Head End Plate - GovernorThe rotating members (Fig. 2) revolve on a common axis, and are: 1. Drive Shaft istributor Rotor (containing the plungers and mounting the governor) 3. Transfer pump With reference to Fig. 1, the drive shaft (1) ‘engages the distributor rotor (2) in the hydrau- lic head (8). The drive end of the rotor has ‘a diametric bore containing two plungers (4). The plungers are actuated toward each other simultaneously by an internal cam ring (5) through rollers and shoes which are carried in guide slots in the flanged end of the rotor, see Fig. 2. Normally, there are as many lobes as there are cylinders to be served. The transfer or supply pump (3) in the opposite end of the rotor from the pumping cylinder, is of the positive displacement, vane type and is covered by the end plate (7). The DB pump utilizes two types of distrib- tor rotors to serve the requirements of dif- ferent engine and combustion chamber types . The simplest version incorporates a slot or "channel" which connects with the pumping CONSTRUC: AND OPERATION cylinder by means of a single angled passage. The channel serves as a common passage for charging and discharging. The second type incorporates asingle, angled passage for chargitig and an axial bore in- corporating a delivery valve to serveall out lets for discharging. The hydraulic head contains the bore in which the rotor revolves, the metering valve bore, the charging ports and the head outlets to which are connected through appropriate fuel line connectors, the injection pipes leading to the cylinders. Covering the transfer pump, on the outer end of the hydraulic head, is the end plate . This cessembly houses the fuel inlet connection, fuel strainer and transfer pump pressure reg- lating valve. The Roosa Master Model DB Pump contains ical or flyweight type gov- its own mechani: emor (8), capable of close speed regulation. The action of the weights in their retainer (9) is transmitted through a sleeve (10) to the governor arm (11) and through a positive linkage to the metering valve (12). The metering valve is closed to shut off fuel through a solid linkage by an independently operated shut-off lever (13). pisruToR norok ° MAIN ROTATING PARTS TRANSFER PUMll CONSTRUCTION AND OPERA’ B. FUEL FLOW The operating principles of the Roosa Master pump can be understood more readily by follow ing the fuel circuit during « complete pump cycle. (See Fig. 3). Fuel is drawn from the supply tank into the pump through the inlet strainer (1) by the vane type fuel transfer pump (2). Since transfer pump displacement greatly exceeds the injection requirements, a large percent~ cage of fuel is by-passed through the regula~ ting valve (3) back to the inlet side. The flow thus by-passed increases with speed, and the regulating valve is designed so transfer pump pressure also increases with speed. Fuel, under transfer pump pressure, Is forced through the drilled passage (4) in the hydrau- lic head into the annulus (5). It then flows around the annulus to the top of the sleeve ‘and through connecting passage (6) to the metering valve (7). The rotary position of the metering valve, controlled by the gov- emor, regulates the flow of fuel into the charging ring (8) which incorporates the charging ports.As the rotor revolves, Its single charginghole (9) registers with one of the charging ports in the hydraulic head and fuel, at transfer pump pressure, flows through the angled pass- ‘age to the pumping cylinder (10). The in~ flowing fuel forces the plungers (11) outward ince proportionate to the quantity to be injected on the following stroke If only a small amount of fuel is admitted in= to the pumping cylinder, os at idling, the plungers move out very little. As additional fuel is admitted, the plunger stroke increases to the moximum quantity as limited by the leaf spring adjustment (12). At this point (charging) of the cycle, the rollers (13) ore in the “valley” or relieved part of the cam (14) between lobes. The fuel is trapped in the cylinder for a very slight interval after charging is complete. This is caused by the fact that the rotor charging port (9) has passed out of registry with the head port and the rotor discharge port (15) has not yet come into registry with cn outlet port (16) in the hydraulic head. Further rotation of the rotor brings its dis CONSTRUCTION AND OPERATION ll charge port into registry with an outlet port of the head at which point the rollers simulta~ neously contact the opposing cam lobes and the plungers are forced towards each other. The fuel trapped between the plungers is forced from the pump through one of the out let ports to an injection line. Lubrication of the pump is an inherent chor= acteristic of the Roosa Master design. As fuel, ot transfer pump pressure, reaches the charging ring, slots on the rotor shank allow fuel ond any entrapped air to bleed to o r duced diameter on the shank. This fuel fills the pump housing cavity and acts as a cool= cont as well as a lubricant, since it is allow- ed to return to the supply tank via the oil re= turn connection in the pump housing cover. This return line also permits any air entrained in the fuel or originally contained in the pump to be carried out. In addition, an air bleed arrangement is incor porated in the hydraulic head which connects the outlet side of the transfer pump with the pump housing cavity. This allows air, which for any reason is carried into the end plate, to be bled back to the fuel tank via the re= turn line.C. CHARGING AND DISCHARGING- DELIVERY VALVE TYPE ROTOR Figs. 4 and 5 show the porting relationships during the charging and discharging cycles. ‘CHARGING CYCLE ~ As the rotor revolves, Fig. 4, the angled passage in the rotor reg~ isters with one of the charging ports in the charging ring. Fuel, at transfer pump pres- sure, then passes into the pumping cylinder, forcing the plungers apart a distance propor- tionate to the amount of fuel required for in- jection on the following stroke. Only at full load will the plungers move to the most outward position, controlled by the leaf spring setting (maximum fuel adjustment) . Note in Fig. 4 that while the angled pass— ‘age in the rotor registry with one of the charging ports in the hydraulic head, the rotor outlet is out of registry with the head ‘outlet. Note also that the rollers are between the cam lobes. Compare their relative posi~ tion in Fig. 4 with that of Fig. 5. DISCHARGE CYCLE - As the rotor continues to revolve, Fig. 5, the angled passage pas- ses out of registry with the charging port. For a brief interval the fuel is trapped until the rotor ouflet registers with one of the head outlets. As this registration takes place both rollers contact the rise of the cam lobes and are forced together, Fig. 5. This is the dis charge or injection stroke. The fuel trapped between the plungers is forced through the axial passage, through the delivery valve ‘and out the rotor outlet. D. DELIVERY VALVE FUNCTION “Line Retraction," the most significant func~ tion of the delivery valve, is accomplished by rapidly decreasing the sure after injection to a predetermined point lower than that of the nozzle opening pres~ sure. This reduction in pressure causes the nozzle valve to return rapidly to its seat, achieving sharp delivery cut-off and prevent= ing dribble of fuel into the combustion chamber. The delivery valve, which is located and operates inabore in the centerof the distributor rotor, is simply constructed. It requires no seat ~ only a shoulder to limit travel. Seal- ing is cccomplished by the long, closely~ fitted bore into which it fits. (ince the same delivery valve performs the function of retraction for each line, the retracted amount will not vary frome to-cylinder. This results in an extremely smooth-running engine at all loads and speeds . When injection starts, fuel pressure moves the Delivery Valve slightly out of itsbore and ‘adds the volume of its displacement section (A) to the enlarged cavity of the rotor occupied by the delivery valve spring. This displaces «@ similar volume of fuel in the spring cavity before delivery through the valve ports starts . ‘At the end of injection, the pressure on the plunger side of the delivery valve is quickly reduced by allowing the Cam Rollers to drop into the retraction step on the cam lobes. Cam retraction value is always equal to or slightly more than delivery valve retraction value. AAs the valve returns to its closed position, it removes its displacement section (A) fromthe i y and, since the rotor discharge port is still partly in register, fuel rushes back out of the injection line (to fill_the volume left by the retreating delivery valve) . CONSTRUCTION ll AND OPERATION Following this, the rotor ports close complete ly and the remaining injection line pressure is blocked off. The delivery valve system of retraction is essential tosome engine combustion chambers, injection line sizes and nozzle combinations. Other engines perform entirely satisfactorily with other retraction systems. E. RETURN OIL CIRCUIT Fuel, under transfer pump pressure, is dis charged out of the slot in the discharge area of the Transfer Pump liner into a cavity in the hydraulic head. See Fig. 7. The upperhalf of this cavity connects with a longitudinal passage, the volume of which is restricted by a vent wire to prevent undue pressure loss . RETURN OIL CIRCUIT The vent passage passes cround the metering valve bore and connects with a short vertical passage entering the governor linkage compart= ment. Should oir enter the transfer pump because of suction~side leaks, it immediately passes to the air vent cavity and then to the vent passage as shown. Air anda small quantity of fuel then passes from the housing to the fuel tank via the return line.1] CONSTRUCTION AND OPERATION F. CHARGING & DISCHARGING - CHANNEL TYPE ROTOR As in the case of the Delivery Valve, illue trations Fig. 8 ond Fig. 9 depict the rela~ tionships of porting during the charging and discharging cycles. As the rotor revolves, Fig. 8, the angled passage, leading from the slot or "channel fon the rotor shank registers with one of the charging ports in the hydraulic head. The fuel, at transfer pump pressure, then passes into the pumping cylinder forcing the plungers apart a distance proportionate to the amount of fuel required for injection on the following stroke. Only at full load, will the plungers move to the most outward position, controlled by the leaf springsetting (maximum fuel adjust= ment). This is the charging cycle. Note in Fig. 8 that while the channel is in register with one of the charging ports, the shallow end of the channel is not in register with an outlet port. Note also that the roll- ers are between the cam lobes. Compare their relative position in Fig. 8 with that of % As the rotor continues to rotate, the channel passes out of registry with the chargingport. For a brief interval the fuel in the rotor is tropped until the shallow end of the channel registers with one of the head outlets. As this registration takes place both rollers con tact the rise of the cam lobes and are forced together. See Fig. 9. This is the discharge or injection stroke. The fuel trapped between the plungers is forced back through the angled passage, down the length of the channel and out the head outlet in registration. Line retraction in the channel type rotor is accomplished by means of a retraction slot fon the rotor shank . G. END PLATE OPERATION The End Plate is common to all models of the pump and varies only slightly between applicotions. Its three basic functions are: 1. To provide passages for fuel, and cover and absorb end thrust of the transfer pump . 2. To house the pressure regulating valve. 3. To house the priming by-pass spring which permits fuel to by-pass the transfer pump during hend priming.1, 12, and 13 show the three positions ~at rest, ing, and in operation. Figs 19 piston during hand pri Fig. 11 shows the piston covering the hand priming port (A) and resting against the prim ing by-pass spring. REGULATING SPRING, FUEL INLET steeve During hand priming, Fig. 12, the pressure differential across the transfer pump, caused by the hand primer, forces the piston down, compressing the spring, until the priming port (A) is uncovered. Fuel then by-passes the stationary transfer pump to fill the system. er HAND PRIMING rue. our. Fig. 13 shows the piston in operation. Fuel pressure forces the piston up the sleeve until the regulating port or ports (8) are uncovered. Since the pressure on the piston is opposed by the regulating spring, the delivery pressure of the transfer pump is controlled by the spring rate and size and number of regulating ports. nmr PRESSURE REGULATING Fue. ourtera || CONSTRUCTION AND OPERATION IDE SPRING. H. CENTRIFUGAL GOVERNOR In the centrifugal governor, Fig. 14, the movement of the flyweights against the gov- ernor thrust sleeve rotates the metering valve. This rotation varies the registry of the metering valve slot with the passage to the rotor, thus controlling the flow to the engine. This type of governor derives its energy from the centrifugal action of the flyweights pivot~ ing on their outer edge in the retainer. Centrif= ugal force tips them outward, moving the governor thrust sleeve against the govemor arm, which pivots on the knife edge of the pivot shaft, and is connected through a simple positive linkage to the metering valve. The force on the governorarm caused by the centrifugal action of the flyweights is balanced by the compression type governor spring, which is manually controlled by the throttle shaft linkage in regulating engine speed. A light idle spring is provided for more sensitive regul: at the low speed range. The limits of throttle travel are set by adjusting screws for proper idle positions. A light tension spring uiiows the stopping mechanism toclose the metering valve with= cut overcoming the governor spring force. Only a very light force is required to rotate the metering valve to the closed position.Pare D FROM ENGINE The procedure described below for removal cof the Roosa Master pump from the engine should be followed in detail toassure ease of pump re-installation . There are two types of pump installations: 1. Drive shaft part of pump assembly . 2. Drive shaft part of engine drive assembly - remains with engine. Refer to your engine manual to determine type of installation. ‘A. Clean and wash down pump, fittings and all connections to be broken, to eliminate ‘ony chance of dirt entering the systemwhen lines are disconnected. CAUTION: All openings should be temp- orairly plugged with masking tape as lines are disconnected. B. Remove the timing hole cover (outboard) ide of pump), Fig. 15, and bar engine in the direction of rotation until the timing line on. the governor weight retainer hub registers with timing ‘on the cam. C. Disconnect the fuel supply, return, and nozzle leok-off lines and all high pressure lines. Plug all openings. D. Disconnect throttle and shut-off linkage. E. Remove mounting nuts on the pump flange. F. Slide pump gently from location. 3=a STUDY THE MANUAL FIRST. Before com - mencing the disassembly of the pump, remove all external grease and dirt by washing the unit with fuel oil and blowing it off with a blast of filtered air. It must be constantly kept in mind that dirt, dust and foreign matter are the greatest enemies of the fuel injection pump. ‘As an added precaution, to prevent dirt from entering the fuel system while servicing the pump, it is recommended that A CLEAN WORK-SPACE, CLEAN TOOLS ANDCLEAN, HANDS BE USED. ‘Aclean pan should be available in which the parts may be placed upon disassembly, anda pan of clean fuel oil should be available in which the parts may be flushed. It is recom= mended that these be deep drawn pans with rounded corners to lessen the chances of dirt pockets. STEP 1 Mount the pump in Roosa Master Fixture #13363 as shown. Remove all seals. Unscrew the three cover hold-down screws ‘and remove the governor control cover and cover gasket. STEP 2 Remove the shut-off camby rotating the shut-off lever to the full shut-off position Ghut-off camhorizontal) . Place Roosa Master Tool #13339 between housing and governor linkage hook as shown and pry gently , sliding cam out of its groove and off the throttle shaft. STEP 3. Withdraw the shut-off lever and shaft. STEP 4 Slide the throttle shaft lever off # throttle shaft and withdraw the throttle shat assembly from its position. Note: To aid in correct assembly, be sure to make anote of the side on which the throttle shaft is assembled.STEP 5 Holdthe governorspring, idle spring guide, idle spring, and spring retainer firmly between the thumb and forefinger . Loosen and remove the guide stud and its washer. Lift out the governor spring, idle spring guide, idle spring, ond spring retainer as a unit and set aside. STEP 6A While depressing the metering valve and holding one finger over damper and spring, used), raise the governor linkage hook at the metering valve end to clear the metering valve orm pin Remove the damper and sprin, Pull the linkage hook back slightly to disengage it from the governor armand place it over the side. STEP 6B Remove one pivot shaft cop nut and seal and withdraw the pivot shaft from the housing. The governor arm and linkage hook may now be removed. Bs STEP 7 Remove the metering valve and spring. Remove the two head locking screws from the pump housing. Fe STEP 8 Invert the 5.0 unit in the vise ond remove the head and cam locating screws, cam hole cover and seals. NOTE: If automatic advance is em- ployed, see disassembly procedure, Page 29. Return the unit to an up-right position. Grasp the hydraulic head assembly firmly in both hands and withdraw with a slight rotary motion . Use caution not to drop weights . as6 | 25 STEP 9 To disassemble the governor, invert the hydraulic head and let weights, governor thrust sleeve, and governor thrust sleeve wash- er fall into hand. STEP 10 Place the hydraulic head assembly fon the pump holding fixture so that the gov- ernor weight retainer engages the bar on the fixture as shown.. Remove the four end plate screws and lift off the end plate assembly. STEP 12 To disassemble the transfer pump, (revealed after endplate removal) remove the transfer pump seal. Lift out the transfer pump STEP 11 Remove the endplate plug, ond with a dull scribe, remove the seal located on the top of the end plate sleeve. Insert the end plate sleeve retractor tool in the 1/8" hole in the top of the sleeve and withdraw the sleeve carefully with a rotary motion. Remove the regulating piston and spring from the bore of the sleeve and withdraw the priming by- pass spring by hooking it with Tool #13301. Place the end plate in a soft-jawed vise and remove the filter assembly and seal from the inlet bore. rand blades. STEP 13 With a socket set screw wrench, loosen and remove delivery valve retainer screw. Lift head and rotor assembly and shake delivery valve stop, spring and delivery valve into the hand. If delivery valve sticks in its bore, remove it using delivery valve retractor tool os shown.STEP 14 Usinga small-bladed screwdriver or @ dull scribe, disengage and remove the rotor retainer snap ring. This releases the rotor retain= ers which should now be moved outword as far as possible to clear the rotor. Gently lift the hydraulic headso thet the trans~ fer pump rotor is flushwith the inner face of the hydraulic head. The rotor retainers can be easily removed. Lower the head to its former position. CAUTION: Rotor is no longer retained in the head . Donot let them slip apart when proceed= ing to Step 15. Como STEP 15 Place the hydraulic head assem- bly in the holding fixture os shown and remove the weight retainer snap ring with the ossembly pliers. Lift off the governor weight retainer and internal cam ring. With reference to Step 6, Page 22, check and record the roller-to-roller dimension . Compare this dimension with that called for on the pump specification. rotorand the rollers andshoes from their guide slots. Remove the two plungers, being care~ ful not to drop or otherwise damage them, Withdraw the distributor rotor from its bore in the hydraulic head. CAUTION; DO NOT HANDLE ROTOR SHANK.PARTS INSPECTION Dirt is the greatest enemy of the fuel injection pump. Keep the work area clean. Parts should be washed in a suitable solvent ‘nd then placed ina clean pan containing fresh fuel or calibrating oil . Examine all parts carefully in accordance with instructions which follow: B._DETAILED INSPECTION ‘A. GENERAL INSPECTION Discard all O-rings, seals and gaskets . Re- place with appropriate Roosa Master gasket kits. Examine all spri 19s for fretting, wear, distortion or breakage. Clean and carefully check all bores, grooves and seal seats for damage or wear of any Replace damaged or worn parts as necessary. 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Check for chipping on any of the edges, pitting, imbedded foreign particles or wear on the rounded ends . Determine wear bymeosuring the length (1 .0930" minimum) with a micrometer . Inspect flat surfaces visually for scores. If any discrepancies are noted, replace both blades. 2. Plungers ~ While holding the rotor under clean oil insert the plungers into their bore. With thumb and forefinger over the guide slots, tilt from side to side several times to insure complete freedom of movement. Interchanging or reversing their individual position may be necessary as these are matched parts. If the plungers were sticking, but not visibly dam- ‘eged, clean both plungers and bore with a soft brush and lacquer~removing solvent such €@s lacquer thinner or acetone . (Do not force plungers into their bore and do not handle rotor shank). 3. Distributor Rotor ~ Examine the radii contacted by the leaf spring, the tang slot, and the weight retainer drive on the large end for excessive wear. Check all slots, charging and discharged ports for chipping of edges or dirt,and the rotor shank for scratches. If dam- ‘age or excessive wear is apparent, the head ‘ond rotor must be replacedasa mated unit. PARTS V INSPECTION 4, Cam Rollers and Shoes ~ Check each roller its shoe for freedom of rotation, and the top edge of each shoe , where retained by the leaf spring, for chipping or excessive wear . Improv= ed roller surfaces will result from long, normal operation in clean fuel oil. Gp 5. Leaf Spring - Check for wear at points where the spring contacts the radii on the rotor, and along the steps that retain the roll- cr shoes. —S> 6. Governor Weights and Retainer Examine drive shaft pilot tabs in retainerhub, retainer sockets where weights pivot , and pivot points of all weights for wear. If equipped with the flexible spring-type retainer, check springs for breakage or distortion . If Damage is noted 7. Governor Linkage - Inspect the pivot points of the governor control arm and pivot shaft. Examine the control arm fork where it contacts the thrust sleeve. If wearis inexcess of .003, discard and replace. Examine the metering valve pin hole in the linkage hook, the spring retainer, throttle shaft lever, shut-off cam, and especially the throttle and shut-off shaft assemblies where joined, for looseness. °i] PARTS INSPECTION 8. Metering Valve and Arm Assembly - Check the metering valve body for wear.Be sure the metering valve arm is well seated ‘ond that there is no radial movement of the ‘arm on the valve. Check the metering valve spring for breakage or distortion, and the metering valve arm pin for wear at its point of contact with the linkage hook. Ss NOTE: If metering valve spring washer is not present on those pumps where it is listed con the Service Specification, install as follows: Clamp metering valve in a soft~jawed vise. With a screwdriver blade placed as shown, tap ‘arm from position. Assemble washer to end of valve and replace arm. 9. Cam - Since only the working portions of the lobes on the 1.D. are ground, the tool marks between lobes should not be considered damage. The cam finish is mottled from heat treatment rather than operation. Carefully inspect the 1.D. and edges of all flat surfaces. If there is evidence of spalling or flaking out, replace with new cam. Improved cam lobe finish will result from long, normal operation in clean fuel oil. Ws 10. Drive Shaft ~ Inspect the tang, being sure that distance across flats is not less than +305". Check the shaft diameter where the governor thrust sleeve slides. The drive shaft seal grooves must be absolutely smooth for the seals to function properly. ED i aop wa 11. End Plate = Check the regulating piston for freedom of movement in the sleeve Check all threads for damage and the face of the end plate for excessive wear due to end thrust of the transfer pump rotor. The inlet screen must be inspected for damage. All dirt or rust must be removed from the assembly. DO NOT ATTEMPT TO REMOVE LINER LOCATING PIN UNLESS OBVIOUSLY DAMAGED.All parts must be thoroughly flushed in clean ofl «5 they are being reassembled. Cleanliness will contribute to long life and trouble-free operation. All seals and gaskets must be re= placed, whether visibly damaged or not. NOTE: Refer to Torque Value Chart, Page 46 before assembly. STEP 1 Insert the priming by-pass spring in its bore in the end plate with the closed coil end upward as shown. Be sure this spring is seated correctly in bottom of the bore. [m= proper seating will make hand priming of the pump impossible. STEP 2 Place the regulating end plate sleeve and, while holding between the thumb and forefinger as shown, shake slowe ly to ascertain complete freedom of the piston. The piston should slide freely by its own welght. STEP 3 While holding the end plate ina horizontal position and sighting down the in- let bore to make certain the lower sleeve seal does not catch and tear on any sharp edges, coreflly insert the sleeve, with regulating jon into its bore with aslight rotary motion. Fhe application f clean mineral grevse, to the seal will aid assembly. Wring Into seat using the Sleeve Retractor Tool . If the sleeve I has been removed for any reason while the pump is mounted on the engine, it is recom= mended that the regulating piston be inserted ofter the sleev talled to prevent it from Falling out the lower end. Assemble the regulating spring and the top sleeve seal, which must be correctly seated ‘on top of the end plate sleeve. Assemble end tighten the end plate plug and the strainer assembly. STEP 4 The first part of the hydraulic unit to be assembled is the distributor rotor .With Particular attention to Section V, Group C, Part 2 (Supplementary Inspection ~ Plungers) insert the pumping plungers into STEP 5 Flushthe hydraulic head and distrib= tor rotor thoroughly in clean oil and assemble, under oil, with a slight rotary motion. Under no circumstances should any force be used. Do not handle the rotor shank with the fingers but do hold fingers over the plungers so they will not drop out. This procedure will prevent possible damage and ease assembly.T-——] STEP 6 Place the hydraulic head and rotor ‘essembly in the holding fixture os shown and cessemble the leafspring. A little clean grease con the edges of the leaf spring hole before as~ sembly will make adjustment easier. Insert the rollers and shoes and check for their free~ dom of movement. With reference to the pump specification, the roller-to-roller dimension (maximum fuel adjustment) should now be set . Apply clean, dry air (30 - 100 P.S.1.) by means of a suitable fitting to any one of the head outlets. Rotate the rotor until the rollers are pushed to their extreme outward position by the air pressure. Using @ 1"to.2" micro- meter, measure the roller-to-roller dimension (outside of one roller to outside of other rolk er) now present. To set the roller-to-roller dimension to that called for in the pump specification, turn the leaf spring adjusting screw inward (clockwise) to increase travel and outward (counter-clockwise) to reduce travel using the Socket Serew Driver Tool. NOTE: This setting provides a completely accurate maximum fuel setting and it should not be altered from the specification. STEP 7 Place the camring atop the hydraulic head with the directional arrow indicating the proper direction of pump rotation facing upward. Remember that pump rotation is always expressed as viewed from the drive end. The pump will not deliver fuel with incorrect as ~ sembly of the cam ring. STEP 8 Place the governor weight retainer in position over the drive on the distributor rotor. Make sure the assembly marks on the weight retainer and the distributor rotor line up with each other. Assemble the snap ring to its groove with the Assembly Pliers. STEP 9 While holding this assembly core~ fully together so the rotor will not fall out invert the entire unit so that the governor weight retainer engages the bar on the hold- ing fixture. Install delivery valve making sure that it operates freely in its bore. Install delivery valve spring nd delivery valve stop. The stop screw internal hex has one end which isslightly relieved toclear the delivery valvePeco stop. Be sure it faces down. Start the stop serew using hex-end of the delivery valve retractor tool (Fig. 42), and finish tightening with a torque wrench, to 85-90 inch=pounds. Carefully place the transfer pump blades in their slots in the transfer pump rotor. With ‘one finger, rotate the liner several times to test for bind. Retum the liner to correct position. STEP 12 Insert the transfer pump seal and mount the end plate so that the inlet fitting is in line with the metering valve bore. The locating pin "B" will now line up with the locating slot "A" in the liner. If these are 180° out of alignment check the end plate for correct location of the pin as to. pump rotation (Cand CC ore marked on the outside of the end plate). STEP 10 Insert the two rotor retainers by lifting the head up slightly so that the inside face of the head is flush with the rotor end. Position the retainers with the outer sleeve of the Retainer Ring Installation Tool and install the retaining ring as shown in Figs. 43,44, and 45. STEP 11 Insert the transfer pump liner so that the large slot is in line with the head locating screw hole, and the letter signifying correct pump rotation faces up. This will com rectly position the liner locating slot toaccept the locating pin in the end plate.a Co ] With reference to the Torque Value Chart, Page 46, insert and tighten the four endplate screws. STEP 13 Slip the head and rotor assembly, drive end up, into open end of holding fi ture. Place the six governor weights in their sockets with the slots facing the bore of the cessembly. Place the governor sleeve thrust washer against the governor thrust sleeve so thot the chamfered edge faces the sleeve. Insert the forefinger into the bore of the sleeve ‘and washer, holding them together, and insert them into the slots of the governor weights by tilting the weights slightly back . The tab on the thrust sleeve flange should face upward. Sight across the tops of the assembled weights to ascertain correct positioning. One weight higher than others indicates incorrect assembly of the thrust washer. STEP 14 Place the governor arm in position with the fork for the governor linkage hook facing the end plate. Insert the pivot shaft (KNIFE EDGE FACING END PLATE) and as~ semble the two seals and cop nuts. Tighten the cap nutssimultaneously with reference to the Torque Value Chart, STEP 15 The hydraulic head ond rotor as sembly, including the transferpump, cam ring, governor weight retainer, weights, governor thrust sleeve and washer, should now be as~ sembled into the housing. Install a new seal on the hydraulic head . Rotate the cam ring so that the unthreaded hole is in line with the metering valve bore. This will insure proper position of the cam. Apply a light film of clean grease around the inside edge of the housing toaid in assembly.Grosp the hydraulic head firmly in both hands end insert it into the housing bore with aslight rotary motion. Do not force. If the assembly should cock during insertion, withdraw ond start over. This is particularly important, as cocking can cause particles of metal to be shaved off the housing and left in the pump , causing serious damage in operation. When inserting, make sure the assembly is wrung into position past the hydraulfe head seal . Failure to do this might cause damage to the seal, resulting in leakage. When the head and rotor are finally assembled in their ‘approximate locotion, rotate them until the head locking screw holes line up with their corresponding holes in the housing. Insert the head locking screws finger-tight. STEP 16 Invert the pump and fixture in the vise so the bottom faces upward. Place the cam hole seal in its groove. NOTE: Place a small quantity of grease in each end of the seal groove and stretch the seal slightly to facilitate assembly. Ploce head locating screwseal in its counterbore , and the camhole cover in position. If Auto Advance is utilized, refer to reossembly procedure, Page 30. Before assembling the cam screw and head locating screw, make certain the holes in the hydraulic head and cam match with their corresponding holes in both the housing and cam hole cover. If necessary, the cam posi~ tion may be adjusted to suit with the fingers. Peco Insert and tighten the cam holding and head locating screws with reference to Torque Value Chart. Turn the pump back to (top upward) in the vise. head locking screws. Refer to Torque Value Chort. STEP 17 Place the metering valve spring on the metering valve and install the assembly into its bore. Depress and rotate the valve several times to insure freedom of movement. If valve sticks, lap it in carefully with clean oil. Never sand or polish off the special surface treatment provided. STEP 18 Pull back on the governor linkage hook, stretching the spring just enough to assemble the hook correctly to the fork on the governor arm, Position the opposite end of theeT hook over the pin on the metering valvearm. STEP 20 Assemble the throttle shaft and lever Check all of the governor parts again for essembly partially through its bore in the freedom or movement. If dash-pot is utilized, housing. Slide the spacer bushing (If used) assemble as shown. ‘and throttle shaft lever over the throttle shaft s0 that the projection on the throttle shaft lever bore engages the keyway on the shaft . Position the forked end of the throttle lever s0 that it straddles the guide stud. Apply light coat of grease to the throttle and shut= off shaft seals. Assemble the shut-off lever assembly from the opposite side with a slight rotary motion, so as not to damage the seal , firmly seat the two levers. Locate and seat the shut-off cam. STEP 19 Assemble the governor spring, spring retainer, idle spring, ond idle guide, on the bench. Pick up between thumb and forefinger ‘and engage the governor spring over the form- ed tabs on the governor arm. Insert the guide stud, with washer, through the tapped hole in the rear of the housing and into the idle spring guide, idle spring, spring retainer and governor spring. Tighten guide stud to recommended torque. NOTE: The apparent looseness in the governor parts is normal . Lost motion is immediately taken up as soon «as the pump rotates. STEP 21A Linkage Adjustment ~ All DB Pumps now in production employ a new style adjustable linkage. (See Fig. 61). With the throttle lever in wide open position and the torque serew backed out, check the clearance between the rear of the shut-off shaft (B) and the vertical tab (A) on the link= age hook %Adjustment of this clearance in the pump is made using Linkage Wrench #13379 by chang- ing the effective length of Linkage Hook . With adjusting serew (1) tight,apply a slight pressure to tab (A). At the same time rotate pump one or two complete revolutions toassure that linkage is in full forward position . Loosen adjusting screw (1) and slide linkage to max- ‘imum open length. Insert Linkage Gauge #13389 between vertical tab (A) and shut-offshaft (8) ‘ond slide linkage hook together from rear until face of tab is flush against gauge. Tighten adjusting screw (1). Check adjustment and reset if required. STEP 21B A limited number of DB Pumps incorporate the old style single-piece link~ age hook shown in Fig. 62. Adjustment may be made as follows: With the throttle and shut-off levers in "run" position, check for clearance between rear of shut-off shaft and the vertical tab on the link= age hook. Refer to Service Specification for proper clearance. CAUTION: During adjustment, the linkage hook must be removed from the pump and laid on a flat surface so the surfaces shown will remain parallel. Severe binding of the meter- ing valve arm pin and erratic governing will result if this precaution is not observed. REASSEMBLY [||| Sh % To adjust clearance, open or close the form- ‘ed hump in the linkage hook to increase or decrease its length, with needle-nosed pliers. Reassemble linkage hook and recheck clear- cance between shut-off cam and linkage hook tab. STEP 22 Check all governor parts for free- dom of movement. Assemble a new seal to governor control cover, and install cover on pump, tightening the three retaining screws securely. 7| A. AUTOMATIC ADVANCE The Roosa Master design permits the use of a simple hydraulic servo-mechanism, power- ed by oil pressure from the transfer pump, to rotate the normally stationary cam ring to advance injection timing. Transfer pump pres- sure, operates the Advance Piston against spring pressure as required along a pre- determined timing curve. The Automatic Advance is also an aid in cold starting, since it retards timing during cranking. Two types of advance are provided to suit various engine designs . 1, SPEED RESPONSIVE Controlledmovement of the cam in the pump housing is induced and limited by the action of the power and spring pistons of the auto- matic advance against the cam advance screw. During cranking the cam is in the retard position, since the force exerted by the advance spring is greater than that of transfer pump pressure. As the engine R.P.M. and transfer pump pres- sure increases, oil entering the advance hour- ing behind the power piston moves the cam. Any omount of advance may be provided but the total limit of travel is 14 pump degrees. Aball check valve is provided to offset the normal tendency of the cam to retum to the retard position during injection. (See Fig. 66). 2. LOAD RESPONSIVE The purpose of the Advance Device which responds to load changes is to offset the natural retardation of timing at light loads, undesirable in some engines, by advancing the cam slightly . Cam movement is induced by pressure deve oped at the transfer pump and admitted by the metering valve. Since the governor controls metering valve position at all loads, it also controls the amount of oil, under pressure , fed to the Automatic Advance Device. ‘An external adjustment is provided to position the metering valve vertically for proper advance operation. Refer to Bench Test procedure, Page 39, Paragraph N.3. AUTOMATIC ADVANCE FUEL CIRCUIT Fuel, under transfer pump pressure , is forced through the drilled passage (1) located in the hydraulic head fo the annular ring (2). It then flows around and to the top of the on~ nular ring, where it registers with the bore leading to the metering valve. The metering valve is designed to allowaquantity of fuel to flow into. second annular ring (3) which registers at the bottom with the bore of the advance clamp screw. Fuel then passes through the clamp screw and into the chamber behind the spring loaded bel! check. As transfer pump pressure increases, the ball is lifted off its seat, allowing fuel to pass through, across the flat of the Retainer Screw, and into its passage located in the power side advance end plate. (See Figs. 66 and 67). rowan msTON gH a ei BR Cu ce! Thawcnece RETAINER sew! | sccessones Hf 4. DISASSEMBLY NOTE BEFORE DISASSEMBLY = For clockwise pumps the power piston and ball check are assembled from "C "side of automatic advance housing. For counter-clockwise pumps the Power piston and ball check are assembled STEP 1 With the pump mounted in holding fixture, invert and clamp fixture in vi End Plate should face assembler. STEP 2 Refer to Figs. 68 and 69. Remove power and spring end plates and seals. STEP 3 Insert a small socket screw wrench into the ball check bore from the side opposite the check valve. Push out the ball check cond spring. STEP 4 Remove advance spring, spring piston and slide washer. Note flaton©.D. of spring piston. This is provided to prevent hydraulic lock of the spring piston andserves to identify it. STEP 5 Toremove power piston push against cam advance screw, spring piston side. Re~ move slide washer. STEP 6 Remove advance body clamp screw cand washer and lift automatic advance hous ing from pump .C 2» ig. ° A STEP 7 Remove cam hole seal and head locating screw seal . Loosen and remove cam advance screw. INSPECTION ~ Check the housing for fret= ting or scores in the piston bore, foreign material or rust in fuel passages , ond damage to seal seats. Inspect both pistons for wear, especially the ends, and the slide washers for roughness. Remove any high spots on the piston ends and slide washers by carefully rubbing with a flat India stone. Check the cam advance screw for wear and replace if necessary. 5. REASSEMBLY See "Note Before Disassembly" concerning location of power piston and check valve. STEP 1 Assemble and tighten cam advance screw. (See Torque Chart). STEP 2 Assemble the cam hole seal andhead locating screw seal . After rinsing the advance housing thoroughly in clean oil place in posi- tion and secure by assembling the advance body clamp screw and seal . If cam does not move freely, remove the advance housing, and tap the pump housing sharply with asoft= faced hammer at several points to seat any small burrs in the housing. Reassemble the housing, tighten screw, and recheck for free dom of movement. STEP 3 Rinse the slide washers and pistons in clecn oil and stick the washers to the pistons with clean grease. Slide both pistons into the advance bore , seating the slide wash- ers squarely on the cam advance screw. Move pistons back and forth to insure freedom of movement. NOTE: Again check carefully to make sure power piston is assembled on cor- rect side of advance housing. See "Note Before Disassembly," Page 29. STEP 4 Assemble ball check to same side of advance housing as power piston. Assemble ball check spring, closed-end out, using the Spring Installation Tool #13390 to insert to correct depth. STEP 5 Insert advance spring into spring piston bore. Assemble end plate (spring side) ‘andseal to automatic advance housing Make sure advance spring locates in counterbore of the end plate. Secure by assembling advance end plate screw. Assemble stop screw seal to stop screw. Install and tighten screw. (See Fig. 69). STEP 6 Assemble end plate (power side), identifiedby cast arrows, andseal to advance housing. Secure by installing and tightening stop screw (with seal) and advance endplate screw.ELECTRICAL SHUT-OFF The Electrical Shut-Off Device may be fumished for "energized to run" or “energized to shut-off" operation. It is available for 6, 12, 24, and 32 volt systems. Since this device is housed within the gov- ermor control cover, the external dimensions of the pump do not change. OPERATION ENERGIZED TO SHUT-OFF: Energizing the coil overcomes the force of the shutdown coil spring, pulling the armature inand causing the tab on its lower end to contact the governor linkage hook. This moves the linkage hook against the governor linkage spring tension, rotating the metering valve toits closed posi~ tion and cutting off the fuel. Fig. 71 NOTE: 6 and 12 Volt coilsare supplied with 12 and 24 Volt "Energized-to-Shut-Off" systems only, to provide positive action for intermittent duty conditions. ENERGIZED TO RUN: De-energizing the coil allows the shut-down coil spring to release the armature. The lower end of the armature moves the governor linkage hook, A... rotating the metering valve to the closed ion and cutting off the fuel. Fig. 72 DISASSEMBLY Remove the cover screws, governor control cover and gasket from pump. Remove the cover contact nuts and washers and work the solenoid assembly out of the cover. Some applications will incorporate a brass cup= shaped washer secured to one contact screw to provide a gounded connection. A positive lead only is required. Remove the armature spring and armature. INSPECTION Examine visually for cracks and swelling in the encapsulating material , and looseness Of the contact screws. Check the solenoid fora complete circuit with an ohmmeter.vt cs fe ACCESSORIES REASSEMBLY AND ADJUSTMENT Assemble the armature and spring to the coll. Before installation of the solenoid assembly to the cover is made, adjustment of the arma~ ture travel and spring tension should be carried out as indicated in Fig. 74 through 77 using Tool #14067. Check the linkage hook adjustment, with reference to Page 26 and 27. Install new insulating tubes to both contact screws. Apply a light coat of clean mineral grease to the tubes and insert the assembly into the governor control cover as a unit. Replace the insulating washer and assemble the contact nuts (20 - 25 in. Ibs.) Mount the cover assembly, with new cover seal, to the pump and tighten securely. Checking Armature Travel-All Assemblies Adjusting Armature Travel-All Assemblies Bend Here Adjusting Shut-Off Tab A "Energize-to- run" Only Edge of bench: Sumter. Adjusting Armature Spring Tension "Energize-to-run" Only TESTING With the pump mounted to operate on the test bench, the electrical shut-off device must be checked with designated current supply (stamped on cover), with wide open throttle at the following speeds: A. 400 RPM B. Full load governed speed C. High idle (shut-off only) If use of automotive-type batteries is im- Practical, a good, heavy duty, battery charger can be used as long os voltage can be selected and will hold with minimum droop during application to the solenoid coil. Use of small, inexpensive trickle chargers is not recommended since a voltage drop of 2-3 volts can be expected when current is epplied tothe coil . This can result in question able operation and rejection of good coils under some conditions. NOTE: Do not attempt to check solenoid operation with the cover removed from the pump. The governor linkage spring operation when the cover is assembled.C. VARIABLE SPEED DROOP DEVICE (Generator Set Application Only) An external adjustment screw at the rear of the pump housing provides precise control of governor sensitivity by decreasing or increas- ing the effective length of the governor control spring. Turning the adjustment screw inward shortens the control spring, making it less sensitive and increasing speed droop. Tum= ing the screw outward has the opposite effect. Regulation of 3-5% can be easily attained, Adjustment con be made while the engine is operating. Fa e DISASSEMBLY Remove the governor control cover, shut-off cam, shut-off shaft assembly, throttle shaft assembly, throttle shaft lever and governor linkage hook . Remove the end plate assembly. Remove the adjusting cap (8) by pulling to the rear of the pump. With a pair of needle nose pliers, remove the control rod clip (4). DO NOT BEND THE CONTROL ROD. Loosen and remove the control rod guide(6) seal (5) and guide washer (11) .Disengage the governor spring (2) from the governor accessories |i|/|| arm (1) and remove the governor spring and control rod assembly (3) as a ur INSPECTION Examine the governor spring for distortion and the spring guide and bushing for excessive wear. Replace the two seals on the control rod guide. Check control rod for straightness and replace, if needed. REASSEMBLY Insert the control rod assembly (3) through the threaded hole from the inside of the housing. Slide the control rod guide, (6) (O-ring (6) and guide (11) over the endof the control rod (3) and thread into housing. Tight~ en securely. Insert Clip (4) into the control rod end being careful not to bend the rod, Slide the adjusting cap (8) over the new seal on guide (6). Thread five full tums of gov- emmor spring (2) onto the spring guide (9) with the spring guide and bushing (10) against each other as shown. Slip the free end of the governor spring over the formed ends of the governor arm (1) with the bent end of spring between the two tabs. Install the endplate, throttle shaft assembly, throttle shaft lever, shut-off shaft assembly and shut-off cam. Adjust low idle adjusting screw so bushing (10) just touches rod guide (6) and forked end of throttle shaft lever straddles and engages flats on bushing (10). Replace cover. The speed droop assembly is now positioned for minimum droop. ‘SPEED DROOP ADJUSTMENT DURING BENCH TEST 1, Make normal check of output, metering cand transfer pump pressure at full load gov- aVil ACCESSORIES ered speed os called for on the specification. Refer to "Bench Test Procedure," Section IX. High idle adjusting screw should be backed all the way out and Throttle held open as far as possible. 2. After normal pump test, check full load governor regulation by moving the throttle lever toward the closed position until the pump is "on governor” at full load speed. This will be indicated by a difference in delivery sound and a slight reduction of fuel delivery (1-2 mm3) when a "draw" is taken into the graduates. Hold the throttle in this with the standard vernier rack pos loner throttle supplied with most test benches. Do not position throttle by means of high speed adjusting screw. { 3. Increase test stand speed. Record speed where fuel delivery falls to 20-25% of full load output. This speed is known as "no - load" speed and should not be higher than the percentage or the high idle speed in= dicated on the specification. If, for example, the unit operates at 1800 RPM full load and 3% regulation is required, no load speed will be: 1800 x .03-54 1800 + 54=1854 RPM ‘At 1854 RPM the pump should not deliver more than 20-25% of full load fuel quantity. 4. If high idle, no-load speed os described in Step 3 is too low, adjust by means of the knurlediknob (8) at the rear of the pump hous ing. This Is the “droop" adjustment. The knob should be tured clockwise toraise the no-load speed. NOTE: After each droop adjustment, check full-load delivery and reposition the throttle lever slightly as needed to compensate for ‘any change in full load fuel delivery. 5. Disconnect Vernier Rack Positioner. Hold throttle lever as far open as it will go with high speed adjusting screw backed out. In~ crease test stand speed to 10% above full load speed. (Example: 1800 x .10=180 + 1800=1980 RPM) 6. Turn high idle adjusting screw in (clock- wise) until fuel delivery is 20-25% of full load quantity. Lock adjusting screw in this position. THIS PREVENTS ACCIDENTAL OVERSPEEDING IN THE EVENT THAT SPEED DROOP NEEDS FURTHER ADJUST- MENT ON ENGINE. Do not change droop setting. 7. Seal all throttle and shut-off lever adjust= ing screws with lead plomb. SPEED DROOP ADJUSTMENT DURING ENGINE TEST 1, After priming fuel system, start and warm engine to operating temperature. With full load applied and engine operating at rated speed, droop may be determined by removing load and noting no-load speed or frequency. Droop may be adjusted by turning knob (8) clockwise to increase, counter-clockwise to decrease. A minor correction of throttle position will also be necessary. NOTE: If knob (8) is adjusted tomoximum or near maximum droop, severe strain will be placed on the throttle and governor linkageports unless the throttle cable or linkage is first disconnected from the pump throttle lever. After final droop setting, throttle link~ ‘age length may be readjusted and reinstalled ‘on the pump throttle lever. This precaution is not necessary if the spring-loaded throttle lever shown is incorporated. D. DRIVE SHAFT In most applications, two molded, cup- shaped oil seals are retained in intermediate grooves in the drive shaft. The shaft tang has a small off-center hole which coincides with a similar hole in the distributor rotor to in~ dicate correct assembly. DISASSEMBLY A snap ring retains the drive shaft in certain applications, and the presence ofasnap ring within the pump should be determined before cottempting removal of the shaft from the pump. The snap ring can be removed without dis~ ‘essembly of the entire pump in the following manner: 1, Remove the governor control cov: 2. Loosen and remove one pivot shaft nut-and washer. 3. Withdraw pivot shaft. Remove gov- ernor arm, governor linkage hook and springs. 4. With a pair of 90° offset snap ring 5, reach in through the governor arm cavity in the housing and spread the snap ring. Withdraw the drive shaft and lift out the snap ring. 5. Replace governor parts in order. v7 ACCESSORIES The pump may now be operated on the stand using the standard "D" drive adapters and shaft provided by the test stand manufacturer. Fig. 82 shows snap ring removal with the head and rotor disassembled. Most vertical opplications of the Model "DB" Pump incorporate an "O" Ring drive shaft retainer, which prevents the shaft from fall= ing out during removal from the engine. It has no function as a seal. The shaft may be easily withdrawn without removing the retainer. INSPECTION Examine the tang end of the drive shaft, Fig. 81, for excessive wear, and the drive end for thread and key slot damage, or ab= jormal weer of coupling. If drive is a hel- ical gear type, check for tooth wear, and the shaft pilot diameter for wear or scoring. See Parts Inspection-Drive Shaft, Page 20 Remove and discard drive shaft seals. Ex= ‘amine the seal grooves for smooth finish. Any roughness at these points will cause seal failure. REASSEMBLY. NOTE: If the drive shaft uses a snap ring retainer, reassemble in reverse order of dis= cossembly. Lubricate the shaft seals with light mineral grease and slide into grooves using Seal Installation Tool as shown. (Figs. 83 and 84), The seals MUST face in opposite directions to separate external lubricants from fuel of! in the pump. Apply mineral grease liberally around the shaft between the two seals.Vi Assemble "O" Ring drive shaft retainer, if used. While compressing the drive shaft seals with the drive shaft installation tool , start the drive shaft into the pilot tube. Push the drive shaft through until the "O"Ring retainer protrudes on the inside. CAUTION: Always align the hole in the tang of the drive shaft with the hole in the tang slot of the rotor. TORQUE CONTROL Torque is commonly defined as the turing moment or “lugging obility* of an engine. Maximum torque varies at each speed in the ‘operating range for tworeasons:(1) As engine speed increases, friction losses progressively increase and, (2) combustion chamber effi~ jency drops due to loss of volumetric efficiency, (breathing ability of an engine) and due to reduction of time necessary to completely and cleanly bum the fuel in the cylinder. Since torque Increases with overload condi~ tions, a predetermined point at which maxi mum torque is desired may be selected for any engine. Thus, as engine RPM decreases, the torque increases toward this preselected point. This desirable feature is called "Torque Back-up". In the Roosa Master Pump three basic factors affect Torque Back-up. These are: (1) Metering valve opening area, (2) time allowed for charging and (3) transfer pump pressure curve. Of these, the only control between engines for purposes of establishing @ desired torque curve is the transfer pump pressure curve, since the other factors in- volved are common to all engines. Torque control in the Roosa Master Fuel Injection Pump is accomplished in the follow- ing manner: The manufacturer determines at what speed for © specific application he wants his engine to develop its maximum torque . The maximum fuel setting is then adjusted forrequired delivery during dynamometer test. This delivery can- not exceed acceptable fuel economy. The engine is then brought to full load gov= emed speed. The fuel delivery is then re~ duced from that determined by the maximum fuel setting by turing in an adjustment or “torque screw;" Fig. 85, which moves themetering valve toward the closed position . ‘The engine is now running at part load since the pump plungers are not moving out to the limit determined by the maximum fuel adjust ment (Roller to Roller Dimension) . When the engine is operating at high idle speed, no load, the quantity of fuel delivered is controlled only by governor action through the metering valve. Note: At this point, the torque screw and maximum fuel adjustment have no effect. As load is applied, the quantity of fuel deliver- ‘ed remains dependent on governor action and metering valve position until full load gov~ ‘emed speed is reached. At this point, further opening of the metering valve is prevented by its contact with the previously adjusted tor- que screw. Thus, the amount of fuel deliver- ed at full load governed speed is controlled by the torque screw and not by the Roller-to Roller Dimension. | zene. Hl Asadditional load is applied and engine RPM decreases, a greater quantity of fuel isallow- ed to pass into the pumping cylinder due to the increased time of registration of the charg- ing port. During this phase of operation the ng valve position remains unchanged, being held from further rotation by the sti torque screw. As engine RPM continues to decrease, the quantity of fuel allowed into the pumping cylinder increases until the pre~ determined point of maximum torque is reached. At this point the quantity of fuel is controlled by the Roller-to-Roller Dimension. Itmustbe remembered that torque adjustment ‘on the Roosa Master pump may be properly carried out only during dynamometer or bench fest. It should not be attempted on a unit in the field without means of determining actual fuel delivery. FUEL DELIVERY oMR.T. SCREW" PEAK TORQUE “Xev. TORQUE SCREW NOT ADJUSTED. FULL LOAD. Toraue * ADJUSTED “y a . HIGH IDLE SPEED KX rs "MR. GOVERNOR" ENGINE SPEED4 BENCH TEST PROCEDURE 2” All tests must be conducted using heated calibrating oil (110° 115°F.), and 12SD12 nozzles set to open at 2500 PSI (170ATS). Fresh, cleanoil is all-important for accurate testing and should be changed as often as excessive foam is noted. A complete set of adapters for all models of the Roosa Master pump are available for the following makes of commercial test benches . 1. American Bosch TSE 7664 TSE 4500 TSE 4600 2. Unitest U~4500 U-4600 3. Bacharach GP-500C ‘SP-600 4, Hortridge J L NU GENERAL TEST PROCEDURE ‘A. Mount the pump securely with appropriate adapter. If pump employs a bronze pilot tube, the shaft supplied with the pump must be removed and the pump mounted ‘on the stand using the shaft provided by the test stand manufacturer. (Nosupport bearing is required.) Fig. 86. Pumps employing steel pilot tubes do not support the shaft in the housing and must be tested using an intermediate support bearing. Check intermediate coupling disc for freedom of movement. Connect supply and return lines securely. Figs. 87 and 88. Install high pressure injection lines using new copper gaskets. Leave fuel line connector screws at pump, and injection line nutsand nozzles loose. B. Determine proper direction of rotati from pump name plate ("C" ~ Clockwise, "CC" ~ Counter-Clockwise.) Rotation is determined as viewed from drive end of pump. C.. Start stand at lowest speed. Move throttle to "full load" position. When transfer pump picks up suction, allow fuel to bleed for several seconds from loosened connector screws. Likewise, allow fuel to bleed from loosened injection line nuts. Tighten securely. D. Operate pump at full load rated speed for several minutes. Dry off completely with solvent and compressed air. Observe for leaks and correct as necessary.Fa oe Close valve in supply line. Transfer pump must pull at least 15"HG. If it does not, check for air leaks on suction side or malfunction of end-plate and transfer pump parts. Fill graduates to bleed air from test stand and to wet glass. Observe return oil. Return should be ‘ot rate of 100-450 CC/Min. @ 35 PSI transfer pump pressure « Operate test stand at full load speed (consult pump specification sheet). Set counter for 1000 revolutions. Divert fuel to graduates . Record reading. Difference between cylinders should not exceed 5% Record transfer pump pressure. Fig. 89. Check and record full load fuel cond transfer pump pressure accord the pump specification. Fig. 89. While operating at full load governed speed, set torque screw (if employed) to specified delivery. See pump specifications. ‘Check shut-off (mechanical or electrical) at low idle, full load and high idle speeds. BENCH TEST ih PROCEDURE Adjust test stand speed to high idle speed and adjust high idle screw. (See pump specification). Set low idle with reference to pump specifications . If automatic advance is employed (load or speed responsive) check cam move- ment and reset, if necessary, according to the pump specification. Assemble all sealing wires . Pump ready for installation to engine. Wire throttle lever in “full fuel” position for shipment or until installed ‘on engine.( INSTALLATION INSTALLING THE PUMP Note: Pumps marked "Timed Start Inj “Timed End Inj." on the timing window cover are timed and installed as follows: 1. Remove outboard timing window cover. (Name plate side). ith a CLEAN wide bladed screwdriver or the pump drive shaft inserted into the drive end of the pump, rotate the distri- butor rotor until the timing line on the weight retainer hub registers with the line on the cam ©.D. The pump is now correctly positioned for assembly to the engine 2. 3. Roll the engine in direction of rotation until the flywheel is correctly positioned for fuel pump assembly. (See engine manual) 4. While compressing the drive shaft seals with the Drive Shaft Installation Tool , slide the pump into position over the mounting studs. Assemble and tighten the mounting nuts finger tight. Rotate pump, first in the direction of rotation ‘and then in the opposite direction until timing lines again register, Figs. 90,91, to take up all back lash. Tighten nuts securely. ” Unplug open ends of high pressure lines, assemble with new fuel line connector washer and tighten to specified torque . Assemble and tighten fuel return and nozzle leak-off lines. Open bleed screw on secondary filter, and operate hand primer until all air is dispelled from filter. Close bleed screw. Continue hand priming until at least one gallon of fuel flows "air-free" ot pump inlet line. This Procedure should also be followed without fail after every filter change. Tighten inlet fit- ting. Refer to Engine Manual for starting instructions before starting engine.Fg. The basic requirements of a diesel engine fuel system ore adequate piping, proper selection of filters for the application and completely air-tight joints, witha minimum number of fittings to prevent ingress of air, especially in installations with the fuel tank lower than the pump.. MARINE AND INDUSTRIAL ENGINE APPLICATIONS Marine and industrial engines may require adifferent piping arrangement tosuit applico~ tion peculiarities and performance demands. Generator sets, for example, are particularly sensitive to air and usually require aseparate electrically or mechanically driven auxiliary supply pump to deliver fuel, at low pressure, to the unit day tank. This places apositive head of fuel at the transfer pump and virtually jiminates entrance of air to the system. (See Figs. 92 and 93) carl Sal Ste Cut at aa a mH Proper selection of piping sizes, filter copac- jes and layout of the system must be made to prevent undue restriction which would effect pump and engine performance. OF equal importance, is the necessity for utmost cleanliness of fuel before and during handling. Admission of minute foreign particles, even in small quantities, will seriously wear the close clearances necessary to seal against in- ternal hydraulic leakage. Outside storage , os well as vehicle and unit tanks, should be guarded against entrance of dirt. They should have drains to remove water and settlings periodically, be adequately vented and kept as full as possible to prevent formation of condensation. Attendant piping should not be galvanized. Rigid observance of fuel’ cleanliness standards from time of purchase to ultimate use will do much toassure trouble-free operation. VEHICLE APPLICATIONS, Vehicle applications, especially trucks, are subject to unusual vibration and continual agitation of the fuel in the tanks. This causes more than the usual amount of loose fittings andair entrainment which can be difficult to remove at the injection pump. The following recommendations are listed in the order of their effectiveness. (See Fig. 92). 1, An electric boost pump at the tank out= let is the most desirable system and is highly recommended. It provides a slight positive pressure during operation for proper filter venting and air-free supply to the pump inlet. 2. less expensive engine driven diaphragm type pump can also be used, although results may be less satisfactory. Common= ly ovailable types do not have hand priming levers and the engine must be FUEL PIPING Xl AND FILTRATION» (| FUEL PIPING AND PILTRA’ "e - oe ere) ne top aa Wad ‘my Tiemetope ee = : aeiinl a Iie ced pte a) GENERAL RECOMMENDATIONS. cranked to prime the system. Where hand FOR ALL SYSTEMS 1g levers do exist, the engine must be spotted on the low side of the eccen- tric cam and a faulty check valve can render this accessory useless. ‘A. Maximum Suction Lift With clean filters, air-tight piping and the system completely primed, the Roosa Master transfer pump will lift commercial grades of | fuel (at average ambient temperatures) I2 feet. However, dve to problems of drain= ing during shut down, such a system is not recommended (especially for generator set applications) without the aid of an auxiliary pump at tank level delivering fuel to a day tank above the pump. 3. Aband primer, mounted os recommended in the piping diagrams, can be used if the cost of an auxiliary pump is consid= ered prohibitive. It should be realized, however, that the self priming advantage will not be present. Form and industrial tractors usually have the saviefact form fthout an ouxilia formance without a ry tank mounted above the engine and the pip- pump can be obtetned, ence the atom ing arrangement is generally as shown in fully primed, with a suction lift not greater Figs. 95 and 96. than three feet. 8. Maximum Line Length(for average ambient temperatures) ‘Once primed, the transfer pump will deliver fuel from a tank 25 feet distant from the pump with the tank at pump level. Again, however, an auxiliary supply pump at the tank is rec~ ommended for best performance . tender C. Supply Line Size oan ae + Line lengths under 10 feets ris senate ni 3/8" copper or steel tubing or aac ana 5/16" flexible a2. Line lengths over I0 feet: 1/2" copper or steel tubing or 7/6" flexible piping. Supply line sizes under 6 feet long between system components (filters, day tanks, hand primers, etc.) should be 5/16" O.D. tubing or 1/4" flexible piping to keep small ir bubbles moving repidly instead of collecting into large slow-moving voids which the pump may not be able to assimilate. D. Return Line Size + Line lengths under 10 feet: 1/4 copper or steel tubing or 3/16" flexible tubing. 2. Line lengths over I0 feet: 5/\6" copper or steel tubing or 1/4* flexible tubing. NOTE: THE RETURN LINE MUST NEVER BE PIPED BACK TO THE PUMP INLET SIDE, UNLESS SOME MEANS FOR AUTOMATI - CALLY VENTING AIR IN THE RETURN OIL IS PROVIDED. E. Piping To The Tank Both supply and return line should be connect ed to stand pipes in the tank with the opening for each I=I/2" to 2" from the bottom of the tank to allow space for water and sediment to settle and to help eliminate siphoning problems. If the standpipe is made os shown, it greatly reduces the possibility of air enter= ing when fuel, at low level, is sloshing in the tank. F. Filter Requirements 1. A.water trap of generous size (4oz. or larger). 2. Primary filter: In localities where it is known that the air is dusty or that the fuel contains large dirt particles, FUEL PIPING Xl AND FILTRATION resins, gums, tars and varnishes, a cotton wound-type filter should be installed. Locate lower than the tanks for gravity venting. Refer to the piping diagram. 3. Secondary filter: A pleated paper or equivalent type with large area and minimum pressure drop capable of filtering five micron porticle sizes is recommended. Refer to piping diagram. G. Maximum Pressure Drop Pressure drop across clean filters should not be more than !-1/2" to 2-1/2" HG at full load. Pressure drop in the supply system exceeding 10" of mercury because of dirty filters or other restriction usvally will offect pump and engine performance , (low power, engine stall, erratic operation). A simple, positive check of the supply system for these defects can be performed readily 45 outlined in the section under “Trouble Shooting". H. The Roosa Master Hand Primer If, due to piping system peculiarities, the system requires a hand primer, it should be accessible from the operator's position during engine cranking. In negative (lower than tank) tank installations, the hand primer should be placed on the inlet side of the primary filter to aid venting. In gravity systems, a primer is not normally required, but may be placed between the ry and secondary filters if gravity head is insufficient to prime both filters. For long suction lift, mount the primer as close as possible to the tanks so it will help maintain a positive head.Xll ” HAND PRIMER PUMP The hand primer pump is used primarily for filling the fuel supply system completely after it has been opened for changing filters or servicing the pump. Its secondary function is to prevent fuel from draining out of the system while the engine is not in operation. It is always mounted on the inlet side of the system. (See "Fuel Piping" Sect. XI.) OPERATION Operation of the plunger with the connection at the injection pump inlet fitting loosened, purges air from the system. The arrangement of check valves in the primer body prevents fuel from draining out of the systemwhen not in operation. DISASSEMBLY Unscrew Plunger Clamp Screw and swing clamp wire off plunger. Spread wire ends to disengage and remove plunger, Plunger Guide and Piston Seal as a unit. Place body in a soft-jaw vise. Remove Valve Nut and Seal Ring, Valve Seal and Upper Valve, Retainer Spring, Second Valve and Valve Gasket. (See Fig. 99) Note: Units of early manufacture will ‘employ two paper valve gaskets instead of one valve gasket and one valve seal. If Valve Nut is reusable, replace using paper gaskets. o_o mi’ eee fs INSPECTION Examine valve gaskets for tears, and replace as needed. Check the Piston Seal on the bottom of the plunger for damage, and re~ place, if necessary. Check for foreign matter in valves and in hand primer body . If Rubber Plunger Guide is worn, cut to re~ move and slip a new guide, using clean grease to lubricate, over the end of the plunger (chamfer down) . REASSEMBLY Assemble Lower Valve Gasket, Valve , Spring, Upper Valve, Valve Seal, Valve Nut and ‘O-Ring Seal, Plunger and Plunger Guide. Note: Valves must open in direction of arrow ‘on pump body. Spread clamp wire to fully engage guide slot, swing up and screw Clamp Nut down.The Roosa Master Model DB Fuel Inje Pump operates with all types of combustion chambers and does not require special nozzles. All Model DB Pumps incorporate abuilt-in centrifugal governor of the flyweight type. Servicing the basic Model DB requires only a few special tools and the wrenches and screwdrivers commonly found in the mechanic's tool box. VERSIONS AVAILABLE The Model DB Fuel Injection Pump is available for: 2,3,4,6, and 8cylinder, 4 cycle engines, 2,3,4, and 6 cylinder, 2 eycle engines. OPERATIONAL DATA Line pressure (maximum permissible) - 5500 PSI +119" reeves. GENERAL DATA B{|/I ‘Maximum permissible transfer pump pressure: T30PSI Transfer pump lift at 150 Pump RPM (minimum)- 15" HG Pump speed (maximum permissible) -3000 RPM Maximum allowable delivery variation between engine cylinders at full load - 5%. DIMENSIONAL DATA Available plunger sizes (diameters) ~ +3107 .3307 .3507 Weight of basic pump and drive, regardless of number of cylinders served - approximately 9 Ibs.XIV TORQUE SETTINGS FOR PUMP FASTENERS ALL VALUES IN INCH/POUNDS "0" Ring Seal W/Steel Retainer - 500 #0" Ring Seal Only - 450pares bl Connector Screw - Ball Check - 240) (J ExPLopeD view os & Vda i \| A\\one = 3 u 5 Q W a ° | 2 x Ww Yond wip Jowone® “Lays * ‘lwo “ ATEWASSY LIVHS + nbi0s “Ma¥DS ‘mosot enbio} “IN. ‘as2e onbio} “Tyas ‘ator Su.20] Ue "SHS He20] pooy ‘13S Buysnipe Buy yo und i008 NENT“ und soyuous 3QVE* ddund seysuosy “7935 sddddesdddcisddagds alvid ‘oma * cReRS si0id pus “M3895, Buyupoyes s0Buny AvaWaSSY LN3W3T3 221114 7 dV doo 29i1y “Tv3s Supoo0} o4od pus “NIETION ATEWaSS¥ 40104 GNY G¥3H DNINVAGAH >110:pAY “YOLOY ONY V3H NR WY $4Bt0m sowonod “ATEWASSY YINIVIRE “| Suyypjes 9809 oulone8 “ON {sn 9n00|8 1040N08 “SHSYAA seni sowenod “3Aa1S ris 9pin® “¥3HSVM 198 “ANS souppies yous wontd “IAN yous “TVaS Suyy20) pooy “MDS ddsdeidsssddssesg BSSSSITISES ST TSS Suysinipe sone} yominys “MRIS jo~inys “IPO “¥SHSYMDO1 seduce ONNIdS ‘umop-PloY 49409 “MIYDS Jo13U09 sour9A08 YAO s9AG2 JOUNUCD “1EYSYD yominys “WY Bout] sowerod “ATEWESSY NOOH eBoyuy] sowier08 “ONIYdS sowene8 "Wy totes sours “Onis Supds "GNIVIRL ‘JOA Buysoiou “ATEWASSY WAY Suysorow *3ATVA enjon Buyorou “ONTHES SMANSesadda SeiddbsnNadotdA SPECIAL TOOLS #13301 RETRACTOR, #13336 DRIVER, end plate sleeve #13337 PLIERS, weight retainer ring socket screw #13366 FIXTURE ASSY., #13375 TOOL, rotor auto. advance test retaining 1 #13379 WRENCH, linkage tallation hook ADDITIONAL TOOLS AVAILABLE #13363 FIXTURE ASSY., holding #13371 TOOL ASSY., drive shaft seal #13369 TOOL, drive shaft seal installation installati #13383 RETRACTOR ASSY., delivery valve #13390 TOOL, ball check spring installation #13389 GAGE, Linkage hook adjustment #14067 ADJUSTING TOOL, electrical shut-offPROBLEM PROBLEM CAUSE MAY embers n “Probl Chock occur =| Seiten ies ht on 11 Estee | 7] 2 STAND = - sca Con cra nl Revemble cect —— ares peed seoeicaa ay fae] [ra frafia fo [a | tnsatterset cover. See sump peifeations, weeps ree = | vw wale Pein ced oer come FOLLOWING [one oman Commi Kiar ; 5 a INSTALLATION. [staves SO" _ oN A See sae Spe Bee ale a 5 6 puring | Ppsncing [ae far fia [30 Tas ao Dunenbi od ipe rare aaea oR. OPERATION atolls lls In Gat revenge die rip ae bar Gena hee Pare a MicteeGtheceasranter || as Dissenean uh ot pn Hand Soreverspranvonarean | TF eno a ap Bs pap aC a1 fe Een need ah [irate siempre rae agua eee 2 [+ le 2 [core nie Se eee man a w fs afar Repco nda bed em [rea 12 tenor pat : 13 fae] ote [rs lee |x [a] Reve inet ert a ame stTrouble Shooting PROBLEM 147 PROBLEM CAUSE My CORRECTION L Uy Yi Mii ls Wy a [a a| [aa 28 fa 52STANADYNE America’s leading manufacturer of Fuel Injection Systems for Diesel Engines DIESEL SYSTEMS DIVISION - STANADYNE AUTOMOTIVE CORP. 92 DEERFIELD ROAD, WINDSOR, CT 06095 USA TEL: (203) 525-0821; TELEX: 99218; TELECOPY: (203) 525-7160 99523 5189 Printed in U.S.A.