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TM 10-3930-671-24
The transfer pump at the rear of the rotor is of the
positive-displacement, vane type and is enclosed in the
end cap. The end cap also houses the fuel inlet strainer
and transfer pump pressure regulator. The face of the
regulator assembly is compressed against the liner and
distributor rotor and forms an end seal for the transfer
pump. The injection pump is designed so that end thrust
is against the face of the transfer pump pressure
regulator. The distributor rotor incorporates two charging
ports to service all heads outlets to the injection lines.
The hydraulic head contains the bore in which the rotor
revolves, the metering valve bore, the charging ports,
and the head discharge fittings. The high-pressure
injection lines to the nozzles are fastened to these
discharge fittings. The DB2 pump contains its own
mechanical governor, capable of close speed regulation,
the centrifugal force of the weights in their retainer is
transmitted through a sleeve to the governor arm and
through a positive linkage to the metering valve. The
metering valve can be closed to shut off fuel through
solid linkage by an independently operated shutoff lever,
or by an electrical solenoid. The automatic advance is a
hydraulic mechanism which advances or retards the
pumping cycle.
Short Method STANADYNE Re-installing & Timing
the Original Fuel Injection Pump & Adaptor Plate
Onto the Engine From Which It Was Removed.
This method is identical to the STANADYNE Long
Method that follows, except that you omit the first five (5)
steps when performing the Short Method.
NOTE
There Is a chisel-type scribe mark
that is stamped Into the Injection
pump
mounting
flange
and
the
adaptor mounting plate. In most
cases at the end of Step 15, these two
marks will line up. However, don’t be
alarmed if they miss lining up by a
small distance.
The most important point about timing the STANADYNE
injection pump is the alignment of the internal timing
marks (Ref. Step 15) and the corresponding location of
the front pulley timing mark (Flywheel timing mark on
some engines). See Appendix F Section 2.1, Service
Specifications, or the setting required on your particular
engine.
Long Method STANADYNE Installing & Timing a New
or Reconditioned (or Other Than Original) Fuel
Injection Pump.
WARNING
Bodily Injury may result during the
timing operation of the fuel Injection
pump of the engine Is running. DO
NOT attempt to adjust the timing
without the pump mounting bolts
securely torqued.
1.
Grind or file off any existing scribe mark that may
be on the injection pump adaptor mounting plate.
A new plate will have no scribe mark.
2.
Install a new gasket to the front of the injection
pump.
3.
Install the adapter mounting plate onto the
injection pump using the M8 screws, flat
washers, and lock washers. Tighten screws
finger-tight.
4.
Install the injection pump gear along with
alignment dowel pin onto the injection pump
shaft. Use three M8 screws and lock washers
for mounting the gear.
5.
Hold the gear in soft-jawed vise and torque the
three M8 screws to 20 25 lb-ft (27 34 N•m).
6.
Install a new O-ring into the groove on the
adaptor mounting plate.
7.
Lightly lubricate the O-ring with motor oil.
8.
Rotate the crankshaft pulley clockwise (viewed
from the front) until the notch on the pulley is at
the timing setting prescribed in Appendix F,
Section 2.1, Service Specifications.
9.
Check that the engine is on the compression
stroke by looking for the single beveled tooth on
the rear side of the injection pump drive gear.
The injection pump drive gear is the smaller of
the two gears visible in the opening where the
injection pump mounts to the engine. If the
beveled tooth is not visible in the opening, simply
rotate the crankshaft one revolution clockwise
and it will be. This is very important because this
engine will run with the injection pump installed
180° out of time. However, it runs very poorly in
that condition.
10.
Remove the timing hole cover from the side of
the injection pump housing.
F-155
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