Cav Rotodiesel DPA Pumps Service Test Data

Explanatory Notes CAV Roto Diesel DPA Pump Test Data

THIS PUBLICATION DIRECTLY SUPERSEDES PUBLICATION LEX 3750. ANY REFERENCE IN ANY OTHER PUBLICATION TO LEX 3750 MUST THEREFORE BE TAKEN AS REFERRING TO THIS PUBLICATION. PUBLISHED BY SERVICE PUBLICATIONS DEPARTMENT CAV PARTS and SERVICE ©1983 Lucas CAV Limited ALL RIGHTS RESERVED

EXPLANATORY NOTES 0 COPYRIGHT 1983 1 of 9 CAV LONDON W3 7SS ROTO DIESEL DPA — SERVICE TEST PLANS Issue I SECTION 1 - GENERAL TEST INSTRUCTIONS A. Scope of Test Plan Instructions A-1 These instructions apply to all DPA pumps unless otherwise stated in the test plans. They are not mentioned on each test plan, but must be referred to separately for each test whenever required. A-2 References are made in test plans to RotoDiesel Service Instruction Notes. These must be read before each test whenever they are mentioned in 'Requirement& column. B. Test Bench Equipment and preparation of Pump for test To ensure the accuracy of pump settings on the test bench, certain equipment and conditions must exist. These general instructions, specified below, apply to all types of DPA pumps. Certain types require special conditions for testing and these are recorded on individual test plans. B.1. Test Bench and Equipment 1. Speed range of machine to be between 70 rpm and 3000 rpm. 2. Drop in speed of the motor under load to be as little as possible (choice of motor). 3. Fuel tank 0,6m above pump. Capacity 5 to 6 litres. 4. Paper fuel filter (element 7111-296) to be fitted between tank and pump. .5. Minimum fuel delivery at the pump inlet to be 1000 cm3 per minute. NOTE: If this cannot be obtained under gravity, a feed pump can be used giving a maximum pressure of 0,15 bar (2 lbf/in2) to give the prescribed delivery. 6. High pressure pipe: Length 865m m. Outside diameter 6mm Bore diameter 2mm 7. Nozzle holder BKB5OSD19b or BKB5OSD533b. 8. Nozzles RDN12SDC6399R or RDN12SD12R (balanced for delivery). Setting pressure 177 bar (175 atm). 9. Delivery values - see Section 2 A-2. 10. Back leakage connection from pump. Nylon tube 6mm x one metre long. 11. Measuring glasses - grOuations not to exceed 0,2 cm 3 . Capacity 0 to 10 cm- 5 and 10 to 50 cm 3 . 12. Immersion heater with temperature controller providing constant temperature of 32 0 ± 2 ° C for the test oil at the pump inlet. Temperature measurement by thermometer. 13. Pressure Gauge - transfer pressure 0 to 15 bar - vacuum 0 to 76 cmHg. B-2 Test 011 SHELL LUB 203 B or equivalent CAV approved oil (viscosity 6,7 to 7,2 cSt at 32 ° C). The oil should be changed after testing 150 pumps. -17,7, 0 C (0 ° F) - 65,5 - C (150 ° F). - mg KOH/g max. 0,1. - IP154 (Procedure b) - classification 1 max. - 25-30 mN/rn - 6,5-7,1 cSt at 21 ° C (70 F). The viscosity at 106 sec. -1 shear h u a , 11 20 7 t e o x o c F e ). e d 30 cSt at - Information if required, available upon request. IP135 24 hours distilled water at 60 ° C (140 ° F). No corrosion. _ IP114 30 hours at 110°C (230 ° F) - 0,3mg KOH/g max. *This viscosity may be measured directly if suitable equipment is available. Alternatively, the maximum viscosity may be obtained by extrapolation from at least two measurements made above the cloud point using a REFUTAS or similar chart. B-3. High Pressure Outlets B3a. Rump outlet connections. Unless stated on the test plans all tests are to be made using radial connections part number 7123-501, irrespective of the type of connection supplied with the pump. NOTE: The original connections must be re-fitted to the pump on completion of test. CAV OIL SPECIFICATIONS Pour point, max. Flash point, open cup, min. Acid value Sulphur active Surface tension Viscosity* (a) (b) Choking tendency Corrosion resistance Oxidation resistance PUBLISHED BY SERVICE PUBLICATIONS DEPARTMENT

EXPLANATORY NOTES 0 COPYRIGHT 1983 2 of 9 CAV LONDON W3 7SS ROTO DIESEL DPA — SERVICE TEST PLANS Issue B3b. For this type of pump it is ESSENTIAL to make the test with the original connections fitted (see test plan). B-4. Position of the Stop Lever There is a risk of seizure if the pump is run for a long time without fuel oil feed. In order to prevent the stop lever accidentally moving to the stop position, it should be fixed by means of a spring attached to the backleak return pipe. B-5. Drive Shaft Certain pumps are supplied with drive shafts of non-standard length which, on the test bench, are liable to make a poor connection with the drive. In this case, it is advisable to use drive shaft 7123-610C for the test. NOTE: The original shaft must be replaced before proceeding to the timing. B-6. Drive Shaft Screw On mechanically governed pumps, remove the pump from the test machine after testing and slacken and retighten the drive shaft screw to the required torque three times to avoid the possibility of the screw slackening in service. Refer to the DPA Workshop Manual for the correct torque value. B-7. Comments on the Components of the Test Bench 1. High pressure pipes. To be solid drawn steel 6mm x 2mm x 865mm (34in) long. Maximum tolerance on bore size to be IF: 0,08mm. Pipe bore ends must be not less than 0,2mm below nominal size for at least 60mm after forming nipples (use 2mm drill). Any bends are to be not less than 50mm radius. Fuel delivery can be seriously affected by restrictions in the bore or length of pipe. Regular checks should be made to ensure that no closure of the bore occurs in use and that the bore ends are maintained at not less than 0,2mm below the nominal size. Shortening of the pipe (to reform a nipple), from the specified 865mm is permissible down to 840mm without affecting fuel delivery. The length of the pipe can be readily checked by inserting a thin wire of the correct length through the bore. If it is less than 840mm the pipe must be scrapped. 2. Fuel pump drive. Fuel deliveries can be substantially affected by flexion in the pump drive. It is therefore important to keep backlash to a minimum in order to maintain accurate fuel settings and reduce line to line scatter. Either a flexible disc coupling or an Oldham type coupling should be used to connect pump to test machine. The fibre disc in the Oldham coupling should be a good sliding fit on the dogs. The coupling should be renewed if backlash exceeds TI .-" (e.g. 0,2mm on a 90mm diameter coupling). Total backlash between the drive shaft or quill shaft of the Rump and the test machine output shaft must not exceed 2 and wherever possible this should be kept down to 14 ° . On no account must flexible rubber couplings be used to drive the pump. SECTION 2 - SETTING OF DPA PUMPS A. General Test Instructions A-1. Leaks. All pumps must be completely free from leaks both while running and when stationary. A.2. Delivery values. All setting and checking values are for 200 strokes except where otherwise stated. It is essential that the test is taken over the stated number of strokes, otherwise incorrect delivery values will result. The delivery value does NOT vary in direct proportion to the number of strokes due to the effect of the oil already present in the glass at the start of each reading. IMPORTANT: In order to maintain the necessary viscosity of the tst oil, it is important to use the recommended test oil at 32 0 t 2'C (unless otherwise stated) for the setting of ALL CAV RD DP A PUMPS. Before starting the tests, it is necessary to have the pump running for a few minutes at average speed for the pump to reach this temperature. A-3. Throttle and Shut-Off Levers Throttle and shut-off levers to be fully open unless otherwise stated. Before commencing tests unscrew the maximum stop and the idling stop screws to allow full movement of the throttle arm. Do NOT run the pump for long periods with the shut off lever closed. Do NOT run the pump for long periods at high speed with low delivery. PUBLISHED BY SERVICE PUBLICATIONS DEPARTMENT

CAV LONDON W3 7SS EXPLANATORY NOTES 0 COPYRIGHT 1983 3 of 9 ROTO DIESEL DPA — SERVICE TEST PLANS Issue A-4. Test Plans for Pumps with Setting Code on Nameplate The following test data is not given in the test plan for coded pumps and must be obtained from the setting code on the pump nameplate: (a) Maximum fuel setting. (b) Maximum fuel setting speed. (c) Governor checking speeds. (d) Governor spring position (mechanically governed pumps). Example of Setting Code Prefix: Indicates Max. no-load pump Max. Fuel Governor speed:- tested setting Max. Fuel spring engine with mm 3 /stroke setting position rpm CAV test (see Note 2) speed:- (see Note 4) (see Note 5) injectors rpm ,pump (see Note 1) (see Note 3) Note 1 (Prefix): Not required for test purposes. The 'A' will normally be used to indicate that the pump is tested with CAV test injectors but in the case of Perkins engines two prefix letters will be used The first will indicate CAV test injectors as before but in addition will also indicate the type of governor used. The second letter will indicate the type of engine to which the pump is fitted. Note 2 (Max. fuel setting): The maximum fuel setting code is given in mm 3 /stroke and must be divided by 5 to obtain the setting value in cm 3 /200 strokes. Note 3 (Max. fuel setting speed): The figure in the code indicates pump rpm which must be used for setting the maximum fuel above. Note 4 (Governor spring position): The numbers 1 to 9 will be used to indicate the various spring positions as shown in the following table. Hydraulically governed pumps will have the figure '0' in this part of the code. Code Control Arm Throttle Lever Link 1 1 1 2 1 2 3 1 3 4 2 1 5 2 2 6 2 3 7 3 1 8 3 2 9 3 3 0 Indicates hydraulically governed pump The correct use of the above table can be best illustrated by reference to the diagram shown in Fig.l. N.B. The governor checking speeds for mechanically governed pumps are related to the spring position code. A table giving the speeds to be used for various code numbers is included in the coded test plan for the pump concerned. Note 5 (Max. no load speed engine rpm): This information is included as an additional test in the coded test plan. At half the speed stated in the setting code, set the throttle to give an average delivery to the value shown in the test plan (This does not apply to hydraulically governed pumps fitted with transfer pressure adjuster. For these pumps, see instructions and table included in the coded -plan for the pump concerned). N.B. As with uncoded pumps, final adjustment to the maximum governed speed must be carried out on the engine according to the engine manufacturer's instructions. A/75/800/1/2220 I PUBLISHED BY SERVICE PUBLICATIONS DEPARTMENT

IDLING THROTTLE SPRING SHAFT 1 2 GUIDE GOVERNOR LINK SPRING WPM' ) 2 t t GOVERNOR ARM 3 23 4 5 6 - 7 8 9 CODE Locate code number in table. The vertical and horizontal lines from this number to the pump components gives the correct numbered hole in the throttle shaft link and the governor arm for assembling the governor spring, eg code No 8 = No 2 hole in throttle shaft link and No 3 hole in governor arm. General Notes on Coded Test Plans The positions in the coded test plan where reference to the setting code is required are marked thus*. Test plans for coded pumps are identified by the mark against the words "Setting code on nameplate" printed on the front page next to the pump type, engine make and application. Where the same test plan covers both coded and uncoded pumps the difference in procedure will be indicated in the text for the relevant tests, care should be taken to follow the correct instructions for a given case. B. Procedure to follow for particular operation B-1. Roller to Roller Dimension The setting given in the test plan is approximate and is for use when assembling the pump. Final adjustment of maximum fuel must be carried out on the test machine. If a substantial alteration is required, then the pump cannot be functioning correctly, e.g., plungers sticking, incorrect governor link setting, etc. B-2. Setting of the governor (DPA Pumps with Mechanical Governor only). Governor control Spring Fig. 1 Application of setting code Governor link setting. This is measured between the inside of the metering valve lever pin and the inside of the governor control cover stud. The measurements should be made with the vernier caliper held with the rule parallel to the axis of the pump. The required value is given on the front page of a test plan as 'Governor Link length' stating both the nominal length and the tolerances. Fig. 2 Measurement of governor link length The link length is specified to satisfy two main factors for governor performance: 1. Fuel cut-off at maximum speed. 2. Non-interference with fuel delivery at maximum fuel. Whilst most governors will operate satisfactorily with the nominal link length, some units fail for the above reasons and can be corrected by an alteration to the link length. The following procedure should therefore be adopted: 1. Set to nominal link length before commencing test. 2. If the unit fails because of no cut-off at maximum governed speed, reduce the link length. 3. If the unit fails because of maximum fuel interference, increase the link length. CAV LONDON W3 7SS EXPLANATORY NOTES ROTO DIESEL DPA — SERVICE TEST PLANS 0 COPYRIGHT 1983 4 of 9 Issue PUBLISHED BY SERVICE PUBLICATIONS DEPARTMENT

Spring Linkage Retainer Spring Linkage Hook 2 --.1 r•- 7mm EXPLANATORY NOTES © COPYRIGHT 1983 5 of 9 CAV LONDON W3 7SS ROTO DIESEL DPA — SERVICE TEST PLANS Issue 1 Note, however, that incorrectly machined, worn or wrongly assembled parts can produce the same faults, and alteration to link length, which may be correct, will not necessarily effect a solution. Should adjustment to the link setting fail to correct the fault, then the link should be reset to the nominal length and the cause looked for elsewhere. Where adjustments to the governor link length have been made, the sequence of governor setting must be repeated and the test requirements satisfied. Adjustments must NOT be made beyond the specified tolerance. NOTE: For certain applications, the above procedure is only a PRE-SETTING. In this case the test plan refers to WSN RD44 (reproduced below) which indicates the procedure to follow in order to obtain a much more accurate setting based on the 'Hydraulic Stop' Governor Adjustment by 'Hydraulic Stop' To determine the governor link adjustment necessary for precise cut-off. METHOD: See diagram Fig. 3. Remove the control cover. Unscrew the 'nylstop' locknut (5). Place the spacer (2), as indicated in the diagram, between the pivot ball (1) and the washer (3). With the fingers, hold the control arm in the maximum fuel position. Tighten nut (4) until fuel flow from the nozzles ceases. At this point, lock the 'nylstop' locknut (5). NOTE: (a) Adjustment is made on the test bench in accordance with the conditions stipulated in the appropriate test plan. (b) It is essential to use the above procedure when called for on the test plan, as the initial dimensional setting of link length is only approximate. LINKAGE ASSEMBLY PLAN VIEW OF SPACER Fig. 3 Governor link adjustment B-3. Maximum Speed Setting The value given in the test data for this speed is a nominal one and should be used as the governor setting speed for test purposes only. The governor maximum speed screw must be finally set on engine according to the manufacturer's instructions for the particular application. The maximum fuel delivery setting quoted in the test data has been established with the engine manufacturer. Every effort has been made to ensure that the data given is accurate but CAV RotoDiesel cannot guarantee that pumps set to these figures will repeat original engine performance as this is dependent on many factors other than the Fuel Injection Equipment. PUBLISHED BY SERVICE PUBLICATIONS DEPARTMENT

CAI/1 LONDON W3 7SS EXPLANATORY NOTES 0 COPYRIGHT 1983 6 of 9 ROTO DIESEL DPA — SERVICE TEST PLANS Issue B-4. Vacuum Test It will sometimes be found that, due to the flexible pipe connecting the vacuum gauge to the pump being partially filled with air, an incorrect reading will result. To correct this, slacken the pipe connection at the gauge end with the fuel supply turned on. Wait until fuel flows from this pipe then retighten the union. C. Precautions to be taken when testing the pump on the test bench. C-1. Fitting the Pump on the Test Bench Under the nuts to secure the pump to the test bench use the Spacers 9003-310B fitted on the pump originally. These have the correct bearing surface and avoid marking the faces of the pump housing flange. C-2. Priming and Venting Correct consistent operation of the auto advance is dependent upon the exclusion of air from the auto-advance housing. This may be sometimes improved by the removal of the advance gauge before priming. Venting itself should be carried out at the vent screws whilst running the pump at 100 rpm. C-2a Pumps with Hydraulic Governor and Combined Automatic Speed and Light Load Advance. Besides the information given in paragraph C-2 operate the throttle lever, press inwards and release the advance indicator pin several times to ensure venting. NOTE: This must be repeated after each adjustment of the auto-advance. C-3. Measuring the Deliveries Where marked thus use 30 seconds glass draining time and allow fuel to settle for 15 seconds before taking reading. C-3a Maximum Delivery Setting for DPA Four Plunger Pumps Four Plunger DPA pumps use a different system of maximum fuel setting from that of the standard DPA pump. The Camring, assembled Rollers and Shoes and adjustable type Check Plates are dimensionally inter-related in order to achieve the desired maximum fuel setting. Any Check Plate Kit will give an adjustment of approximately 8mm-5 /Stroke (1,6cc/ 200 strokes) for a given maximum fuel setting, when the top Check Plate is moved from the minimum to the maximum position. To obtain further adjustment it is necessary to fit a different Check Plate Kit. Each Ch_eck Plate Kit will also give an adjustment of approximately 8mm- 5 /stroke (1,6cc/200 strokes) and can be identified by advancing one letter in the Alphabet for up-fuelling and retreating for down-fuelling. EXAMPLE: UP-FUELLING 7167-747AA 7167-747BA DOWN-FUELLING Check Plates are supplied in Kit form only i.e. top and bottom Check Plates packed together. It is essential that these Kits are NOT separated, otherwise damage to the pump could occur. Check Plates are identified by a combination of large and small notches machined on the outside diameter of the plates (see Fig. 4). To establish the correct Kit part number, the top and bottom Check Plate notches must be noted, commencing from the deeper fuel adjustment slot (see Fig. 4). The combination of notches on the check plates can be related then to a Kit part number from the appropriate NOTE NUMBER shown in the parts list. Normal fuel adjustment slot Plate i dent i f icat ion Fig. 4 Check Plates PUBLISHED BY SERVICE PUBLICATIONS DEPARTMENT

CAV LONDON W3 7SS EXPLANATORY NOTES 0 COPYRIGHT 1983 7 of 9 ROTO DIESEL DPA — SERVICE TEST PLANS Issue For each type of Check Plate, 15 combinations only will be supplied from a total of 22 possible combinations. This policy has been decided to simplify service supplies since it is possible in production assembly to obtain a similar maximum fuel setting from an equivalent opposite Check Plate Kit, i.e. the available Kit having the opposite identification notches to the Kit removed from the pump will give a similar fuelling as shown in the table below. Check Plate Kit Top Check Plate !dent Notches Bottom Check Plate Ident Notches Kit Part No to order Removed (Not supplied) 1- 11 11 1 7167- 747ED I Replace with (supplied) I II I I IL I When Check Plates require replacement due to wear, it is recommended that the complete set of assembled Rollers and Shoes are also replaced. Refer to the relevant Parts List to obtain the correct Part Number. Part Number to order Top Check Plate Ident Notches Bottom Check Plate Ident Notches 7167-747 None None 7167-747A I I 7167-747AA 1 1 I 7167-747BA II I I I II I 7167-747BB 1 11 1 I 11 1 7167-747CB 1 I I R I 7167-747CC I I 7167-747DC 11 1 1 1 If I 7167-747DD III II I 7167-747ED 11 11 1 11 1 II I I II I 7I67-747EE 1 11-11 I 11 II 1 7167-747FE I 11 1 11 It 1 I II 11 11 1 7167-747FF 11 I I 1 I II II 1 1i i 7167-747GF I I II In 7167-747GG LJI R I LJI II I PUBLISHED BY SERVICE PUBLICATIONS DEPARTMENT

C-4 Measuring the Advance (General) Fit auto-advance device and set scale to zero before commencing test. C-5 Measuring the Advance on Pumps with Hydraulic Governor with Combined Automatic Speed and Light Load Advance Device For this type of pump, the pin of the advance gauge should come back under the action of the inner plunger, for a value equal to: C-5a between 3° and 3 1 z ° C-5b between 4 0 and 4-1°. C-6 Setting of the Advance (for all Pumps) It is imperative NEVER to remove the shim (0,5mm) in the piston spring cap. In order to obtain the advance values indicated in the test plans, it might be necessary to add or to remove shims in the piston spring cap. The maximum acceptable thickness of the shims must not be greater than C-6a: 2,0mm (0,5mm shim not included) C-6b: 2,4mm C-6c: 2,8mm C-6d: 3,0mm C-6e: 3,5mm C-7 Setting of the Advance (for Pumps with Combined Automatic Speed and Light Load Advance Device) For these pumps the maximum acceptable thickness of the shims for the inner advance piston must not be greater than: C-7a: 1,2mm C-7b: 2,4mm D. Particular Characteristics of Certain Pump Types D-1. Pump with Manual Locking Device 0-la. Unless otherwise stated in the Test Plan, the Manual Locking Device should be open during the tests D-lb. For this type of Pump, remove the Manual Locking Device 7139-2C and replace by screw 7139-561B D-2. Pump with Delivery Valves The tests must be made with the banjo assemblies fitted with delivery valves mounted on the pump, unless otherwise stated in the test plan. D-3. Pump with Non-Return Valve The tests must be made with the non-return valve mounted on the pump in order to maintain a residual pressure of bar (3,51bf/inh) in the pump housing. 0-4. Pump with Pressurising Valve. For the tests on the test bench, the pump should be fitted with banjos 7123-503A with pressurising valves as referred to in the spare parts list. D-5. Pump with Transfer Pressure Adjusting Screw Before testing, the transfer pressure adjusting screw in the regulating valve should be fully unscrewed and then screwed in 21 to 3 turns. D-6. DPA Pumps with Anti-Stall Screw D-6a. Pumps with hydraulic governor In this case, this device should be fully unscrewed before testing in order to prevent the end of the screw from interfering with the action of the metering valve. The device should be set when the engine is warm. D-6b. Pumps with mechanical governor The anti-stall screw should be fully unscrewed before testing. This screw must be finally set on a warm engine. D-7. Pump fitted with a Road Speed Limiter Solenoid Certain DPA Pumps are fitted with a solenoid controlling a road speed limiting system. The correct working of this solenoid must be checked at the beginning of the pump tests. Voltage: 12 volt. Current: 0,9 amps. Connection: Red lead to + of battery, Black lead to the earth. This solenoid should be energised during all tests unless otherwise stated on the test plan (see CAV World Service News Letter RD12). 0-8. Pump fitted with a Fuel Shut-off Solenoid Some DPA Pumps are fitted with a Fuel Shut-off Solenoid whose operation enables stopping and starting of the engine through 'ignition key' operation. (See S.I. Note CAV/RDPPumps 30). ICAV LONDON W3 7SS EXPLANATORY NOTES © COPYRIGHT 1983 ROTO DIESEL DPA — SERVICE TEST PLANS 8 of 9 Issue 1 PUBLISHED BY SERVICE PUBLICATIONS DEPARTMENT

Cav Rotodiesel DPA Pumps Service Test Data

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