THE COOLING SYSTEM

Description To Drain the Cooling System

The water in the cwling system is circulated by thermo- Two drain taps are fitted, one in the base of the radiator
syphonic act@ with water pump assistance. and the other on the side of the cylinder block bdow the
generator.
A thermostat is provided in the cylinder head water outlet The tractor should be standing level when drained,
and manually operated shutters are fitted in front of the otherwise some water may be left in the system, which,
radiator to assist in bringing the engine up to normal during cold weather, may freeze and cause damage to the
working temperature as quickly as possible. The most cylinder block.
satisfactory operating temperature is when the needle of the
gauge is within the white sector. If anti-freeze solution has been added, the water should be
drained into a clean container and retained.
A tap is provided in the base of the radiator and also in the Open the drain taps located in the base of the radiator
cylinder block, just below the generator, to drain the system and on the left-hand side of the cylinder block and
when required. remove the radiator filler cap slowly.
On mrl!. type tmcrors a prcrsure relief valve i i in;orporatcd WARNING-DO NOT REMOVE THE RADIA-
in the fillcr cap. It mdr be an advant3ac to fit o pressure c3p TOR FILLER -CAP WHEN THE COOLING
under sever; operating conditions-and high ambient WATER IS NEAR BOILING POINT.
atmospheric temperatures since the boiling point of the When the water has finished running, probe the tap
water is raised, thus minimising loss of coolant under these orifices to make sure that no sediment, scale, etc.,
conditions. has prevented the entire contents draining away.
A fan which is mounted on the *ater pump shaft is Note - It is advisable to leave an indication on the tractor
belt-driven from the crankshaft pulley in tandem with the that the cooling water has been drained should it be
generator, and according :o the operating conditions a two- left standing.
or four-bladed fan is fitted. See Specification for details. Under no circumstances may the tractor
The water pump bearing is packed with lubricant and engine be started without water in the cooling
sealed at the time of assembly and does not require subsequent system. Take the water to the tractor, not the
lubrication. The pump seal assembly comprises a carbon- tractor to the water.
faced rubber seal with a coil spring to maintain the carbon
face in contact with the impeller. To Fill
1 Turn off the radiator and cylinder block taps, if this
has not already been done.
2 If an anti-freeze solution has been in use and has been
retained, return this to the cooline svstem. but if the
liquid present is not wfficicnt to filrtLe cool& system,
do cot aAd lain water. otherwise the solution mav be
weakened h d the .freezing point raised. ~ d d
addirional anti-freeze solution as required.
Fill the cooling system slowly to avoid a pussi&licy
of air locks.
.V~re- Water uscd for the cooling system should preferably
bc roft rain water from which foreign matter has bccn
strained. Some tap waters contag impurities which
can cause considerable fur deposits, etc., and should
any undue deposits be present, the radiator should be
flushed as described overleaf.
3 Replace the radiator cap securely, check for any
signs of water leakage.

Anti-Freeze Mixture
An anti-freeze solution should be used during the winter
months to prevent damage to the engine from freezing of h e
water in the cooling system. Salt solutions such as calcium,
sodium and magnesium chloride or organic solutions such as
Fig. 86 honey, sugar and glucose solutions are extremely harmful and
The Cooling System should never he used. Glycerine, ethylene glycol and
 COOLING S Y S T E M

alcohol are solutions which are satisfactory for anti-freeze

purposes, but these inorganic compounds do not contain an
anti-rust inhibitor. An " EnFo " anti-freeze solution is
available which contains a suitable inhibitor which will
reduce rust formation and corrosion in the cooling system to
a minimum.
The perceptage of anti-freeze solution in thecooling water
will deter&e the degree of protection and n is advisable to
allow a margin of safety in cases where lower temperatures
than normal may be met.
The cooling system should be flushed out thoroughly as
described above before adding anti-freeze solution. It is
advisable to mix the solution with ,water in a separate
container before adding it to the coolmg system.
The quantities of" EnFo " anti-freeze part No. ME-1163,
for various degrees of protection, are given in the table in
the Specification at the end of this section.
The approximate percentage of anti-freeze solution in the
cooling system can be checked by measuring the specific
gravity of the liquid and a suitable hydrometer is required
having a range of 1.000/1.050, calibrated at 60°F.
When checking the specific gravity, the temperanue of the Fig. 88
cooling water should be 58 to 62°F. Compare the hydrometer Removing the Pulley Hub
readings with the figures given in the Specification.

2 Place a suitable container beneath the radiator drain

m To Flush
1 Raise the bonnet of the tractor and remove the
radiator filler cap slowly. This should not be done
taps, open the taps and allow the contents to drain out.
Conserve the cooling water if it contains an anti-freeze
solution.
when the temperanue of the cooling water is near 3 Insert the hose from a fresh water tap and allow water
boiling point, otherwise water and steam may be to flush through the system for approximately
blown out of the filler. 15 minutes. The drain taps must be open during
this operation.
4 In extreme cases, the radiator should be removed and
reversed flushed, applying the hose to the bonom tank
outlet. I t is also possible to reverse flush the cylinder
block, providing that both water hose connections
are detached at the cylinder block. I t will also be
necessary to remove the therrnojtnt irom the c).linder
head and enter a suitable hose in the ;onncction on the
water pump and allow water to flow freely through
the system. The direction of flushing can bechanged
again by the insertion of the hose into the top water
outlet and allow water to flow from the top of the
cylinder head through the block and out of the
bonom connection.
5 When satisfactory, install the thermostat, refit the
PUMP HOUSING radiator hoses, close the drain taps and re6U the
3 cooling system using an anti-freeze solution if
originally installed. When such a solution is in use,
take care, when topping up, not to weaken the
strength by adding plain water.
6 Replace the radiator filler cap and inspect for signs
of water leaks.

WATER PUMP
The water pump is mounted on the front face of the
Fig. 87 cylinder block and is driven by a fan belt from the crankshaft
Exploded View of Water Pump pulley. Fig. 87 shows an explodzd view of the water pump.
COOLING S Y S T E M

The pump shaft and double roller bearing are ~ervicedas

an assembly and should not be dismantled.

To Remove the Water Pump CODE No.2 A?

1 Drain the cooling system as described on page 69, r C O D E No. 4 A
and disconnect the radiator lower hose at the pump.
7
2 Slacken the generator adjusting arm clamp bolts and
mounting bolts, move the generator in towards the
engine and detach the fan belt.
3 Remove the fan and fan pulley. Unscrew the four
bolts retaining the water pump to the cylinder block
and detach the pump and gasket.

To Replace t h e Water Pump

1 Clean the front face of the cylinder block and locate
a new gasket on the block face.
Refit the water pump and secure with four bolts and
spring washers, tightening them evenly and securely.
It is important that a watertight joint is made between
the pump and the cylinder block. Fig. 90
2 Refit the fan and fan pulley to the pulley hub, Removing the Impeller off the Shaft
locate the fan belt around the pulley and replace the
four screws and spring washers, tightening them
securely.
4 Reconnect the radiator lower hose to the pump inlet
3 +
Readjust the fan belt tension to give in. free move- and tighten the hose clamp securely.
ment midway between the water pump and the
generator pulleys. Tighten the generator adjusting 5 Refill the cooling system with clean water or anti-freeze
arm and mounting bolts securely. .solution if required.
Run the engine and check all connections and joints
for water leaks.

Overhauling t h e Water Pump

Throughout the following operations, the water pump
overhaul tool A T T r / T D 8501 is used and the appropriate
adaptors are indicated by means of their respective code
numbers.
1 Remove the water pump as described above.

2 Remove the pump pulley hub from the shaft using

adaptors code Nos. 1 and 4 as shown in Fig. 88.
Do not omit adaptor code No. 4 which pushes against
the centre of the shaft. Lever the bearing retainer
dips out of the slot in the housing.
3 Press the impeller, seal, slinger, shaft and bearing
assembly out of the housing using adaptors Nm. 3
and 6 as shown in Fig. 89. Adaptor code No. 6 is
hollow and it fits over the shaft and bears against the
outer diameter of the bearing.
4 Press the impeller off the end of the shaft, using
adaptors code Nos. 2 and 4 as shown in Fig. 90.
5 Remove the pump seal from the shaft and carefully
Fig. 89 split the slinger bush with a chisel to detach it from
Removing the Shaft and Bearing Assembly the shaft.
 COOLING SYSTEM

2 Unscrew the two bdlts securing the water outlet

connection to the cylinder head.
3 Move the water outlet connection to one side, lift off
the gaskets and extract the thermostat from the
recess in the cylinder head.
RETAINER GROOVES
Testing the Thermostat
If it is suspected that the tliermostat is not operating
correctly, it may be tested in the following manner :-
Immerse the thermostat in a suitable container and
gradually heat the water, checking the temperature at
frequent intervals with an accurate thermometer.
CODE No. 6 The valve should commence to open and be fully opened
at the appropriate
.. . temperatures shown in the Specification.
If the thermostat does not function properly do not
attempt any adjustment but replace with a new unit.
T o Replace
1 Locate the thermostat in the recesses at the front
of the cylinder head, fit a new gasket and replace the
water outlet connection, securing with two bolts and
spring washers.
Fig. 91 2 Reiill the cooling system and check for water leaks.
Fitting the Shaft and Bearing Assembly
RADIATOR
T o Remove
T o Reassemble the Water P u m p
1 Drain the cooling system.
1 Press the shaft and bearing assembly into the housing
(short end of shaft to the front of the housing) until 2 Remove the tractor bonnet after removing the two
the groove in the shaft is in line with the groove inside screws in the rear bracket. 1)isconnecr the top and
the housing, using code Nos. 3 and 6 as shown in bottom wxer hoscs at thc radiator cnd hv unscrcwin~
-
Fig. 91. the clips.
2 Refit the hearing retainer clip in the groove of the
bearing and housing.
3 Press the pump pulley hub on to the front end of the
shaft unul the end of the shaft is Aush with the end of
the hub, using adaptor code No. 1 as shown in Fig. 92.
4 Replace the slinger bush (flanged end first) on the rear
end of the shaft, using adaptor code No. 5 and refit
the pump seal on the Anger bush with the carbon
thrust face towards the impeller.
5 Press the impeller on to the shaft using the adaptor
code No. 2, until a clearance of 0.030 in. is obtained
between the impeller blades and the housing face as
shown in Fig. 93.

THERMOSTAT
A thermostat is located beneath the water outlet on the
cylinder head.
A modified type of thermostat is now fitted which has a
lower operating temperature, the previous and current type
thermostats may be identified as shown in the Specification

a at the end of this section.

T o Remove t h e Thermostat
Fig. 92
1 Drain the cooling system as previously described. Fitting the Pulley Hub
COOLING SYSTEM

3 Remove the bolt from the cylinder head water outlet

which secures the radiator support stay to the cylinder
4 Connect up the radiator shutter control linkage with
the radiator shutter control rod and replace the (I
head. Replace this bolt in its previous location to clevis pin.
prevent it being lost. 5 Replace the radiator cowl and secure in position on the
4 P d out the snap connectors of the headlamp wiring crossmember with the bolts.
at the right-hand side of the radiator cowl.
6 Replace the two half sections of the grille and connect
5 Lift out fhe two half sections of the grille from the up the headlamp wiring by pushing in the snap
front of ' the radiator shell and remove the bolts connectors.
securing the shell to the front crossmember.
6 Remove the clevis pin from the radiator shutter control 7 Refit the radiator support stay to the bolt at the water
rod. outlet connection and tighten up the bolt.
7 Lift away the radiator cowl. 8 Refit the engine bonnet to the tractor and screw in
Note - Operation 8 may be omitted if it is not required to the two screws in the rear bracket.
remove the shutter assembly from the radiator. 9 Turn off the radiator drain tap and fill the cooling
8 Remove the four small bolts from each side of the system, start up the engine and check for water leaks.
radiator shutter frame and lift away the radiator shutter
assembly. RADIATOR HOSES
9 Remove the split pins, castellated nuts and springs Take care when fitting iiose clips that these are tightened
from the radiator mounting bolts when the radiator sufficientlyto prevent water leakage, but not enough to com-
may be lifted clear of the front of the tractor. press the rubber unduly and so reduce its useful life.
T o Replace
TEMPERATURE GAUGE
Fit the hose clips over the inlet and outlet water hoses Testing
and fit the radiator to the front of the tractor, ensuring
that the water inlet and outlet connections enter their 1 Remove the temperature gauge bulb from the
respective hoses. cylinder head and immerse it in a container of hot
Fil the radiator mountiug bolts with the springs on the water Check the temperature of the water by means
top and screw on the nuts and lock with the split pins.
Tighten up the hose clips on the water inlet and outlet
connections and fit the radiator shutter control unit
of an accurate thermometer which should correspond
with the gauge reading.
To Remove
a
to the radiator by replacing the four screws and nuts 1 Disconnect the oil pipe from the gauge as describedou
at each side of the radiator frame. page 62.
2 Release the temperature gauge capillary tube
retaining clips at their locatious adjacent to (a) the
fuel tank tap, (b) front lower tappet cover securing
bolt and (c) temperature gauge adaptor in the
cylinder head. Remove the adaptor and coil up
the capillary tube carefully.
3 Disconnect the starter and choke controls (Petrol
and Vaporising Oil) or stop control (Diescl).
4 Remove the two top screws at each side of the
instrument box and ease the top half of the panel
forward. Unscrew the two screws retaining the
temperame gauge to the panel and lift out the gauge
and capillary tube complete.
T o Replace
1 Mount the temperature gauge in the instrument
panel (right-hand side) and retain by means of the
two screws.
2 Instal the instrument panel to the box and tighten
the two retaining screws at each side.
3 Connect the oil pipe to the gauge (see page 63).
4 Connect the starter and choke controls (Petrol and

Fig. 93
Vaporising Oil) or stop control (Diesel).
5 Restore the coils in the capillary tube and connect
up the clips at their locatious. Replace the tem-
a
Checking the Clearance of Impeller Blades perature gauge bulb in the cylinder head.
 COOLING SYSTEM

FAN BELT To Renew the Fan Belt

The fan belt should be renewed when it becomes frayed
A single V-type belt is used to drive the generator and water or stretched until no further adjustment can be made.
pump from the crankshaft pulley, the fan being mounted
on the end of the water pump shaft. 1 Slacken the generator adjustment locking screw and
the two mounting bolts, and move the generator
Correct fan belt adjustment is impoaaat, otherwise the towards the engine.
belt itself may be damaged or undue strain placed upon the
generator or water pump bearings. 2 Slip the belt aver the edge of the generqtor pulley
taking care not to damage the pulley. If necessary,
There is provision for fan belt adjustment by moving the slide the belt over the leading edge of the pulley in
generator on its mountings and it is important that this the same direction as it rotates and then turn the
adjusrment be released when a new fan belt is to be fitted, engine over to bring the belt off the pulley. The belt
otherwise any attempt to strain a new belt over the sides of may then be detached from the crankshaft and the fan
the pulley, using a lever, can easily cause damage to the rubber pulleys.
plies.
3 Pass the new fan belt around the water pump and
crankshaft puUeys and engage it in the generator
To Adjust the Fan Belt Tension pulley. Readjust the fan belt tension as described
The correct tension of the fan belt is such that when the above and tighten the generator adjustment locking
belt is alternately pushed and pulled at a point midway screw and mounting bolts.
between the generator and water pump pulleys, a total
+
movement of in. is obtained.
FAN
1 Slacken the generator adjustment locking screw and
the two generator mounting bolts. The fan and fan puUey are secured to the water pump
pulley hub by four bolts and spring washers. The fan should
2 Move the generator towards or away from the engine be checked periodically to ensure that the blades are true, as
as necessary until the correct belt tension is obtained, distorted blades may cause damage to the water pump
testing the tension midway between the generator and bearings.
water pump pulleys.
Note - Do not attempt to turn the engine by means of the
3 Lock the adjustment locki~gscrew and tighten the fan as this will distort the blades and cause them to
a two generator mounting bolts. run out of true.

SPECIFICATIONS AND REPAIR DATA

Radiator capacity . ... .. 1.5 galls (imp.) Thermostat Data
- -
Cooling system capacity .. .. 3 galls. (imp.)
Opening Temperatures
Fan-No. of blades Thermostat Identification
Petrol and 'V.0. temperatures above 90°F.) Starts ro
2 (in temperatures below 90°F.)
Diesel.. .. . . .. .. ..
. 2. I

Fan diameter : Previous type 170°F.- 190°F. Stamped No.

Petrol and V.O. .. .. .. .. 18 ins. 179°F. 1760 or
Diesel-above 90°F. .. .. .. 18 ins. 4360514
below 90°F. .. .. .. 15 ins.
Fan belt : 165°F. 162" or
Width (inside edge) . . . . .. .. 0.488 in.
Length (inside, approx.) .. .. .. 48&ins.
4360511

Capacity of Volume of ME-1 l63 Water

Cooling ME-1163 Anti-Freeze Prorection Specific
System Gram@ pints pints
In Water

10% Down to 17°F. or equivalent of 15°F. of frost .. 1.017

- 29 214
3 15% Down to 7°F. or equivalent of 25°F. of frost . . . . 1.024 4 20
gallons
(Imperial) 20% -3°F. or equivalent of 3 5 T . of frost . . . . .. 1.032 5 19
@
25% -20°F. or equivalent of 52°F. of frost .. .. 1 1.040 6 18
FUEL SYSTEM- DIESEL
 THE DIESEL ENGINE FUEL SYSTEM

The fuel system for the diesel engine comprises a fuel

tank (capacity 15 galloils), lift pump, filter, injection pump
and injectors.
7

The injection pump, which is fully described below, houses

one pumping element per cylinder, and accurately meters
fuel before passing it under high pressure to the multi-hole
injectors through high pressure piping.
Incorporated in the injection pump is a pneumatic
governor which adjusts the fuel delivery to the engine speed
and load requirements.
Fuel which leaks past the injector nozzle valves lubricates
the valve stems before remming to the fuel tank via a
common leak-off pipe.
The fuel lift pump is operated by an eccentric on the engine
camshaft and supplies fuel under slight pressure through the
filter to the injection pump.

THE FUEL INJECTION PUMP Fig. 96

The injection pump is of the fully enclosed, self-contained, Injection Pump Element
constant stroke type, driven at half engine speed by the
engme auxhary drwe shaft.
through roller tappets. Helical springs return the plungers
As shown in Fig. 94, the pump has four elements, each on their down stroke.
consisting of a barrel and plunger, operated by a camshaft
At the lower end of each plunger is an a m which engages
with a fork mounted on the conuol rod. Movement of this
rod causes the plungers to turn within their barrels. The
barrels are prevented from moving by screws locating them
in the pump housing. Attached to the control rod at one end
is the pneumatic governor and at the opposite end is mounted
the excess fuel and stop device.
Above each pumping element is a delivery valve and guide,
which a n as a non-return-and unloading valve.
The fuel from the fuel filter enters the pump at the inlet
adaptor and then passes through a h e wire mesh pre-filter
(not fined in current production) into the injection pump
gallery. Fuel fills the barrels through the ports when the
plungers are in their lowest positions.
The plunger and barrel assembly are of steel, hardened,
ground and lapped to each other to give a very close fit.
One of the two diametrically opposite ports in the barrel,
through which fuel is supplied to the plunger, can be seen.
The arm at the bottom of the plunger is provided so that
the plunger can be rotated at will in the barrel. Fig. 96 shows
the barrel on the left-hand side and the plunger on the right-
Fuel Oil Filter hand side.
PUEL SYSTEM- DIESEL

OPERATION OF THE INJECTION PUMP

Pumping Element
As all pumping elements are identical in build-up and
operation, it will suffice to describe the action of one.
I t will be appreciated that each plunger has its own
operating cam formed on a common camshaft. The firing
order of the Ford Diesel engine is 1, 2, 4, 3, consequently
these cams are.spaced angularly 90" apart in the correct
sequence, No. 1 being the element nearest the driving
coupling.
The forks engaging the arms on the plungers are mounted
on a single control rod so that any movement of the control
rod is transmitted equally to each plunger.
A pumping element is shown in various positions in Fig.
97. I n 'A,' with the plunger at the bottom of its stroke, fuel
will flow into the barrel though the two ports ming the
space above the plunger and also the centte drilling and the
angular groove.
Fig. 98
In ' B ' the plunger has risen as the camshaft revolves,
Delivery Valve and Guide
until the plunger had just covered the two barrel ports.
Fuel above the plunger now has no escape and further
upward movement compresses the fuel, lifts the delivery the cylinder. Fuel continues to be injected until the rising
valve from its seating and allows fuel to pass along the pipe-
line to the injector. The pressure developed then lifts the
injector needle valve off its seating against the action of the
plunger reaches the position shown at ' C.' Here, the upper
edge of the angular groove has uncovered the lower edge of
the port on the right, allowing fuel, which was under
a
spring. (See Fig. 121, page 90.) pressure, to escape down the centre drilling and angular
groove. The plunger continues to rise, completing its stroke,
This allows fuel in a highly atomised state to spray into before returning to the bottom to repeat the cycle.

Fig. 97
Plunger Operating Cycle
 FUEL SYSTEM-DIESEL

the bottom of its stroke, the ports are uncovered, and the
barrel and delivery valve guide are filled with fuel. As
rhere is no pressure above the plunger, the delivery valve is
retained on its seating by the action of the spring.
In the centre view the plunger has risen, closing both ports
and injection has now commenced. The fuel pressure has
lifted the delivery valve off its seating, until the small pistor;
is clear of the guide, permitting fuel to pass the delivery valve
to the injector.
Immediately the angular groove uncovers the right-hand
port, as shown on the right of Fig. 99, the fuel pressure in the
barrel is reduced. The delivery valve spring, assisted
by the high pressure still existing in the pipe line,
causes the valve to close rapidly. During its closing, the
piston portion of the valve, sweeping down the bore of the
guide, increases the volume in the pipe line by an amount
equal to the volume of the piston, before the valve reaches
VALVE VALVE VALVE its seating.
CLOSED OPEN CLOSING
The effect of this is to suddenly reduce the pressure in the
pipelme above the delivery valve, thus permitting the injector
needle valve to close with a snap, preventing dribble and
carbon formation on the injector tip.
Fig. 99
Delivery Valve Operation
Pneumatic Governor
The pneumatic governor, shown diagrammatically in
In ' D ' the plunger has been rotated to the right by means Fig. 100, consists of two units ; a throttle unit in the inlet
of its arm to the ' no delivery ' or ' stop ' position. The manifold connected by suitable pipes to a diaphragm unit
angular groove is now in such a position that, as the plunger mounted on the fuel injection pump.
c?-ences to rise, its upper edge uncovers the port on the
rlght just before the plunger completely covers the other port.
During the remainder of the stroke, the right-hand port 1s
always uncovered by the angular groove. As no pressure
can be developed, no fuel is delivered.
It should be noted that the commenceFent of fuel delivery
is constant and occurs the instant the rlslng plunger covers
both ports.
The amount of fuel injected, and thus the engine speed,
is controlled by varying the distance the upper edge of the
angular groove has to rise before it uncovers the port, at which
point injection ceases.
This is done by rotating the plunger in the barrel by mean?
of its arm. The arm engages in a fork on the control rod so
that moving the rod to the left will increase this distance (see
Fig. 97) and, therefore increase fuel delivered and vice versa.

Delivery Valve
A delivery valve and guide are shown in Fig. 98 The valve
has a conical seat and the stem is divided into two parts.
The lower part has four vertical flutes, whllst the upper part
forms a small piston which is lapped to fit in the bore of the
valve guide.
The delivery valve serves a dual purpose, it acts primarily
as a non-return valve and also as a means of rapidly feducjng
the fuel pressure in the injector pipe line when mlectlon CONTROL--" -1
ceases. This rapid pressure reduction is necessary to ensure ROD DIAPHRAGM UNIT
that the injector needle valve closes quickly to prevent dribble
and carbon formation on the injector tip.
The operarion of the delivery valve and guide is shown Fig. 100
diagrammatically in Fig. 99. On the left the plunger is at Pneumatic Governor
 FUEL SYSTEM- DIESEL

When the engine is stationary, the governor spring pushes

the diaphragm and the control rod to the left, the maximum
through the inspection cover, after the pump has been over-
hauled or has received any major attention.
'a
fuel delivery position.
Thereafter, it requires no further lubricant as ;he per-
As soon as the engine starts and the throttle is closed, the missible back leakage of fuel from the plungers collects
high air speed past the almost closed throttle valve creates in the cam box and the level hole ensures that the correct
9
a high vacuum the suction pipe and airtight chamber of the quantity is maintained.
diaphragm unit and draws the diaphragm and control rod On early pumps the level is maintained by means of a bole
towards the minimum fuel position. drilled vertically krom the base of the cam box, but on the
Operating under load with a low engine speed, the vacuum latest pump is in the form of a coiled leak-off pipe just
in the diaphragm chamber will be low and the spring will below the inspenion cover.
hold the control rod in the maximum fuel position. Any The air filter gauze, mounted under the cap on the top of
reduction in load will cause an increase in air speed past the the governor inner housing, should be removed, washed in
throttle valve, and an increased vacuum in the diaphragm petrol, lubricated with engine oil, allowed to drain and
chambe'r drawing the control rod towards the minimum replaced at intervals of 400 hours.
fuel position, reducing the fuel delivery to keep the engine
speed constant, depending on the setting of the throttle Oil Capacity
valve. One-sixth of a pint approximately.
T o obtain instant response to throttle variations when a
Lubricant
pneumatic governor is used, it is essential that the governor
spring be as light as possible. This sometimes results in Engine Oil S.A.E. 30 H.D.
speed fluctuations when the engine is idling. A damping
valve is therefore fitted to prevent such fluctuations and to
P R E C A U T I O N S W H E N S E R V I C I N G FUEL
give a steady idle. It operates as follows :-
INJECTION EQUIPMENT
Attached to the diaphragm in the airtight chamber is a I t should be stressed that as the fuel injection equipment
tapered valve moving in an adjustable guide. A port in this
guide is connected by means of a pipe to a port on the
is extremely accurately and finely finished, it is essential
that every care be exercised to prevent damage when repairs
(I
atmospheric side of rhe throttle plate. become necessary.
When the engine is idling, the diaphragm tends to oscillate Special equipment must be used when calibrating and
and cause the engine to hunt. The damping valve is so phasing fuel injection pumps and re-setting injector
adjusted that, durihg these oscillations, air at atmospheric pressures, and for all operations a dust-proof room should be
pressure 1s bled from above the throttle plate, through the provided. To protect the pump and injectors when they are
valve into the airtight chamber. This bleed of air momen- removed prior to semicing, special dust caps and plugs are
tarily reduces the depression in the airtight chamber and available for blanking fuel connections. These are as
assists the light governor spring to steady the diaphragm. follows :-
Excess Fuel and Stop Device (see Fig. 101) Tool No. Tr/DD 993122
Pump inlet adaptor and filter sealing plug.
The function of the excess fuel device is to permit a greater
amount of fuel to be injected than is required for normal Tool No; T T r l / D D 993169
running when starting from cold. This is done by pulling Injector inlet adaptor and delivery valve holder sealing
the excess fuel lever on the left of the pump outwards away caps.
from the housing, permitting the control rod, under the Tool No. Tr21DD 993169
influence of the governor spring, to move further to the left. Injection line pipe plugs.
When the engine starts, the control rod is moved towards For cleaning and testing it is advisable.to provide one of
the idling position by the governor and allows the spring- the special substitute oils marketed for this purpose or a
loaded lever to return. 50150 mixture of clean paraffin and white oil.
To stop the engine, the external lever is turned anti- As a certain amount of fuel oil is bound to be present in
clockwise when a boss on an internal lever pushes the pumps and injectors which have been in service, the hands
control rod to the ' no delivery ' position. should always be protected from its effects by applying a
good barrier cream before starting work.

LUBRICATION
Care should be raken when testing injectors to prment the (I
hands contacting the spray, as the working pressure will cause
The cam box is filled with engine oil to the level hole, it to penetrate the skin easily.
 . .. .
FUEL.GALLERY ..... .-
. . I.,
.. -\.,. DEUVERY VALVE
.S

FUEL INLET. ~ . 7DELIVERY

'VALVE SEAT

ROLLER TAPPET

4
u, Fig. 101
Injection Pump
 PUEL SYSTEM- DIESEL

To prevent the delivery valve holders from unscrewing

when removing injector pipe union nuts use the Delivery
To Renew a Delivery Valve and Guide Assembly
Note - The delivery valve and guide are a paired assembly,
4
Valve Holder, Tool No. TTr21993228-A. and must never be interchanged.

It is recommended, in the case of fuel injection pumps 1 Remove the injector pipe from the delivery valve
which have been in service, that the fuel gallery be flushed holder of the element concerned, unscrew the deliveq
out with a suitaBle syringe to remove any sediment that may valve holder (use tool No. TTr21993228-A) and
be present. Also run the pump for a short time, with the extract the valve complete with spring and volume
pipes to the master injectors disconnected at their lower reducer.
ends, and allow the fuel to escape from the delivery valve
holders until it appears clean. 2 Remove the delivery guide using the extractor
(Tr/DD 993227-A) and insert the expanding end of
Note - If desired, short " U " shaped pipes can be made
the tool into the valve guide bore, ensuring that the
to fit the delivery valve holders and direct the fuel into plunger is at the bottom of its stroke. When the
a suitable container. This fuel must not be re-used projecting lips of the tool abut the underside of the
for testing. valve guide, turn the engine slowly and the guide with
its washer will be pushed out of the pump housing.
Cleanliness is essential.
3 Fit the new delivery valve guide and washer, ensurkig
that they are rinsed absolutely dean. Press the guide
downwards until it abuts the top of the plunger barrel.
OPERATIONS WITHOUT REMOVING THE
INJECTION PUMP 4 Fit the delivery valve, spring and volume reducer,
Note - The replacement of the delivery valve and guide ensuring that they are first rinsed.
and/or spring should only be done in an emergency,
as the characteristics of the new pans may slightly 5 Refit the delivery valve holder, tightening it to a torque (I
alter the delivery from that particular element. The of 30 lbs./ft.
pump calibration should therefore be checked and
6 Refit the injector pipe, ensuring that it is clean and
adjusted as soon as possible.
that the olives on the end of the pipe seat correctly
before tightening the union nuts.

L r GOVERNOR INNER CASE l To Replace a Broken or Damaged Delivery Valve

Spring
1 Proceed as with operations 1, 4, 5 and 6 above.

DIAPHRAGM GUIDE
To Overhaul the Pneumatic Governor
1 Disconnect the two governor pipes from the governor
assembly.

2 Unscrew the four bolts securing the governor assembly

to the injection pump, and l i t the diaphragm guide
from the control rod yoke (see Fig. 102).

3 Remove the spring ring, retaining the diaphragm, from

the governor housing. The diaphragm is lightly
spring-loaded and care is necessary to prevent damage.
Unscrew the diaphragm guide and lacknut and remove
DIAPHRAGM ASSEMBLY 1 the diaphragm.

Fig. 102 Check that the damping valve is free to move on

Removing the Governor Assembly its ball joint and lightly oil the ball before reassembly.
80
 PUEL SYSTEM- DIESEL

I t is advisable to remove and check the phasing and cali-

bration of the fuel injection pump whenever the engine is
undergoing major attention. Inaccuracies in either can then
be corrected and the highest possible performance maintained.
Even pumps that have seen very extensive service should
likewise be checked for genera! performance, to ascertain if
a complete overhaul is necessary.
Full details of both phasing and calibrating are given on
pages 86 and 89.
I t should be noted, however, that it is not necessary to
remove the plunger springs in order to check the phasing of
a completely assembled pump.
Phasing
Phasing is an adjustment whereby each successive element
GUIDE
l of the pump is timed to commence injection at the correct
angle relative to the preceding one. I n a four-cylinder pump
this is 90" and is adjusted by varying the thickness of the
phasing spacers interposed between the camshaft roller
tappet and the plunger.
Calibrating
Calibrating is an adjustment to ensure that all elements
Fig. 103 deliver equal. quantities of fuel for any given control rod
Exploded View of Governor Assembly setting. It is accomplished by moving the control rod forks
relative to the rod itself.
4 Fit the new diaphragm and screw on the lock-nut and
guide. Ensure that all the parts comprising the DISMANTLING TIIO INJECTION PUMP
diaphragm assembly are fitted in correct order. (See 1 Unscrew the four bolts securing the governor
Fig. 103.)
diaphragm assembly to the governor inner case, lift
5 Fit the governor spring and diaphragm assembly into the diaphragm guide from its yoke, and remove the
the housing, ensuring that the damping valve enters diaphragm assembly. (See Fig. 102.)
its guide. Fit the diaphragm, disc and spring ring. 2 Unscrew the castellated or self-locking nut from the
6 Fit the governor assembly to the injection pump, end of the control rod, and remove the yoke.
.ensuring that the guide enters the control rod yoke,
and reconnect the two governor pipes, ensuring that
the outer pipe connects with the upper port on the
inlet manifold.

REMOVING THE INJECTION PUMP

I r STOP DEVICE INNER CASE

1 Disconnect the stop control wire.

2 Remove the fuel injector pipes by unscrewing the
union nuts at each end of the pipes. Hold the
delivery valve holders when slackening the union nuts
to prevent them turning.
3 Disconnect the two governor pipes from the governor
assembly.
4 Disconnect the fuel inlet pipe and the oil level drain
pipe.
5 Remove the injection pump from its bracket (four
bolts).

PRELJhIINARY CHECKING
Before carrying out any operation on the pump every
precaution must be taken to ensure that it is thoroughly
@ cleaned, making full use of the special equipment mentioned
throughout this section, with particular reference to a dust- Fig. 104
proof room and the fitting of dust caps and blanking plugs. Removing the Control Rod
FUEL SYSTEM- DIESEL

3 Unscrew the two bolts securing the i ~ e case

r to the
pump cambox, and remove the inner case.
4 Remove the two stop device outer case retaining TOOL No.
screws, lift out the stop lever, spring assembly, and
stop -device outer case.
5 Detach the pump inspection cover and gasket (four
bolts). '
6 Withdraw the control rod from the pre-filter end of
l ADAPTORS
T d D D 993203 A B I - - 7
\
the pump after loosening the screws in the control
rod forks. (See Fig. 104.)
7 Remove the stop device inner case (special shouldered
screw, nut and lockwasher).
Note - Early type pumps may not be fitted with a nut and
lockwasher but can be modified if desired.
8 Unscrew the pre-filter plug (if fitted) using the peg
spanner (tool No. T r / D D 993123) and lift out the
spring and pre-filter.
9 T o assist subsequent removal, slacken the four
delivery valve holders.
10 Place the pump on its side and withdraw the pump Fig. 106
housing complete with plungers and springs from the Removing Camshaft Inner Races
cambox (four nuts).
Note - The plungers and barrels are a lapped fit to one 12 Unscrew the delivery valve holders one at a time and
another. They should be kept as paired assemblies lift out the volume reducers, springs and delivery
and under no circumstances should they be inter- valves.
changed.
Note - The delivery valves and guides are a lapped fit to
11 Remove the plungers, springs and spring discs from one another and should be kept as paired assemblies
the barrels. Keep the plungers in sequence so that and never interchanged.
they can be paired up with their barrels when these 13
Unscrew the barrel locating screws (see Fig. 105), and
are removed. push the barrels upwards, forcing out the delivery
valve guides and washers. Then extract the barrels.
Note - The delivery valves should now be paired with their
respective guides and the plungers with their barrels.
14 Remove the roller tappets from their locations in the
cambox and retain them in correct sequence. T o
dismantle, push out the pins to release the rollers
and bushes. Remove the circlips and lift out the
spacers.
15 Remove the camshaft coupling using the coupling
spanner (tool No. T r l / D D 993187) and the puller
(tool No. Tr2/DD 993187-A). Extract the woodruff
key from the camshaft.
Note - I t is advisable to check the camshaft end-float at
this stage.
16 Unscrew the eight bolts retaining the bearing liousings
and timing plate to the cambox. Tap the coupling
end of the camshaft so that the bearing housing at the
other end is removed. Then tap the camshaft in the
opposite direction to remove the wupling end bearing
housing. Withdraw the camshaft from the cambox.
BARREL LOCATING
SCREW 17 First remove the bearing ball cages from each end, of
-
the camshaft; these are finger-tight. Then, us%
the puller (tool No. T r / D 66608-AB) and the
Fig. 105 adaptors (tool No. T r / D D 993203-ABl), draw the
Exploded View of Delivery Valve Guide inner races from the,shaft. (See Fig. 106.)
 FUEL SYSTEM- DIESEL

l Remove the fuel injection pump and dismantle sufli-

ciently to enable the existing camshaft to be removed.
2 If the camboxis viewed from either end the four bosses
for the pump mounting bolts will be observed.
Carefully remove sufficient metal with a suitable file
from the tops of the bosses as indicated by the shaded
portions shown in Fig. 108. Only remove sufficient
metal to pennit the camshaft to he installed and
rotate freely. In the event of the camshaft fouling
the upper part of the cambox it wiU he necessary to
remove the metal at this point also.
3 Thoroughly wash out the cambox to remove all
swarf. Reassemble, phase and calibrate.
For identification purposes stamp the letter
" B " after the pump serial number. If previously
stamped "A" Ihis should he obliterated,

Fig. 107 REASSEMBLING THE lNJECTION P U M P

Removing the Camshaft Outer Races 1 Fit a new oil seal to the coupling end bearing housing.
2 Fit the outer races to the camshaft bearing housings
Note - Shims are fitted behind the inner races for adjusting using the dtiver (tool No. Tr/DD 993203-B2).
camshaft end-float. Take care not to lose these Remember to fit the oil baffle washer with the inner
shims. step towards the oil seal before fitting the hearing race
to the coupling end housing.
18 Remove the camshaft bearing outer races from both
bearing housings, using the puller (tool No. Tr/DD
993203-A2) as shown in Fig. 107. Lift out the baffle
washer from the coupling end bearing housing.
19 Remove the oil seal from the coupling end hearing
housing. This is a light press-fit in the housing.
REMOVE META
Note - The injection pump has now been completely HERE IF
dismantled. All parts should he washed in clean fuel NECESSARY -
oil or substitute oil, inspected for wear and new parts
fined where necessary.

Modified Camshaft
From approximately tractor No. 1239515, a modified
camshaft was introduced and only this type of camshaft is REMOVE
METAL FROM
supplied in service. MOUNTING
BOLT BOSSES
For identification purposes the current type injection AT EACH END-
pump, with modified camshaft, is sramped with the letter
" B " after the serial number on the cambox.

Pumps stamped with the letter "A" after the serial

number indicate that the cambox is already machined to
accept the modified camshaft.
Pumps without any su& "A" or " B," i.e., a plain
number, may be brought in line with current production Fig. 108
as follows :- Mpdification to Cambox
FUEL SYSTEM- DIESBL

3 Fit the camshaft bearing inner races with the original

number of shims fitted behind them. Use the puller
(tool No. T r / D 66608-AB) and the adaptors (tool No.
T r / D D 993203-ABl), as a replacer for the inner races.
Press the ball cages Into position on the inner races
by hand.
cCI:E&ERY VALVE

4 Fit themcamshaft to the cambor and replace the

bearing 'housings (eight bolts). Ensure that the
camshaft is fined the correct way round in the cambox.

Using the special gauge (tool No. T r / D D 993201),

check the camshaft end-float, which should be
between 0.002 in. and 0.01)6 in. Shims 0.004 in.
and 0.008 in. thick are availahle for adjusting the
end-float. (See Fig. 109.)
When satisfactory, remove the end-float gauge? pack
the bearings with a light grease and apply jolnting
compound sparingly to the bearing housing faces.
Fit the timing plate to the coupling end bearing BARREL LOCATING
housing. WASHER SCREW

5 FII the woodruff key to the end of the shaft 3n.l secure
the camihft cuupling with thc spring wasller 3nA nut. Fig. 110
Delivery Valves and Guides
6 Refit the rollers, bushes and pins to the tappet bodies
and instal the tappets in their original locations.

Note - If the original plungers and barrels are being 3, should be fitted in each tappet. Use the special
refitted to the pump there is no need to change the pliers (tool No. 7065) to remove the tappet circlip.
phasing spacers in the tappets provided they do not
show signs of wear. The following phasing spacers are available and are
identified by a number stamped on their edge.
If, however, new plungers and barrels are being
fitted, a spacer of intermediate thickness, MARKED
Identification
No. 1
l
Thickness

0.179 in. to 0.181 in.

1 4.55 mm. to 4.60 mm.
0.183 in. to 0.185 in.

0.187 in. to 0.189 in.

4.75 mm. to 4.80 mm.

I 0.191 in. to 0.193 in.

4.85 mm. to 4.90 mm.

1 5 1 0.195 in. to 0.197 in.

4.95 mm. to 5.00 mm. I
I t is essential that even when original barrels,
plungers and tappet phasing spacers are refitted to a
pump, the phasing of all elements be checked and
adjusted where necessary.

7 Rinse the barrels thoroughly in clean fuel or substitute

oil and fit whilst wet. Fit the barrel locating screws
with new fibre washers to the pump housing, ensufing
Fig. 109 that the screws locate in their slots and permit shght
Checking Camshaft End-float up and down movement of the barrels. (See Fig. 110.)
 FUEL SYSTEM- DIESEL

8 Fit the delivery valve guides with new sealing washers

to the pump housing after rinsing thoroughly in clean
fuel or substitute oil.
9 Fit the delivery valves, springs and volume reducers
and loosely screw in the delivery valve holders after
washing all parts in clean fuel or substitute oil and
ensuring that the barrels cannot rotate.
10 Rinse the plungers, then insea them in their respective
barrels and check that they are perfectly free. Refit
each plunger, omimng the shim, lower spring disc,
spring and upper spring disc at this stage so that the
phasing may be checked. (See Fig. 111.)
LOWER SPRING DISC-, DISC Holding the lower ends of the plungers, fitthe pump
housing to the cambox ensuring that, with pump
laying on its side, the plunger arms face upwards into
their slots in the top of the tappets. Tighten the four
nuts securing the housing to the cambox securely.
PLUNGER 11 Fit the pump housing pre-filter (if fitted), spring,
PLUNGER SHIM copper washer and end plug. Tighten the plug
securely using the peg spanner (tool No. Tr/DD
993123) after applying a sealing compound sparingly
to the joint face.
Note - The copper washer fitted to the pre-lilter end plug
Fig. 111 was not used on early~. pumps- but can be fitted if
Fitting Springs and Plungers desired.

~ .:
*:
MASTER INJECTORS

GRADUATED
-TEST TUBES
TUBE
REVERSING
HANDLE - SHUTER TRIP
LINKAGE
FUEL TAP-

BELT PULLEY
COVER

FUEL OIL FIC

FUEL TANK -

BELT CHANGE
PUMP CLAMP LEVER

Fig. 112
Calibrating and Phasing Test Equipment
FUEL SYSTEM- DIESEL

12 Mount the pump on the calibrating machine. Engage

the 'pump coupling with the driving pad and secure
The principle of spill timing is shown in the diagrammatic
illustration (Fig. 113). Phasing operations are given in
a
with the two pump clamp screws (see Fig. 112.) their correct sequence on this page and are followed by the
method of calibrating.
13 Connect the fuel feed pipe to the pump inlet
connection. SPILL CUT-OFF SETTING
Check that sufficient clean fuel oil or substitute Spill cut-off is the point at which the plunger top just
od is in the container. Turn on the fuel tap and covers the barrel ports; this point can be set accurately by
bleed tde system at the two air bleed screws on the the following method :-
filter and the one on the pump. Turn off the fuel tap. The left-hand view of Fig. 113 shows the pump plunger
at the bottom of its stroke. Fuel can flow into the barrel
14 Unscrew the delivery valve holder on No. 1 element through both ports and out through the spill pipe attached
and remove the valve, valve spring and volume to the delivery valve holder.
reducer. Replace the delivery valve holder and tighten
all holders to a torque of 30 lbs./ft. Fit the spill pipe When the camshaft is rotated the plunger rises until it
(Tr/DD 993228) to No. 1 delivery valve holder. eventually just covers the supply ports, as shown in the right-
(See Fig. 113.) hand view, cutting off the fuel supply and terminating the
flow from the spill pipe.
On current type pumps blank off, with a suitable
plug, the hole in the cambox for the oil level drain pipe. If the camshaft is rotated very slowly the precise point at
which the fuel ceases to flow from the spill pipe can be
Add one-sixth of a pint of engine oil in the cambox ascertained.
to provide initial lubrication.
PHASING OPERATIONS
PHASING THE FUEL INJECTION PUMP 1 Phasing the injection pump must be commenced at
No. 1 element (nearest to the coupling). Open the (I
As this is a four-cylinder pump, each successive element belt pulley cover of the calibrating machine at
must be phased so that its "spill cut-off" is at 90" to right angles so that the brake mounted behind the
that of the preceding one. lower pulleys is operating against them. Then
ensure that the driving belt is fitted to the 200 r.p.m.
The injection order of the pump is 1, 2, 4, 3 pulley. (See Fig. 114.)

~-

FUEL GALLERY

FLOW FROM TEST PlPE BEFORE SPILL POINT FLOW FROM TEST PlPE CUT OFF AT SPILL POINT

Fig. 113
Principle of Spill Timing
 FUEL SYSTEM- DIESEL

now have revolved through 90" and the next gradua-

tion line, marked 4 C, should be in line with the fixed
pointer. A limit of 1" either side of the 4 C mark is
permitted.

- If the phasing is outside the above limits it will be

necessary to change the phasing spacer of the element
which is phased incorrectly. (See operation 6.)

I t is advisable, however, to note the extent of the

phasing inaccuracy as each remaining element is
phased, working to 4C marks throughout and without
moving the phasing ring on the pulley. In this way
the phasing of all elements can be corrected at the
same time, as it necessitates removing the pump
housing and plunger tappets. Finally. check No. 1
again to ensure the original setting has not been
disturbed.

Next. check that when No. 1 element is at the

Fig. 114 spill cut-off position the timing marks on the coupling
Checking Pump Phasing and timing plate coincide. I f not, obliterate the
original markings and remark the coupling as
necessary. (See Fig. 115.)
2 Set the arms at the lower end of the plungers fully to 6 If it is necessary to change the phasing spacers (as
the left-the maximum fuel delivefy position-and No. mentioned above), remove the pump housing (four
1 plunger at the bottom of its stroke. Turn on the nuts), taking care not to drop the plungers from their
fuel supply tap and rotate the pump camshaft slowly barrels. Lift out the tappets one at a time, and
clockwise by means of the pulley on the motor shaft. remove the phasing spacers after extracting the circlip
with the special circlip pliers (tool No. 7065).
3 As the plunger in No. 1 element begins to rise, fuel
will flow freely from the spill pipe until such time as
the .vlunger covers the oorts. Stov rotating- the
camshaft as soon as the fuel flow from the spill pipe
ceases and set the phasing ring on the end of the
lower pulleys so that one of thc graduation lines,
marked 4 C, is in line with the fixed pointer.

I t is advisable to repeat the above procedure to

check that the phasing ring has been set accurately.

Note - During phasing the spill cut-off point must always

be ascertained when the plunger is rising, otherwise
inaccuracies will result.

4 Turn off the fuel, remove the spill pipe and fit the
delivery valve, spring and volume reducer to No. 1
element. Tighten the holder to a torque of 30 lbs./ft.

5 Phasing Nos. 2, 3 and 4 elements may now be carried

out in the firing sequence 1, 2, 4, 3. Remove the
delivery valve, spring and volumc reducer from No. 2
element. Refit the delivery valve holder and spill
pipe, turn on the fuel and rotate the camshaft slowly
clockwise as before until the spill cut-off point is FIP 115
reached on No. 2 element. The phasing ring should Checking No. IElement Spill Point
/.
87
FUEL SYSTEM- DIESEL

There are five thicknesses of spacers available (see

page. 84), in steps of 0.004 in. which affect the
phasing in each case approximately 4 '. Fit a
thinner spacer to increase the phase angle and
vice versa.
7 Refit the pump housing to the camhox, omitting the
plunger springs at this stage. Turn the pump
camshaf? until No. 1 element tappet is at the top of
its stroke. Lift the plunger arm upwards to ascertain
that there is clearance between the top of the plunger
and the underside of the delivery valve guide.
Repeat on all other elements. Fig. 116 shows the
clearance being checked on No. 3 element.
Note - If there is no clearance on any plunger, reduce the
thickness of the tappet spacer to establish the
clearance on this plunger and phase the others to this
element.
8 Withdraw the plungers, after removing the housing
from the cambox, and refit each plunger complete
with shim, lower spring disc, spring and upper spring
disc to its respective barrel (see Fig. 111). Holding
the lower ends of the plungers, fit the pump housing
on to the cambox, ensuring that, with the pump laying Fig. 117
on its side, the plunger arms face outwards into their Control Rod Setting Gauge
slots in the top of the tappets. Before finally
tightening the four nuts, securing the housing to the
camhox, ensure that the machined faces that come into
contact with the inspection cover are in alignment to the front of the pump. Pass the forks over the rod,
avoid leakage at this point when the covcr is fitted. engaging them with the plunger arms. Check that the
arm is free in the fork. Set the control rod in the
9 Fit the stop device inner case to the cambox, using the centre position and check that the plunger arms are at
special shouldered screw, lockwasher and nut. right angles to the rod, and lightly tighten their fork
10 Enter the control rod, threaded end first, fromthe fuel screws.
inlet end of the pump so that the tongue of the rod 11 Fit the governor inner case to the cambox (two bolts)
faces towards the fuel inlet and the cutaway portlon to and install the governor diaphragm yoke to the end of
the control rod (castellated nut or self-locking nut).
Ensure that the yoke does not bind on the guide pin
and that the control rod is absolutely free.
Note - I t may be necessary to loosen the bolts and
reposition the casing, before retightening, to obtain
this condition.
12 Locate the stop device lever and spring assembly in
the inner case, then fit the outer case (two screws).
Now check that the control rod is free to move fully
in both directions.
13 Loosen the locknut on the maximum fuel stop screw
and slacken off the screw several turns. This screw is
located on the stop device outer case.
14 Bolt the control rod setting gauge (tool No. TTrjDII
993211) to the governor inner case, see Fig. 117,
screw in the maximum fuel stop screw until the outer
face of the governor yoke ccntacts the stop pin in the
centre of the gauge. This determines the total
movement of the control rod between the " stop"
and maximum fuel positions. Tighten the lxknut
on the maximum fuel stop screw and remove the
gauge.
15 Fit the governor diaphragm assembly, engaging the
guide with the governor yoke. Fit the four bolts
Fig. 116 securing the assembly to the inner case. (See page 80
Checking Plunger Head Clearance for details of governor overhaul procedure.)
R8
 FUEL SYSTEM- DIESEL

4 Calibrate the pump by adjusting the forks, starting at

No. 1 so that the average of four deliveries, each of
200 injections from all elements, is from 11.4 to 12
c.cs. When calibrating always disregard the first set
of readings after adjustments have been made.
Note - When calibrating at 600 r.p.m. a good average
figure for all elements is 11.6 c.cs.
5 When the calibration is satisfactory, fit the driving
belt to the 200 r.p.m. pulley, run the pump at this
speed and check the delivery over 200 injections.
Delivery drop on each element should not exceed
2.5 c.cs. below the figure obtained at 600 r.p.m.
If the drop exceeds 2.5 c a . it indicates a worn
element. If the delivery at 200 r.p.m. exceeds that
obtained at 600 r.p.m., fit a new delivery valve
assembly to tbe element affected and re-calibrate at
600 r.p.m. and recheck at 200 r.p.m.
6 Excess Fuel Delivery.-Check at 600 r.p.m that when
the excess fuel device is operated, all elements deliver
at least 19 c.cs. of fuel over 200 injections. I t is not
necessary for all elements to deliver exactly the same
amount.
7 Fuel Cut-off-Stop Position.-Check at 200 r.p.m.
Fig. 118 that when the stop device is operated, all elements
Adjusting the Forks definitely cease delivery just before the control rod
reaches the end of its travel towards the " stop"
position at the driving end of the pump.
CALIBRATING 8 Fit the pump inspection cover and gasket and secure
Calibrating is an adjustment to ensure that each element in position. (Early type punlps-4 bolts, current
of the pump delivers the same amount of fnel at any position production pumps-8 bolts.)
of the control rod. Fuel delivered by each element over a 9 Wire and seal the maximum fuel stop screw.
definite number of injections is collected and measured in
graduated test tubes. Injection Pump Storage
When checking deliveries, use the same set of glass tubes If, after overhaul, an injection pump is being stored for a
throughout, and give a constant drain period of 10 seconds period exceeding 30 days, it should be left filled with
when emptying on each occasion. Also allow fuel to settle in substitute oil and all connections sealed with the special
the tubes for SO scconds after delivery has ceased before plugs.
taking the readings, which must 'e read from the bottom of
the meniscus. This will provide constant conditions and
ensure greater accuracy.
Any necessary adjustments are made by altering the
position of the forks on the control rod. Moving the forks
towards the right (the driving end) decreases, and towards the
left (fuel inlet end) increases, the fnel delivery.
1 Connect the injector pipes between the injection pump
and the master injectors of the calibrating machine.
2 Fit the driving belt to the 600 1.p.m. pulleys. Turn
on the fuel tap and allow fuel to flow from the bleed
screw on the injection pump housing. Tighten the
bleed screw when all air bubbles in the fuel disappear.
Run the calibrating machine at 600 r.p.m. for ten
minutes, to allow the injection pump and the oil to
warm up.
Note - I t is essential that the belt pulley cover is always
in the closed position before running the calibrating
machine.
3 Collect 200 injections of fuel from each element in the
graduated test tubes. It will be necessary to hold the
trip lever of the calibrating machine downwards when
a slight " click " wiU be heard as the injectors start
delivering into the tubes. The lever should not be
released until a second " click " is heard, otherwise Fig. 119
only 100 injections will be collected. Timing Pointer
 Maintenance of Master Injectors fitted t o t h e Pump
Diagnosis a n d Calibrating Machine
T o ensure accurate pump calibration it is essential that
the master injectors be maintained as an accurately
balanced set;. and cliccked regularly for this condition.

T o carry nu! this test, mount an injection pump on the

calihra~ingmachine, connect all pipes and run the machine
for at lea\t l 5 minutes to allow everything to reach normal
operating tcmpcrature.

Adjust one element to dcliver l 5 c a . for the mean of three

readings running at 600 r.p.m. for 300 injections of fuel.
Conncct this pump eleinent to each master injector 111 turn
using the same pipe throughout the test. Running at
600 r.p.in. cullcct 300 injections of fuel, allowing 10 seconds
after delivery has ceased for the fuel to settle before taking
thc readings, and 10 scconds for the tube to drain when
emptying.

Takc the mean of three readings from each injector in turn

and the varia~ionbetween the highest and lowest reading
should not csceed 0.3 c.cs. If the variation exceeds this
figure a fresh set of master injectors should be fitted. Fig. 121
Sectioned View of Injector

FITTING AND TIMING T H E FUEL INJECTION

PUMP
3 Fit the injection pump fuel inlet pipe, cnsuring that
1 Turn the engine until the notch on the crankshaft it is perfectly clean.
pulley is in line with the engine timing pointer.
(No. 1 cylinder on the compression stroke.)
4 Reconnect the pneumatic governor pipes to the pump
2 Fit the injection pump (four bolts) so that the marks diaphragm unit.
on the pump coupling and pump timing plate roughly
coincide. D o not tighten the bolts. (See Fig. 120.) Note - Care should be taken to ensure that the outer pipe
!' . on Uie diaphragm unit is connected to the upper
port on the inlet manifold.

T H E E N G I N E MUST N O T BE R U N W I T H
T H E GOVERNOR PIPES DISCONNECTED.

5 Fit the fuel injector pipes, ensuring that they are

perfectly clean and that the olives on the ends of the
pipes are in good condition and seat correctly before
tightening the union nuts. Under no circumstances
must the pipes be bent.

6 Tighten the pump retaining bolts, taking care that

there is 0.010 in. endfloat bctwecn the fibre disc and
pump coupling. Refit the oil level drain pipe.

7 Slacken the claw bolts in the engine half of the

coupling and adjust so that the timing marks on the
pump coupling and timing plate are definitely in line.

8 Reconnect the stop control wire, ensuring that there

is approximately 1 in. free movement of the control at
the dash panel.
fig. 120
Timing the Fuel Injection Pump 9 Bleed the fuel system (see page 94) and start the engine.

90
 FUEL SYSTEM- DIESEL

ENGINE IDLING AND MAXIMUM " N O LOAD" INJECTORS

GOVERNED SPEED A section through an injector,& shown in Fig. 121. Fuel
Note - Before any attempt is made to check the engine from the injection pump enters the injector inlet adaptor and
speed it is essential that the air cleaner has been passes through the edge filter before reaching the needle valve
thoroughly cleaned, especiauy the wire gauze in the seat. The pressure of the fuel when the ports in the injection
main body, and the oil level confirmed as mentioned in pump barrel are closed causes the needle valve to open against
the p l r Cleaner Section at the end of Fuel System. the action of the injector spring. Fuel is then forced, in a
highly atomised state, through the four holes in the nozzle
I t must be appreciated that engine speed can only be tip. A small amount of fuel leaks up between the needle
accurately checked and adjusted with the aid of a suitabIe valve stem and nozzle body providing lubrication. The
tachometer capable of being driven from the end of the belt excess fuel rises to the top of the injector where it is led back
pulley shaft or from the periphery of the engine fan belt. to the fuel tank by the leak-off pipe. The injectors should
normally be removed every 400 hours for testing and
When checking the engine speed from the belt pulley servicing.
shaft, the primary gear lever must be in the " high "
position, i.e., downwards, to obtain a direct reading. Note - In current production the edge filter is not fined
in the inlet adaptor, the bore of which is parallel
T o calculate the engine speed from the reading obtained throughout.
when the tachometer is driven from the periphery of the fan
belt, divide the effective diameter of the crankshaft pulley,
which is 9 ins., by the diameter of the tachometer adaptor REMOVING AN INJECTOR
wheel. Then divide the tachometer reading by the figure 1 Remove the rocker cover and gasket (two screws and
thus obtained to get the equivalent engine speed. copper washers).
2 Remove the injector leak-off pipe by unscrewing the
Example union nut at the rear of the cylinder head and the four
Effective diameter of crankshaft pulley=9 ins. special bolts connecting the leak-off pipe to the
injectors. Take care not to drop any of the bolts into
Diameter of tachometer adaptor wheel=2 ins. the engine.
9 ins. divided by 2 ins.=4.5 ins.
3 Remove the f~ielinjector pipe by unscrewing the union
If tachometer reading of 8550 is obtained, dividing this nuts at each end of the pipe. Fit the appropriate
speed by 4.5 gives an engine speed of 1,900 r.p.m. blanking plug to the delivery valve holder and inlet
adaptor.
Idling Speed 4 Remove the injector after unscrewing the two securing
bolts. If the injector is tight in its housing, the
With the engme and gearbox at normal working tem- injector lifting bar, part of the tractor tool kit, should
perature, set the idling stop screw on the throttle valve so be used (see Fig. 122).
that the engine speed is between 500 and 600 r.p.m.
Slacken the locknut on the damping valve guide at the front
end of the governor housing and adjust the guide until the
smoothest idling position is found. Retighten the locknut
and recheck the idling speed.
The approximxe adjustment range ofthis gulde ir from the
outer tlire3d flulh \ w i t the locknut to two and a half threads
proud.

Maximum No Load Speed

Before checking the maximum " No Load" speed,
ensure that the engine and gearbox are at normal operating
temperature.
Diesel engines in production since pump No. 19514-B
are fined with a longer type governor diaphragm spring
(available in service) which has a free length of 7& ins.
(182 mm.). Earlier springs had a frce length of 68 ins.
(172 mm.).
The longer spring can be fitted in cases where the engine
" No Load " speed is below 1,870 r.p.m.
The normal maximum position of the throttle plate is
10' to l? off vertical and if the engine speed is low an
additional 50 to 100 r.p.m. may be obtained by adjusting the Fig. 122
position to vertical. Removing an Injector
FUEL SYSTEM-DIESEL

TESTING AN INJECTOR
Care should be taken when testing injectors that the fuel
spray does not contact the hands, as it will penetrate the
skin due to the high pressure and atomisation of the fuel.
Before dismantling an injector it is advisable to clean it
externally with substitute oil and to test it as follows :-

Nozzle Opening Pressure

Connect the inkctor to the nozzle testing machine and
slacken the injector cap nut. Adjust the nozzle opening
pressure to 185 atmospheres by rotating the spring adjusting
nut through the leak-offpipe drillingin the cap nut. Tighten
the cap nut securely, taking care that the spring adjusting
nut does not turn. See Fig. 123.
Note - T o obtain a more accurate reading of the pressure,
open the valve on the tester not more than half a turn
from the closed position.

Needle Valve S t e m Back Leakage

Fully open the valve on the nozzle tester, bring the test
pressure up to 150 atmospheres and check the time for it to
IU to 100 atmospheres. The time taken should be between Fig. 124
15-45 secs. (new), 6-45 secs. (used). See Fig. 124. Checking Needle Valve Back Leak
Note - If the time taken is less than 6 secs. the lapped
faces on the nozzle and injector body may be
damaged or distorted or there may be dirt between Note - When checking the atomisation the valve on the
the nozzle and injector body faces. nozzle tester must be kept closed to prevent damage
to the gauge and give a true picture of the condition
Atomisation of the nozzle.
Close the valve on the nozzle tester, turn the flywheel at
approximately 85 r.p.m. and examine the four sprays. Needle Seat Leakage
Each spray should atomise well with no visible streaks or
distortion, s,preading out about 2 ins. before striking the side Wipe the nozzle tip dry. Operate the tester three or four
oftbe contamer. The injector should break with a hard note. times and the nozzle tip should remain dry.
In doubtful cases hold the injection pressure at 175 atmos-
pheres holding a piece of blotting paper against the nozzle tip.
+
The fuel oil stain should not exceed in. diameter in one
minute. See Fig. 125.
If the injector satisfactorily passes the above tests it can be
refitted to the engine. If, however, it fails the needle seat
leakage test or if the spray is distorted or does not atomise
properly, the injector should be completely dismantled,
cleaned, reassembled and tested once again.

CLEANING AN INJECTOR
Dismantling
1 Fit the injector to the injector testing machine but do
not connect the fuel pipe.
2 Remove the injector cap nut, then, with a screwdriver,
unscrew the spring adjusting nut. Lift off the upper
spring disc, injector spring and spindle.
3 Unscrew the nozzle nut, using the special spanner
(tool No. TTr2jDD 993191) and remove the nozzle
and its valve.
Fig. 123 Note -As nozzles and their valves are a lapped fit, they
Adjusting Nozzle Opening Pressure should never be interchanged.
92
 FUEL SYST EM - D I E S EL

REASSEMBLING AN INJECTOR
All injector parts should be reassembled wet, after rinsing
in clean fuel or substitute oil. Do not w e rug to dean any of
the internal parts.
1 Fit the edge filter (if fitted) into the injector inlet
adaptor and screw the assembly into the injector
body, ensuring that a new copper sealing washer is
fined.
2 Fit the nozzle and its valve to the injector body,
ensuring that the dowels in the body enter their correct
location in the nozzle. Screw on the nozzle nut and
tighten securely to a torque of 50 lbs. ft. with the
special nozzle nut spannel (tool No. TTr2/DD
993191).
Note - It is essential that thisfigtrre is not exceeded otlzeru~ise
serious distortion of the nozzle assembly may occur.
3 Fit the injector'-spindle, spring, upper spring disc and
spring adjusting nut. Screw down the adjusting nut
until pressure can he felt on the spring.
Fig. 125 4 Fit the injector cap nut and copper washer, but do not
Checking Needle Valve Seat Leakage tighten.
5 Connect the injector to the testing machine pipe.
Adjust the nozzle opening pressure to 185 atmospheres
4 Unscrew the injector inlet adaptor and remove the edge and retighten the injector cap nut secuiely.
filter (if fitted) by tapping the adaptor lightly.

a 5 Wash all the injector parts in clean fuel or substitute

oil and using a soft brass wire brush remove all carbon
from the nozzle and its valve.
6
Nore
Test the injector as previously outlined on page 92.
- If, after cleaning, the injector fails to pass these
tests it should be replaced by a serviceable injector and
the faulty one reconditioned. On no account should
Then, using the tools in the nozzle cleaning kit, attempts be made to reclaim injector nozzles and
remove all carbon from the interior of the nozzle. valves through hand-lapping with metal polish or
If necessary the spray holes in the nozzle can be any other abrasive.
cleaned out, using the wire probes fitted in the small
hand chuck. Only use wire suitable for a 0.010 in.
dia. hole, and have just a small amount protruding
from the chuck to prevent breakage. Rotate the
chuck slowly without applying undue pressure to the TOOL No. Tr/DD 993149 7
wire probe.
When a hard carbon deposit is formed in the spray
holes, it may be softened by immersing the nozzle in
"Acetone" for a short period. Up to half an hour
is normally sufficient.
WARNING.-"Acetone " is a highly inflammable
liquid and must not be brought near a naked flame.
Nore - I t is important that immediately the nozzle is
removed from the fluid, it must be rinsed in clean fuel
or substitute oil to prevent corrosion on the highly
finished surfaces.
Finally, using the reverse wash adaptor (tool No.
T r / D D 993149) fitted to the injector testing machine,
flush out the interior of the'nozzle. When all panicles
of carbon have been removed, enter the needle valve
into the nozzle and ensure that it is auite free. (See
\ -

Fig. 126.)
Note - The nozzle fits into the body of the reverse wash
adaptor tip first and is held in position by the adaptor
knurled nut. Reverse Washing the Nozzle l
93
R E P I A C I N G AN INJECTOR T H E F U E L OIL FILTER
Check the injector h o u s i ~ gin the cylinder head to T h e fuel oil filter fitted to the diesel engine has a renewable
ensure thar it is clean and free from any carbon
paper micromic type element which should be changed
deposit. Fit the rubber oil seal to the injector inlet
every 400 working hours.
adaptor, a new copper washer (early type head had
removable copper injector housings inserted and a
washer is i q t then required) in the housing and insert
the injector. Carefully tighten the injector bolts REPLACING T H E F E T E R ELEMENT
evenly to a torque not exceeding l5 lbs. ft.
1 Unscrew the filter centre bolt and withdraw the filter
- These bolts are of high tensile steel and are fitted body and element. (See Fig. 127.)
wiAout lockwashers. It is important thar only the
correct type bolts are used. 2 Clean the interior of the body, q i n g a brush an?
Fit the injector leak-off pipe after checking that it is clean fuel oil.
in good condition with no leaks at the unions and
adaptors. The early type pipe had a rubber oil seal O N N O ACCOUNT U S E RAG FOR T H I S
at the rear end where it passed through the side of the OPERATION.
head. The current type pipe has tapped passages at
this point. Reconnect the external leak-off pipe to 3 Fit a new element to the filter body and a New
the fuel tank. R u b b e r Seazing Ring between the body and the
filter head. Tighten the centre bolt to 10 lbs. ft.
Fit the fuel injector pipe, first rinsing it thoroughly torque.
w ~ t hclean fuel or substitute oil and check that the
olives at either end are in good condition and are Note - Three filter assemblies are in use and as the
seated correctly. T i ~ h t e nthe union nuts securely. elements are not interchangeable, ensure that the
Run the engine for a short time to ensure that the correct replacement is fined.
injcctor is making a gastight seal in its housing and
4 Bleed the fuel system as detailed below.
that there are no leaks from the leak-off pipe and
injector inlet adaptor.
(I
Fit thc rocker cover and gasket (two screws and copper BLEEDING T H E F U E L SYSTEM
washers).
"S.
Ensure that all fuel pipe connections are tight and
that there is sufficient fuel in the tank.

Turn the fuel tap to the " on " position, remove the
two bleed screws on the top of the filter and operate
the priming lever on the fuel lift pump. Continue
pumping until a stream of fuel, free of air bubbles,
issues from the filter.

Replace and tighten fitst the inlet and then the

outlet bleed screw on the filter as the priming lever
returns to its downward position.

Loosen the bleed screw on the injection pump

approximately two o; three turns, operate the lift pump
as before and tighten the bleed screw when all air
bubbles cease and liquid fuel flows.

Wipe all surplus fuel oil from the exterior of the filter
and fuel injection pump.

Vole - Under no circumstances should the injector

pump plungers be levered up and down to prime the
Fig. 127 injector pipes or test the injectors, otherwise serious
Changing thc Fuel Filter Element damage to theyplunger arms;may:result.
 FUEL SYSTEM- DIESEL

INJECTOR PIPES S
An injector pipe, union nut and olive are shown assembled
in Fig. 128. It will be seen that the olive is fitted with the
small diameter taper towards the end of the pipe. The bore
of the .pipe
. is 1.5 mm.

Note - 06 earlier type pipes a special washer was fitted

between the nut and olive. On these pipes the
union nuts are 18 mm. long whereas on the latest
pipe they are 15 mm, long.

Normally, injector pipes should not be reset, but if this has

to be done, care should be taken to ensure that scale, which
may have become loosened inside the pipe is removed by
compressed air and rinsing. I UNION NUT--/ LOLIV
After prolonged service it is not unusual for the ends of an
injector pipe to close up slightly giving rise to a heavy knock
on the cvlinder concerned. In such cases the ends of the
pipe canbe cleared, using a 1.5 mm. dia. drill to a depth of L
approximately in. Ensure that the pipe is cleaned Fig. 128
afterwards. Injector Pipe Nut and Olive

FAULT DIAGNOSIS
The following Fault Diagnosis Charts cover various adequate supply of fuel, and that the engine is never operated
@ engine conditiom. In cases where trouble originates from with the fd tap in the " OR" position.
only one cylinder this can be isolated from the others by Mechanical faults in a diesel engine can be traced in a
slackening off the union nut at one end of the injector pipe, similar way to a petrol engine. I t should be stressed, however,
cutting out each cylinder in turn. that as a safeguard against the engine stalting, the injection
pump stop control should be held out when checking injection
As quite a number of injection troubles will be traced to timing or any other operations which necessitate mrning the
air in the fuel system, always ensure that the tank has an engine by hand.

ENGINE KNOCKS
l
~ c I L ~ I c A L

Air in system
I
Bearing(s) worn
I l
Injection timing too early Piston(s) worn
I I
l
Faulty injection Broken valve spring(s)
l
Injection pipe artially blocked
P
Incorrect setting of maximum
fuel stop
I
Faulty calibration
I
Faulty delivery valves
Incorrect phasing

95
FUEL SYSTEM- DIESEL

7 ENGINE LACKS POWER

FUEL SYSTEM MECHANICAL

Air in system No air in system Pwr compression Good compression

(Bleed) 1 (Check values and rings)
I .
I
Check filter 6 6 Check riming
I I
I
Filter blocked
I
Filter O.K.
I
Injection tuning incorrect
I
Injection timing O.K.
(Change) I (Re-time) I
I
Check lifi pump 4 Check stop control
I I
I
Lift pump faulty
I
Lift pump O.K. control dtudt out con=& O.K.
(Recrfi) (Release)
d
l
Check injectors t 4I Check go~iernedspeed

I I l
~njectoris)fault)
(Seruice)
Injectors O.K.
I
Throttle movement
restricted P
Throttle o ening fully

I
4 Check oir cleaner
Incorrect I
calibration
I
Air clcaner dirty
I
Air clea?er O.K.

4 Check governor spring

A
Governor spring weak Governor spring O.K.
,
I
I
Engine overheating
 FUEL S YSTEM- DIESEL

ENGINE WILL NOT START

I

I I
FUEL SYSTEM MECHANICAL

Check comprerrion
NO flel at Fuel at I
injection pump injection pump

Cheoi for air

I
Check control rod
I
9 I I
Compression Compression
II poor good

-
(Check valves
Air in iystem I
No air in Control rod Control rod free and *) I
(Bleed) system s t u d shut 1 G 4 n i t i o n
I (Rectify) , I I hmw
Check exccrr fuel +I
control I I I

-
Timing Timing
incorrect O.K.
l
I I I
I
Filter choked
I
Filter clear
Control jammed
(Rectify)
Control O.K. (Re-timc)

(Change) I 4 Check air throttle

I l
Injector(s) faulty
Check lfi pump i I I
I Air throttle nor Air throttle
I
Lift pump faulty
I
Lifr pump O.K.
o p e ~ g openlng
L
(Rect$y)
I
Stop control
l stuck out
Fuel tank empty,
taa off or

ENGINE EMITS EXCESSnTE SMOKE

I
WHITE SMOKE
I.
Air in system
BLACK SMOKBI
I
/
Excess fuel device stuck out
BLUE SMOKE
I
Injection retarded
I
Injection timing retarded
l
Faulty injcctors
I
Faulty injecror(s)
I
Faulty injectoNs)
I
Incorrect setting of maximum fuel stop .
I
Poor compression
I
Poor '.compression
I
Faulty calibration
hack valver
and rings)
(Cheek ohlver and W)
I
Faulty deliyery valves
l
Poor compression
FUEL SYSTEM- DIESEL

ENGINE STARTS AND STOPS

II

FUEL SYSTEM MECHANICAL

I I
Check comrol rod
I
4 I
Air in system No air in system Control rod sticking Contml r , ~ d0 . K
(Bleed) I (Flee rod)

Check fuel filter

I I Check govermr
I I

I
Filter choked
I l I
Filter O X Governor needs Governor 0 . K
(Change) I
2
I
adjusting

Check lift pump +I

I
*II Check injccn'on timittg

I
Lift puAp faulty Lift p d n p O.K. Injection timing incorrect Timing O.K.
(Rectify) I (Re-time)
I
I
I l
Faulty injector(8) Poor cornpression

ERRATIC GOVERNOR OPERATION

I

IDLING UNDER LOAD

I
Incorrect damping valve adpstment
I
Loose stop control housing
I
Seized damping valve
I
Loose governor housing
I
Faulty calibration I
Governor yoke bending a n guide pin
I
Incorrect phasing
I
Damping valve seized
I
Tight control rod
 FUEL TANKS AND FUEL SUPPLY TAPS

FUEL TANKS
The fuel tank is located at the rear of the engine above the
gearbox housing. On the diesel and petrol engined tractor
the tank capacity is fifteen Imperial gallons.
- /----MAIN OUTLET

On the Vaporising Oil tractors the fuel tank has a container

for 14 Imperial gallons of vaporising oil and a separate
internal tank holding one Imperial gallon of petrol.
On current type tractors the petrol feeds to a two-way
tap (see Fig. 129). On earlier tractors the petrol was
fed direct to a petrol starting carburettor mounted on the
manifold.
The current fuel supply tap on the diesel and petrol
engined tractor is the same as the tap used on earlier
production vaporising oil engined tractors. This type of tap
has three positions, i.e., closed, main tank and a reserve.
(See Fig. 130.)
In the closed position the needle valve is screwed in
completely, thus closing the main outlet. By unscrewing
the tap two turns the needle is withdrawn along the body
and thus exposes the main supply tube. Fully unscrewing
the tap will then connect the reserve s u u ~ l vof fuel to the Fig. 130

a main outlet, giving approximately ano&rUgallon of fuel. Diesel and Petrol Fuel Tank Tap

To Remove the Tank

2 Unscrew the steering wheel retaining nut and with-
1 Remove the two screws in the rear bracket and lift draw the wheel from the shaft.
the bonnet rearwards
3 Disconnect the fuel pipe at the tank union and drain
the fuel from the tank. (If vaporising oil type, also
disconnect the petrol pipe.) Disconnect the fuel
leak-off pipe at the tank on the diesel engined tractor.

4 Remove the four bolts securing the fuel tank to its

brackets and lift away the tank.

5 Remove the fuel supply tap if necessary.

To Replace the Tank

1 Refit the fuel supply tap if previously removed.

2 Refit the tank over the steering column, locate it on

its brackets, ensuring that the washers and packing
felts are in position, and screw in the four securing
bolts.

3 Reconnect the fuel pipes to the tank. Connect the

GASKET fuel leak-off pipe to tank on the diesel tractor.

COVER 4 Replace the steering wheel and screw on the retaining

nut.

Fig. 129 5 Refit the bonnet and refill the fuel tank with the
Two-way Fuel Tank Tap (Petrol.and Vaporising Oil) appropriate fuel.
FUEL S Y S T E M - A L L M O D E L S

T o Clean the Fuel T a n k valve(s) and enter the valve(s) in the tap body. Screw
T h e presence of impurities and foreign matter in the fuel
in fully to close the valve(s). 4
tank is usually evident by deposits in the glass inspection 2 Fit the lock screw(s).
cover of the,fuel lift pump and if excessive the fuel tank must
be drained and flushed thoroughly to restore to a clean 3 In the case of the two-way tap used on the vaporising
condition. See also " Cleaning the Fuel Lift Pump." oil engines, fit a new cover gasket, install the cover
and secure by means of the bolt and sealing washer.
If repairs are necessary to a fuel tank which has contained
petrol, the tank shdnld be flushed, " steamed " and allowed 4 Install the tap in the tank and refill as required
to stand for a considerable ~ e r i 0 dto allow all fumes to
evaporate.
T H E F U E L LIFT P U M P
F U E L TANK C A P S The fuel lift pump is mounted on the right-hand side of
Current type fuel tank caps have a breather incorporated the engine cylinder block and is driven by means of a
in the cap. Previously, the breather was in the form of a rocker arm from an eccentric on the camshaft.
small bleed hole in the filler neck. Early type caps, without On rotation of the engine, the eccentric on the camshaft
' -eather, should not be fitted to current type tanks. pivots the fuel pump rocker arm and link and pulls the
diaphragm downwards against the pressure of the return
spring. This creates a partial vacuum in the pump chamber
FUEL T A P S causing the inlet valve to open and draw fuel from the tank,
To Dismantle t h e Fuel T a p through the pipe line and glass inspection cover. Any
sediment in the fuel is retained by the filter gauze and can
1 Drain the tank and remove the tap be easily viewed through the glass inspection cover.
2 Remove the lock screw(s) which acts as a stop to the T h e fuel passes through the filter gauze in the glass cover
fuel tap valve(s). into the pump chamber.
3 Unscrew the fuel tap valve(s) and remove the sealing Further movement of the camshaft eccentric allows the
gland(s). rocker arm to return and the diaphragm is pushed up by the
4 In the case of the two-way tap used on the vaporising return spring, causing the ~ n l e tvalve to close and the outlet
valve to open. T h e fuel is then forced through the pump to
oil engines, remove the bolt retaining the cover, lift
off the cover and gasket. Clean the filter gauze. the fuel injection pump or carburettor. (I
When the 'fuel in the carburettor bowl raises the float
T o Reassemble the Fuel T a p sufficiently to close the needle valve, a back pressure is
created in the pnmp chamber which prevents the diaphragm
1 Fit a new sealing gland(s) on the shank of the control being pushed up by the return spring, and it remains down-
ward until the needle valve opens again. Similar conditions
apply on the diesel engine when the fuel injection pnmp
is full.
PETROL
During the time the diaphragm is held down by fuel
pressure, the rocker arm idles on the camshaft eccentric
without operating the link.

Cleaning the Fire1 Lift P u m p

Any accumulation of water or foreign matter should be
removed. Its presence is visible in the glass inspection cover
of the fuel lift pump. See also "Cleaning the Fuel Tank."

T o Remove the Glass Inspection Cover

1 Unscrew the clamp nut at the top, move the retainer
aside and lift off the glass inspection cover and screen
for cleaning.
2 Wash out the inspection cover and clean the screen
by washing in vaporising oil, petrol or diesel fuel.
\ OUTLET
T o Replace the Glass Inspection Cover
VAPORISING OIL OUTLET 1 Refit the gauze to the pump body and check that the
gasket is in good condition.
Fig. 131 2 Replace the glass inspection cover and secure in
Vaporising Oil Fuel Tank position with the clamp nut.
 FUEL S Y S T E M- A L L MODELS

Testing the Fuel Lift P u m p OVERHAULING T H E FUEL PUMP

Providing there are no air leaks or obstructions in the fuel To Remove
lines, a quick check on the pump efficiency can be made as
follows :- 1 Turn off tap at the fuel tank and disconnect the fuel
inlet and outlet pipes from the pump.
l Disconnect the fuel pipe from the lift pump outlet
on the petrol and vaporising oil engines. In the 2 Unscrew the bolts securing the fuel pump to the
case OFthe diesel, remove the air bleed screw on the cylinder block and detach the pump. Remove the
top of the fuel filter. pump gasket.
2 Operate the hand priming lever in the normal manner
when there should be a well-defined surge of fuel for To Dismantle
every working stroke of the.pump. If there is no
resistance of the diaphragm spring it is likely that the 1 Unscrew the glass inspection cover retaining nut and
diaphragm is held down by the cam and it will be remove the cover, gasket and then lift off the filter
necessary to crank the engine approximately one gauze. (See Fig. 132.j
Nrn.
2 Pull out the inspection cover retaining clamp from its
If the pump does not operate correctly, check the inlet locations and suitablymark the upper and lower body
depression and delivery pressure, using suitable gauges. flanges to facilitate their correct reassembly. (See
Fig. 133.)
(The Gang Gauge Set No. 500-X and the Diagnosis Test
Set have suitable gauges and adaptors for this work.) 3 Remove the six screws securing the fuel pump upper
body to the lower body and remove the upper body,
taking care not to damage the diaphragm when
Fuel P u m p I d e t Depression Test (All Models) separating these parts.
1 Fill the carburettor float chamber with petrol. 4 Push down on the diaphragm and turn 90" in either
(Petrol and Vaporising Oil engines only.) direction when the diaphragm pull rod will be
2 Turn off tap at the fuel tank and disconnect the fuel disconnected from the operating arm and may be
pump inlet pipe from the pump and connect the detached. Take care that the end of the pull rod
vacuum gauge to the inlet union. does not damage the oil seal as the diaphragm and
rod are withdrawn. The diaphragm and pull rod are
3 Start the engine and allow to run at idling speed when rivetted together and should not he dismantled. Lift
the vacuum readimg should be at least 8i ins. of out the diaphragm return spring.
mercury.
Stop the engine when the gauge reading should take
at least one minute to drop to zero. Should the
readimg drop quicker than this, the outlet valve is
probably faulty or dirty.

Note - Diesel Engines. After carrying out this test the

Fuel System must be bled as described on page 94.

FuelI P u m p Delivery Pressure Test (All Models)

1 Fill the carburettor float chamber with petrol.
(Petrol and Vaporising Oil engines only.)

Disconnect the fuel pump to carburettor pipe and

connect the pressure gauge to the pump outlet.

Start j e engine and observe the pressure when

running at idling speed. Increase the speed and
check that throughout the speed range the pressure
readiig is between l* and 24 Ibs.

- Low fuel pump outlet pressure may affect engine

performance due to lack of fuel.

Diesel Engines. After carrying out this test the Fig. 132
Fuel System must be bled as described on page 94. Removing Glass Inspection Cover
FUEL SYSTEM- ALL MODELS

5 The inlet and outlet valves are both retained by a

plate, held by two screws. Remove the screws and
plate when each valve assembly can be detached.
Retain the gasket between the valves and body if it --CLAMP
is suitable for re-use.
6 Should it be necessary to dismantle the lower body,
press out she pin which retains the rocker arm. The
body is peened over around the pin hole to prevent ---- GLASS INSPECTION
the pin from moving out of position. The rocker arm, COVER
spring, link and two washers will then be freed and
may be removed, leaving the priming lever in place.
7 Remove the diaphragm pull rod oil seal, if it is decided GASKET
to fit a new one, by pulling out the retainer.
8 Wash all the parts thoroughly, paying particular atten-
@ SCREEN
tion to the valves and their seats.

To Reassemble UPPER BODY

1 Fit a new diaphragm pull rod oil seal, press the retainer
into poslbon and carefully peen over the edge of the GASKET
housing i I three $laces to prevent the retainer from
moving out ot position. VALVES
If the lower body has been completely dismantled,
replace the rocker arm and link assembly as follows :- VALVE RETAINER

2 Insert the shaft in one of its bearings, so that there is

-DIAPHRAGM
sufficient room to position the two thrust washers,
one at each side of the rocker link.
DIAPHRAGM
3 Between these two washers insert the link, slotted end RETURN SPRING
first with the spring leaf downwards.
r 1r;szrt the rocker arm, with the boss between the
flanges of the li i, place the rocker arm spring in
position so that the ends are located by the register
on the body and the rocker arm.
5 Press the shaft into position, noting that it must engage
correctly the two washers, the two holes in the link
and the hole in the rocker arm. Check that the rocker
spring is correctly located and that the rocker arm and
link operate satisfactorily. Test the operation of the
rocker arm and link by moving the rocker arm towards
the body when the link should be moved downwards.
If the l
ii is held downwards (as will occur in use
LOWER BODY
when the float chamber is full), the rocker arm should
be free to move without transmitting any motion to it.
Press the hand primer lever downwards to see if it \HAND PRIMING
LEVER
actuates the rocker arm : make sure the spring is not
weak or the lever stiff as the primer lever must return
to the fully released position after operation.
If the operation of the rocker lever, link and priming
lever is satisfactoty the edges of the hole in the lower
body for the rocker lever shaft should be carefidly
peened over to prevent the pin from moving out of Fig. 133
position. Exploded View of Fuel Lift P u m p
 FUEL SYSTEA4-PETROL-VAP. OIL

6 Locate the diaphragm return spring in position in the Control of the exhaust gases in the chamber is effected by
lower body and fit the diaphragm assembly, noting means of the adjustable heat control on the manifold which
that correct reassembly is necessary, otherwise the end can be located according to operational conditions. On
of the pull rod may not properly engage the link. starting the engine from cold the heat control must be in the
Holding the rocker arm outwards firmly will prevent " hot" position, and not changed to the " cold " position

the link from moving so that the pull rod can now easily until the engine is at correct operating temperature.
be engaged with it. Care should be taken when Originally, a separate petrol starting carburettor was
entering the end of the diaphragm pull rod through located on the manifold.
its oil seal to prevent damage to the seal. Engage the
pull rod with the slotted end of the lmk and turn the Carburettor (Petrol a n d Yap. Oil engines)
diaphragm through 90' in either direction and align
the nearest set of holes in the diaphragm with those Basically the carburettors are identical with the exception
in the lower body. of the jet sizes, and there is no drain valve on the petrol
carburettor.
7 Install the valve gasket in the location in the upper
pump body and fit one valve assembly in the inlet The carburettor is of the double venturi downdraught
port with the three ports of'tbe cage towards the type, with a fixed main jet and a conveniently located drain
diaphragm. Then fit the other valve assembly in the valve and tube assembly, incorporated in the base of the
outlet port with the three ports of the cage towards float chamber, so that it may be drained of vaporising oil
the top of the pump. Install the valve retainer, each if desired.
pair of lugs locating the valve assemblies, and secure When idling with therhrottle plate in the closed position
with the two screws. (See Fig. 133.) the engine depression is directed upon the idling discharge
orifice and a depression is created in the idling passage.
8 Press the rocker arm fully inwards, line up the holes Fuel flows through the calibrated metering jet into the idling
in the diaphragm with the holes in the lower body as jet via the main jet. (See Fig. 135.) On leaving the idling
already described above and, still holding the rocker jet the fuel mixes with the air that enters through the air
arm inwards, fit the upper body to the lower body with inlet passage. The mixture of air and fuel now passes
the previously made marks on the flanges in h e , so through the idling adjusting needle and the discharge orifice,
that the rocker arm is at 90' to a lime drawn through after which it is drawn into the engine cylinders.
inlet and outlet ports, and first loosely enter the screws
and spring washers. Work the rocker arm several On normal running, as the throttle is opened ~e progression
complete strokes to free off the diaphragm and orifice which is in communication with the idling passage, is
tighten the six screws evenly and securely. uncovered by the butterfly valve and exposed to the
depression. This allows additional mixture to be drawn from
9 Check the operation of the pump by actuating the the idling jet to ensure smooth running at this intermediate
rocker arm and hand primer to ensure that the throttle position before sufficient manifold depression is
diaphragm is moved up and down between its limits directed upon the secondary venturi to draw fuel from the
of travel. main jet.
10 Refit the filter gauze and a new cork gasket. Position When the throttle is still further opened, the rush of air
the glass inspection cover retaining clamp, refit the through the main venturi causes a high depression in the
glass cover and tighten down the retaining clamp. secondary venturi and fuel is drawn from the main jet and
mixed with the flow of air to the engine cylinders.
As the engine speed increases to the higher range in con-
To Replace sequence of further opening of the throttle the manifold
1 Clean off the pump and cylinder block mounting depression increase is greater than the proportional increase
faces and turn the engine over until the back of the in R.P.M. If allowance was not made for this, the mixture
eccentric on the camshaft is opposite the fuel lift pump drawn from the main jet would become excessively rich,
mounting face. causing stalling and loss of power as well as overheating
of the engine. The constmction of the carburettor, however,
2 Fit the fuel pump and new gasket and screw in the provides a correctly proportioned mixture in the following
two retaining bolts with spring washers. manner :-
3 Reconnect the fuel inlet and outlet pipes and if fitted Due to the increased depression, fuel is drawn from the
to a diesel engine bleed the system as described on main jet quicker than it is being passed by the metering jet.
page 94. This causes the fuel level to fall, uncovering the air bleed
holes in the jet, which allows air that enters through the
high-speed air bleed to partially relieve the depression and
VAPORISER allow a correctly proportioned fuel mixture to be drawn off
for that engine speed. The number of holes thus uncovered
AND CARBURETTOR will vary according to the engine speed and consequent
depression in the secondary venturi.
Vaporiser (Vap. Oil Engine)
Two changes have been made to the carburettor since
The vaporiser induction manifold is completely surrounded production commenced. Originally, the metering jet was
by an exhaust chamber to provide the maximum efficiencyin of the adjustable type ; no drain valve was incorporated in
idling and starting characteristics with a more rapid rise in the float chamber and a separate petrol starting carburettor
operating temperature, thus avoiding sump dilution. was fitted to the vaporiser manifold.
 The first change was to modify the metering jet to the T o Remove t h e C a r b u r e t t o r
h e d jet type.
1 Turn off the fuel supply at the tank tap and disconnect
At the second change, the petrol starting carburettor was the fuel pipe at the carburettor inlet, the breather pipe
obsoleted and a two-way tap provided in the fuel tank, also to rocker cover and the distributor vacuum pipe.
a drain valve added to the float chamber of the carburettor.
2 Slacken off the air cleaner hose clip at the carburettor
end.
Idling Adjustment
3 IJnscrew the float chamber drain valve pipe union.
The idling adjusting needle should be adjusted so that a (Vap. Oil) I t is not normally necessary to remove the
steady idling speed is obtained after the engine has been pipe from the block.
warmed up and with the choke valve in the open position.
This should be found to he approximately 14 turns open from 4 Disconnect the throttle operating rod, unscrew the
the fuUy closed position. (See Fig. 134.) two retaining screws securing the carburettor to the
The throttle stop screw limits the amount by which the manifold and remove the carburettor.
throttle plate may be closed so that when in this position the
engine depression is directed as required upon the idling
discharge orifice. By screwing this adjustment in or out Dismantling t h e C a r b u r e t t o r
the desired engine idling speed may be obtained. Approxi-
mate setting l* turns after the screw touches the lever. 1 Remove the six serews and lockwashers securing the
upper body to the centre body of the carburettor
and detach.
Adjustable Metering- Main Jet (Early type Carburettor)
2 Remove the split pin from the choke valve collar at
The adjustable type metering main-jet may be adjusted to the lever end of the spindle, and withdraw the collar,
suit the working conditions of the tractor for the maximum lever and spring.
efficiency and fuel economy. Should the needle be screwed
in too far, resulting in a weak fuel mixture, loss of power will 3 Withdraw the split pin from the collar at the other
be noticed accompanied by overheating of the engine with end of the spindle and detach the collar. Remove the
poor performance. An excessively rich fuel mixture, due to two scrcws rctaining the choke plate to the spiudle
the needle being screwed too far out, will invariably give rise and slide the plate.out of the spindle slot.
to sooting up of sparking plugs and irregular running of the
engine usually accompanied by a black exhaust. 4 Remove the three screws and lockwashers retaining
the centre body to the lower body and separate the
I t will be found that approximately two turns of the adjust- two parts. Detach the gasket and lift out the main
ing screw from the fully closed position will give best results. venmri.
5 T o dismantle the centre bodv unscrew and remove
the idling jet. Unscrew the fixed main jet plug, then
using the key T r M / N 9533 which locates in the flats
of the metering jet, remove the jet, when the main jet
can be easily removed by means of the tool Tr/MDPK
9534-A. Unscrew the float pivot pin and lift out
the float and needle valve. The needle seat and the
drain valve may now be removed if necessary.
6 T o dismantle the lower body remove the idling
adjusting screw, throttle stop and adjustment screw
and spring. Unscrew the plug located in the lower
face of the body.
Next remove the set screw retaining the thr,ottle
stop lever to the spindle. Withdraw the plate, sp~ndle
and throttle stop lever after removing the two screws
retaining the throttle plate to the spindle.
Note - T o clean the internal passages and jets, use a hand
pump and not compressed air. Do not probe the
jets and small holes with a piece of wire. The jets are
calibrated and probing them is most likely to enlarge
them and destroy their efficiency. Clean away all
traces of gasket that may be left on the body faces.
Check the float by immersing it in hot water when
Fig. 134 any puncture will be evident by the air bubbles
Carburettor Adjustment expelled.
FUEL ,SYSTEM- PETROL- VAP. O I L
FUEL SYSTEM- PETROL- VAP. OIL

To Reassemble the Carburettor the float chamber so that the larger portion of the valve faces
the chamber when in the dosed position). Fit the twr
Note - It will be found that assembly is simplified by first screws and peen over the ends. Fit the other collar ancl
of all fitting the various components to the lower, secure by means of a split pin.
centre and upper bodies then completing the assembly
by securing these parts together as one unit.
Assembling Upper, Centre and Lower Bodies
7 1 Place a gasket in position in the face of the lower body,
Lower Body ensuring that the idling jet passage is not obstructed.
1 Hold the throttle stop lever in position in the pocket Assemble the main venturi into the centre body so
provided, with the screw hole towards the lower face. that the cut-away portion is towards the float
Slide the throttle spindle through the seating, engaging chamber.
it with the throttle stop lever and-locate the securing Assemble the centre body to the lower body and
screw. secure by means of the three screws and lockwashers.
2 Fit the throttle plate in the slot in the spindle so
that the sharp edge of the lower chamfer is towards 2 Position the upper body and gasket and secure by
the needle valve seat and secure by means of the two means of the six screws and lockwashers. Do not
smaU screws. Peen the ends over to lock tightly in forget the return spring and bracket.
position.
To Replace the Carburettor
3 Assemble the throttle stop and adjustment screw and
spring. Refit the plug in the lower face of the body. Mount the carburettor and a new gasket to the
manifold and secure by means of the two screws.

Centre Body Connect the throttle operating arm to the throttle

lever.
1 Screw in the idling jet.
Fit the float chamber drain valve union and install the
2 Enter the float into the chamber so that the needle air cleaner hose.
valve enters the needle valve seat and locate the pivot
pin through the hole in the float chamber and the Connect the fuel pipe to the carburettor inlet, the
hinges of the float. breather pipe to the rocker cover and the distributor
vacuum pipe. Turn on the fuel supply, start the
Nore - Care must be taken that the operating arm to engine and adjust as necessary. (See page 104.)
which the needle valve is wired is not strained from its
position or serious alteration of the float level will
result. The wire is fitted to assist assembly but is Petrol Starting Carburettor
not essential. Prior to the introduction of the fixed-jet drain tap car-
3 Install the main jet in the main jet passage, with the burettor a separate petrol starting carburettor was fitted to
small end first and located in position by means of the the inlet manifold of the vaporising oil engine and operated
flats so that the air bleed holes face the idling jet. from the dash panel by a control marked " C."

4 Using the tool Tr/MDPK 9533, install the metering Upon operation of the control an operating plate, as shown
jet securely in position and screw iu the main jet plug in Fig. 137, is withdrawn into the upper body uncovering
and gasket. the mixture outlet to the inlet manifold.
Rotation of the engine creates a depression in the inlet
Upper Body manifold drawing the fuel valve off its seat and at the same
time lifts the air inlet chamber plunger.
Locate the choke valve lever on the slotted end of the
spindle so that the pinin the spindle is in the cut-away portion The depression created is now concentrated upon an orifice
of the lever boss. in the lower body which connects via a small passage in the
upper body, with the air inlet chamber and plunger. Thus,
Place the small coil spring into the counterbore so that as the pressure on the top of the plunger is lower, air will pass
one end of the spring locates in the small slot at the bottom of into the air chamber lifting the plunger which uncovers an
the counterbore. orifice at the base leading into the mixing chamber. Petrol
will flow from the tank to the fuel valve, which lifts and seats
Fit the collar over the end of the spindle so that the other in an upper seating, the valve housing preventing fuel passing
end of the spring locates in the hole in the side of the collar, at this point.
tum it anti-dockwise until the split pin may be pushed
through the hole and bend both legs to secure in position. At the lower end of this housing, just above the needle seat,
an outer circumferential annulus is located in which is a small
Enter the spindle and Iever assembly through the hole in orifice through which the fuel flows to the mixing chamber.
the upper body and locate the choke valve in the spindle slot, The air and fuel join in the mixing chamber and the mixture
the sharp edge of the outer chamfer downwards (i.e. towards passes through into the inlet manifold.
 FUEL S Y S T E M - P E T R O G V A P . OIL

RETURN SPRING
CHOKE VALVE LEVER
SPRING BRACKE

UPPER BODY

GASKET
CHOKE VALVE
FLOAT
CHOKE VALVE SPINDLE

JET
FLOAT NEEDLE
rLVE
CENTRE BODY
FLOAT PIVOT PIN

NEEDLE SEAT JET

VENTURI- -h JET

THROTTLE LEVER
THROTTLE PLATE
THROTTLE SHAFT

- 9- GASKET

LOWER BODY
THROTTLE-ADJUSTING
SCREW
'-W IDLING ADJUSTING SCREW

Fig. 136
Exploded View of Carburettor and Manifold
FUEL SYSTEiCI-PETR OL- VAP, OIL

As soon as the control is returned to the closed position,

the operating plate is lowered, thus sealing off the passage
and isolating the fuel valve and plunger from the effect of
the depression. The spring-loaded peg on the plate retains
the fuel valve on its seat, with the control in the closed
position, thus avoiding fuel passing the plate when the
tractor is operated over rough ground.

The cold &arting plunger lock in the centre of the body,

when pushed and partly turned, retains the plunger in the
base, enriching the mixture for starting under extremely cold
conditions. Directly the engine starts release the lock which
will allow the plunger to rise and admit a greater proportion
of air.

T o Remove t h e Petrol Starting Carburettor

1 Disconnect the fuel pipe at the carburettor end, drain
the petrol from the fuel tank and release the operating
control wire.

2 Remove the two screws retaining the carburettor to

the manifold and lift off the carburettor and gasket.
Fig. 138
Air Cleaner
To Dismantle
1 Remove the upper body from the starter carburettor
by unscrewing the three securing screws and lifting 3 Unscrew the air control plunger stop from thc
off the body and gasket. carburenor lower body.

2 Unscrew the pinch screw from the control lever swivel. 4 Turn the lower body of the carburettor upside down
4
This will release the wire of the mixture valve and and shake out the air control plunger.
allow the valve assembly and spring to be withdrawn.
The gland and packing washer may now be removed. 5 Unscrew the carburettor needle and seat fixing plug
and remove the needle, seat, and aluminium sealing
washer.

T o Reassemble
1 Thoroughly clean alI parts in petrol or paraflin before
assembly.

2 Fit a new aluminium sealing washer beneath the car-.

burettor needle seat, replace the seat and needle and
screw in the k i n g plug.

3 Screw in the air control plunger stop to its location in

the carburettor lower body and replace the plunger.

4 Fit a new gland and packing washer and after fitting

the operating plate spring pass the wire of the plate
through its aperture. Enter the wire through the hole
in the swivel of the swivel lever assembly and
tighten up the pinch screw.

5 Fit a new gasket and bolt the upper body to the

lower body and tighten up the three screws.
Loosen off the pinch screw in the end of the swivel
lever and allow the mixture valve spring to push the
Fig. 137 mixture valve to the bottom of its travel and tlghten
Petrol Starting Carburettor (Early Models) up the pinch screw.
 FUEL S Y S T E M - A L L M O D E L S

AIR CLEANER Ensure that the two holes in the top of the pipe are
fully covered and that the primary air cleaner can easily
be removed when its clamp is loosened.
Description
The air cleaner on all models of the New Fordson Major 4 Seal off the side inlet on the main cleaner with the
Tractor consists of a primzry air cleaner mounted either on plug removed from the top inlet.
the side, or on a vertical extension pipe on the top, of the
main air clean&. (See Fig. 138.) 5 On the diesel engine check and set the maximum
" NO LOAD " engine speed as described in the

The main air cleaner is a large capacity oil bath and gauze Diesel Fuel Injection System (pages 90-91).
type cleaner. This is mounted on the bulkhead, and is
connected to the inlet manifold on the diesel and the car- The primary air cleaner should be removed and thoroughly
burettor on the petrol and vaporising oil models, by a washed in clean diesel, petrol or vaporising oil at least once
moulded rubber hose. a week.

The complete air cleaner should be removed at least once

a month, and after being completely dismantled should be Main Air Cleaner
thoroughly washed in clean diesel fuel or vaporising oil.
At the same time the oil in the oil bath should he renewed, The main air cleaner 6 a large capacity gauze and oil bath
using the correct grade of lubricant. type with a side or top inlet. If the side inlet is used, a
rubber plug is fitted in the top inlet. Likewise, this plug is
fitted in the side inlet if the top inlet is used.

P r i m a r y Air Cleaner
T o Remove
The primary air cleaner consists of a steel hemisphere or
cone, depending on the type used, which has angular vanes 1 Loosen the clamp securing the oil bath base to the
on the underside. These vanes are spaced to prevent large main air cleaner body, and remove the base.
pieces of foreign mattcr from entering. The anglc of thc
vanes
. .imparts
' a swirl to the incoming air, causing the 2 Remove the primary cleaner by unscrewing the
majority of the small particles to be thrown outwards and securing clamp screw.
small vents allow these particles to be discharged to
atmosphere.
3 Disconnect the rubber hose from the air cleaner outlet
by unscrewing the clamp at the air cleaner end.
The primary air cleaner can be fitted either on the side of
the main air cleaner or on top of the main air cleaner using a
vertical extension pipe protruding through the engine bonnet.

It is possible to convert tractors fitted with a primary air

cleaner on the side of the main air cleaner, to the vertical type
of primary cleaner if it is considered necessary. A vertical

I",,,.
type primary air cleaner is a desirable feature if the tractor HINGE
operates for long periods under dusty conditions and will
help to reduce the fouling of the oil bath of the main air
cleaner.

The method of carrying out this modification is as

follows :-

l Remove the bonnet, mark out and cut an aperture in

the left-hand half bonnet in accordance with the
dimensions given in Fig. 139. (It should be noted
that the vertical dimension 48 ins. is taken from the
lower edge of the fold in the top of the bonnet.)
Refit the bonnet.

2 Remove the rubber blanking plug from the top inlet of

the main air cleaner and fit the vertical extension pipe
over this inlet and retain it firmly in position with the
clamp provided.

3 Remove the primary air cleaner from the side inlet, Fig. 139
then fit and clamp in position on the extension pipe. Left-Hand Side of Bonnet
FUEL SYSTEM- ALL MODELS

4 Remove the three bolts securing the air cleaner to the

bulkhead and battery support bracket and remove the
air cleaner. Care should be taken to ensure that the
primary air cleaner is fitted, this should be replaced,
ensuring that both the extension pipe and the primary
cleaner are pushed fully down to form a good joint.
4
packing washers are not mislaid.
4 Replace the oil bath base and tighten up the clamp.
To Clean '' The oil bath of the main air cleaner should be removed
and inspected every day and the oil changed as
1 Tborou$hly wash out the oil bath, primary air cleaner necessary.
and m a h air cleaner, in clean diesel fuel, petrol or
vaporising oil, taking care to ensure that all foreign
matter is removed from the gauze screen. 'The Note - I t is important to bear in mind on the diesel engine
rubber blanking plug must be removed before cleaning that any obstruction such as a choked primary cleaner
is commenced. or gauze screen in the main air cleaner or dirty oil in
oil bach will cause a decrease in maximum R.P.M.,
2 Refill the oil bath with clean engine oil of an approved resulting in loss of power. I n view of this it may be
grade to the level indicator. necessary to inspect the air cleaner more frequently
than laid down when the tractor is operating under
adverse conditions.
To Replace
1 Refit the main air cleaner to the bulkhead and battery
support bracket and secure with the three bolts. MECHANICAL GOVERNOR
2 Reconnect the rubber hose to the air cleaner outlet
and secure with the clamp. The centrifugal ball-type mechanical governor fitted to
the petrol and vaporising oil engine is driven from the rear
3 Refit the primary air cleaner to the side inlet and of the auxiliary drive shaft (see Fig. 140). On the petrol
tighten up the clamp. If the external type vertical tractor it is optional equipment.

Fig. 140
Sectioned View of Mechanical Governor
 F'UL'L, SYSTE.I.1-13ETKOL-VAP. OIL

With the engine idling (or stationary) the governor contro: 2 With the governor control lever in the fully open
lever is positioned upwards and the carburettor throttle position, check that rhc throttle plate is just fully
stop lever is against its idling stop screw. The control lever open. It is important thar there is no strain on the
and shaft assembly and the operating lever and shaft linkage.
assembly inside the governor housing are, therefore, both
horizontal and no tension is applied to the return spring. 3 Close the governor control lever, ensuring that the
The operating fork, which contacts the sliding sleeve, is throttle plate returns fully to the idling stop.
clear of the bearing of the tapered thrust plate, with the balls
at the centre bf the ball driver. 4 Move the control lever towards the fully open
position until the clanip contacts the battery platform
As soon as the governor control is moved downwards support bracket.
(approximately l* in.) the control lever and shaft is also 5 Slacken off the locknur retaining the control rod
moved downwards, and this puts a slight tension on the adjusting sleeve and adjust the length of the rod to
spring and causes the operating lever-and shaft to rotate. obtain the correct no load speed, using a tachometer
This brings the operating fork against the tapered thrust on the belt pulley.
plate bearing and at the same time fully opens the carbu-
rettor. Note - It is important that the primary gear lever is in the
"High" position (downwards). If a belt pulley is
Further movement of the governor control moves the not fitted a tachometer can be used on the fan belt.
control lever and shaft downwards and, as the operating
fork has already reached the limit of its travel, the tension 6 Tighten up the control rod sleeve locknut and
on the return spring gradually increases until the governor re-check the engine speed.
control is fully open, when the spring tension is at the
maximum.
Adjustment for Fixed Type Governor Controls
As the engine speed increases, the balls in the governor
move outwards in the ball driver due to centrifugal force, On current production tractors, a larger diameter control
forcing the tapered thrust plate and operating fork rearwards rod stop is fitted to the governor control lever at.the lever end
against the action of the spring. This tends to close the of the governor control rod to limit the engine speed to
throttle until a position is leached when the centrifugal force between 1,575 and 1,625 R.P.M. on no load, which will give
of the balls balances the opposing force due to the tension of approximately 1,400 R.P.M. on full load.
the spring to control the engine speed.
1 With the governor control lever in the fully open
position, check that the throttle plate is just fully
If the engine speed falls, due to increasing load, then the open. It is important that there is no strain on the
return spring will overcome the pressure exerted by the linkage
governor balls (which is reduced as the balls move inward)
and open the throttle.

If the engine speed increases, due to a reduction in load,

then the governor balls will push the thrust plate back past CONTROL ROD
the limit imposed by the return spring and force the operating LEVER
fork rearwards, causing the throttle to be closed.

On current type governors, the operating fork fits in a

slot in the operating shaft and lever assembly as shown in
Fig. 141. The end of the shaft is extended to form a stop,
which acts in conjunction with the spacer located on the
shaft to prevent excessive side movement of the fork when
in the idling position. On early type governors the operating
fork had two hook shaped lugs through which the shaft
fitted.

Adjustment of Clamp Type Governor Controls

On early models, a stop in the form of a clamp was fitted
20 ins. approximately from the centre of the clevis pin hole
at the lever end of the rod to limit the engine speed to
between 1,575 and 1,625 R.P.M. on no load, which will give
approximately 1,400 R.P.M. on full load.

1 Adjust clamp on the control rod to 20 ins, from tbe

centre of the clevis pin hole at the lever end of the Fig. 141
rod, and tighten the clamp bolt nut. Operating Fork (Current Type)
FUEL SYSTEM - PETROL - VAP.O I L

2 C!ose the governor control lever, ensuring that the

throttle plate returns fully to the idling stop.
2 Locate the oil seal in the groove on the body spigot
and enter the body into the recess in the cylinder
block.
a
3 Move the control lever into the fully open position.
3 Position the ball assemb!y and secure with a special
4 Slacken the locknut retaining the control rod adjusting bolt, tongued washer and spring washer.
sleeve and adjust the length of the rod to obtain
the corrqct no load speed, using a tachometer on the 4 Fit the governor housing assembly and gasket, so that
belt pulley. the fork fits against the sliding sleeve. Secure by
means of the four housing to body bolts, ,turning the
Note - I t is important that the primary gear lever is in the assembly as necessary, to give access to thc bolts
"High" position (downwards). If a belt pulley is nearest the cylinder block. Then fit the two housing
not fitted a tachometer can be used on the fan beit. to block bolts.
5 Tighten u p the control rod sleeve lo&mt and Add to the housing 116th of a pint of engine oil and
re-check the engine speed. replace the side cover and gasket.

5 Refit the relay spindle and reconnect the linkage.

Control R o d Setting Adjust the governor as described, taking care that the
control rod stop is correctly positioned as described.
Vaporising oil engine 1,575-1,625 R.P.M. no load
(approximately 1,400 R.P.M. full load). Petrol engine
1,775-1,825 R.P.M. no load (approximately 1,600 R.P.M. Dismantling the Ball Assembly
full load).
1 Remove the governor assembly as previously
described.
Lubrication
2 Remove the square section stop ring from the rear of
When installing the governor add approximately 116th of the driving shaft and withdraw the tapered thrust
a pint of engine oil to the housing and refit the side cover and plate, thrust bearing and sliding sleeve. (Take care
gasket. nor to drop the five balls.) T o separate these parts
remove the round section circlip from the groove in
Sufficient lubricant will enter the housing from the engine the thrust plate spigot. Support the ball race plate
to maintain an adequate .supply after initial priming. and press the driving shaft through the ball driver
Excess lubricants will drain back into the engine via the and the plate.
drive shaft hearing.

T o Remove the Covernor

1 Disconnect the control rod lever, then remove the
screw in the end of the relay spindle which passes
through the cylinder block. Pull the spindle clear
of the governor.
2 Remove the two governor housing to cylincier block
bolts.
3 Remove the four governor housing to body bolts,
turning the assembly to give access to the bolts
nearest to the block.
4 Withdraw the housing complete with both lever and
shaft assemblies.
5 Unscrew the bolt in the end of the driving shaft and
pull off the governor ball assembly. (See figure 142.)
6 Withdraw the governor body from its spigot location
in the cylinder block, remove the Woodruff key
from the auxiliary drive shaft, and the rubber oil seal
from the groove in the spigot.

T o Replace the Govcrnor

Fig 142
1 Fit the Woodruff key in the auxiliary drive shaft Removing the Governor Ball Assembly
 FUEL SYSTEM- PETROL- VAP, OIL

5 Withdraw the operating lever and shaft assembly,

detach the spacer and return spring, then withdraw
the control lever and shaft assembly.
PRESS DOWN ON
SPRING AND LIFT END? ( 6 Remove the operating lever and shaft assembly oil
seal from the housing.
7 Remove the operating lever and shaft assembly
bushes from t h e housing if necessary.

T o Reassemble t h e Governor Housing

1 Refit the operating lever and shaft bushes in the
housing (if removed).
2 Locate the operating lever and shaft assembly, with
spacer, and the control lever and shaft assembly in
the housing, so that the levers are just proud of the
side cover aperture, mount the return spring in
position as shown in figure 144, and push both shafts
into the housing. . This will avoid distortion of the
spring.
Note - If an early type operating lever and shaft, the fork
must be located OF. the shaft as it is entered >I, t i e
housing.
Fig 143
3 Enter the fork, on a current type governor, in the slot
Fitting the Return Spring in the operating lever and shaft, and secure by means
of the two screws and lockwashers.
T o Replace the Ball Assembly
4 Carelully position the oil seal (lip inwards) over the
1 Locate the ball race plate on the driving shaft (spigot operating lever and shaft assembly and press into the
towards the shoulder) and press the ball driver the housing.
(spigot towards ball race plate) in position on the
shoulder of the driving shaft. Check that the ball 5 Locate the felt oil seal over the control lever and shaft
race plate is quite free to revolve. assembly, press into the housing and fit the control
rod lever, using a cotter pin,,plain washer, lockwasher
2 Assemble the thrust bearing and sliding sleeve on the and nut to retain it in position.
spigot of the tapered thrust plate and secure in
position by means of the circlip.
3 Locate the five balls in the ball driver and mount the
tapered thrust plate assembly on the driving shaft.
Fit the square section stop ring in the groove at the
end of the shaft.
4 Instal the governor assembly as described above.

Dismantling t h e Governor Housing

1 Remove the governor assembly as described above.
2 Remove the side cover and gasket (four bolts), and
remove the control rod lever cotter pin and pull the
lcvcr from the shaft, then extract the felt oil seal from
the recess in the housing.
3 Unscrew the operating fork retaining screws (two)
and lift the fork out of the slot in the control lever and
shaft assembly.
Note - I t may be found that the shaft is not slotted and the
fork fits over the shaft. (Retained by two screws.)
In this event the operatmg lever and shaft assembly
must be pulled out of the fork.
4 Unhook the return spring from its anchorage in the
end of the control lever and shaft assembly by means Fig. 144
of a screwdriver as shown in figure 143. Refitting the Operating Lever and Control Lever Shaft
FUEL .SY.CTFM

SPECIFICATIONS AND REPAIR DATA 4

FUEL INJECTOR (Diesel only) Fuel Lift P u m -p (All
. Models)--continued
Spray holes, number, diameter and Delivery pressure lbs. sq. in. . . 1.5-2.5 lbs. sq. in.
length . . .. .
. . . 4 hole X .25 mm. dia. (105.45-175.7
7 X .50 mm. long ~ msq.. cm.)
Pressure setting . . .. . . 175-185 ats. Priming time at 60 r.p.m. .. 20 sec.
Back leak test . . . . . . Time for pressure to Diaphragm spring test length and
dron from 150-100 pressure (02s.) . . . . +
. . 6 Ibs. 4 ozs. at :L'
at; 15-45 secs. (new) (2.7 Kgs. k 170 Gm.
6-45 secs. (used)
Needle seating test .. .. Nozzle tip to be dry
after 10 secs. AIR CLEANER (AU Models)
After 60 secs. tip
leakage to cause a blot Type . . .. . . . .. . Oil bath
on blotting paper, not 'Oil capacity .
. . . . . 20 imp. gall. (.9 litre)
exceeding dia. Grade of oil .. . . . . . . As for engine-
Injector pipes-inner dia. .. .. .06" (1.5 mm.) see page 63
--outer dia. .. . . .233"-,238'' FUEL OIL FILTER (Diesel only)
(5.9-6.06 mm.)
Type .. . . . .
. . Micronic replaceable
FUEL INJECTION P U M P (Diesel 0"ly) element
Type .. . .. . . .
Enclosed camshaft
with pneumatic, CARBURETTOR (Petrol a n d Vaporising - - Oil)

governor Type .. . . . . . . Double Venmri-

Pluneer element-smoke . .. . 7 mm. Down draught
-bore . .. . Idling jet size . . P. & V.O. ,031" (.7874 mm.)
Camshaft end-float . .. . Main discharge tube jet . . P. .0935" (2.4 mm.)
\ - ~ -
-- - - -
V.O. ,116" (2.946 mm.)
Camshaft endfloat shims. . . . 0.004" and 0.008' Metering jet size . . . . P. ,047" (1.19 mm.)
(0.1 and 0.2 mm.) V. 0. .053" (1.34 mm.)
Camshaft rotation . . . . .. Clockwise from Choke tube size . . P. & V.O. ,906'' (23.01 mm.)
drive end Float level with oumD cut off
Phasing spacers (marked No. 1) .179"-,181'' pressure of 2.7-i.2 ibs. sq. in.
(4.54-4.59 mm.) (189.8-224.96 Gms. sq. cm.)
(marked No. 2) . . ,183"-,185'' P. & V.O. .63" (16.00 mm.)
(4.64-4.69 mm.) below tor, of float
(marked No. 3) .. ,187"-,189" chamber
(4.74-4.79 mm.) Starting device . . .. Manual choke
(marked No. 4) . .
~
,191"-,193"
(4.84-4.89 mm.) GOVERNOR (Petrol & Vap. Oil)
(marked No. 5) . . ,195"-. 197" Type .. . . ..
.. Mechanical
(4.94-4.99 mm.) Diameter of balls . . :. .. 375"-,876"
Phasing tolerance . . . . .. 5 1" (pump) (22.23-22.25 mm.)
Plunger arm s h i m .. . . ,009" (.2286 mm.) Length of spring .. . . . . 1.62" (41.148 mm.)
Calibration-with control rod posi- Test length of spring . . . . 2.83" (71.88 mm.)
tion set by gauge TTr/DD
993211. 200 injections at 600
Test pressure of spring . . 5 lb. 8 ozs. i 2 02s.
(2.3 Kgs. 226 Gm.
r.p.m. (pump) . . . . ..
Starting device . . .. .. Excess fuel conaol . . . . Petrol
56.7 Gms.)
Lubrication . . . . . . Self-lubricating after Governor range
Vap. Oil
800-1650 r.p.m.
,800-1450 r.p.m.
initial filling
FUEL TANK
FUEL LIFT P U M P (All Models) Fuel tank capacity, imp. galls-Diesel .. .. 15
Type .. .. ... . Diaphragm, with Petrol .. .. 15
hand primer. Mecb-
anically operated
from camshaft
vap. oil -(r 1(dual 14
..
gall. petrol
tanks)