Hello All
I think I have found the problem - I suck at maths:)
The distance the rack should protrude past the injector pump housing is 0.1563. The thickness of the accessory drive housing that the injector pump bolts to around where the access cap is 0.535". That means the adjustable stop that I made should be set to around 0.378" but I have it set to 0.422" which is 0.044" out with the end result the rack was only protruding 0.112" when I installed the pumps. I am not sure if that would be enough to put the mesh out by any more than one tooth. Looks like I will be removing and re-indexing the pumps tomorrow.

Thanks for all the help.

Phil

Hello All
I had another look at the injector pump this afternoon. I removed all the pumps and adjusted my jig to the correct dimension but the fuel rack will not move far enough to contact the jig. I assume I need to remove or add shims from the torque bar and spring. I that correct?

Regards

Phil

No
Something is wrong
The rack torque spring and stop only limits maximum fuel rack travel, the rack should be able to be centralized to the correct position long before contacting the torque spring.

Can you look down the bores where the pumps go and count teeth on the rack well enough to tell if the rack is positioned with the middle tooth in the center of the opening?

Hello ccjersey
I had a look at the rack through the pump bores and it does appear to be center but it is hard to tell for sure. I will have another look tomorrow when the light is better and I have more time. Looking at the collar on the end of the rack, it is touching the spring but not the bar. The rack is at least 10 thou from touching the depth jig. When I swapped the motor from the 950 to the 944 I had to swap the throttle shaft assembly between the two as the keyway from the 950 was in the wrong position for the 944. I think I will need to remove the housing again and make sure I have not got something in the wrong way.

Regards

Phil

Hello All
I had another look at the rack and pump today and decided to take the collar off that contacts the spring and bar that limits top RPM. Doing this allowed the rack to move over and contact the stop. Looking in the workshop manual the rack is set without the governor and housing installed. I am now confidant that I have the pumps installed correctly. Tomorrow I will remove the governor housing and use my verniers to check the travel is the same both ways and then reassemble the rest and see what happens.

Regards

Phil

I have to say this sounds wrong. But I’m not there and only know from my experience with my machine (D320 Industrial installed in a 922b.

The reason I feel it’s wrong is that the pumps are installed with the rack at mid point if it’s stroke. Having to remove the stop collar that hits the torque spring limiting the maximum fuel rate to get the rack set to receive the pumps means that when the stop is replaced, the rack will be forced back to a lesser fuel setting than the midpoint before the engine ever starts spinning. Once the governor flyweights come into play the fuel delivery rate should be biased to insufficient fuel for full power and may not even support an idle condition.

In any event, I would highly recommend taking the cyclone dust collector off the top of the air filter inlet stack
and having a small board, book etc at hand to snuff the engine in case it runs away. Being prepared for a runaway makes it a minor inconvenience instead of a traumatic event.

Hello All
Sorry for taking so long to reply but I have been waiting on parts. One of the sleeves on one injection pipe fell apart and I had to order another pipe.

I took all four pumps out, removed the governor housing and stopper and using ccjerseys suggestion I could see the last teeth on the rack through the pump cavity so I could centralize the rack. I am now 100% sure that each pump gear is correctly meshed with the rack. Moving the rack from center to each extreme is equal. I reassembled everything and started the engine and put a tacho on it and it is still not idling correctly. It sits at 1300-1350. The only thing I can think of is that there were differences in the governor housing other than the shaft. I think I will have to dismantle the housing and mechanism and check it all over.

I can't find the min and max revs in the workshop manual. According to an old post on HEF the idle speed is 650 and the max is 2410. Is that correct?

Regards

Phil

I have the info but need the actual s/n. RPM's don't seem to change much between s/n's but there is quite a variation in rack settings.

Hello OM
The engine is from a 950 with a serial number of 90A284

Regards

Phil

For the 950, 90A384
Full Load RPM = 2250
High Idle = 2410 +/- 30 RPM
Rack Setting = 0.085" (0.042" Torque Spring, 0.016" Spacer)
Manifold Pressure = 29.0 +/- 3 In. Hg. @ full load and speed.
Low idle (in vehicle)= 565 +/- 10 RPM
Static injection timing = 11* BTDC