Usage:
Recommended Procedure
1. Air in Fuel System With air in the fuel system the engine will normally be difficult to start, run rough and release a large amount of white smoke. Remove the air from the fuel system by either loosening the cap on the tee at the fuel filter or by loosening the fuel line nuts one at a time at the cylinder heads. Turn the engine with the starter until the fuel flow at this connection is free of air. If air is not removed in this way, put 5 psi (0,35 kg/cm2) [CAUTION do not use more than 8 psi (0,56 kg/cm2)] of air pressure to the fuel tank and check for leaks at connections between the fuel tank and the fuel transfer pump. If there are no leaks at the connections, remove the fuel supply line from the tank and connect it to an outside fuel supply. If this corrects the problem the suction line (standpipe) inside the fuel tank has a leak.
2. Valve Adjustment Not Correct Check and make necessary adjustments as per Testing and Adjusting section of the Service Manual. Intake valve adjustment is .015 in. (0,38 mm) and exhaust valve adjustment is .025 in. (0,64 mm).
3. Fuel Injection Timing Not Correct Check and make necessary adjustments as per Testing and Adjusting section of the Service Manual.
4. Automatic Timing Advance Does Not Operate Correctly Check with engine warm. Use the 1P3500 Timing Light Group. Special Instruction (SMHS6964) gives the test procedure. If the timing light is not available, make rapid "acceleration" (increase in speed) from low idle to high idle. Engine must have smooth acceleration. A timing advance that does not operate correctly can cause delays of the engine acceleration at some rpm before high idle, or possibly cause the engine to run rough and have exhaust noise (backfire) during acceleration. This condition is difficult to find if engine acceleration is slow or at a constant engine rpm.
5. Bad Fuel Nozzle(s) Find a bad nozzle by running engine at the rpm range where it runs rough. Loosen the fuel line nut at the cylinder head enough to stop fuel supply to that cylinder. Each cylinder must be checked this way. If a cylinder is found where loosening of the nut makes no difference in the rough running, test the nozzle for that cylinder. To test a nozzle, remove the nozzle from the engine and test as per Testing and Adjusting section of the Service Manual.
6. Valve Leakage; Wear or Damage to Pistons and/or Piston Rings; Wear or Damage to Cylinder Walls Check with the cylinder leakage tester. If leakage is over specification and leaking is heard at the air inlet to the engine (intake valve leaks), exhaust manifold (exhaust valve leaks), or at the oil filler opening (leaking past piston rings). Special Instruction (GMG00694) gives the test procedure.
7. Cylinder Head Gasket Leakage Check with the cylinder leakage tester. If leakage is higher than specification, check at the fuel nozzle hole of the next cylinder to see if the leak is between cylinders. Leakage at the gasket of the cylinder head can show as an outside leak or can cause loss of coolant through the radiator overflow.
8. Engine Camshaft Timing Not Correct Engine camshaft timing can be checked by finding the top center position for number one cylinder as per Testing and Adjusting section of the Service Manual. If timing is not correct remove the front cover and check timing marks. If timing marks are correct check for "sheared" (key is cut between gear and shaft) key in camshaft drive gear.
9. Wrong Pistons or Crankshaft Installed in the Engine If pistons are for a longer stroke engine (short pistons) or if the crankshaft is for a shorter stroke engine, there is not enough compression for good combustion. The piston stroke can be checked by installing a FT1022 Fabricated Rod through the nozzle hole in the cylinder head and by checking piston height at the top center position. Crankshaft identification can be made with the FT1022 Fabricated Rod or visually after the oil pan is removed.
10. Fuel Injection Pump Adjusted Wrong or Assembled Wrong Remove the fuel injection pump and governor from the engine. Remove the governor and adapter housing from the fuel injection pump. Check total rack travel as per Testing and Adjusting section of the Service Manual. If total rack travel is not correct, one or more of the fuel injection pumps are not installed correctly. Correct as necessary. While injection pumps are out of the housing check and adjust timing dimension if necessary.
11. Wear, Damage or Wrong Parts in Fuel Injection Pump Make a visual inspection of plungers for damage. Test pumps on a test stand. Look for damage to springs or other components.
Plunger and barrel assemblies for the 1140, 1145, and 1150 Engines are different from those for the 1160 Engine. The plungers and barrels for the 1140, 1145, and 1150 Engines have one identification groove. The identification groove on the plunger is between the gear segment and the spring retainer groove, the identification groove on the barrel is under the return spring. The plungers and barrels for the 1160 Engine do not have an identification groove.
Similar pumps, used in a different application, have two identification grooves on the plunger and one identification groove on the barrel. Do not use these pumps in 1100 Series Engines.
Plunger and barrel assemblies are fitted to each other. Do not use a plunger with any other barrel and do not use a barrel with any other plunger.