AIR CLEANERS AND FUEL SYSTEM-N.S of the circlip, it denotes commencement of injection (static timing) see Fig, N,16. turn and then forward until the required position is registered on the clock gauge. This enables the backlash in the timing gears to be taken up. NOTE: The above setting is for 4.108 vehicle engines. For other applications and engines see Page B.12. To set the timing circlip, it is necessary to remove the pump from the engine and fix the position of the cir- clip by connecting No. 1 cylinder outlet connection (marked W) to an atomiser tester and pump up to 30 atm (31 kgflcm2) or 440 Ibflin 2 . Turn the pump by hand in the normal direction of rotation until it "locks up".
The squared end of the circlip should now be lined up with the letter A (for hydraulically governed pumps) or C (for mechanically governed pumps) on the pump rotor. 7. Remove the inspection plate on the fuel pump enabling the rotor to be seen. (Fig. N.16). 8. With No. 1 piston at the static timing point on its compression stroke, the scribed line on the rotor marked 'A' (for hydraulically governed engines) or 'c' (for mechanically governed engines) should align with the straight edge or scribed line on the timing circlip. NOTE:
On earlier pumps, the timing circlip had a scribed line on one end and on these pumps, the scribed line on the fuel pump rotor should be aligned with the scribed line on the circlip. 9. If the timing is incorrect proceed by either:- (a) making any necessary adjustments by means of the holes in the fuel pump gear, they are slotted enabling the drive shaft to be turned relative to the gear when the securing set- screws are slackened. (Refer to Fig. J.6) or (b) by slackening the two nuts and socket headed setscrew which secure the fuel pump to the mounting flange and turning the pump body in the direction required. 10.
When the fuel pump timing has been set, turn the engine against the normal direction of rotation once again to the appropriate piston displacement to check that the squared end of the circlip is now aligned with the line on the rotor. 11. When the fuel pump tmiing has been correctly set, slowly turn the engine to T.O.C. in the normal direction of rotation, remove the clock gauge and refit the valve springs. N16 12. Refit the push rod and reset the valve clearance. 1.
Ensure the pump circlip is correctly positioned as previously described and that the fuel pump is cor- rectly fitted to the engine with the scribed line on the mounting flange aligning with the adjacent mounting flange on the cylinder block (see Fig. N.11) . 2. Position the crankshaft so that No. 1 piston is at T.O.C. on its compression stroke. 3. Remove the cylinder head cover. 4. Slacken the valve adjusting screw No. 1 exhaust valve sufficiently to allow the rocker lever to be moved to one side and the push rod removed, rotate the rocker lever on the shaft so that the valve spring cap is accessible for using the valve spring compressor. 5.
Remove the collets, spring cap and springs from No.1 exhaust valve and allow the valve to'rest on the top of the piston. A suitable ring should be fitted to the valve stem to prevent the valve falling completely into the cylinder. 6, With the aid of a clock gauge in contact with the end of the valve now resting on No. 1 piston, it will be necessary to position the crankshaft so that the piston will be 0.108 in (2,75 mm) B.T.D.C. this being the equivalent of 18 C on the engine fly- wheel. Refer Fig. N.17. To do this, zero the gauge to piston T.O.C. and then turn the crankshaft in the opposite direction to normal rotation, approximately an eight of a Ni7