Injection pump

1. Control lever 13. Timing gears

2. Stop arm 14. Crankshaft gear
3. Control rack 15. Crankshaft
4. Pump element 16. Camshaft
5. Delivery valve 17. Roller tappet
6. Delivery valve holder 18. Cam for feed pump
7. Delivery pipe to engine cylinder 19. Fuel line from tank
8. Smoke limiter 20. Feed pump
9. Control rack stop for full load, with and 21. Fuel line to filter
without pressure from turbocharger 22. Fuel line from filter
10. Pump coupling of steel disc type 23. Governor weights
11. Pump drive shaft
12. Pump gear
Schematic diagram of injection pump, 14-litre engine, with centrifugal governor
and smoke limiter

9-litre, 11-litre and 12-litre engines have no pump drive shaft 11 or pump coupling 10.
Pump gear 12 is mounted on camshaft 16 and the injection pump is connected directly to
the timing gears. Smoke limiter 8 is mounted on the governor housing, see also page 17,
Smoke limiter.
Production engines are fitted with injection pumps
from three different serial number series. The last
four digits of the pump designation denote which
type it is.
Examples:
PES 6P 120A 1320/5 RS3380 = 3000-pump
PE 8P 120A720 LS7189-10 = 7100-pump
PES 6P 120A 320 RS8046 = 8000-pump
3000 and 8000 pumps are used on 9-litre, 11-litre
and 12-litre engines, 7100 pumps on 14-litre
engines.
The designation is given on a plate on the injec-
tion pump. See also injection equipment.
In the following descriptions, reference is made
primarily to these pump number series.
a ~amount of fuel
The injection pump is connected to the pump
drive shaft, which is part of the engines timing
gear. On 9-litre and 11-litre engines, the injection
pump is mounted directly on the timing gear hous-
ing, on 14-litre engines the pump drive shaft and
steel disc coupling are used. The pump drive shaft
is geared so that the pump is driven at half engine
speed.
The injection pumps bearings, camshaft and tap-
pets are lubricated with oil from the engines
lubricating system The pump elements are lubri-
cated by the fuel.
The injection pump has a pump element for each
engine cylinder. The pump elements always have
the same stroke. The quantity of fuel injected is
determined by how much the piston in the pump
element is turned.
The pump piston is turned by the control rack
which is controlled by the governor. All pistons
are turned at the same time and by the same
amount. Fuel injection starts when the pump pis-
ton closes the spill- and inlet ports in the pump
element.
The pump piston has a diagonal helix edge. Fuel
injection ceases when this helix edge passes the
spill port in the pump cylinder.
Pump element and control rack,
Bosch P
Pump piston
A. 0-feed groove
B. Helix edge
C. Leak-off return groove
Delivery valve
Above each pump element is a delivery valve con-
sisting of a valve housing 5 and valve piston 4.
The valve piston is held against its seat 3 by a
spring 2.
The delivery valve opens and releases fuel into the
delivery pipe when opening pressure is attained in
the pump element. When fuel pressure drops after
injection, the valve piston is forced back against
its seat by the spring.
When the delivery valve piston has closed, the
available volume for the fuel in the delivery pipe
increases. This lowers the pressure in the delivery
pipe and injectors, reducing the risk of fuel drip-
ping from the injectors.
The change in capacity is adapted to the length of 1. Delivery valve holder 4. Valve piston
the delivery pipe and this length must never be 2. Valve spring 5. Valve housing
changed. 3. Valve seat
The delivery valve is held in the pump housing by
the delivery valve holder 1, which is bolted to the
housing from above. A) Closed B) Injection
Delivery valve holder with delivery valve

Single-speed engines have delivery valves of A) Delivery valve

0-hole type, i.e. without idling hole. with idling hole
B) Delivery valve
without idling
hole A B

Certain types of engine have delivery valve hold-

ers with a relief brake to counteract delivery pipe
cavitation.
When injection starts, the spring-loaded valve 1. Delivery valve holder
plate 3 is lifted and the fuel flows freely to the
2. Compression spring
injector.
3. Valve plate
At the end of injection, when the injector closes, a 4. Valve housing
pressure wave is generated in the opposite direc-
tion. The valve plate is then pressed against its
seat by the return spring 2 and the fuel flowing
back is forced through the valve plates restrictor
hole.

Delivery valve holder with return restrictor hole

Pump element and delivery valve,
principle of operation

First phase of piston stroke: inlet port is exposed

and fuel flows in.

Lower dead centre, fuel supply

Second phase of piston stroke: from bottom dead

centre until the top of the piston closes the inlet.

Prestroke
Third phase of piston stroke: from when the top of
the piston has closed the inlet ports until the inlet
ports are opened by the helix edge. When the inlet
ports are opened, the delivery valve closes and
injection ceases.

Delivery stroke

Fourth phase of piston stroke: from when the

spill port is opened until top dead centre.

Idle stroke
The axial groove is aligned with the port. In this
position there is no fuel delivery. The piston is
turned to this position to stop the engine.

Note Not applicable to 8000 pumps with

fuel shut-off valve

Non-delivery
 Smoke limiter

General
The smoke limiter limits control rack travel, giv-
ing a variable full load volume which is dependent
on the turbo pressure in the intake manifold.
This limitation considerably reduces the smoke in
the exhaust, both during acceleration and when
driving at full throttle at low engine speed when
the turbocharger provides low charge pressure.
A line connects the smoke limiter to the intake
manifold and a diaphragm in the smoke limiter is
actuated by changing pressure in the intake mani-
fold.

14-litre engines, smoke limiter on

the injection pump
The smoke limiter is mounted at the front end of
the injection pump, see figure on page 4.
Via pushrod 4, movements of diaphragm 2 actuate
angle arm 5 which, at low charge pressure,
restricts the movement of control rack 8. 1. From intake 4. Pushrod
manifold 5. Angle arm
2. Diaphragm 6. Full load stop
3. Spring 7. Control rack

Position of control rack at low charge pressure.

At sufficiently high pressure the angle arm, and
with it the control rack, are stopped by full load
stop 6.

Position of control rack at high charge pressure

9-litre, 11-litre and 12-litre engines,
smoke limiter on governor housing
The smoke limiter is mounted on the governor
housing at the rear end of the injection pump, see
figure on page 3.
Below is a simple description of how the different
types work. Their operation is described more
extensively in the booklet Mechanical gover-
nor.
1. Inlet 5. Pressure-depend-
2. Diaphragm ent full load stop
3. Spring 6. Control rack
Smoke limiter, RQ governor 4. Pushrod
The pressure in intake manifold 1 actuates dia-
phragm 2 and pushrod 4. Movement of control
Smoke limiter, RQ governor
rack 6 is restricted by pressure-dependent full load
stop 5.

Smoke limiter, RQV-K governor

The pressure in intake manifold 1 actuates dia-
phragm 2 and pushrod 4. It thus controls pressure-
dependent full load stop 5, the shoulder 6 of
which restricts the movement of the control rack
(not shown).
1. Inlet 5. Pressure-depend-
2. Diaphragm ent full load stop
3. Spring 6. Shoulder
4. Pushrod

Smoke limiter, RQV-K governor

Smoke limiter, RSV governor 1. Inlet

2. Diaphragm
The pressure in intake manifold 1 actuates dia-
phragm 2 and pushrod 4. Movement of control 3. Spring
rack 6 is restricted by pressure-dependent full load 4. Pushrod
stop 5. 5. Pressure-depend-
ent full load stop
6. Control rack

Smoke limiter, RSV governor

 Pump setting and injection volumes

In order for the engine to achieve its specified per-

formance, the injection pump and governor must
be correctly set.
Setting of the regulators characteristics and the
pumps injection volume must be carried out
using special test equipment.
Reconditioning and testing should therefore only
be carried out at workshops having experienced
personnel and the requisite equipment.
Pump and governor must be set in accordance
with Scanias test tables. These indicate the set-
ting values and test equipment which are applica-
ble to a certain type of pump.
The test tables are included in Injection system,
a special version of the workshop manual.
On completion of the work, the settings should be
security sealed to prevent unauthorized persons
from tampering with the pump.

Note An incorrectly adjusted injection

pump leads to poorer combustion
with increased black smoke and
higher fuel consumption as a result.
Incorrect adjustment can also cause
damage to the engine.
 Overflow valve

The purpose of the overflow valve is to limit the

pressure in the fuel system and continuously vent
it. The overflow valve ensures that the fuel circu-
lates round the system and that there is always
fuel in the injection pump for cooling, lubrication
and injection.
The overflow valve is mounted either on the injec-
tion pump, see page 4, or on the shut-off valve,
see page 3.
Opening pressure is 0.6 - 0.8 bar.
Working pressure is approx. 1 bar.

Diagram, closed and open

overflow valve
 Delivery pipes

Delivery pipes are precision manufactured from

steel tubing with cones and cap nuts at each end.
They are attached with clamps in order to damp
vibration and so reduce the risk of them fractur-
ing.
It is important to ensure that the delivery pipe is
not bent or reshaped, that it is clamped in the right
way and that the cap nut is tightened to the right
torque. Otherwise, the delivery pipe could easily
be damaged.
Broken or otherwise damaged delivery pipes must
not be repaired by soldering or welding, but
should be changed.
Delivery pipes must not be switched between dif-
ferent types or designs of engine as the delivery 1. Delivery pipe
valves operation, see page 12, is dependent on 2. Cap nut
the pipe being of the correct design. 3. Washer
4. Cone shaped end of pipe
5. Connection

Delivery pipe union

Double-wall delivery pipes

Certain engines, usually marine engines, are
equipped with double-wall delivery pipes, with or
without level monitor.
Double-wall delivery pipes consist of a regular
delivery pipe which is fitted with an outer jacket
which collects the fuel if the delivery pipe starts to
leak.
The danger of fire in the engine room is then
reduced as no fuel is sprayed out onto the hot
engine and warning of the leakage is given by the
level monitor.
Double-wall delivery pipes are changed as a com-
plete assembly, inner and outer pipes, and are only
available bent to shape as spare parts.
In other respects, the same applies to double-wall
delivery pipes as to standard delivery pipes.
 Injectors

Fuel is pumped through the delivery pipes to the

injectors by the injection pump. The injectors
atomize the fuel in the combustion chamber.
Pressed into the connection on the injector is a
rod-shaped filter. The fuel is pumped down to the 1. Delivery pipe union
nozzle through a passage in the rod filter. 2. Rod filter
When fuel from the injection pump reaches a cer- 3. Connection for leak-off
tain pressure (opening pressure), the nozzle nee- fuel pipe
dle lifts (start of injection). The fuel is then 4. Shim(s)
sprayed in atomized form into the engines com- 5. Spring
bustion chamber through accurately calibrated 6. Nozzle needle
holes.
The fuel that leaks between the nozzle needle and
nozzle housing is routed back to the fuel tank via
the leak-off fuel line which is connected to the
injectors.
The opening pressure can be adjusted by means of
washers.

Injectors, function