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Systems Operation
3408 VEHICULAR ENGINE
Media Number -SENR4642-00 Publication Date -01/07/1981 Date Updated -16/10/2002
Systems Operation
Introduction
NOTE: For Specifications with illustrations, make reference to Specifications For 3408 Vehicular
Engine, Form No. SENR4641. If the Specifications in Form SENR4641 are not the same as in the
Systems Operation and the Testing And Adjusting, look at the printing date on the back cover of each
book. Use the Specifications given in the book with the latest date.
Engine Design
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Cylinder, Valve And Injection Pump Location
Bore ... 137.2 mm (5.40 in)
Stroke ... 152.4 mm (6.00 in)
Number and Arrangement of Cylinders ... V-8
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Firing Order (Injection Sequence) ... 1, 8, 4, 3, 6, 5, 7, 2
Rotation of Crankshaft (when seen from flywheel end) ... counterclockwise
Rotation of Fuel Pump Camshaft (when seen from pump drive end) ... counterclockwise
NOTE: Front end of engine is opposite to flywheel end.
Left side and right side of engine are as seen from flywheel end.
No. 1 cylinder is the front cylinder on the left side.
No. 2 cylinder is the front cylinder on the right side.
Fuel System
This engine has a pressure type fuel system. There is one injection pump and injection valve for each
cylinder. The injection pumps are in the pump housing (3) on top front of the engine. The injection
valves are in the adapters under the valve covers.
The transfer pump (8) pulls fuel from the fuel tank (5) through the primary filter (7) and sends it
through the priming pump (9), main filter (10) and to the manifold of the injection pump housing. The
fuel in the manifold of the injection pump housing goes to the injection pumps. The injection pumps
are in time with the engine and send fuel to the injection valves under high pressure.
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Fuel System Schematic
(1) Fuel inlet line for the injection pump housing. (2) Adapter with orifice. (3) Injection pump housing. (4) Fuel return
line. (5) Fuel tank. (6) Fuel supply lines. (7) Primary fuel filter. (8) Fuel transfer pump. (9) Fuel priming pump. (10) Main
fuel filter.
Some of the fuel in the manifold is constantly sent back through the return line (4) to the fuel tank to
remove air from the system and to help cool the fuel in the injection pump housing. On the outlet
elbow of the injection pump there is a restriction orifice (2) to keep fuel pressure high and to control
the amount of fuel that goes back to the fuel tank.
The priming pump (9) is used to fill the system with fuel and to remove air from the fuel filter, fuel
lines and components.
The transfer pump has a bypass valve and a check valve. The bypass valve (lower side) controls the
maximum pressure of the fuel. The extra fuel goes to the inlet of the pump. The check valve lets fuel
from the tank go past the transfer pump gears when the priming pump is used.
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Location of Fuel System Components
(1) Inlet line. (2) Adapter with orifice. (3) Injection pump housing. (4) Fuel return line.
There is no bleed orifice or valve installed on the fuel injection pump housing to vent air from this
part of the fuel system. Air trapped in the fuel injection lines can be vented by loosening all of the fuel
injection line nuts where they connect to the adapters in the valve cover base. Move the governor
lever to the low idle position. Crank the engine with the starter motor until fuel without air comes
from the fuel line connections. Tighten the fuel line nuts. This procedure is necessary because the fuel
priming pump will not give enough pressure to push fuel through the reverse flow check valves in the
fuel injection pumps of a direct injection system.
An automatic timing advance unit is mounted on the front of the fuel injection pump camshaft. It is
driven by the engine camshaft gear inside the front timing gear housing. The automatic timing
advance unit gives easier starting and smooth low speed operation. It will also advance timing as
engine speed increases to give correct engine operating efficiency.
Fuel Injection Pump
The rotation of the cams on the camshaft (12) cause lifters (9) and pump plungers (5) to move up and
down. The stroke of each pump plunger is always the same. The force of springs (6) hold lifters (9)
against the cams of the camshaft.
The pump housing is a "V" shape (similar to the engine cylinder block), with four pumps on each
side.
When the pump plunger is down, fuel from fuel manifold (1) goes through inlet passage (2) and fills
the chamber above pump plunger (5). As the plunger moves up it closes the inlet passage.
The pressure of the fuel in the chamber above the plunger increases until it is high enough to cause
check valve (3) to open. Fuel under high pressure flows out of the check valve, through the fuel line
to the injection valve, until the inlet passage opens into pressure relief passage (4) in the plunger. The
pressure in the chamber decreases and check valve (3) closes.
The longer inlet passage (2) is closed, the larger the amount of fuel which will be forced through
check valve (3). The period for which the inlet passage is closed is controlled by pressure relief
passage (4). The design of the passage makes it possible to change the inlet pasage closed time by
rotation of the plunger. When the governor moves fuel racks (8), they move gears (7) that are fastened
to plungers (5). This causes a rotation of the plungers.
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Cross Section Of The Fuel Injection Pump Housing
(1) Fuel manifold. (2) Inlet passage. (3) Check valve. (4) Pressure relief passage. (5) Pump plunger. (6) Spring. (7) Gear.
(8) Fuel rack (left). (9) Lifter. (10) Link. (11) Lever. (12) Camshaft.
The governor is connected to the left rack. The spring load on lever (11) removes the play between
the racks and link (10). The fuel racks are connected by link (10). They move in opposite directions
(when one rack moves in, the other rack moves out).
Fuel Injection Valves (Nozzles) (On Earlier Engines)
The fuel injection nozzles are installed in the precombustion chambers in engines equipped with
precombustion chambers. An adapter takes the place of the precombustion chamber in engines
equipped with direct injection. The precombustion chambers or adapters are installed in the cylinder
heads.
Fuel, under high pressure from the injection pump, is sent through the fuel injection line to the
injection valve in the nozzle. The injection valve will not open until the fuel in the injection lines
reaches a very high pressure. The valve then opens quickly to release the fuel directly into the engine
cylinder through six orifices in the tip of the nozzle.
7000 Series Fuel Injection Nozzles (On Later Engines)
The fuel injection nozzle is installed in an adapter in the cylinder head and is extended into the
combustion chamber. The fuel injection pump sends fuel with high pressure to the fuel injection
nozzle where the fuel is made into a fine spray for good combustion.
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Fuel Injection Nozzle
(1) Carbon dam. (2) Seal. (3) Passage. (4) Filter screen. (5) Inlet passage. (6) Orifice. (7) Valve. (8) Diameter. (9) Spring.
Seal (2) goes against the nozzle adapter and prevents leakage of compression from the cylinder.
Carbon dam (1) keeps carbon out of the bore in the nozzle adapter.
Fuel with high pressure from the fuel injection pump goes into inlet passage (5). Fuel then goes
through filter screen (4) and into passage (3) to the area below diameter (8) of valve (7). When the
pressure of the fuel that pushes against diameter (8) becomes greater than the force of spring (9),
valve (7) lifts up. This occurs when the fuel pressure goes above the Valve Opening Pressure of the
fuel injection nozzle. When valve (7) lifts, the tip of the valve comes off of the nozzle seat and the
fuel will go through the six small orifices (6) into the combustion chamber.
The injection of fuel continues until the pressure of fuel against diameter (8) becomes less than the
force of spring (9). With less pressure against diameter (8), spring (9) pushes valve (7) against the
nozzle seat and stops the flow of fuel to the combustion chamber.
The fuel injection nozzle can not be disassembled and no adjustments can be made.
Hydra-Mechanical Governor
The earlier and later governors illustrated operate the same. The earlier governors have two levers
(18) and the later governors have a one piece lever (18). The shutoff solenoid and fuel ratio control
have been moved from the injection pump housing to the governor housing on the later governors.
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The accelerator pedal, or governor control, is connected to the control lever on the engine governor.
The governor controls the amount of fuel needed to keep the desired engine speed (rpm).
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Hydra-Mechanical Governor (Earlier)
(1) Collar. (2) Bolt. (3) Lever assembly. (4) Upper spring seat. (5) Weights. (6) Governor spring. (7) Lower spring seat.
(8) Thrust bearing. (9) Valve. (10) Upper oil passage in piston. (11) Piston. (12) Lower oil passage in piston. (13) Sleeve.
(14) Oil passage in cylinder. (15) Drive assembly. (16) Cylinder. (17) Pin. (18) Levers.
The governor has governor weights (5) driven by the engine through the drive assembly (15). The
governor has a governor spring (6), valve (9) and piston (11). The valve and piston are connected to
one fuel rack through pin (17) and lever (18). The pressure oil for the governor comes from the
governor oil pump, on top of the injection pump housing. The oil used is from the engine lubrication
system. Pressure oil goes through passage (14) and around sleeve (13). The accelerator, or governor
control, controls only the compression of governor spring (6). Compression of the spring always
pushes down to give more fuel to the engine. The centrifugal force of governor weights (5) always
pulls to get a reduction of fuel to the engine. When these two forces are in balance, the engine runs at
the desired rpm (governed rpm).
The governor valve (9) is shown in the position when the force of the governor weights and the force
of the governor spring are in balance.
When the engine load increases, the engine rpm decreases and the rotation of governor weights (5)
will get slower. (The governor weights will move toward each other). Governor spring (6) moves
valve (9) down. This lets the oil flow from the lower passage (12) around the valve (9) and through
the upper passage (10) to fill the chamber behind piston (11). This pressure oil pushes the piston (11)
and pin (17) down to give more fuel to the engine. (The upper end of the valve stops the oil flow
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through the top of the piston, around the valve). Engine rpm goes up until the rotation of the governor
weights is fast enough to be in balance with the force of the governor spring.
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Hydra-Mechanical Governor (Later)
(1) Collar. (2) Bolt. (3) Lever assembly. (4) Upper spring seat. (5) Weights. (6) Governor spring. (7) Lower spring seat.
(8) Thrust bearing. (9) Valve. (10) Upper oil passage in piston. (11) Piston. (12) Lower oil passage in piston. (13) Sleeve.
(14) Oil passage in cylinder. (15) Drive assembly. (16) Cylinder. (17) Pin. (18) Lever.
When there is a reduction in engine load, there will be an increase in engine rpm and the rotation of
governor weights (5) will get faster. This will move valve (9) up. This stops oil flow from the lower
passage (12), and oil pressure above piston (11) goes out through the top, around valve (9). Now, the
pressure between the sleeve (13) and piston (11) pushes the piston and pin (17) up. This causes a
reduction in the amount of fuel to the engine. Engine rpm goes down until the centrifugal force
(rotation) of the governor weights is in balance with the force of the governor spring. When these two
forces are in balance, the engine will run at the desired rpm (governed rpm).
To stop an engine equipped with a shutoff solenoid, turn the switch to the "OFF" position. This will
cause the shutoff solenoid to move a lever that moves the fuel rack to the fuel closed position. With
no fuel to the engine cylinders, the engine will stop.
The governor oil pump supplies oil to the valve (9) to increase governor power and response. Oil from
the governor oil pump gives lubrication to the governor weight support (with gear), thrust bearing (8),
and drive gear bearing. The other parts of the governor get lubrication from "splash-lubrication" (oil
thrown by other parts). Oil from the governor runs down into the housing for the fuel injection pumps.
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Fuel Ratio Control
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Fuel Ratio Control (Engine Stopped)
(1) Inlet air chamber. (2) Valve. (3) Diaphragm assembly. (4) Oil drains. (5) Pressure oil chamber. (6) Large oil passages.
(7) Oil inlet. (8) Small oil passages. (9) Oil outlet. (10) Fuel rack linkage. (11) Valve.
With the engine stopped, valve (11) is in the fully extended position. The movement of fuel rack
linkage (10) is not limited by valve (11).
When the engine is started, oil flows through oil inlet (7) into pressure oil chamber (5). From chamber
(5) the oil flows through large oil passages (6), inside valve (11), and out small oil passages (8) to oil
outlet (9).
A hose assembly connects inlet air chamber (1) to the inlet air system. As the inlet air pressure
increases, it causes diaphragm assembly (3) to move down. Valve (2), that is part of the diaphragm
assembly, closes large and small oil passages (6 and 8). When these passages are closed, oil pressure
increases in chamber (5). This increase in oil pressure moves valve (11) up. The control is now ready
for operation.
When the governor control is moved to increase fuel to the engine, valve (11) limits the movement of
fuel rack linkage (10) in the "Fuel On" direction. The oil in chamber (5) acts as a restriction to the
movement of valve (11) until inlet air pressure increases.
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Fuel Ratio Control (Ready For Operation)
(1) Inlet air chamber. (2) Valve. (5) Pressure oil chamber. (6) Large oil passages. (8) Small oil passages. (11) Valve.
As the inlet air pressure increases, valve (2) moves down and lets oil from chamber (5) drain through
large oil passages (6) and out through oil drains (4). This lets valve (11) move down so fuel rack
linkage (10) can move gradually to increase fuel to the engine. The control is designed not to let the
fuel increase until the air pressure in the inlet manifold is high enough for complete combustion. It
prevents large amounts of exhaust smoke caused by an air-fuel mixture with too much fuel.
The control movements take a very short time. No change in engine acceleration (rate at which speed
increases) can be felt.
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Fuel Ratio Control (Increase In Inlet Air Pressure)
(2) Valve. (4) Oil drains. (5) Pressure oil chamber. (10) Fuel rack linkage. (11) Valve.
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Automatic Timing Advance Unit
The automatic timing advance unit is installed on the front of the camshaft (6) for the fuel injection
pump and is gear driven through the timing gears. The drive gear (5) for the fuel injection pump is
connected to camshaft (6) through a system of weights (2), springs (3), slides (4) and flange (1). Each
one of the two slides (4) is held on gear (5) by a pin. The two weights (2) can move in guides inside
flange (1) and over slides (4), but the notch for the slide in each weight is at an angle with the guides
for the weight in the flange. As centrifugal force (rotation) moves the weights away from the center,
against springs (3), the guides in the flange and the slides on the gear make the flange turn a small
amount in relation to the gear. Since the flange is connected to the camshaft for the fuel injection
pump, the fuel injection timing is also changed. No adjustment can be made in the timing advance
unit.
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Automatic Timing Advance Unit
(1) Flange. (2) Weight. (3) Springs. (4) Slide. (5) Drive gear. (6) Camshaft.
Air Inlet And Exhaust System
The air inlet and exhaust system components are: air cleaner, turbocharger, inlet manifold (passages
inside the cylinder block), cylinder head, valves and valve system components, and exhaust manifold.
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Air Inlet And Exhaust System
(1) Exhaust manifold. (2) Pipe to inlet manifold. (3) Engine cylinders. (4) Air inlet. (5) Turbocharger compressor wheel.
(6) Turbocharger turbine wheel. (7) Exhaust outlet.
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Air Inlet And Exhaust System
(1) To exhaust manifold. (2) Pipe to inlet manifold. (4) Air inlet. (7) Exhaust outlet. (8) Turbocharger. (9) Cross pipe.
Clean inlet air from the air cleaner is pulled through air inlet (4) of the turbocharger by the turning of
compressor wheel (5). The compressor wheel causes a compression of the air. The air then goes
through pipe to inlet manifold (2) of the engine. When the intake valves open, the air goes into engine
cylinders (3) and is mixed with the fuel for combustion. When the exhaust valves open, the exhaust
gases go out of the engine cylinders and into exhaust manifold (1). From exhaust manifold, the
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exhaust gases go through the blades of turbine wheel (6). This causes the turbine wheel and
compressor wheel to turn. The exhaust gases then go out exhaust outlet (7) of the turbocharger.
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Air Flow Schematic (Engines Without Aftercooler)
(1) Exhaust manifold. (2) Pipe to inlet manifold. (4) Air inlet. (7) Exhaust outlet. (8) Turbocharger.
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