Fuel System - Overview https://quickserve.cummins.com/qs3/pubsys2/xml/en/procedures/18/18-0...

005-999 Fuel System - Overview

General Information

The listed publications are available to provide

fuel system installation recommendations
approved by Cummins Inc.:

Automotive Installation Recommendations

(Fuel System), Bulletin 952849

For parts and service publication purchase

information, refer to Additional Service
Literature Procedure 205-001.

Contact the nearest Cummins authorized repair

location for engine fuel system specifications
and requirements provided on the engine data
sheet for the specific engine and application.

Theory of Operation - STC Fuel System

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STC was previously referred to as hydraulic variable timing. The STC system allows an
engine to operate with advanced injection timing under a light load condition at any engine
speed. STC allows an engine to operate with normal injection timing under a heavy load
condition.

Injection timing is changed by supplying engine oil in metered amounts to a hydraulic tappet
located on the injector. When the tappet is filled with engine oil the injection timing is
advanced. When the tappet is not filled with engine oil the injection timing is to the normal
mode.

When the fuel rail pressure exceeds 365 kPa [53 psi], the injection timing will change from
the advanced mode to the normal mode. When the fuel rail pressure drops below 159 kPa
[23 psi], the injection timing will return from the normal mode to the advanced mode. It will
remain in the advanced mode until the fuel rail pressure exceeds 365 kPa [53 psi].

The STC tappet assembly contains a plunger and sleeve that are machined to a very
precise tolerance. The assembly is then matched by a selection process at the factory
(matched-fit). Never interchange or mix the plungers and the sleeves.

The tappet assembly and injector are not matched sets. The tappet assembly can be used
in any STC injector. Cummins Inc., recommends STC tappet disassembly only if there is
evidence that the debris that caused the failure has moved beyond the full-flow filters. Any
debris in the tappet will adversely effect the tappet operation.

The method of adjusting the injection timing and injector rocker lever travel on engines with
STC is the same as the method used on engines without STC . The specification for
injector travel and injection timing on engines with STC is different than engines without
STC .

The fuel pressure switch is compatible with both the 12 VDC and 24 VDC system. The fuel
pressure switch is normally in the closed position. The switch will be in the open position
when the fuel rail pressure exceeds 365 kPa [53 psi]. One terminal of the switch is wired to
the positive terminal of the fuel pump shutoff valve. The second terminal is wired to the
positive terminal on the STC control valve.

A STC oil control valve is available for the 12 VDC or 72 VDC systems. It is normally in the
closed position. The valve will be in the open position to allow the oil to flow to the STC oil
manifold when the solenoid is energized.

The STC pressure relief valve contains a 0.51 mm [0.020 in] orifice to control the flow of the
oil to the STC oil manifold during normal injection timing. A 14 to 40 kPa [2 to 6 psi] check
ball maintains a supply of pressurized oil in the oil manifold to prevent air from entering the
system during the normal mode.

The wiring harness receives power from the fuel pump solenoid. The wiring will send signals
from the fuel rail pressure switch to the oil control valve. A diode is contained in the wiring
harness. The wires and the diode can be checked for defects by using a multimeter, Part
Numbers 3164488, 3164489, or ay multimeter or volt-ohmmeter that has a rating of 10,000
ohm per volt or greater.

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The hydromechanical control valve replaces the electric fuel pressure switch and the electric
oil control valve. The hydromechanical valve provides the same function as the parts it
replaces. This manual does not cover calibration of the hydromechanical control valve. Refer
to Additional Service Literature Procedure 205-001 for further reference.

PT (Type G) AFC Connection and Adjustment Locations

1. Tachometer drive
2. AFC air supply
3. AFC fuel return
4. Priming plug
5. Fuel to the injector
6. Shutoff valve electric connection
7. Gear pump fuel return to drain
8. Fuel inlet connection
9. Idle speed screw location
10. Fuel rate (pressure) screw.

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PT (Type G) AFC-VS Connection and Adjustment Locations

1. Tachometer drive
2. AFC air supply
3. Fuel to the injectors
4. VS high speed screw
5. VS low (idle) speed screw
6. Gear pump fuel return to drain
7. Fuel inlet connection
8. Idle speed screw location
9. Fuel rate (pressure) screw.

Fuel Recommendations

Cummins diesel engines have been developed to take advantage of the high energy content
and generally lower cost of Number 2 diesel fuels. A Cummins diesel engine will also
operate satisfactorily on Number 1 or other fuels within the specifications found in the Fuels
for Cummins Engines, Bulletin 3379001.

For information on PT fuel pump rebuild and calibration, refer to the Fuel Pump PT (Type G)
Rebuild Calibration Instructions, Bulletin 3379084.

For PT fuel pump calibration values use the table below to select the correct bulletin.

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Pump Code Release Date Calibration Value Bulletin

1970 to 1975 3379068
1976 to 1980 3379182
1981 to 1989 3379352
1990 to 2004 3666011

Last Modified: 30-Jul-2007

Copyright © 2000-2010 Cummins Inc. All rights reserved.

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