Model DE Electronically Controlled Diesel Fuel Injection PumpOperation and Instruction Manual

CONTENTS

GENERALA. Purpose of the ManualB. Model Number SystemC. General Information

SECTION 1CONSTRUCTION AND OPERATIONA. Components and FunctionB. Electrical CircuitryC. Fuel FlowD. Transfer PumpE. Transfer Pump RegulatorF. ChargingG. Discharging, Spill-Pump-SpillH. Snubber PlatesI. Return Fuel CircuitJ. Dynamic Pump Timing

SECTION 2DISASSEMBLY

SECTION 3CLEANING AND PARTS INSPECTIONA. Component InspectionB. Poppet Valve ShimsC. Supplementary Inspection

SECTION 4REASSEMBLY

SECTION 5TEST BENCH REQUIREMENTS ANDPROCEDURESA. Special Test Equipment RequirementsB. Test Bench Setup

SECTION 6GENERAL DATAA..Torque ValuesB. Exploded View

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GENERAL

A. Purpose Of The ManualThis manual is expressly intended to pro-vide qualified, trained diesel fuel injectiontechnicians the information necessary todisassemble, reassemble and prepare totest the Stanadyne DE electronic diesel fuelinjection pump. In addition to this manualall special tools and test equipment as out-lined herein are needed plus all servicepertinent literature, the individual pumpspecification containing the calibration in-formation and a parts breakdown.This manual is not intended to be used byuntrained, inexperienced persons to at-tempt to service the product. Such unau-thorized service could result in violationsof emission regulations, pump damage orpossibly even engine damage. No serviceshould be performed on the DE pump be-fore studying this manual and becomingfamiliar with the principles and instructionswhich follow.

B. Model Number SystemThe following information appears on theDE pump nameplate.1. Date Code – reference Service Bulle-

tin 439

2. Model Number – See description thatfollows

3. Assembly Plant (J = Jacksonville, NorthCarolina

4. Serial Number

5. Customer Part NumberThe model number describes the DE pumpas follows:

a b c d eDE 2 4 35 5780

a. DE = D series pump, E electronicb. 2 = two pumping plungersc. 4 = number of cylinders servedd. 35 = abbreviation of the pumping

plunger diameter. In this case - .350inch

e. 5780 = specification number. Deter-mines the selection of parts and adjust-ments for a given application. Must beincluded in any reference to the pump

C. General InformationThe model DE pump is described as anopposed plunger, rotary distributor, elec-tronically controlled, spill solenoid type ofpump. When the spill-pump-spill controlstrategy is employed by the equipment’sElectronic Control Unit (ECU), the pumpcan be described as a variable beginningand ending of injection type.

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3

4 5

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780

RE 507968

SECTION 1 - CONSTRUCTION AND OPERATION

Model DE ElectronicFuel Injection Pump

A. Components and Functions (Figure1.1)

The main components of the DE pump arepictured above in Figure 1.1. They include:

1. Fuel Inlet Fitting2. Return Line Connector/Housing

Pressure Regulator3. Heavy Duty Drive Shaft4. Transfer Pump5. Cam Ring6. Distributor Rotor7. Poppet Valve8. Fuel Control Solenoid9. Discharge Fittings with Snubber

Components

I

The main rotating components are the driveshaft, the cam roller shoes and cam rollers,transfer pump blades and their retainer, and thedistributor rotor and poppet valve.

In the DE pump Shown in Figure 1.1, the driveshaft is supported at both ends by needle bear-ings and carries the two cam roller shoes andcam rollers. It also incorporates a slot, whichengages with a tang on the distributor rotor todrive the latter. As the drive shaft is rotated, in-ternal lobes on the cam ring drive the cam roll-ers and shoes inward, simultaneously displac-ing the two opposed pumping plungers carriedin the rotor. The number of cam lobes equalsthe number of engine cylinders being served.

1. 2.

3 .

4.

5.

6. 7.

8.

9.

The distributor rotor in the 4-cylinder design ofthe DE pump incorporates no charging portswhereas the six cylinder design incorporatesone. Both designs incorporate one dischargeport. In the four-cylinder pump all charging fuelmust pass around the poppet valve that re-

Fig. 1.1

1

MANIFOLDABSOLUTEPRESSURE

ENGINECOOLANT

TEMPERATURE

CRANKSHAFTREFERENCE

(1 PULSE/CYL)

ELECTRONICCONTROL

UNITINJECTPULSE

Return Fuel Temperature

MANIFOLDABSOLUTEPRESSURE

ENGINECOOLANT

TEMPERATURE

CRANKSHAFTREFERENCE

(1 PULSE/CYL)

MANIFOLDABSOLUTEPRESSURE

ENGINECOOLANT

TEMPERATURE

CRANKSHAFTREFERENCE

(1 PULSE/CYL)

ELECTRONICCONTROL

UNITINJECTPULSE

ELECTRONICCONTROL

UNITINJECTPULSE

Return Fuel Temperature

mains open during the charging phase of thepump sequence

The DE hydraulic head assembly contains thebore in which the rotor revolves, and the charg-ing and discharge ports, a high-pressure ac-cumulator to absorb the pressure spikes fromthe fuel spilling event and alow-pressure accumulator toassist with rotor charging athigh speeds. The head also in-corporates discharge fittingseach of which contains a snub-ber plate, snubber seat, snub-ber spring and retaining screw.The snubber plates are de-signed to control the injectionpressure following and betweeneach injection to prevent sec-ondary injections or other unde-sirable injection line pressurecharacteristics.

B. Electrical Circuitry (Figure 1.2 and 1.3)The DE pump only incorporates one sensor, athermistor that provides the Engine ControlModule (ECM) with fuel temperature data.The OEM’s equipment ECM switches current

DE-10Pump

Fig. 1.2

to the pump solenoid on and off. On the earlypart of the pumping cam ramp the solenoid, inmost situations, will remain un-energized allow-ing the plunger displaced volume to be spilled.At a precise moment in the discharge se-quence the ECM energizes the solenoid mov-ing the armature pin in contact with the rotor

mounted poppet valve causing the valve to seatand seal. When the poppet valve seals, injec-tion pumping commences. When the ECM pro-gram determines that the engine has receivedthe correct amount of fuel, the current to thesolenoid is interrupted allowing the poppet valveto unseat spilling the remainder of the fuelcharge. Hence the DE pump has a spill-pump-spill fueling strategy.

Engine ControlModule

1

2

345

6

7

1. Armature Pin2. Poppet Valve3. Solenoid Terminal (2)4. Solenoid Assy.5. Armature CoverRetainer6. Adjustable SpacerRetainer7. Adjustable Spacer(Crush Washer)

Fig 1.3

2

Return Fuel Temperature

CrankshaftReference (1pulse/CYL)

EngineCoolant

Temperature

ManifoldAbsolutePressure

InjectPulse

Lube Oil

Injection Pressure

Housing Pressure

Transfer PumpPressure

C. Fuel Flow (Figures 1.4 and 1.5)If so equipped, fuel is drawn from the tank bya mechanical or electriclift pump and flowsthrough a fuel filter andwater separator andthen to the inlet of the in-jection pump. The liftpump produces a posi-tive pressure, but ofmore importance, asolid column of fuel atthe inlet of the injectionpump.The fuel then flows intothe vane type transferpump where it is pres-surized from 0 to ap-proximately 160 psi de-pending on pump

speed.Pressurized fuel then flows from a transferpump porting screw through a passage onthe side of the housing, through the head lock-ing screw to a passage through the hydraulichead to the spill chamber. (Pumps with charg-ing ports also direct this fuel to the chargingannulus in the hydraulic head.) Located be-tween the head locking screw and the spillchamber is a passage way that allows fuelpressure to act on the charging accumulator.

The DE pump has no built-in governor. Gover-nor regulation, high and low idle speeds, throttleprogression and injection timing are all sensedand controlled by the ECM hardware and soft-ware. Injection pump adjustments are limited totransfer pump pressure and return oil quantity .

Fig. 1.4

3

At high speeds the charging accumulatoradds its volume of fuel to the volume oftransfer pump supplied fuel insuring com-plete pumping plunger charging.The hydraulic head also contains a pas-sage, which connects transfer pump pres-sure to the interior of the housing. Locatedin this passage is a vent wire assemblywhich permits a small flow of fuel to bevented into the housing as well as purgingany air entrained in the fuel. From the hous-ing the air can be vented from the pumpvia the return line connector/housing pres-sure regulator and returned to the fuel tank.This flow of return oil to the fuel tank alsoserves to carry the heat from the pump dur-ing operation.Fuel not used for injection and not inter-nally leaked into the housing flowsthrough a return passage in the hydraulichead. This fuel is also ported to a high-pres-sure spill accumulator that absorbs pres-sure spikes created by the spilling of in-jection pressure into transfer pump pres-sure at the end of each discharge pump-ing sequence. Another head locking screwconnects this passage through the hydraulichead with a passage on the side of thehousing, which is plumbed, to the back-side of the transfer pump pressure regu-lator piston. When this pressure becomeshigh enough to move the regulating pis-ton against the force exerted by the trans-fer pump regulating spring, the piston’smovement uncovers a regulator slot al-lowing this fuel to be bled back to the in-let side of the transfer pump.

D. Transfer Pump (Figures 1.6a, b, c)The positive displacement vane type fueltransfer pump consists of a stationary linerand four spring-loaded blades that are car-ried in slots in a drive shaft driven blade

retainer. Since the inside diameter of theliner is eccentric to the drive shaft axis, ro-tation of the shaft, blade retainer andblades results in the blades moving up anddown in their slots. This rotation and blademovement results in changes in volumebetween each adjacent pair of blades. Figures 1.6a through 1.6c illustrate thepumping principle. Radial movementcauses a volume increase in the quadrantbetween blades 1 and 2 (Figure 1.6a). Inthis position the increasing quadrant is inregistry with a kidney shaped inlet slot inthe porting plate. The increasing volumecauses fuel to be drawn in from the kidneyslot area. After blade 2 passes out of reg-

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Fig. 1.6a Liner

Blade 2

Blade 1

Then, as blade 1 passes the edge of theoutlet kidney slot, located 180° from the in-let slot, (Figure 1.6c) the charge of fuel be-gins to be pressurized and flows into theoutlet slot. As the drive shaft rotates, the

istry with the kidney slot and the volume be-tween blades 1 and 2 no longer increases,the fuel between the blades is carriedaround to the top of the liner (Figure 1.6b).

Inlet Port

5

Fig. 1.6b

Blade 1 Blade 2

Fig. 1.6c

Blade 1

Blade 2

Outlet Port

volume between blades 1 and 2 now be-gins to decrease forcing the fuel chargeinto the kidney slot. Pressurization contin-ues until blade 2 passes out of registry withthe outlet kidney slot.A small drilling in the face of the portingplate allows transfer pressure to flow intothe counter bore in the blade carrier wherethe blade spring is located. This providesequal pressure at both ends of the bladeto provide pressure balancing.

E. Transfer Pump Regulator (Figure 1.7)The DE pump utilizes a transfer pump pres-sure regulator similar to the type used inthe DS and DB/DC pumps. It consists of aregulator sleeve that houses a regulatingpiston, piston stop, spring and an adjust-ing plug assembly. The sleeve also incor-porates a regulating slot and has a filterscreen before the piston stop to preventdebris from lodging in the regulating slot.

As mentioned earlier, transfer pump pres-sure is regulated after passing through theDE and DS pumps as opposed to the otherD series pumps where the pressure isregulated prior to flowing through the pump.After filling the various circuits within theinjection pump, the pressurized fuel passesthrough the end of the regulator sleeve

RegulatingSleeveAssemblyAdjusting

PlugAssembly

P i s t o nStop

Spring

RegulatingPiston

Fig. 1.7

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screen where it acts on the end of theregulating piston. The pressure over-comes the spring force on the pistonand moves the piston in its bore un-covering the regulating slot in thesleeve. Fuel flowing through the regu-lating slot joins the fuel entering thepump and is recirculated. As pumpspeed increases, transfer pump out-put increases causing transfer pumppressure to increase.The transfer pump regulator plug as-sembly (adjusting plug assembly)provides a means of changing thespring preload which adjusts trans-fer pump pressure.A sectionally thin, sharp edge orifice, lo-cated in the transfer pump regulator plugassembly provides the DE2 with a viscos-ity compensation feature. Flow through thisorifice is unaffected by changes in viscos-ity. With hot and/or low viscosity fuels, leak-age past the regulating piston and boreclearances increases causing fuel pressurein the spring cavity to increase , since flowthrough the orifice remains essentially thesame regardless of fuel viscosity. This in-creased fuel pressure serves to assist theregulator spring in resisting movement ofthe piston, this uncovering less of the regu-lator slot, when fuels are lower in viscosity.This in turn causes an increase of transferpressure to offset the increased leakagethroughout the pump when fuel viscosity isless then ideal.

F. Charging (Figure 1.8, 1.9, 1.10 and1.11)

As the drive shaft and rotor rotate, fuel un-der transfer pump pressure flows out of thetransfer pump porting plate, through theporting plate screw, down a passage in thehousing and into the head locking screw.

CamRoller

Armature PlateAssy.

Fig. 1.8

From the head locking screw this fuel thenflows through two drillings in the hydraulichead and fills the area around the poppetvalve and the fuel control solenoid arma-ture. This fuel flows past the open poppetvalve, down through the rotor into the pump-ing chamber filling the volume between thetwo pumping plungers, which are thenforced outward.On the six cylinder application, fuel fromthe head locking screw is also directed toa charging annulus in the hydraulic headand feeds charging ports in the sleeve. Asthe rotor revolves, an inlet passage in therotor registers with one of the chargingannulus ports allowing additional fuel to as-sist in charging the plungers. With furtherrotor rotation this charging port goes outof registry within the hydraulic head trap-ping the fuel charge in the pumping cham-ber.With the DE pump the pumping chamberis filled completely between each injectionregardless of the quantity of fuel to be in-jected into the engine. This differs greatlyfrom previous inlet metered D seriespumps where charging quantities weremetered based on the amount of meteringvalve opening.

PowerOff

ValveOpen

The operation of the high-speed fuel con-trol solenoid during charging is pictured inFigure 1.8. During charging the cam roll-ers and shoes are riding down the camlobes as the rotor rotates. The poppet valveis open and fuel at transfer pump pressureis pushing the pumping plungers outward.Even though filling ends shortly after the roll-ers reach the base circle of the cam, thesolenoid is still un-energized and the pop-pet valve is unseated. In pumps also in-corporating charging ports, these ports arein registry and are also supplying fuel attransfer pump pressure to the pumpingchamber.

G. Discharging, Spill – Pump – Spill(Figures 1.9, 1.10, and 1.11)

Further rotor rotation causes the dischargeport of the rotor to start to register with oneof the outlet drillings in the hydraulic head.When the rollers start to ride up the camlobes, the plungers are simultaneously dis-placed inward. Until current is switched onto the fuel control solenoid, causing thepoppet valve to seat, displaced fuel isspilled back into the transfer pump circuit.As the rollers continue up the cam, the ECMenergizes the fuel solenoid, causing thepoppet valve to seat ending the initial Spillportion of the discharge event. Fuel now at

injection pressure is forced out the dis-charge port and drillings in the hydraulichead, through the discharge fitting contain-ing a snubber valve and on to the injectionnozzle. The Pump portion of the dischargeevent ends when the ECM de-energizesthe fuel control solenoid allowing the pop-pet valve to unseat and Spill the remain-der of the displaced fuel back into the trans-fer pump circuit . The high-pressure accu-mulator absorbs the resultant pressurespike from this spill event.

Fig. 1.10

7

H. Snubber PlatesEach DE discharge fitting contains asnubber plate assembly. The orifice platesare held on their seats by a light spring.

Spill

Fig. 1.9

Power OffValve Open

Power OffValve Open

Fig. 1.11

Spill

Power OnValve ClosedPump

During discharge the pressure wavedevolped by the pump unseats the plateallowing unrestricted flow of fuel to the in-jector. At the end of injection the springseats the plate. Any return waves due tothe closing of the injector would need topass through the orifice before entering thepump. The orifice causes an attenuationof the wave thus lessening the possibilityof a strong secondary wave returning backto the injector which could cause an enginedamaging secondary injection.

I. Return Fuel Circuit (Figure 1.12)

Fuel fills the DE pump housing due to leak-age of transfer pump pressure plus injec-tion pressure between fitted componentswithin the pump such as the head and ro-tor assembly, and the pumping plungers.To adjust this flow to a specific range foroptimum pump operation, and provide ameans of purging any air entrained withinthe fuel, a vent wire system is employed.Fuel under transfer pump pressure is di-rected into the vent passage at the top ofthe hydraulic head which connects with thehousing cavity. Flow through the passage

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Vent WireFig. 1.12

is controlled by the vent wire assembly.The amount of return fuel can be adjustedby varying the wire size used in the ventwire assembly; the smaller the wire thegreater the flow through the orifice andvice versa. The vent wire assembly isavailable in several sizes in order to pro-vide adjustment of the return flow to thequantity called for on the specification.Note that this assembly is accessible byremoving the button head cap screw be-tween the two head locking screws.Since the vent wire assembly is locatedin the highest point of the transfer pumpcircuit any air entering the transfer pumpgravitates to the vent passage. The air,plus a small quantity of fuel passesthrough the orifice and then from thehousing through the return line connec-tor and eventually back to the fuel tank.Housing pressure is maintained by aspring loaded valve in the return line con-nector/housing pressure regulator lo-cated on the top of the pump housing.The function of the return line connector/housing pressure regulator is only to con-trol the pressure within the housing. Thevent wire assembly on the other hand onlyadjusts the volume of return flow from thepump.J. Dynamic Pump Timing Ad-

vancement (Figure 1.13 and1.14)

In all pump-line-nozzle fuel injection sys-tems, the actual beginning of fuel deliv-ery at the nozzle follows, after a shortperiod of time, the start of pumping. Thisdifference between start of pumping andstart of injection,(known as Injection Lag)is the result of the speed of the pressurewave through the length of the injectionline. Since the speed of the pressurewave remains constant (1500 meters/second for diesel fuel) , injection lag

(when measured in time) remains con-stant over the full range of engine speeds.Because injection lag is a constant, asthe engine turns faster, the injection eventwill become progressively more retardedif pump to engine timing is not ad-vanced.On most D-Series pumps a hydro-me-chanical mechanism is typically used torotate the cam ring against the directionof rotation to compensate for this inher-ent injection lag.With the DE pump models however, bothtiming and delivered fuel quantity can becontrolled with adjustments of the Spill-Pump-Spill events. Rotation of the camring is not necessary and with it the needfor complex advance mechanisms.Shown in Figure 1.13 is a hypotheticalcam ring ramp. At 0 degrees of pumprotation, the ramp of the cam starts torise (Line of Symmetry , LOS). From 7degrees to 18 degrees from the Line ofSymmetry the rise of the cam ramp re-mains constant creating a constant rateof delivery (20 mm3 per degree of pumprotation in this example). As shown the

pumping event starts at 12 degrees ofpump rotation (Line of Symmetry Start ofPumping, LOSSOP). At 16 degrees thesecond spill event starts, ending the pump-ing event that lasted a total of 4 degreesdelivering a total of 80 mm3 of fuel. With anincrease in engine speed, to compensatefor injection lag, pump timing needs to beadvanced. Without a means of rotating thecam, advancing the injection event is ac-complished by simply starting the pump-ing event earlier. For example, instead ofstarting at 12 degrees it now starts at 10degrees. Now the injection pump is start-ing the pumping event 2 pump degrees (4engine degrees) earlier. If the engine de-mand for fuel quantity has remained thesame, in this example 80mm3, the start ofthe second spill event needs to start 2 pumpdegrees earlier to maintain the 4 degreepumping event. Also note that fuel quantitycan be increased or decreased by short-ening or lenghtening the duration of thepumping event.The OEM’s ECM controls pumping andspill event timing. The only parameters thatthe pump communicates to the ECM arereturn fuel temperature and a current inflec-

tion caused bythe solenoida r m a t u r ereaching theend of itstravel. Pumpto engine po-sitional rela-tionship in DEapplicationsare fixed andsince the camis fixed to thepump housing,the engine tocam relation-

9

Fig. 1.13

the end of first and the end of secondcounter is the length of the Signal PulseWidth (SPW) (or the period during whichthe pump solenoid is energized).To change pump timing the ECM eitherlengthens to retard or shortens to ad-vance, the first counter’s count. If fuel de-livery is not to be changed, then the sec-ond counter count will have to be adjustedthe same amount. If fuel quantity changesare needed without changes in pump tim-ing, the first counter count will remain thesame and the second counter count willbe decrease to cutback on fuel or in-creased to increase fuel. A combinationof changes in both timing and fuel deliv-ery quantity are possible by changes inboth first and second counter counts.

ship never changes. Due to this fixed pumpcam to engine relationship a means ofcommunicating cam position to the ECMis not needed.To control the pump a high current signalgenerated by the ECM, is sent to thepump’s fuel control solenoid, this in turncontrols the positioning of the poppet valvewhich creates the spilling and pumpingevents.Figure 1.14 shows a cam profile, pump-ing events and ECM signals. On the camprofile there are two ranges, filling andpumping. The filling range, or the retractionramp side of the cam profile, is where theplungers bores are completely filled with fuelat transfer pump pressure. The pumpingrange, or the pumping ramp side of the camprofile, is where the plungers are driven in-wards; displacing the fuel in the plungerbores.When the ECM receives a signal from theengine drive shaft Top Dead Center (TDC)sensor, it starts two internal clocks(counters). These clocks count off enginedegrees of rotation. The first clock controlsthe timing of the pumping event by count-ing off an ECM determined amount of de-grees of engine rotation before turningpower on to the pump solenoid which forcesthe poppet valve onto its seat initiating thestart of the pumping event.To determine the length of the pumping pe-riod (fuel quantity) the ECM monitors vari-ous engine inputs and load demand infor-mation. Once the fuel quantity need is de-termined the ECM sets the number ofcounts (degrees) for the second counter. The second clock controls when the pump-ing event ends by counting off an ECM de-termined amount of engine degrees beforeturning off the power to the pump solenoid,ending the pumping event by starting thesecond spill event. The difference between

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Fig. 1.14

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SECTION 2 - DISASSEMBLY

Study the manual first. Before commencing withthe disassembly of the pump, cover the fuel in-let, fuel outlets, and the return line connector andwash the pump with solvent and blow dry withfiltered, compressed air. Keep in mind that dirt,dust and foreign matter are the greatest en-emies of precision diesel fuel injection equip-ment. Therefore, it is essential that clean hands,work space and tool be used.NOTE: All seals and gaskets and certain non-reuseable parts as noted herein should be dis-carded during disassembly. After cleaning,parts should be lubricated with calibrating fluidand placed in a parts tray.

Tool RequirementsFor pump disassembly and reassembly, thefollowing special service tools will be required:PartNumber Description13301 Brass Hook13336 Hex Driver (5/32”)13337 Retaining Ring Pliers16336 Hex Driver (1/8”)19965 Pump Holding Fixture20044 Retaining Ring Pliers23615 Pump mounting plate28311 Drive Shaft Seal and Bearing Puller30465 Lubriplate Grease30848 Roll Pin Installation Tool30853 Armature Cover Spanner Wrench30855 Transfer Pump Assembly Clamping

Fixture31204 Poppet Valve Gap Setting Fixture31206 Roll Pin Removal Pliers31209 T-10 Torx Bit

31213 T-40 Torx Bit31214 1/4” Drive Handle31215 Seal Protection Tube33038 40 IPR Torx Bit33421 Drive Shaft Seal and Bearing In

staller36270 TP Insert Removal Tool36271 Head & Rotor Installation Tool36272 Drive Shaft Installation Protection

Tube

In addition to the special tools, the followinghand tools which must be obtained locally willalso be needed:

1/4”, 3/8”, and 1/2” drive, torque wrenches3/8” Drive, 1/4”, 3/16” and 1/8” Hex Bits1/4” Drive, 5/64” and 3/32” Hex Bits1/2”, 9/16”, 5/8”, 3/4”, 1” CombinationWrenches and Sockets15/16” or 24mm Socket3/4” Deep Socket9/16” Deep Socket1/4” Socket11/32” Nut DriverTilt/Swival ViseNeedle Nose pliersDental Pick2” Long, 6/32 ScrewSoft Face Mallet

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Step 1. Mount the pump in the 19965pump holding fixture and clamp in a vise withthe pump right side up.

Step 2. Using a 9/16” deep socket loosenand remove the return line connector/housingpressure regulator. Remove and discard theo-ring seal.

Step 3. Using a 3/4” deep socket Removethe temperature sensor. Remove and discardthe o-ring seal.

Step 5. Loosen and remove the vent wireassembly using the 16336 hex driver (1/8”).

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Fig. 2.1

Fig. 2.2

Fig. 2.5

Fig. 2.3

Fig. 2.4

Step 4. Loosen and remove the vent assem-bly screw using a T-40IPR bit. Discard the seal-ing washer.

Step 6. With a 5/8’ wrench loosen and re-move the transfer pump regulator plug. Removeand discard the o-ring seal.

Step 7. With a thin wall 3/4” socket loosenand remove transfer pump regulator assemblyfrom the housing.

Step 8. Using 5/32” hex driver 13336, re-move the transfer pump regulator screw assem-bly from the transfer pump regulator assembly.Remove the transfer pump regulator spring andpiston from the regulator assembly. Removeand discard all o-ring seals.

Fig. 2.7

Fig. 2.8

Fig. 2.9

14Fig. 2.10

Step 9. Loosen and remove the timing ac-cess hole plug using a 1/4” hex driver. Removeand discard the o-ring seal.

Step 10. With a 1” socket loosen and removethe inlet fitting. Remove and discard the o-ringseal.

Step 11. Remove the inlet filter and transferpump insert retaining spring. Remove theTransfer pump insert by pulling straight up onit with TP insert removal tool 36270. Removeand discard the 2 o-ring seals.

Step 12. Using a T-10 bit, loosen and removethe fuel control locking screw and plate from thehydraulic head assembly.

Step 13. Using a 1/4” nut driver remove thetwo terminal caps from the solenoid connectorassembly. Remove the solenoid connector as-sembly from the solenoid. Using solenoid span-ner wrench 30853, loosen, but do not remove,the fuel control solenoid assembly.

Fig. 2.11a

Fig. 2.11b

Fig. 2.12

Fig. 2.13

15

Step 14. Loosen and remove the transferpump pressure tap screw from the head lock-ing screw using a T-40 bit. Remove and dis-card the o-ring seal.

Step 15. Using a 3/4” socket, loosen and re-move the head locking screw. Remove and dis-card the 2 o-ring seals.

Step 16. Loosen and remove the other headlocking screw using a 3/16 ” hex bit. Removeand discard the 2 o-ring seals.

Fig. 2.15

Fig. 2.16

Fig. 2.18

Fig. 2.17

Step 18. Grasp the head and rotor and, us-ing a twisting pulling motion, remove the as-sembly from the housing. Remove and discardthe o-ring seal.

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Step 17. Invert the pump and holding fixture inthe vise and tip the pump forward so that thedrive shaft is facing straight down. Loosen andremove the head locating screw with a 3/16”hex bit. Remove and discard the 2 o-ring seals.

Step 19. Remove 2 sets of shoes and camrollers from the housing.

Step 20. Using a 5/8” socket, loose and re-move the cam pin screw. Remove and discardthe o-ring seal.

Step 21. Remove the cam ring from the hous-ing.

Step 22. Loosen and remove the transferpump porting screw using a 3/16 hex bit. Re-move and discard the o-ring seal.

Fig. 2.19

Fig. 2.20

Fig. 2.21

Fig. 2.22

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Step 23. Loosen and remove the transferpump locking screw using a 1/2” socket.

Step 24. Lightly tap on the end of the driveshaft with a soft faced hammer if necessary andremove the drive shaft/transfer pump assemblyfrom the housing.

Step 25. Using retaining ring pliers 20044 toexpand and carefully remove the retaining ringfrom the drive shaft. Be sure to expand the ringsufficiently and guide it so as not to contact andpossibly damage the surface of the drive shaftthat the seals ride on.

Step 26. Lift off the thrust washer and use di-agonal cutters 31206 to remove the roll pin fromthe shaft.

Fig. 2.23

Fig. 2.24

Fig. 2.24

Fig. 2.26a

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Step 29. Remove the transfer pump liner,blades and blade spring as an assembly. Sepa-rate the blades and spring from the liner.Fig. 2.26b

Fig. 2.27

Fig. 2.28

Fig. 2.29

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Step 27. Loosen and remove 7 transfer pumpporting plate screws using a T-10 bit.

Step 28. Lift off the transfer pump porting plateand remove the sealing ring and o-ring from theplate. Discard the o-ring but retain the sealingring for reuse if it is still serviceable.

Step 30 Lift the blade retainer off the driveshaft and remove the woodruff key from theshaft.

Step 31 Lift off the inner bearing retainer andremove the sealing ring and o-ring from theplate. Discard the o-ring but retain the sealingring for reuse if it is still serviceable

Step 32 Install the head and rotor into the30851 fixture.

Fig. 2-30

Fig. 2-31

.Step 33 Using the brass hook, 13301 removethe 2 rotor plungers from the rotor. NOTE: Donot remove the set screw from the drive end ofthe rotor – it is not serviceable.

Step 34 Unthread and remove the solenoidassembly. Remove and discard the o-ring seals.

Fig. 2-32

Fig. 2-33

Fig. 2-34

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Step 35 While holding the solenoid in onehand loosen and remove the 4 armature coverretaining screws using a T-10 bit. Remove thearmature cover retainer.

Step 36 Using a 1/4” socket or nut driver,loosen and remove the 2 terminal studs.

Step 37 Remove the armature cover from thefuel control solenoid assembly. Remove the 2outer and inner terminal bushings and discardthe o-rings.

Fig. 2-35

Fig. 2-36

Step 38 Remove the armature pin assemblyfrom the fuel control solenoid. Do not disas-semble the armature pin from the plate – this isnot a serviceable item. Remove and discardthe 2 o-ring seals.

Fig. 2-37

Fig. 2-38

21

Step 39 Remove the adjustable spacer re-tainer and adjustable spacer (crush washer)from the hydraulic head. Discard the adjustablespacer.

Step 40 Remove the 2 rotor retainer locatingpins using long nose pliers.

Step 41 Push up on the end of the rotor frombeneath the fixture while removing the 2 rotorretainers, then pull the rotor through the hydrau-lic head assembly to remove. Hold the rotorcarefully at the ends so as not to handle finely

Fig. 2-39

finished surfaces.

Step 42 Remove poppet valve, poppet valvespring and poppet valve shims. Measure andrecord thickness of the shims. If shims are mis-placed, it will be necessary to replace them withshims of the exact same thickness. Refer toParts Inspection section and the individualspecification for information on replacementshims.

Step 43 Loosen and remove the 4 snubberplate retaining screws using a 1/8” hex bit

Fig. 2-40

Fig. 2-41

Fig. 2-42

22

Step 44 Remove the 4 snubber plate assem-blies.

Step 45 Loosen and remove the 2 accumu-lator retaining screws using a 3/16” hex bit.

Fig. 2-43

Fig. 2-44

Step 46 Remove 2 accumulator piston stopsand springs. Remove 2 accumulator pistons. A2-inch long 6-32 screw may be helpful for this.

Step 47 Clamp pump holding fixture 19965with pump housing mounted to it in vise anddrive end facing straight up. Loosen inner nutof 28311 bearing and seal puller to fully col-lapse the collet. Back out the outer nut until it isflush with the end of the jacking screw. Insertthe 28311 puller into the bearing and seal bore.

Fig. 2-45

Fig. 2-46

23

Fig. 2-47

Step 48 While using a 9/16” wrench to holdthe inner nut in place, back out the jacking screwwith a 3/16” hex key or bit to expand the colletuntil it engages the steel case of the fuel sideseal. DO NOT OVERTIGHTEN!

Fig. 2-48

Fig. 2-49

24

Step 49 Rotate the outer nut clockwise usingthe 9/16” wrench to pull the 2 drive shaft sealsand the bearing all together. NOTE: Consider-able force may be required to start all partsmoving in the bore.

SECTION 3 – CLEANING AND PARTSINSPECTION

GeneralThe Temperature Sensor and Fuel Control So-lenoid should be wiped clean and placed in aparts tray. These items should never be sub-merged in harsh cleaning solvents or solutions.

The remaining DE pump components can becleaned using standard cleaning practices andsolvents that would be used for otherStanadyne D Series pumps. NOTE: The DEpump contains many small components. Ifparts are put in a wire basket for submersionin cleaning solution, be sure that the mesh issmall enough so parts will not fall through. Aftercleaning, blow-dry all components with clean,filtered, dry compressed air. Inspect compo-nents as outlined herein, replace as neces-sary and dip all parts in clean calibrating fluidand place in a parts tray.

A. Component InspectionDiscard all o-rings seals, gaskets and adjust-able spacers. Inspect springs for fretting, wear,distortion or breakage. Examine all movingparts for excessive wear, scoring, cracks andfretting. Replace damaged or excessively wornparts as necessary. Always check for signs ofcontamination. Communicate these findingswith your customer so that he can improvefuel handling and filtration practices to betterprotect his equipment. NOTE: The illustrationsthat follow depict typical locations where com-ponent wear might be observed in DE pumps.Damage and wear is not limited to these ar-eas nor is the wear shown meant to indicatethat these parts require replacement. The ap-pearance of a part is but one measure ofwhether the part needs to be replaced. An-other more important measure is whether thepump can be calibrated on the test bench.

B. Poppet Valve ShimsDuring disassembly the poppet valve shim(s)should have been removed and their thick-ness measured and noted. If they are subse-quently misplaced, replacement shims areavailable as noted and on individual specifi-cation. Always use the same thickness shim(s)as replacements. (The average shim stack upis between .048 and .050 inches.)

ThicknessPart number (inches) Configuration

29653 0.010

29654 0.012

29655 0.015

29656 0.018

29657 0.020

29658 0.022

29659 0.025

29660 0.028

29661 0.0305

C. Supplementary Inspection1. Housing – Inspect the housing for cracks orsigns of damage. Check head locking and lo-cating screw holes for erosion or other signs ofdamage. Inspect the inside of the housing where

25

the transfer pump group, cam ring and head androtor assembly fit for erosion, wear or cracks.2. Distributor Rotor (Fig. 3.1) – Examine theshank of the rotor for wear or erosion aroundthe discharge port area. Examine the poppetvalve seat for cracking or erosion. The drivetang area may show polishing or wear in thecorners which contact the drive shaft as illus-trated but this is considered normal.

3. Transfer Pump Regulator Piston and Ad-justing Screw (Fig. 3.2) – Light scratches onthe regulating pistons are considered normal.Examine the adjusting screw for adequatethread retention compound and for tightnessof the orifice plate in the screw. Be sure thatthe orifice is not plugged with foreign material.

4. Transfer Pump Blade Retainer and DriveKey (Fig. 3.3) – Inspect the blade slots for scor-ing, burring or excessive wear. Check to see ifoversize blades can be used. Examine the drive

key for damage and replace as necessary.

5. Transfer Pump Blades (Fig. 3.4) - Exam-ine the blades for wear on the rounded endscaused by contact with the liner or blade spring.Also inspect the blades for wear caused bycontact with blade retainer. It is recommendedthat used blades be reinstalled in the same ori-entation that they were originally installed, thatis with the same surface contacting the liner.Orientation of new blades is unimportant.

26

Fig. 3.1

Fig.3.2

Fig. 3.3

Fig. 3.4

27

6. Transfer Pump Liner (Fig. 3.5) – Inspectthe inside diameter of the transfer pump linerfor unusually heavy scoring.

7. Drive Shaft (Fig. 3.6) – Handle the driveshaft as you would a distributor rotor to preventdamage. Inspect the shoe slots for excessive

wear, nicks or chips at the edges. Replace therollpin if damaged or missing. Inspect the areawhere the drive shaft seals ride. Wear bands inthese areas are considered normal and do notwarrant shaft replacement. Inspect the transferpump drive key slot for wear.

Fig. 3.5

Fig. 3.6

SECTION 4 - REASSEMBLYStep 1 Place pump housing on the arborpress with the mounting flange facing upwards.Drop the fuel side drive shaft seal into the driveshaft bore of the housing with the seal lip facingdown. Do not lubricate seal or housing bore atthis time. The fuel side seal is to be pressed indry.

Step 2 Insert drive shaft seal and bearinginstallation tool 33421, end opposite the remov-able collar first, into the bore. Press seal untiltool bottoms on the housing.

Step 3 Place the oil side seal onto the re-movable collar of the 33421 tool. Apply a lightcoating of 30465 grease to the bore.

Fig. 4.1

Fig. 4.2

Fig. 4.3

28

Step 4 Press seal in until the tool bottomson the housing.

Step 5 Remove collar from the 33421 tool.Place drive shaft bearing onto the tool wherethe collar was removed with the bearing partnumber facing the tool shoulder. Press bearinginto housing bore until the tool bottoms on thehousing.

Step 6 Install the bearing retainer onto thedrive shaft so that the sealing ring will be facingup. Install a new o-ring seal and then the seal-ing ring into the groove on the inner bearing re-tainer. Be sure to orient raised section on theinside diameter of the ring with the notch in thebearing retainer.

29

Fig. 4.4

Fig. 4.5a

Fig. 4.5b

Fig 4.6

Step 8 Slide the transfer pump blade car-rier, counter bore facing up, down over thedrive shaft aligning it with the woodruff key.

Step 9 Place the transfer pump liner, with thearrow facing down, onto the inner bearing re-tainer. Rotate the liner to align the seven holesin it with the seven holes in the inner bearingretainer.

Step 10 Install the four transfer pump bladesinto the slots in the blade retainer. Push theblades out against the liner. Used blades shouldbe reinstalled in the same orientation as theywere removed. NOTE: 0.001” oversize (black-ened) blades are available and may be inter-mixed with standard size blades as necessary.If oversized blades fit the blade carrier slots inthe blade retainer freely, they should be used.

30

Fig. 4.7

Fig. 4.8

Fig. 4.9

Step 7 Apply a small amount of Lubriplategrease to the woodruff key: then install the woo-druff key into its cutout in the drive shaft.

Step 11 Squeeze the transfer pump bladespring and insert it between the blades and re-tainer.

Step 12 Apply a small amount of 30465Lubriplate grease to the seal groove in the trans-fer pump porting plate. Install a new o-ring andthe original sealing ring, if still serviceable, intothe groove making sure to align the tab of thering with the notch in the plate. Invert the plateand carefully slide it down the drive shaft. Besure that the sealing ring and the seal do notbecome dislodged from the groove. Rotate theporting plate until its 7 holes are aligned withthe 7 holes in the liner.

Step 13 Install the 7 transfer pump assemblyscrews finger tight. DO NOT tighten screws atthis time.

Step 14 Place the clamping ring of the 30855compression tool around the transfer pump as-sembly and install the 30855 pliers. Squeezethe pliers to compress the ring which aligns thetransfer pump components. Tighten the 7 screwsin the sequence shown to 10 – 14 lbf-inches(1.1-1.5 N-m) using a T-10 bit. Repeat the tight-ening sequence a second time.

Step 15 Using tool 30848 and a soft facedhammer, install the roll pin with the opening inthe pin in line with the drive shaft but facing awayfrom the transfer pump components.

Fig. 4.11

Fig. 4.12

31

Fig. 4.14

1

2

3

4

5

6

7

Step 16 Install the thrust washer with the cut-out over the roll pin.

Step 17 Orient the transfer pump assemblygroup retaining ring with the sharp edge facingupwards. Using retaining ring pliers 20044, ex-pand the retaining ring and carefully slide it downthe shaft into its groove. NOTE: Exercise ex-treme care not to allow contact possiblyscratching the drive shaft in the area where theseals ride.

Step 18 Using the protection tube, 36272 onthe end of the drive shaft slide the drive shaft/transfer pump assembly into the housing andalign the transfer pump porting plate screw holewith the hole in the housing.

Fig. 4.15

Fig. 4.16

Fig. 4.17

Fig. 4.18

32

Step 19 Remove the protection tube from theshaft and install the transfer pump porting platelocking screw on the underside of the pump fin-ger tight .

Step 20 Assemble new seals onto the trans-fer pump insert and lubricate with Lubriplategrease. Push insert into bore by hand thenpress the insert firmly in place using an 11/32”nut driver. A “popping” sound will be heard whenthe insert properly seats.

33

Step 21 Assemble 2 new seals to the trans-fer pump porting plate screw using protectiontool 31215 for the upper seal. Lubricate bothseals using 30465 lubricant.

Fig. 4.19

Fig. 4.20a

Fig. 4.20b

Fig. 4.21

Step 22 Install the transfer pump porting platescrew and tighten to 140–160 lbf-inches (16.0-18 N-m) using a 3/16” hex bit.

Step 23 Using a 1/2” socket, tighten the port-ing plate locking screw on the underside of thepump to 220-240 lbf-inches (25-27N-m).

Step 24 Remove the dial indicator from the31204 poppet valve gap setting fixture andclamp fixture in vise. Mount hydraulic head inthe fixture using the two provided bolts – one inthe head locating screw and the other in thehead locking screw hole. Reorient head and fix-ture in the vise so that the fuel line connectorsare facing upwards.

34

Fig. 4.22

Fig. 4.23

Step 26 Holding the rotor at the end, not bythe finely finished center section, rinse the rotorin clean calibrating fluid. Lower the rotor, plungerend first, into the hydraulic head assembly.NOTE: Do not attempt to insert the rotor intothe head, poppet valve end first. Then, whilesupporting the rotor from beneath with one fin-

Fig. 4.24

Fig. 4.25

Step 25 Insert the two rotor retainer locatingpins into the head assembly.

35

ger, insert the two rotor retainers with the cham-fered side down into the groove adjacent to thepoppet valve seat area of the rotor.

Step 27 Finally, lower the rotor with the retain-ers installed into the head, engaging the rotorretainers to the 2 locating pins.

Step 28 Locate the poppet valve shims thatwere removed during disassembly or newshims totaling the identical thickness of those

removed. See the Part Inspection Section andthe individual specification for replacement shimthickness, part numbers and configuration. In-stall the shims into the poppet valve bore en-suring that they are properly seated at the bot-tom of the bore.

Step 29 Install the poppet valve spring.

Fig. 4.26

Fig. 4.27

Fig. 4.28

Fig. 4.29

Step 30 Install poppet valve, notched enddown, into its bore in the rotor, making sure toengage the notch in the valve with the cross pinin the bore. If necessary refer to the Parts In-spection Section and the individual specifica-tion for information on poppet valve replace-ment.

Step 31 Install the adjustable spacer retainer,notches down, onto the head assembly with theholes engaging the rotor locating pins.

36

Fig. 4.30

Fig. 4.31

Step 32 Install a new adjustable spacer (crushwasher) into the counterbore of the adjustablespacer retainer. Radial location of the openingin the spacer is unimportant.

Step 33 Assemble two new seals to the fuelcontrol solenoid body and insert the armaturepin assembly into the solenoid body. NOTE:alignment of the notches in the pin assembly tothe terminal stud holes in the solenoid body.

Fig. 4.32

Fig. 4.33

Step 34 Install an outer bushing, new seal,and an inner bushing onto each terminal stud.Lubricate the seals with Lubriplate grease andassemble the two terminal stud assemblies tothe armature cover.

Step 35 Lubricate the seals on the solenoidbody with Lubriplate grease and assemble thearmature cover to the solenoid body. Tightenthe terminal studs to 24-28 lbf-inches (2.5-3 N-m).

Fig. 4.34

Fig. 4.35a

Fig. 4.35b

Fig. 4.36a

37

Step 36 Orient the armature cover retainerwith the flat side against the end of the solenoidand with the holes aligned. Install new copperwashers to the armature cover retainer screwsand assemble the screws through the solenoidto engage the cover retainer. Using a T10 bit,tighten the screws to 15-18 lbf-inches (1.7-2 N-m). Check for freedom of movement of the ar-mature pin assembly in the solenoid by shak-ing the assembly and observing armature pinmovement.

Step 37 Thread the fuel control solenoid as-sembly into the hydraulic head hand tight.

Step 38 Reposition the poppet valve settingfixture in the vise horizontally. Locate the twoaccumulator springs noting the difference in wirediameter of the springs. Install one accumula-tor piston, open end out, the spill accumulatorspring (larger wire diameter) and stop into thebore adjacent to the vent wire bore. Install charg-ing accumulator piston, spring (smaller wire di-ameter) and stop into the accumulator bore.

Step 39 Install accumulator retaining screwplugs to bores and tighten to 90-110 lbf-inches(10-12 N-m) using a 3/16” hex bit.

Step 40 Install dial indicator to the 31204 fix-ture and slide indicator in the bracket until itcontacts the rotor and deflects the dial approxi-mately 0.010”.Tighten indicator mounting screw.Rotate dial indicator face to “zero” indicator andtighten the face clamping screw.

Fig. 4.36b

Fig. 4.37

Fig. 4.38

Fig. 4.39

38

Step 41 Using the 30853 armature coverspanner wrench slowly begin rotating the sole-noid assembly clockwise as viewed from thefuel line connector end of the hydraulic head totighten the solenoid down against the adjust-able spacer (crush washer).

39

Fig. 4.40

Step 42 While tightening the solenoid, re-peatedly deflect the rotor in and out of thehydraulic head using the lever on the fixtureand observe the dial indicator reading. Con-tinue to tighten the solenoid to reduce the dialindicator reading until the specified poppetvalve lift is attained. (Refer to the individualspecification) NOTE: Never back out the so-lenoid to attain the correct lift. If the solenoidis rotated too far and a poppet valve lift belowspecification results, the solenoid will have tobe removed and a new adjustable spacer in-stalled and the setting procedure repeated.

Step 43 Install the fuel control solenoid lock-ing plate and retaining screw to the hydraulichead. Tighten screw to 15-18 lbf-inches (1.7-2N-m) using a T-10 bit.

Step 44 Install the two pumping plungers intothe plunger bores in the rotor.

Fig. 4.41

Fig. 4.42

Fig. 4.43

Step 45 Tilt vise so that the drive shaft ispointing straight down. Install the cam ring, ar-row side up, into the housing and position withthe cam locating screw hole facing the top ofthe pump. Install the cam locating screw into thehole in the housing and tighten to 880-920 lbf-inches (99-104 N-m)

40

Fig. 4.44

Fig. 4.45a

Fig. 4.45b

Fig. 4.46

Step 46 Assemble the rollers to the camshoes and install them into the slots in the driveshaft. Make sure that the cam rollers/shoes re-main in contact with the cam ring.

41

Step 47 Carefully align the dot on the rotordrive tang with the alignment dot on the driveshaft and install the head and rotor assemblyinto the housing lining up the head locking andlocating screw holes.

Step 48 Place tool 30854 over the fuel con-trol solenoid. Push on the tool and if necessary,rotate the drive shaft slightly to engage the ro-tor tang with drive shaft slot. NOTE: A firm pushon the head and rotor assembly will be requiredto seat the head and rotor assembly in the hous-ing.

Step 49 Using protection tube 31215, as-semble two new seals to the head locatingscrew and lubricate with Lubriplate grease. Ifnecessary rotate head in housing slightly to alignholes and install head locating screw fingertight.

Fig. 4.47

Fig. 4.48

Fig. 4.49

Step 50 Assemble two new seals to bothhead locking screws and lubricate withLubriplate grease. Install the screw which incor-porates the transfer tap and has a 3/4” hex headto the transfer pump regulator side of the pumpfinger tight. Install the remaining head lockingscrew to the opposite side of the pump fingertight.

Step 51 Tighten the head locating screw onthe bottom of the pump to 180-220 lbf-inches(20-25 N-m) using a 3/16” hex bit.

42

Fig. 4.51

Fig. 4.50

Step 52 Tighten the head locking screw onthe regulator side to 180-220 lbf-inches (20-25N-m) using a 3/4” socket.

Step 53 Tighten the remaining head lockingscrew using a 3/16” hex bit to 180-220 lbf-inches(20-25 N-m).

Fig. 4.52

Fig. 4.53

Step 54 Install the vent wire assembly into thehydraulic head. Tighten to 25-30 lbf-inches (3-3.5 N-m) using a 1/8” hex bit. Five different ventwire assemblies are available to control thevolume of return oil flow from the pump. Referto the individual specification for part numbers.During reassembly it is recommended to rein-stall the same vent wire that was removed dur-ing disassembly and then during calibration adifferent number wire can be installed as nec-essary to achieve the specified return fuel flow.Vent wire assemblies are marked with numbers0 – 5 on the ends to identify them. The higherthe number the less fuel flow through the ventwire assembly.

Step 55 Assemble a new sealing washer tothe vent wire assembly access screw. Install thescrew into the housing and tighten to 60-70 lbf-inches (7-8 N-m) using a T40IPR bit.

Step 56 Install a new seal on the transferpump tap screw and install the plug into the headlocking screw hand tight. The screw will be tight-ened to 110-130 lbf-inches (12.5-15 N-m) us-ing a T40 bit during calibration.

Step 57 Install the snubber plates and springsinto all the fuel line connectors.

Step 58 Dip the snubber valve retainingscrews in clean calibrating fluid and install onein each fuel line connector. Tighten each screwto 40-60 lbf-inches (4.5-6.8 N-m) using a 1/8”hex bit.

Step 59 Insert the transfer pump regulator pis-ton, spring and adjusting plug into the transferpump regulator assembly. Thread the adjustingplug until the top of the plug is just below the fuelflow passages. NOTE: It may be necessary tohold the regulator assembly in a vise by itshex head in order to install the screw due tothe thread locking compound on the plug.

43

Fig. 4.54

Fig. 4.55

Fig. 4.58

Fig. 4.59

Step 60 Assemble two new seals to the trans-fer pump pressure regulator and lubricate withLubriplate grease. Install the regulator to thehousing and tighten to 215-265 lbf-inches (24-30 N-m) using a 3/4” thin wall socket.

Step 61 Assemble a new seal to the transferpump regulator plug and lubricate with Lubriplategrease. Install into the regulator assembly andtighten to 180-220 lbf-inches (20-25 N-m) us-ing a 5/8” socket.

Step 62 Place the transfer pump insert springand then the inlet filter into the hole on top of thehousing.

Step 63 Assemble a new seal to the inlet fit-ting and lubricate with Lubriplate grease. Threadthe inlet fitting into the housing and tighten to215-235 lbf-inches (24-26 N-m) using 1” deepsocket.

44

Fig. 4.60

Fig. 4.61

Fig. 4.62

Fig. 4.63

45

Fig. 4.64

Fig. 4.65

Fig. 4.66

Fig. 4.67

Step 64 Assemble a new seal to the returnline connector/housing pressure regulator andinstall into the housing. With a 9/16” deep sockettighten to 120-160 lbf-inches (13-18 N-m).

Step 65 Install a new seal onto the timing pinplug and install in to the housing. Using a 1/4”hex bit tighten to 75-100 lbf-inches (8-11 N-m).

Step 66 Install a new seal to the temperaturesensor and install into the housing. Tighten to120-160 lbf-inches (13-18 N-m).

Step 67 Install new seals, to each terminalcap and using a 1/4” nut driver tighten both ter-minal caps to 12 to 18lbf-inches (1.5-2 N-m).

SECTION 5 - TEST BENCHREQUIREMENTS AND PROCEDURES

A. Special Test Equipment RequirementsTo test the DE pump, the following special testbench accessories are needed in addition to atest bench meeting both ISO 4008 standardsas well as Stanadyne‘s requirements as outlinedin the Service Policies and Procedure Manual.DE pumps are tested with 0.5 mm orifice plate36951 Low Dead Volume Calibrating Injectors,having a factory set opening pressure of 250bar/3500 p.s.i.

PartNumber Description33497 Transfer Pump Pressure Tap36260 Drive Adapter Kit36263 Hall Sensor Kit36269 Electronic Control Package36274 Inlet and Return Fitting Kit36275 Timing Pin36464 Housing Pressure Tap70340 High Pressure Pipes

The 36263 Hall Effect Sensor Kit contains abracket assembly and a 36262 Hall EffectSensor. Only the Hall Effect Sensor is avail-able seperately for service replacement. (Fig-ure 5.7)

The 36260 Drive Adapter Kit contains a driveadapter, a 36258 Four Tooth Wheel and a36257 Six Tooth Wheel. Both tooth wheels areavailable seperately for service replacement.

The 36269 Electronic Control Package con-tains the following components:

Breakout Cable 36264DAC Cable 36265DE Pump Control ModuleLaptop ComputorUSB, External Floppy Drive

Only the Breakout and DAC cables are avail-able seperately for service replacement.

Reference Instruction Manual 99851 for addi-

tional details on the 36269 Electronic ControlPackage contents and use.

B. Test Bench Mounting InstructionsPump mounting plates are provided by the vari-ous test bench manufacturers, not byStanadyne. DE pumps use a triangular mount-ing flange with a 98mm bolt circle and a 50mmpilot diameter (same as most DB4 pumps).The drive adapter is the same as used for test-ing DB2 pumps for the General Motors 6.2/6.5L apllications.

Step1. Clamp the test bench 19965 pump hold-ing fixture in a suitable vise and mount the DEpump to the fixture.

Step 2. Remove the timing access hole plugfrom the top of the pump. Insert the 36275Timing Pin into the bore and slowly rotate thedrive shaft until the pin engages with the slot inthe drive shaft. Ref. Figure 5.1.

Fig. 5.1

Fig. 5.2

46

Step 3. Place the appropriate toothed wheelon the Drive Adaptor. Note that these wheelsare marked “pump side” and “bench side”. The“pump side” marking must be placed againstthe drive adapter. (towards the pump whenthe adapter is installed on the pump). Installthe four 8mm socket head cap screws andwashers finger tight. Ref. Figures 5.2 and 5.3.

Step 4. Install the drive adaptor assembly ontothe pump drive shaft. Install the washer and 24mm nut onto the drive shaft finger tight Ref.Figure 5.4.

Step 5. Mount the test bench mounting plateand pump to the test bench pedestal per themanufacturers recommendedprocedure.Tighten the drive shaft retaining nutto 140-150 ft-lbs. (190-200 N•m) with the tim-ing pin installed (prevents the drive shaft fromrotating while tightening). Ref. Figure 5.5.

Step 6. Using a suitable 6.2/6.5L test benchdrive adaptor, align the pin and holes with theDE pump drive adaptor. Install the mountingbolts and tighten to the test bench manufac-turers recommended torque value.

Step 7. Loosen the two upper flange bolts.Remove the right side bolt (viewed from thefuel control solenoid end), but leave the leftside bolt with a few threads of engagement.NOTE: Due to the housing configuration, itmay be necessary to use a slightly shortermounting bolt in the left side flange hole.

Step 8. Assemble the 36263 Hall EffectBracket Assembly. Orientate the hall effectsensor over the toothed wheel. With theright side bracket mounting hole aligned withright side pump flange mounting hole, inserta pump mounting bolt and tighten fingertight. Ref. Figure 5.6.

47

Fig. 5.3

Fig. 5.4

Fig. 5.5

Step 9. Rotate the Hall Effect Sensor Bracketto engage the left side mounting bolt. Tightenboth flange mounting bolts according to the testbench manufacturers procedures.

Step 10. Using the spring loaded timing spikeon the Hall effect sensor bracket, accuratelylocate the correct rotational position of thetoothed wheel. Tighten the four 8 mm socketscrews to 20-30 lbf-in (2-3 N•m). Ref. Figure5.7.

Step 11. Remove the timing pin and install the36464 Housing Pressure tap. Connect the hous-

ing pressure gage supply line to the 36464Housing Pressure Tap.

Step 12. Loosen the two positioning screwson the top of the sensor bracket. Adjust theHall effect sensor, placing the center of thesensor in line over the center of the toothedwheel. Tighten the positioning screws to 20-30lbf-in (2-3 N•m).

Step 13. Loosen the Hall effect sensor locknutand adjust the sensor to achieve an air gap of.100 inch (± .020 inch) {2.5 mm (±.40 mm)}between the sensor and one of the teeth onthe toothed wheel. Hold the Hall effect sensorwhile tightening the locknut to 20-30 lbf-in (2-3N•m). Ref. Figure 5.8.

Step 14. Remove the plug in the head lockingscrew and install the 33497 Transfer PumpPressure Tap. Connect the transfer pump pres-sure gage line with a shut-off valve to the Trans-fer Pump Pressure Tap.

Step 15. Install the 36274 Inlet and Return Fit-ting Assembly on the pump. Tighten the tube

48

Fig. 5.7

Fig. 5.8

Fig. 5.6

2.5mm (± .4 mm)

.100 in. (±.020 in.)

Hall EffectSensor

Tooth Wheel

C. Special Test Bench Removal InstructionsDisassemble the drive and mounting hardware in thereverse order that was described in Test Bench Mount-ing Instructions. Use the 36275 Timing Pin to preventthe pump drive from rotating when loosening the driveretaining nut.After removing the 24mm drive shaft retaining nut, usethe 30856 puller to remove the drive adapter from thedrive shaft.

49

Fig. 5.8

(large tube) and the return oil line to the return oilfitting (smaller tube).

Step 16. Connect the wire harness for the 36269 DECalibration Package.

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-25

N•m

)

TP

Pre

ssu

re T

ap

Scr

ew

110

-13

0 lb

f.-i

n.

(12.

4 -

14.7

N•m

)

Hea

d L

oca

tin

g S

crew

18

0 -

220

lbf.

-in

.(2

0 -

25 N

•m)

Ven

t S

crew

Ass

emb

ly A

cces

s S

crew

60

-70

lbf.

-in

. (6

.8 -

7.9

N•m

)V

ent

Scr

ew A

ssem

bly

25

-30

lbf.

-in

.(3

-3.

5 N

•m)

Hea

d L

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ing

Scr

ew

180

-22

0 lb

f.-i

n.

(20

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N•m

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No

te:

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ng

Scr

ew F

irst

, th

en H

ead

Lo

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g S

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s

Inle

t C

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nec

tor

215-

235

lbf.

-in

. (2

4-26

N•m

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usi

ng

Pre

ssu

re

Reg

ula

tor

120

-16

0 lb

f.-i

n.

(13

-18

N•m

)

Cam

Pin

Scr

ew

880

-92

0 lb

f.-i

n.

(99

-10

4 N

•m)

Tem

per

atu

re S

enso

r12

0 -

160

lbf.

-in

.(1

3 -

18 N

•m)

Acc

um

ula

tor

Ret

ain

ing

Scr

ews

(2)

90 -

110

lbf.

-in

. (1

0.2

-12

.4 N

•m)

Ter

min

al S

tud

s (2

) 24

-28

lbf.

-in

.(2

.5 -

3 N

•m)

Tra

nsf

er P

um

p

Cla

mp

ing

Scr

ews

(7)

10-1

4 lb

f.-i

n.

(1-1

.5 N

•m)

Tra

nsf

er P

um

p

Lo

ckin

g S

crew

22

0 -

240

lbf.

-in

. (2

5 -

27 N

•m)

No

t S

ervi

ceab

le

Ter

min

al C

aps

(2)

12

-18

lbf-

inch

es(1

.5 -

2.0

N•m

)

WORLD HEADQUARTERSStanadyne Corporation92 Deerfield RoadWindsor, CT 06095 U.S.A. Tel: (860) 525-0821Fax: (860) 683-4581

99820 Printed in U.S.A. 1/08

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Stanadyne Corporation26-30 Avenue des Freres Lumiere78190 TrappesFranceTel: 33.1.34.82.24.24Fax: 33.1.34.82.24.20

Stanadyne Corporation92 Deerfield Road, Windsor, CT 06095, U.S.A.

Tel: (860) 525-0821; Fax: (860) 683-4581; www.stanadyne.com