Use the No. 1 intake valve to make sure the engine is at top dead center (TDC) on the compression stroke for
cylinder No. 1. Refer to page 7-141.
Fabricate a timing mark pointer for the front of the engine.
This can be done by forming a piece of wire that can be tightened under one of the gear cover capscrews. Sharpen
the wire at the vibration damper end so that it comes to a point for better accuracy.
Attach a degree wheel or degree tape to the front of the vibration damper.
Line the “TD C ” mark up with the pointer.
The degree wheel/tape should measure to an accuracy of at least one degree.
Install the fuel injection pump per the procedures for a new fuel injection pump installation. If the fuel injection
pump is already installed, continue the procedures.
Remove the No. 1 high pressure fuel line from the fuel injection pump.
NOTE: Lines 2 through 6 must not be removed or loosened.
A short length of high pressure line that is compatible with the fuel lines used on the engine should be bent in a “ U ”
shape and installed onto the delivery valve holder of the fuel injection pump. The line is used to observe when the
fuel is or is not flowing through the delivery valve holder assembly. Place a container under the tube to catch the
fuel or drain the fuel back into the spill port pump.
Remove the supply line from the fuel filter head to the fuel injection pump.
Attach the high pressure outlet hose from the spill port to the fuel injection pump supply port.
Rotate the crankshaft counterclockwise, as viewed from the front of the engine, to approximately 40 degrees before TDC.
Governor Lever Positioning
Caution: The governor lever must be positioned before pressurizing the fuel injection pump.
The RQV governor throttle lever must be in the low idle lever position.
The RQV-K governor throttle lever must be in the high idle throttle position.
Both the RQV and RQV-K governor require the shut down lever to be in the full run position.
The RVS governor throttle lever must be in the low idle position and the shutdown lever needs to be wired or
locked in a suitable fashion to hold the shutdown lever in the 1/2 travel position.
Turn on the spill timing cart pump.
Check the fuel pressure.
The pressure must be between 300 psi and 370 psi.
The fuel should be flowing out of the tube attached to the No. 1 cylinder of the fuel injection pump. If the fuel is not
flowing, recheck the procedures carefully.
Slowly rotate the crankshaft in the clockwise direction, as viewed from the front of the engine, until the fuel flow from
the No. 1 cylinder begins.
The No. 1 plunger element is now approaching “ port closure”. Continue to rotate the crankshaft slowly until the
flow is reduced to a fast drip (more than one drip per second.) At the point where the steady stream of flow
changes from a solid flow to a fast drip, stop. This is the static timing position of the fuel injection pump.
If the flow does not slow down to a drip, check the governor position. Also make sure that the engine is before
TDC on the compression stroke.
Turn off the spill port pump.
Check the degree wheel on the vibration damper to see what engine degree the timing pointer is indicating. This
is spill port static timing. Compare this number to the timing specification for your particular application.
If the fuel injection pump static timing, as measured by the above method, does not agree with the specifications
you have been given, remove the large nut that fastens the fuel injection pump camshaft to the fuel pump drive
gear. If the crankshaft has rotated, turn on the spill port pump and rotate the crankshaft to find port closure.
Turn off the spill port pump.
Use a gear puller tool, pull the fuel injection pump drive gear from the fuel injection pump camshaft taper.
Slowly rotate the crankshaft counterclockwise about 40 degrees past the desired static timing specification. Slowly
rotate the crankshaft in the clockwise direction until the timing pointer is indicating the desired static timing.
Tighten the fuel injection pump drive nut.
Make sure the static timing has not changed after the fuel injection drive nut is torqued to the required specification.
Repeat this procedure as needed until the timing is found to be in agreement with the specification.
The fuel injection pump lock timing pin should fit over the injecting pump pointer when the engine is at TDC or on
the compression stroke for the No. 1 cylinder. If it does not, the fuel injection pump should be adjusted by an
authorized fuel injection pump shop or the fuel injection pump was installed incorrectly.
