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CATEGORY LISTINGS > DETROIT > N3 INJECTOR TIMING AND ADJUSTING VALVES

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Thread Title: N3 INJECTOR TIMING AND ADJUSTING VALVES
Created On Tuesday June 07, 2011 11:15

N3 INJECTOR TIMING AND ADJUSTING VALVES

junior

Posts: 64
Joined: Dec 2010

Tuesday June 07, 2011 11:15

hello everyone i need a professionals help here.... i have a 14l 60 series with one vpod and a hydraulic egr valve. the engine had an inframe done by me and my brothers, after inframe was done i have no power. i have sent it to freightliner , stewart stevenson, etc... lots of money down the drain now and no results... one last individual did find air in fuel lines.. thinks it might be injector oil seals etc... he ran rack for me since i wasnt sure if i did it correctly and still dont understand it very well... kinda hope gonefishing will help me out from timing then air in fuel lines and i am typing as i drive so please be patient with me as i can have missed typed etc... the part i dont understand is the injector needs to be all the way down or all the way up in injector height travel?? i need to start here so i can understand timing

Posts: 64
Joined: Dec 2010

Tuesday June 07, 2011 14:07

Posts: 829
Joined: Dec 2008

Tuesday June 07, 2011 17:21

Top of the stroke/All the way up.

-------------------------
One of the last 2 Stroke mechanics left.
44 years in the business and worked on everything from 53 series to 149 series. Winding it down now...time to move on.

Posts: 64
Joined: Dec 2010

Wednesday June 08, 2011 12:13

Bar the engine in the direction of rotation and observe a cylinder where the injector rocker arm
is just beginning to depress the injector plunger, both the intake and exhaust valves should
be closed. ??/?

what does this mean kinda confused here on how to understand it ? Bar the engine in the direction of rotation and observe a cylinder where the injector rocker arm is just beginning to depress the injector plunger, both the intake and exhaust valves should be closed.

thanks for your reply and sorry for late response

Posts: 64
Joined: Dec 2010

Wednesday June 08, 2011 16:06

so am i suppose to bar engine over till cam lope lift pushes injector rocker arm all the way up travel at cam lope making injector rocker arm plunger push injector all the way down travel ?

Posts: 64
Joined: Dec 2010

Wednesday June 08, 2011 16:28

i think i answered my own question it took me a while reading it over several times... so i think i got it now the injector cam lope lift needs to be at maximuim lift to be able to adjust injector timing ... ok so when injector cam lope lift is at max lift on cyl #6 i adjust injector timing on cyl#6 and valves on cyl#2 and go to the next cylinder on chart right ... ?/?????

Posts: 727
Joined: Aug 2007

Wednesday June 08, 2011 17:25

NO you must use the overlap method Here is the procedure
http://www.ddcsn.com/cps/rde/xbcr/ddcsn/24-60-03.pdf
You need to fully understand the procedure If you dont understand ask and I will try and clarify what they are telling you to do.

Posts: 727
Joined: Aug 2007

Wednesday June 08, 2011 17:38

<< i think i answered my own question it took me a while reading it over several times... so i think i got it now the injector cam lope lift needs to be at maximuim lift to be able to adjust injector timing ... ok so when injector cam lope lift is at max lift on cyl #6 i adjust injector timing on cyl#6 and valves on cyl#2 and go to the next cylinder on chart right ... ?/????? >>

Yes to the above question.
when you start to bar the engine over whatever cylinder you see the injector moving up and the valves on that cylinder in overlap is where you start. You make the adjustments as to what the chart said after you adjust that cylinder say it was #6 injector and valves on #2 you would then rotate crankshaft and the next injector you would adjust would be #2 and valves on number 4 after you set these you will rotate engine and thge next in the sequence will be #4 and valves on #1 and so forth as per the chart.
You will never set the injector and the valves on the same cylinder at the same time You will adjust thye injector on the cylinder and the valves on another cylinder until everything is adjusted.You will need a inch lb torque wrench and a dial indicator.

Posts: 64
Joined: Dec 2010

Thursday June 09, 2011 04:06

thank you stump, for your help.. you got me confused again.... ok when you adjust the n3 injectors on an egr engine , what do you look for when baring engine in direction of rotation. lets say i want to start with the cyl # 1 so i bar engine over and i keep my eye on the injector cam lope so i would be looking directly at the cam lope that pushes the injector rocker arm up at max lift.. then as soon as i see that the injector cam lope no longer pushes the injector rocker arm up this tells me that the injector lobe travel on Cylinder No # 1 is all the up meaning the cam is at max lift to push the injector at its maximum travel going down in the spraying position? hope this makes sense and i asume this is where the exhaust valves are closing and intake are just about to open in the overlap method etc... and then i am ready to adjust injector #1 and valves on #5 etc... hope this is the way its done because this is the way i understand it ...

or

do i keep an eye on the injector coming up on cylinder #1 and as soon as i see it coming up i keep an eye on the exhaust valves closing and as soon as intake valves are just about to open i stop and adjust injector on cyl# 1 and valves on #5 thats the way i understand your method of telling me but i understand diffrent reading the procedure etc..

i understand the overlap in valves but i dont understand if the injector is suppose to be in the all the way up travel position when it needs to be adjusted or when its in the all the way down travel position in the spraying position down when it needs to be adjusted if im not mistaken it should be all the way down in the spraying position when it needs to be adjusted so the correct amount of fuel is sprayed etc... ???

Posts: 64
Joined: Dec 2010

Thursday June 09, 2011 08:05

stump could you clarify this a bit more for me thanks

Posts: 64
Joined: Dec 2010

Thursday June 09, 2011 08:19

i have another question why do people say not to do this ?

WARNINGS
to turn the engine You need to use 1 7/16 inch wrenge in the bolt of the accesories pulley BUT BE SURE YOU DON'T HAVE THE BATTERIES CONNECTED TO ECM.

Posts: 727
Joined: Aug 2007

Thursday June 09, 2011 11:05

<< stump could you clarify this a bit more for me thanks >>

I have not personally done a n3 I have an older n2 in my engiine But what you are doing is measuring the injector lobe lift.This is showing you the injector is fully depressed The injector itself will be depressed,You are then bottoming out the injector with the adjustment screw and then backing it off 3/4 of a turn.Then tightning locknut.then you will adjust the valves on another cylinder that is shown in the chart .You will then rotate engind and the next injector down on the list will be the one you will see start to move as you rotate engine when dial indicator shows maximum roller lift injector plunger will be fully depressed adjust this injector and the valves on the cylinder shown on the chart.

Posts: 64
Joined: Dec 2010

Thursday June 09, 2011 13:58

thank you stump looks like i have an understanding of how it works. what would cause air bubbles in diesel fuel line ?

Posts: 727
Joined: Aug 2007

Saturday June 11, 2011 12:20

injector seals or a loose injector

Posts: 149
Joined: Jan 2009

Saturday June 11, 2011 19:09

<< i have another question why do people say not to do this ?

WARNINGS
to turn the engine You need to use 1 7/16 inch wrenge in the bolt of the accesories pulley BUT BE SURE YOU DON'T HAVE THE BATTERIES CONNECTED TO ECM. >>

On this engine here the injector wire harness with battery connected and ign off will be hot with current.If you ground one of the wires when remoing a injector there have times were the ecm ws burnt up. I have forgot to disconnect the battery and saw sparks when toughing a wrench to the wire. But have not seen a ecm burn yet.This ecm needs to be disconnected when welding on the truck with a tig or mig.

Posts: 54
Joined: Feb 2011

Saturday June 11, 2011 21:05

can this procedure be used on a dd3 or not would like to no, thanks

Posts: 1325
Joined: Jan 2007

Monday June 20, 2011 16:41

N3 injector setting and tuneup is not done like the DDEC 2,3,or 4 engines. Completly different but the same. Air in the fuel CAN be caused from leaking injector tips, also like mentioned leaking seals or even a suction hose between the fuel tank and the fuel pump. Keep in mind the DDEC 5 engine uses a low pressure high flow fuel pump and not the 75 psi fuel pressure like the older engines. MAx fuel pressure on the N3 fuel system will be around 32 psi max . There is a quick check done if the injectors are OUT on the bench. Overlap tuneup is not done on this engine like the other engines.

-------------------------
DDA tech for 30 years,all 2 cycle,series 60,50 mbe also.
1995 F250, 191k mi.
Lost Wages, Nv

Posts: 64
Joined: Dec 2010

Tuesday June 21, 2011 13:41

Posts: 64
Joined: Dec 2010

Tuesday June 21, 2011 13:53

thanks for response.. i removed injectors seals are good, my next step reinstall them back, with updated fuel pump and check valve update

http://www.ddcsn.com/cps/rde/xbcr/ddcsn/18SP607Rev4.pdf and maybe suction lines they are the air hose type fuel lines, but i would like to check injector tps for leaking while i have them out if you could help me out on how to check them id greatly appreciate it im tired of throwing new parts at it ....thanks

Posts: 829
Joined: Dec 2008

Tuesday June 21, 2011 14:18

Without proper equiptment......you would need to take the injectors to an injector shop to be properly tested.

-------------------------
One of the last 2 Stroke mechanics left.
44 years in the business and worked on everything from 53 series to 149 series. Winding it down now...time to move on.

Posts: 64
Joined: Dec 2010

Tuesday June 21, 2011 14:39

i tried but no one seems to have such bench pop tester adaptor for the n3 injectors , but there is another simple test i heared about with air i just dont want to mess it up

Posts: 1
Joined: Mar 2012

Saturday March 03, 2012 01:35

Sorry to bring up such an old thread, but I am in a jam.

I have a 2008 14L S60 with egr and dpf.

I am having trouble with adjusting the N3 injector.

In the instructions, it says to bottom out the injector at 40 in. lbs. My question is, should I keep torquing it down until it bottoms out, ( stops moving) or

Should I just stop at the 40 in. lbs.

Also, are these procedures correct for 2008 models?

http://www.ddcsn.com/cps/rde/xbcr/ddcsn/24-60-03.pdf

Any help would be great. Lots of money dumped at Frieghtliner and still, I HAVE NO POWER!

Posts: 829
Joined: Dec 2008

Saturday March 03, 2012 07:01

It should be bottomed out at 40 inch pounds....give or take a little bit. If you go too fast you will get an inaccurate reading. Go slow and when it bottomes out, back it off about 3/4 turn, go back down to 40 inch pounds, back it off again, back down slowly to 40 inch pounds and back off 3/4 turn and tighten the lock nut. Mark the one you have done with tire crayon or soap stone and go to the next one.

-------------------------
One of the last 2 Stroke mechanics left.
44 years in the business and worked on everything from 53 series to 149 series. Winding it down now...time to move on.

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