Design

The fuel system consists of fuel tank with fuel pick-up unit, fuel lines, feed
pump, fuel filter, injection pump with fuel valve and overflow valve as
well as injectors and return lines.
The feed pump sucks fuel through the tank filter and then forces it through
the fuel filters on to the injection pump.
The injection pump distributes the fuel via the delivery pipes and injectors
to the engine cylinders at the correct moment and in a quantity which
corresponds to the power output of the engine.
Excess fuel, which is returned from the overflow valve, and leak-off fuel
from the injectors is returned to the tank via the leak-off fuel and return
lines.
Fuel tanks and lines

Scania trucks are supplied with one or two

fuel tanks. The fuel line to the engine is
connected to the right-hand tank. Trucks
with two tanks therefore have a plastic
connection pipe between the two tanks.

There is a fuel pick-up unit in the fuel tank

with suction and return lines to the
1 Suction pipe for fuel to injection pump
injection pump and auxiliary heater. There 2 Suction pipe for fuel to auxiliary heater
is also a float and sensor to the fuel level 3 Return pipe for fuel from injection pump
gauge. The return pipe from the injection 4 Return pipe for fuel from auxiliary heater
5 Switch for fuel level sensor
pump is angled towards the strainer at the
6 Fuel level sensor ,
bottom of the fuel pick-up unit so that the 7 Strainer
warm return fuel can help to prevent 8 Float
waxing in cold weather. 9 Float arm
Fuel tanks and lines

The float actuates the slip ring connector

via the float arm and causes it to move on
the coil and,via increased or decreased
resistance, enables the fuel level gauge to
show what quantity of fuel remains in the
tank.

A plastic fuel. line runs from the suction

pipe and follows the frame side member
from the towards the engine.

N.B. The plastic pipe must be protected

against intense heat when e.g. welding.
The fuel valve is a solenoid valve, which opens and closes
the fuel supply to the engine. The route of the fuel through
the valve depends on whether it is open or closed. The fuel
valve is open when the power is switched on. This is why
power should always be on when bleeding the fuel system.
When power is switched off, the valve closes. The feed
pump then draws fuel from the injection pump instead of
supplying it. The engine stops due to vacuum.
Open fuel valve
 
The feed pump draws fuel
from the tank through the fuel
valve. It then pushes the fuel
through the filter and the fuel
valve on to the injection pump.
 
Excess fuel from the injection
pump flows back to the tank
via the fuel valve and overflow
valve (overflow valve opening
pressure 0.5 – 1.5 bar). Fuel
leak-off from the injectors is
returned via a connection on
the overflow valve.
Closed fuel valve
The feed pump draws fuel from the injection pump through the fuel
valve. It then forces the fuel through the filter and fuel valve, on to
the tank.
 Feed Pumps

The function of the feed pump is to suck fuel from the tank and to push it on
through the system to the injection pump.
The feed pump is a mechanical piston-type pump, attached to the injection
pump. It is powered from the injection pump camshaft which has two lobes
to drive the feed pump.
Therefore, the single action feed pump pumps fuel twice for each camshaft
revolution and the dual action feed pump four times.
There is a hand pump on the feed pump for priming after service work.
The capacity of the feed pump is sized so that fuel quantity considerably
exceeds engine requirements.
1 - Pump housing 10 - Piston
2 - Suction valve 11 - Piston spring
3 - Delivery valve 12 - Gasket
4 - Hand pump 13 - Plug
5 - Gasket 14 - Tappet
6 - Valve spring 15 - Tappet roller
7 - Plug 16 - Tappet shaft
8 - O-ring 17 - Guide
9 - Pushrod 18 - Spring ring

Single action feed pump

The single action feed pump consists of two chambers,
separated by a piston. The piston 10 is actuated partly by
the tappet 14 and the push rod 9, partly by piston spring 11.
Suction stroke

(Induction of fuel)

The pump piston is forced in by

the piston spring, fuel is sucked
in, passes the suction valve and
fills the outer pump chamber.
Intermediate stroke

(Pumping between outer and inner pump

chambers )

When the cam pushes the pump piston

back, the suction valve closes and the fuel
is force through the delivery valve into
the pump chamber .
Pump stroke

(Pumping fuel to injection pump )

When the cam returns to its lower

position, the piston is pushed in by
the piston spring and the fuel in the
pump chamber is pushed to the outlet.
At the same time, new fuel is sucked
in to the outer pump chamber .
1 - Pump housing 10 - Piston
2 - Suction valve 11 - Piston spring
3 - Delivery valve 12 - Gasket
4 - Hand pump 13 - Plug
5 - Gasket 14 - Tappet
6 - Valve spring 15 - Tappet roller
7 - Plug 16 - Tappet shaft
8 - O-ring 17 - Guide
9 - Pushrod 18 - Spring

Dual action feed pump

The dual action feed pump has four check valves (the single
action pump has two). This means that the chambers are
combined pump and suction chambers. At each stroke, fuel is
sucked in to one chamber and forced out of the other chamber.
Drive is using the same method as for the single action feed
pump.
Stroke in

The pump piston is forced in by the

piston spring and fuel is sucked in
through the suction chamber, passes
the suction valve and fills the pump
chamber .
Stroke out

The camshaft forces the piston out and sucks

fuel, this time to the other pump chamber. At the
same time, the fuel in the first pump chamber is
forced through the supply chamber to the outlet.
When the dual action feed pump repeats its
stroke in, the fuel is forced from the second
pump chamber to the outlet.
Fuel filter
The fuel filter is located on a filter retainer which is
bolted to the engine.
The filter consists of a metal retainer with spirally
wound paper inserts. It cannot be dismantled and
must be changed as a complete unit.
Injection pumps
Conventional in-line pumps
The injection pump is driven from the engine timing
gear. The injection pump camshaft has a hub with a
gear wheel. Exchange ratio is such that the injection
pump is driven at half engine speed.
Injection pump bearings, camshaft and tappets are
lubricated with oil from the engine lubricating
system. The pump element is lubricated with fuel.
The injection pump has one pump element for each 1 Pulse wheel
cylinder. The pump elements always have the same
2 Main engine speed sensor
stroke. Injection quantity is determined by how much
the plunger in the pump element is turned. The pump 3 Setting solenoid
plunger is turned by the control rack which is 4 Return spring
controlled by the governor.
5 Control rack
All plungers are turned at the same time and by the same amount. Injection
starts when the pump plunger closes the inlet and spill ports in the pump
element.

The pump plunger has a diagonal helix edge. Injection ceases when this helix
edge passes the spill port in the barrel.
Above each pump element, there is a delivery valve which consists of valve
housing and valve plunger. The valve plunger is held against its seat by a spring.

The delivery valve opens and releases fuel into the delivery pipe when opening
pressure is achieved in the pump element. When fuel pressure drops after
injection, the valve plunger is forced back against its seat by the spring.

When the delivery valve plunger has closed, the available volume for the fuel in
the delivery pipe increases. This lowers the pressure in the delivery pipe and
injectors, decreasing the risk of dropping from the injector.

The change in capacity is adapted to the length of the delivery pipe and this
length must never
be changed.

The delivery valve is held in the pump housing by the delivery valve holder,
which is bolted into the housing from above.
In-line pumps with adjustable
injection timing

In-line pumps with adjustable injection

timing have a sliding "sleeve" on the pump
plunger which allows adjustment of pre-
stroke in order to alter the start. of feed and
injection. Injection quantity is controlled in
the same way, as on a conventional pump. 1 Setting solenoid, injection timing
2 Return spring
3 Pre-stroke shaft
4 Return spring
5 Setting solenoid, fuel supply
6 Control rack
7 Stroke position sleeve
8 Pump plunger
Principle of operation of pump
element and delivery valve

First phase of piston stroke:

inlet port is exposed and fuel flows in.
Second phase of piston stroke:
from bottom dead centre until the upper
edge of the piston closes the inlet.
Third phase of piston stroke:
from when the upper edge of the plunger
has closed the inlet port until the spill port
is opened by the helix edge. When inlet
port is opened, delivery valve is closed.
Fourth phase of piston stroke:
from when the spill port opens to top
dead centre.
The axial groove is aligned with the
port. In this position, there is no fuel
delivery .The plunger is turned to this
position in order to stop the engine.
Pump settings

The injection pump must be set so that the correct quantity of fuel is injected
into each cylinder at the correct moment during the work cycle. Injection pump
setting in degrees from top dead centre is given on a plate on the engine rocker
cover or intake manifold. See "Fuel system, work description".
Injection quantities

In order to achieve specified power and torque from the engine, the injection
pump and governor must be correctly set.

Only workshops which have the special equipment and trained personnel may
work on pump and governors. When testing, pumps and governors should be
run according to Scania testing tables.

The testing tables are not part of the Workshop and can be found in "Injection
system" a special issue of the Workshop Manual.

The testing tables have been worked out for each particular combination of
engine, pump, governor etc. This is given in the testing tables.

All setting devices on the pump and governor should be sealed in order to
prevent them being set by unqualified persons.
Delivery pipe

Delivery pipes are manufactured from steel

piping, with cones and cap nuts at each end.

The delivery pipes are attached with clips in

order to damp vibrations in the pipe, reducing
the risk of it breaking.

Broken, or otherwise damaged delivery pipes,

must not be repaired by soldering or welding,
but should be changed.

Delivery pipes must not be switched between 1 - Delivery pipe

different types or designs of engine as 2 - Cap nut
diameter 3 - Washer
and length depend on which engine type the 4 - Cone shaped end of pipe
pipe fits. 5 - Connection
Injectors

The fuel is forced through the delivery pipes to the

injectors. The injector atomises the fuel in the
combustion chamber.
An edge filter is pressed into the pipe union on the
injector. The fuel is forced through a passage in the
edge filter to the nozzle.
The movement of the nozzle needle is controlled by
fuel pressure and spring force.
When fuel from the injection pump reaches a
certain pressure (opening pressure), the nozzle needle
lifts (start of injection). The fuel is then sprayed in
atomised form into the engine combustion chamber
through five accurately calibrated holes.
1 Delivery pipe from pump
The fuel that leaks between the nozzle needle 2 Cap nut
and nozzle housing is routed back to the fuel 3 Edge filter
tank via the leak-off line which is connected to 4 Leak-off fuel line
5 Spring
the injector. 6 Nozzle needle