0311256 JOHNSON BUSHING

Troubleshooting Index
1. Engine Crankshaft Will Not Turn When Start Switch Is On.2. Engine Will Not Start.3. Engine Misfires or Runs Rough.4. Stall at Low rpm.5. Sudden Changes In Engine rpm.6. Not Enough Power.7. Too Much Vibration.8. Loud Combustion Noise.9. Valve Train Noise (Clicking).10. Oil In Cooling System.11. Mechanical Noise (Knock) In Engine.12. Fuel Consumption Too High.13. Loud Valve Train Noise.14. Too Much Valve Lash.15. Valve Rotocoil or Spring Lock is Free.16. Oil at the Exhaust.17. Little or No Valve Clearance.18. Engine Has Early Wear.19. Coolant in Lubrication Oil.20. Too Much Black or Gray Smoke.21. Too Much White or Blue Smoke.22. Engine Has Low Oil Pressure.23. Engine Uses Too Much Lubrication Oil.24. Engine Coolant Is Too Hot.25. Exhaust Temperature Is Too High.26. Starter Motor Does Not Turn.27. Alternator Gives No Charge.28. Alternator Charge Rate Is Low or Not Regular.29. Alternator Charge Is Too High.30. Alternator Has Noise.31. Rack Solenoid Does Not Stop Engine.Engine Crankshaft Will Not Turn When Start Switch Is On Engine Will Not Start Engine Misfires Or Runs Rough Stall At Low RPM Sudden Changes In Engine Speed (rpm) Not Enough Power Too Much Vibration Loud Combustion Noise (Sound) Valve Train Noise (Clicking) Oil In Cooling System Mechanical Noise (Knock) In Engine Fuel Consumption Too High Loud Valve Train Noise Too Much Valve Lash Valve Rotocoil Or Spring Lock Is Free Oil At The Exhaust Little Or No Valve Clearance Engine Has Early Wear Coolant In Lubrication Oil Too Much Black Or Gray Smoke Too Much White Or Blue Smoke Engine Has Low Oil Pressure Engine Uses Too Much Lubrication Oil Engine Coolant Is Too Hot Exhaust Temperature Is Too High Starter Motor Does Not Turn Alternator Gives No Charge Alternator Charge Rate Is Low Or Not Regular Alternator Charge Is Too High Alternator Has Noise Shutoff Solenoid Does Not Stop Engine. Fuel System
Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.Many times work is done on the fuel system when the problem is really with some other part of the engine. Finding the source of the problem is difficult, especially when smoke is coming from the exhaust. Smoke coming from the exhaust can be caused by a bad fuel injection valve, but it can also be caused by the following:a. Not enough air for good combustion.b. An overload at high altitude.c. Burning of too much oil.d. Not enough compression.Fuel System Inspection
1. Look at the reading on the gauge for fuel pressure. Not enough fuel pressure is an indication of a problem with the components that send fuel to the engine.2. Check the fuel level in the fuel tank. Look at the cap for the fuel tank to make sure the vent is not filled with dirt.3. Check the fuel lines for fuel leakage. Be sure the fuel supply line does not have a restriction or a bad bend.4. Install a new fuel filter. Clean the primary fuel filter if so equipped.5. Remove any dirt that may be in the fuel system.6. Check fuel flow from orifice check valve. Flow should be about 8 oz. in 25 seconds (250 ml in 22 seconds) with the pressure in the housing for the fuel injection pumps at 30 5 psi (205 35 kPa).Testing Fuel Injection Equipment
An easy check can be made to find the cylinder that is misfiring, or running rough, and causing black smoke to come out of the exhaust pipe.Run the engine at the speed that gives misfiring. Loosen the fuel line nut at a fuel injection pump. This will stop the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is found that makes no difference in engine misfiring. Be sure to tighten each fuel line nut after the test before the next fuel line nut is loosened. Check each cylinder by this method. When a cylinder is found where the loosened fuel line nut does not make a difference in engine running, test the injection pump and injection valve for that cylinder.Fuel Injection Lines
Fuel from the fuel injection pumps is sent through the fuel injection lines to the fuel injection valves.Each fuel injection line of an engine has a special design and must be installed in a certain location. When fuel injection lines are removed from an engine, put identification marks or tags on the fuel lines as they are removed, so they can be put in the correct location when they are installed.
TIGHTENING THE NUT OF A FUEL INJECTION LINE
1. 5P144 Fuel Line Socket.The nuts that hold a fuel injection line to an injection valve and injection pump must be kept tight. Use a torque wrench and the 5P144 Fuel Line Socket (1) to tighten the fuel line nuts to 30 5 lb. ft. (40 7 N m).Injection Pumps
When injection pumps, sleeves and lifters are removed from the injection pump housing, keep the parts of each pump together so they can be installed back in their original location.Be careful when disassembling injection pumps. Do not damage the surface on the plunger. The plunger, sleeve and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel or sleeve of another pump. If one part is worn, install a complete new pump assembly. Be careful when putting the plunger in the bore of the barrel or sleeve.Be sure that all the sleeves are installed correctly on the plungers. When an injection pump is installed correctly, the plunger is through the sleeve and the adjustment lever is engaged with the groove on the sleeve. The bushing that holds the injection pump in the pump housing must be kept tight. Tighten the bushing to 70 5 lb. ft. (95 7 N m). Damage to the housing will result if the bushing is too tight. If the bushing is not tight enough, the pump will leak.