963799 Volvo.Penta Reduction nipple

(Diagnosing With Chassis Dynamometer)
1. Preparation of vehicle for wheel horsepower test (consult dynamometer manufacturer's operating instructions for specific details on correct operation). Always perform the Primary Engine Test procedure before vehicle is installed on chassis dynamometer.Calculate the allowable limits that the customer can expect from his engine and present these figures to him.Caterpillar engines are rated with the conditions that follow: Barometric pressure = 747 mm (29.4 in) of mercuryInlet air temperature = 29°C (85°F) at air cleaner inletFuel gravity = API gravity of 35 at 16°C (60°F)Measure and record these variables.a. Place vehicle on the chassis dynamometer. Tie the vehicle in a way that will not add any load to the drive wheels. Do not pull wheels down into dynamometer drive rolls.Check the radiator coolant level, crankcase oil level, tire pressure, tire condition, remove rocks from the tire tread and connect exhaust system.
Recapped tires should be run on a chassis dynamometer only at the customer's own risk.
b. Operate vehicle at 60% of rated speed with moderate load until oil and coolant temperatures reach their normal range for operation.
If there is a heavy vibration, drive shaft whip, tire bounce, etc., do not continue with dynamometer test until cause of the problem is corrected. Engines that have had new internal parts installed should be operated on a run-in schedule before operation at full load. For run-in schedule information, make reference to General Instructions section of this Service Manual.
2. Put transmission in direct gear and the differential in the highest speed ratio. Operate vehicle at maximum engine speed and increase chassis dynamometer load until a speed of 50 rpm less than rated speed is reached (continuity light should be on). Maintain this speed for one minute and record the engine speed and wheel horsepower. If horsepower is low and poor maintenance is suspected, remove air cleaner and check horsepower again to see if a plugged air cleaner could be the problem.3a. If the wheel horsepower is correct, find the set point (balance point) of the engine (speed at which the load stop pin just touches the torque spring or stop bar). At this point the continuity light should flicker (go off and on dimly).If the set point (balance point) is correct, then the low power complaint cannot be validated. No further test or repairs are necessary.If the set point (balance point) is low, see Procedure No. 4.3b. If the wheel horsepower is below the correct value, find the set point (balance point) of the engine (speed at which the load stop pin just touches the torque spring or stop bar). At this point the continuity light should flicker (go off and on dimly).If the set point (balance point) is correct, see Procedure No. 5.If the set point (balance point) is low, see Procedure No. 4.4. If the set point (balance point) is low, the high idle will have to be increased to raise the set point (balance point) to the correct rpm (the point at which the continuity light just comes on). If the set point (balance point) is still low and high idle has been adjusted to maximum, disengage clutch while maximum throttle position is maintained. Now observe high idle rpm and, if lower than previously adjusted, check frame-to-engine-mount. A damaged or loose engine mount may put the linkage in a bind and prevent maximum governor position at load conditions.5. If the set point (balance point) was correct and the wheel horsepower was low, install the 1U5470 Engine Pressure Group and do the wheel horsepower test again as shown in Procedure No 2.At full load rpm, measure the boost and the fuel pressure. See Fuel Setting and Related Information Fiche to find the correct boost pressure for a particular engine (since the engine is in vehicle, be sure to make reference to the General Notes in the Fuel Setting and Related Information Fiche to determine the correct boost pressure with air cleaner and muffler installed). If boost is low, check connections ahead of turbine side of turbocharger for exhaust leaks and connections after compressor side of turbocharger for inlet air leaks.6. Check the air inlet restriction and exhaust back pressure.Air flow through the air cleaner and piping must not have a vacuum restriction (negative pressure difference between atmospheric air and air that has gone through air cleaner) of more than 635 mm (25 in) of water. Back pressure from the exhaust (pressure difference measurement between exhaust outlet elbow and atmospheric air) must not be more than 1016 mm (40 in) of water.Make a visual inspection of the air inlet system and check for damage to piping, rags or obstructions in the inlet piping, or damage to the rain cap or the cap pushed too far on the inlet pipe. If no damage is found, check inlet restriction with a new air cleaner element.If there is too much exhaust restriction, make a visual inspection of the exhaust piping and muffler. If no visual damage can be found, the exhaust piping may have to be removed and the exhaust restriction measured again to see if problem is corrected.7. The fuel transfer pump pressure (measured at plug on top of fuel pump housing) must not be less than 140 kPa (20 psi) at full load conditions. Normal fuel pressure at full load rpm is 205 35 kPa (30 5 psi). If fuel pressure is low or erratic, check for the conditions that follow in the order shown:A. Air in the Fuel System ... Disconnect the fuel return line at the tank. Place this end of the line in a container of fuel to see if air bubbles are present with the engine running. If air bubbles are observed, check for loose connections or other line leaks ahead of fuel transfer pump.B. Restrictions ... Check for a plugged fuel filter or crimped (damaged) fuel lines.C. Too Much Fuel Returned to Tank ... Block the fuel return line to stop all fuel returned to tank. Check fuel pressure again, and, if a