From: R. A. Moir aka RAM (cyclopsram@starband.net)
Date: Mon Dec 02 2002 - 17:28:12 PST
Thanks Tom.. Now we need to know how the Military did it to the rebuilt
engines, such as from Tooele. The tags on the engines indicated that the
compensator had been bypassed and that only #2 Diesel should be used.... how
does this differ from what we have heard here... Is this the Joe Young
method, in which I have great faith, or does the military do it another way?
I have seen the original lines looped back unto themselves and in other
cases as Joe Young mentions, a plug installed and direct feed to the
Pump....Let the answers flow from all with information to help us.....
Thanks, RAM......btw, I just runs em as I gets em, but will perhaps fix up
my M543A2 and my non turbo M275A2 based on feedback....Thanks a second
time... R
----- Original Message -----
From: "tom-nooneofconsequence" <milveh@carr.org>
To: "Military Vehicles Mailing List" <mil-veh@mil-veh.org>
Sent: Monday, December 02, 2002 17:33
Subject: [MV] compensator operation
>
> ok, several people wanted to know about the compensator and if it should
>
> be by-passed. first let me say a few things about the system. if you
> like adding gauges there are 4 that i think are justified - a clock,
> exhaust temp gauge, boost pressure gauge, and a 0 - 100 psi fuel
> pressure gauge plumbed to the bleeder on the final fuel filter. this
> last gauge will tell you some important information. fuel from the tank
> first goes through a booster pump on the side of the injection pump. at
>
> idle there should be around 35 psi and at full rpm around 70+ psi. if
> this reading is a lot lower it shows dirty fuel filters or weak booster
> pump. now this pressure is critical to the compensator working properly.
>
> the pressure is applied to a piston in the top of the comp. and tries to
>
> raise it. at the same time there is a calibrated bleed hole venting this
>
> pressure back to the tank. the thicker the fuel the higher the piston
> goes. on the bottom of the piston is a rod that raises a precision ramp,
>
> and this ramp limits the range of the fuel control rod. the position of
> this ramp is adjusted by the main fuel adjustment screw. if you bypass
> the compensator you are in effect leaving the ramp at its lowest
> position and giving the engine a lot more fuel. of course it will run a
> lot better, but it may also melt the pistons......... if you choose to
> by-pass be sure you check the exhaust temp. max 1200f on a hot day. the
>
> boost pressure gauge will also give you valuable information at this
> point. at full throttle and full load at 2300 rpm there should be 9 psi
> at the manifold. this is the factory setting and is in my opinion very
> conservative, but this will give you the factory performance.
> tom
>
>
>
>
>
>
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