DETROIT DIESEL
Engine Equipment
GOVERNORS
Horsepower requirements of an engine may vary
is directed by the revolving governor weights to the
continually due to the fluctuating loads; therefore,
various moving parts requiring lubrication.
some means must be provided to control the amount
of fuel required to hold the engine speed reasonably
The hydraulic governor is lubricated by oil under
constant during such load fluctuations. To accomplish
pressure from the engine.
this control, one of three types of governors is used on
the engines. Installations requiring maximum and
minimum speed control, together with manually
controlled intermediate speeds, ordinarily use a
Service
limiting speed mechanical governor. Applications
requiring a near constant engine speed under varying
load conditions, that may be changed by the operator,
Governor difficulties are usually indicated by speed
a r e equipped with a variable speed mechanical
variations of the engine. However, speed fluctuations
governor. The hydraulic governor is used where
are not necessarily caused by the governor and,
uniform engine speed is required under varying load
therefore, when improper speed variations become
conditions with a minimum speed droop.
evident, the unit should be checked for excessive load,
misfiring or bind in the governor operating linkage. If
lubrication
none of these conditions are contributing to faulty
governor operation, contact an authorized Detroit
The mechanical governors are lubricated by oil splash
from the engine gear train. Oil entering the governor
Diesel A AIlison Service Outlet.
TRANSMISSIONS
POWER TAKE-OFF ASSEMBLIES
The front and rear power take-off units are basically
3. Remove the clutch adjusting ring spring lock screw
similar in design, varying in clutch size to meet the
and lock from the inner clutch pressure plate and
requirements of a particular application. The power
adjusting ring. Then, while holding the clutch drive
take-off unit is attached to either an adaptor (front
shaft to prevent the clutch from turning, turn the
power take-off) or the engine flywheel housing (rear
clutch adjusting ring counterclockwise as shown in
power take-off).
Fig. 10 and tighten the clutch until the desired
pressure on the outer end of the hand lever, or at the
Clutch Adjustment
These instructions refer to field adjustment for clutch
facing wear. Frequency of adjustment depends upon
the amount and nature of the load. To ensure a long
clutch facing life and the best performance, the clutch
should be adjusted before slippage occurs.
When the clutch is properly adjusted, a heavy pressure
is required at the outer end of the hand lever to move
the throwout linkage to the "over center" or locked
position.
Adjust the clutch as follows:
1. Disengage the clutch with the hand lever.
2. Remove the inspection hole cover to expose the
clutch adjusting ring. Rotate the clutch, if necessary, to
Fig. 10 - Adjusting Clutch
bring the adjusting ring lock within reach.
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