Allis-Chalmers HD-5 User manual

FOREWORD
This manual is prepared to' provide the customer and the organiza-
tion personnel with complete information and instructions on the
maintenance
of the Model HD-5 Trador. Extreme care has been
exercised
in the designing, seledion of malerials and the assembly
of the traefor. By proper maintenance and skillful operation of the
tractor, the utmost satisfaction in performance
and service can be
obtained.
In order to become familiar with the various parts ~f the tractor, it is
urged that the mechanic study the instructions in the manual and use
it as a reference when performing repair
or maintenance operations.
All information
and illustrations shown throughout this manual are of
the "Standard
JJ
Model HD-5B Trador, unless otherwise stated.
Where special tools are required, their application and use are illus-
trated.
Sections I through XIX contain a detailed description of the various
assemblies of the tractor and instructions
for the proper ad;ustment
and repair or rebuilding of these assemblies.
Section XX describes the Special Equipment available
for the tractor
and outlines the service on these parts.
General Maintenance Instructions are given
in Section XXI, and Fits
and Tolerances in Section XXI/.
Trouble Shooting Information given in Section XXIII will aid in deter-
mining the cause of operating irregularities that may occur and indi-
cates what may be done to correct them.
To obtain the best results and to maintain the original quality built
into the tractor,
it is important that genuine Allis-Chalmers Parts be
used when new parts are required.
IMPORT ANT: Always furnish the dealer with both the Tractor and
Engine Serial Numbers when ordering parts.
Many Allis-Chalmers owners employ the Dealer's Service Department
for all work other than routine care and adjustment. This practice is
encouraged as our dealers are kept well informed by the factory
regarding advanced methods
of servicing Allis-Chalmers products and
are equipped to render satisfactory service.
1

2

SUBJECT INDEX
SUBJECT
Page
SEC
TIO)'!
Description and Specifications 5
Fuel System -Engine
11
Air Intake System -Engine 36 !
Cooling System -Engine
55
. . I
-
Lubrlcatmg System Engine 64
Governor and Governor Controls
71
,
Electrical System 78
Instruments
88
Engine 90
Engine Clutch
and Clutch Broke 130
Transmission and Bevel Gear
136
Steering Clutches
150
Steering Brakes 155
Final Drives
158
Truck Frames
168
Draw Bar
179
Tracks
180
,
Main Frame and Equalizer Spring
183
Fenders and Seat
186
Special Equipment !
187
General Maintenance Instructions ,
193
Fits and Tolerances 197
Trouble Shooting 203
3

4

SECTION I - DESCRIPTION AND SPECIFICATIONS
Topic Title
General Description ............... . Topic No. 1
General Specifications ............. . 2
Specifications of
lubricants ......... . 3
Specifications of Fuel Oil ........... . 4
Fuel Storage ..................... . 5
Tractor and Engine Serial Numbers ... . 6
1. GENERAL DESCRIPTION
The description given herein and the information
contained
in this manual pertains only to the
Model HD-5B Tractor (Standard Model) unless
otherwise stated.
The model
HD-5B Tractor is a 11,250 pound track-
type tractor powered with a 54.6 horsepower, 2
cylinder, 2 cycle Diesel Engine. Power from the
engine is transmitted through a single plate over-
center type clutch and a universal joint drive shaft
assembly to the transmission. The final drive gears
and track drive sprockets are driven by two
multiple-disc steering clutches, one on each end of
the steering clutch cross shaft.
At
full governed engine speed (under load) of
1800 R.P.M. the transmission provides 5 forward
speeds, ranging from 1.46 M.P.H. to 5.47 M.P.H.,
and a reverse speed of 1.99 M.P.H. Mechanical
self-energizing brakes insure easy and positive
control of the tractor at all times.
The
tractor is equipped with electric starter, head
lights, full width crankcase guard, hinged radiator
grille, front bumper, and positive seal truck
wheels, track idlers and track support rollers.
FUEL
ARM "U>HIUN
REAR FENDER
TRACK RELEASE HO,USING':r,..
ADJUSTING SCR:EW..J
TRACK RELEASE v,"","-,
TRACK IDLER
SHOE
FRAME
HEADLIGHT
CRANKCASE
GUARD
'_ ______________ Fig. I -Model HD-58 Tractor ______________ -'
5
II

2. GENERAL SPECIFICATIONS (STANDARD TRACTOR)
GENERAL:
Weight (60" tread) .....................•....................
Overall length ..................•..........................
Overall Width (60" tread) ................................... .
Overall Height (including air pre-cleaner and exhaust pipe) ........•
(Air pre-cleaner and exhaust pipe removed) .... , . , ............ .
Tread Width - Wid. Tread .....•..............•..............
Turning Radius (60" tread) .....• , . , , , , ............. , ....•. , , ..
length 01 Track on Ground .................................. '
Track Shoe Width
(Standard) ..............................•..
Ground Contact Area (~tandard Shoe) ........•.••..............
Ground Pressvre (6011 tread) ............ , , ... , ...•..•. , ...... .
Ground
Clearance ........ , , , ............ , . , . , ...... , ...... .
Drawbar Height .....•......................................
Lateral Movement of Drawbor ......... , .... , . , ..•...... , , .... .
MAXIMUM SPEEDS:
lst Gear ................................................. .
2nd
Gear ................................................ .
3rd
Gear ....................•.•.•........................
4th Gear ........•.•.........................•••....•••....
5th Gear ................................................. .
Reverse •••••. , •......•.•. , ......•....... , ......•..••.•••••
ENGINE:
Make ............•......•...........•..........•••.•..••••
Type ..........................................•••....•.•.
Number of Cylinders ....................................... .
Bore
and Stroke .,. , , .•........•............•.•...... , , .... .
Piston Displacement ., ........ " .................•.... , .•...•
Full Governed Speed (under load) ............................. .
Maximum Net Torque. , ............................ , ........ .
Drawbar Horsepower (at rated speed of 2.44 M.P.H.) ............. .
Belt Horsepower •............ , ......................•. , .... .
Fuel Used ....•....................................•••....•
Fuel injection System ......•...... : . . •. • . • • . . . . . . . . . . . . .. . ..
Lubricotion ..•••• , ......... " ..•......... ,.".,., ..•.......
11,250 Ib,.
10 ft. 4% in.
6 ft. 6l-!> in.
6 ft. 1 Y. in.
5 ft. % in.
60 in.
6 It. 10% in.
5 ft. 4\4 in.
131n.
1670'h sq. in.
6.73 Ib,. per sq. in.
1110\ in.
13·15/16 in.
21 in.
1.46 M.P.H.
2.44 M.P.H.
3.30 M.P.H.
3.96 M.P.H.
5.47 M.P.H.
1.99 M.P.H.
General Motors Diesel
2.Cycle
2
4% x 5 in.
142 cu. in.
1800 R.P.M.
179.1 ft. lb. @ 1270 R.P.M.
43.S
51.9
No.1 and 2 Dle,.1
Unit Injectors
Forced Feed
CAPACITIES (Fuel, Oil and Coolant- U. S. Standard Measure):
Fuel Tank ....................................••.......••..
Cooling System ......•.•................................•.••
Engine Crankcase . , ..... , .............. , . , . , ...... , ........ .
Transmission
.............................................. .
Final Drives (each)
......................................... .
Air Cleaner •.......... , .... , .......................•....•..
Approximate
Capacity
37 Gollons
3% Gallons
2 Gallons
5 Gallon,
3 Gallons
2'1.! Quarts
The Allis·Chalmers Manufacturing Company reserves the right to make changes in the
above specifications or to add improvements at any time without notice or obligation.
6

3. SPECIFICATIONS OF LUBRICANTS
A. Engine Crankcase Lubricant.
USE NON-CORROSIVE DIESEL ENGINE LUBRI-
CATING OIL CONTAINING ADDITIVES WHICH
WILL PREVENT SLUDGE OR GUM DEPOSITS.
UNDER NO CIRCUMSTANCES SHOULD A COR-
ROSIVE
DIESEL ENGINE LUBRICATING OIL EVER
BE USED.
Atmospheric
Tel)1peroture Viscosity
Above 32° F.
Use SAE 30
0° F. to 32° F.
Use SAE 20
0° F. and below
Use SAE 10
Manufacturers of lubricants recognize the impor-
tance of the qualities required for use in our equip-
ment and they are co-operating fully to insure the
use of only those oils which fulflll these require-
ments. The oil distributor and oil manufacturer
are to be held responsible for the results obtained
from their products.
The
outstanding lubricating requirements for effi-
cient operation of this engine are: The maintaining
of piston rings in a clean, free condition; absence
of hard carbon and "varnish" deposits on or within
engine parts; the prevention of bearing corrosion
and the promotion of general cleanliness within
the engine.
Proper operation and maintenance of the engine
is necessary to obtain the desired results from the
lubricating oil. Operating and maintenance fac-
tors can be effectively controlled by the engine
user.
B. Transmission and Final Drive
Lubricant.
Lubricate these assemblies with engine oil. A list
of
the various brands of engine oils which have
7
been tested and found satisfactory for use in these
assemblies is shipped with each tractor and is also
available from Allis-Chalmers dealers. Use only
an oil shown on this list, as the use of untested
oils
may result in deterioration of the Neoprene
boots and rings in these assemblies.
Use oils with the following viscosity:
Atmospheric
Temperature
Viscasity
Abave 32° F.
Use SAE 50
32° F. and below Use
SAE 30
C. Truck Wheel, Track Idler and Track
Support Roller Lubricant.
Lubricate these assemblies with a grease that has
been tested and found satisfactory by Allis-
Chalmers Manufacturing Company.
The type of grease used for lubricating these
assemblies was selected because of its good
pumpability and cold temperature characteristics
and because of its havir.g a minimum effect on the
synthetic rubber seal boots. It is also an extremely
stable grease and will not deteriorate excessively
with long use.
A revised list of
approved oils and greases is issued
every six months and new oils and greases which
have been tested and approved during each period
are added to the list. Ask your nearest Allis-
Chalmers factory branch or authorized dealer for
the latest list.
D. Pressure Gun Lubricant.
Use a pressure gun lubricant with a minimum
melting point of 300° F. This lubricant should be in
a viscosity range so as to insure easy handling in
the pressure gun at prevailing air temperatures.

4. SPECIFICATIONS OF FUEL OIL
Use No.1 Diesel Fuel Oil purchased from a reputa-
ble oil company. In worm weather, No.2 Diesel
Fuel Oil may be used.
This fuel must be within the
classification limits as established by the American
Society for Testing Material. Tentative Diesel Fuel
Oil Specifications (ASTM - D975).
For commercially satisfactory engine life
and per-
formance, fuel oil requirements must comply with
four basic qualifications:
1. Physical cleanliness.
2. Absence of Chemical contamination.
3. Proper burning characteristics.
4. Cold starting ability.
Physical cleanliness means freedom from water,
dirt
and other incombustible ingredients. Since all
present day high speed engine fuels ore completely
distilled, they leave the refinery
in clean condition.
Transport
and subsequent storage account for the
addition of most foreign matter found in the fuel.
Proper burning characteristics are dependent upon
ignition quality
and volatility.
The fuel should have a cetone number of at least
40, and should be free from alkali, odds, gum, and
water. The sulphur content should not exceed
0.5% for summer operation and 0.3% for winter
operation. Fuel oils having these specifications
are
available from most oil companies. The use of
fuels having more than the specified sulphur con-
tent are conducive to harmful engine deposits,
rapid wear, and sticking rings and valves.
Volotility
is determined by the boiling temperature
range. Fuels having a
low final boiling point will
vaporize
ClOd burn more completely than fuels with
a high final boiling point.
The preferred high speed diesel fuels range in
color from white to light amber.
5. FUEL STORAGE
------ ______ Fig. 2 - Fuel Storage rank
The importance of proper storage of fuel cannot
be too strongly stressed. Storage tonks, drums or
8
service tanks must be free from rust, scale, sedi-
ment or any other foreign matter which will con-

taminate the fuel, dog the fllters and eventually
damage the fuel pump and iniectors.
A portable storage tank provides the best method
for storing fuel on the job.
In a tank, the sediment
and water can easily be drained and the fuel can
be pumped into the tractor fuel tank with a mini·
mum of handling. Consult your local Allis·
Chalmers
dealer for details about this type of
storage tank. Since condensation will occur in the
tank, it is very important that a sediment sump be
provided
in the bottom of the storage tank where
the
water and settlings can be drained daily.
Fuel should be allowed to settle at least 4B hours
in the storage container before it is put in the fuel
tank of the tractor.
It is advisable to use a pump
and draw the fuel from the tank or barrel rather
than from the bottom of the container by means
of a faucet or through the bung hole.
Where conditions
are such that drums must be
used to supply fuel,
it is advisable to have enough
drums to allow sufficient time for the fuel to settle.
The fuel should
be used only to within about three
inches from the bottom.
The fuel thus left in a
number of drums can be collected into one drum
and used after the usual time allowed for settling.
In this manner, the sediment and foreign matter
will be disposed of and no fuel will be wasted.
Whenever drums
are used for storage, they should
be covered or placed under shelter to avoid the
fuel becoming contaminated by water which
will
enter through the flller plugs when it rains, even
though the plugs are tight.
The fuel tank of the tractor should be fllled
at the
end of the day's run rather than
in the morning.
This will reduce the water content, as a full tank
is less subject to condensation. The fuel tank is
provided with a drain elbow and drain cock.
Sediment will settle into this elbow and can be
drained.
6. TRACTOR AND ENGINE SERIAL NUMBERS
9
On all parts orders and in all correspondence
relative to the tractor,
it is necessary that both
tractor
and engine serial numbers be given. This
will properly identify the particular tractor and
will insure obtaining the correct replacement parts
for it.
Prior to engine Serial Number 2·71·111 BO, the
engine serial number
is stamped on a plate at-
tached to the left side of the cylinder block below
the governor control housing. On engines Serial
Number 2·71·11180 to 2·71-15635 the number is
stamped directly in the cylinder block in the same
relative location. Effective on engines after
2-71-15635 the engine serial numbering system
was changed. In the new system of numbering,
the preflx numbers
2-71 were changed to read
2A-l, 2A-2, etc., and are stamped in the cylinder
block.

10
The tractor serial number is stamped in the rear
face of the steering clutch housing near the upper
right corner.

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SECTiON II -ENGINE FUEL SYSTEM
Topic Title
Description of System
.............. .
Checking Fuel Supply System ........ .
Fuel Tank
and Drain Elbow ......... .
Fuel Filters
....•..................
Fuel Pump ............... , ...... .
fuel Pump Drive ..•................
Fuel Iniectors .................... .
Injector Copper Tubes ............. .
Fuel Manifolds
................... .
Topic No.
1
2
3
4
5
6
7
a
9
1. DESCRIPTION OF SYSTEM
The engine fuel system consists of the fuel tank,
first stage fuel filter, fuel pump,
seCOl)d stage fuel
filter, iniectors and fuel lines. The fuel is drawn
from the bottom
of the tank and through the first
stage filter by the fuel pump. The pump circulates
the fuel under pressure through the second stage
fuel filter and inlet fuel manifold in Ihe cylinder
head, and Ihrough the inieclors. As the fuel enlers
each injeclor, it passes through a small porous
metal filter
in the iniector body. The amount of
fuel required by the engine is injected into the
cylinders by the injectors. Surplus fuel not required
for combustion, leaves each iniector through a
second porous melal filter, enters the relurn fuel
manifold
in the cylinder head and relurns to the
fuel tank. A pressure
of 25 to 45 pounds is main-
lained within the system by a restricted fitting
located
at the cylinder head return manifold open-
ing. The continuaus circulation of the fuel through
fhe injectors helps to cool them
and eliminates the
possibility of air pockets
in the fuel supply system.
fUEL TANK
SED JMENT SUMP,~;;c;;:::;:::::;;=:;:;:;;rI!---.J
DRAIN COCK
fUEL LINE VALVE
INJECTOR FUE.L LINES",
RETURN FUEL PASSAGE
, . ~INJECTORS
RESTR1CTED FITTING
RETURN TO TANK
N~.~!:'. ':hi B!~i
I! ;:
c~;:--o
2ND STAGE FUEL FlL TER----. \ (~
\. / I i
'U
~I; V'I
II ~j
., "
1ST STAGE FUEL F;~ TE: \
FUEL
NLET fUEL
PASSAGE
PUMP
1--- __________ Fig. I-Schematic Fuel Flow Diagram -------------'
11

2. CHECKING fUEL SUPPLY SYSTEM
A. General.
Under normal conditions with the engine operating
at full throttle, 25 to 45 pounds pressure will be
indicated on the fuel pressure gauge, if the tractor
is equipped with a gouge. If the tractor is not
equipped with a fuel pressure gauge, and condi-
tions occur which indicate incorrect fuel pressure,
the pressure can be checked by installing a gouge
in the delivery line of the fuel pump at any point
between the pump
and the inlet manifold opening.
Fuel pressure below normal, uneven running of the
engine, excessive vibration, stalling when idling,
and a loss of power are indications of insufficient
fuel supply to the injectors.
To determine the couse for the above conditions
check for the following:
Air being drown into system
Clogged fuel filter elements
and fuel lines
Clogged injector fuel filters
Inoperative fuel pump
To check the flow of fuel through the system, dis-
connect the fuel return line at any point between
the fuel return manifold and the fuel tonk. With
the engine operating
at full throttle, the system
will be functioning properly when a full stream of
fuel with considerable force can
be observed re-
turning to the fuel tonk through the fuel return
line.
If only a small stream is observed returning
to the tank, all the causes listed above must be
checked and eliminated in turn.
B. Check for Admission of Air Into System
and for Clogged Filter Elements and
Fuel Lines.
To check for air being admitted into the system,
remove the va
Ive rocker arm cover and loosen or
disconnect one of the injector fuel lines, then start
the engine.
If air is entering the fuel system, foam
or bubbles will be observed in the fuel that emerges
from the loosened connection. Correct this condi-
lion by tightening
any loose fuel lines and filter
connections between the fuel pump and the fuel
tonk. Test for smooth operation
and full flow of
fuel.
If the fuel lines or filters are dogged remove the
fuel lines,
dean both filter shells and install new
12
elements. Blowout the lines while they are dis-
connected. This should eliminate the difficulty.
Check for
full flow of fuel after engine is again
started.
C. Check for Clogged Injector Filters.
If the engine still runs "ragged" with suitable fuel
return, the injector filters for one
Or both cylinders
may
be partially dogged. Locate the faulty injec-
tor as follows:
1. Run the engine at idling speed and cut out
each injector
in turn by holding the injector
follower down with a screwdriver
or small
block of wood while the engine is running,
as illustrated in Figure No.2.
CAUTION, Do not allow the screwdriver to slip olf
the follower as damage to the valve assemblies
con easily result. If the engine speed decreases
when the follower
is held down it will indicate that
the injector for that cylinder is functioning properly.
If the engine continues to run with no decrease in
speed, the injector
is inoperative and should be
removed for further inspection.
2. Stop
the engine and remove the fuel feed line
that connects the injector to the return fuel
manifold. Hold a finger over the injector fuel
outlet
and crank the engine with the starter.
If the fuel gushes from the injector while the
starter
is cranking the engine, on ample fuel
supply
is indicated. Remoye the injector and

check for clogged injector filters. Refer to
"INJECTOR REMOVAL" in this section.
D. Check for Inoperative Pump.
Assuming that there is a sufficient supply of fuel in
the fuel tank, ond that the fuel is reaching the fuel
pump, remove the pipe plug from the top of the
second stage fuel filter. With the engine running
the fuel will gush from the opening in the filter.
If it does not, the fuel pump will be considered
inoperative
and must be removed and repaired or
replaced.
E. Excessively High Pressure.
A relief valve is installed in the fuel pump to pre-
vent high fuel pressure. When the relief valve sticks,
high pressure will develop and will be indicated
on the fuel pressure
gauge, if the tractor is
equipped with a fuel pressure gauge.
When high pressure occurs, the valve in the fuel
pump should
be inspected and the cause deter-
mined for its sticking. The second stage fuel filter,
the restricted fitting in the fuel return line at the
return manifold and all fuel lines should be in-
spected for clogged passages.
Continued operation with excessively high pres-
sure (over
60 pounds) may result in damage to the
fuel system.
3. FUEL TANK AND DRAIN ELBOW
A. Description.
The fuel tank, located at the rear of the tractor has
a capacity of approximately
37 gallons.
The drain elbow on
the bottom of the fuel tank
provides a means of flushing the tank
and also acts
as a sediment sump. Open the drain cock on this
elbow before the engine
is started at the beginning
of the day's operation
in warm weather or shortly
after the end of the
day's operation in freezing
weather. Close the cock when clean fuel runs out.
Drain the tank, when
an accumulation of rust and
scale is evident, by removing the plug in the end
of the drain elbow, then flush the tank thoroughly.
B. Maintenance.
If a large accumulation of rust or scale in the tank
13
becomes apparent, remove the drain elbow and
the fuel lines from the bottom of the tank and flush
the tank with clean fuel
or clean the tank with live
steam.
This will prevent frequent clogging of the
fuel filters
and will eliminate possible trouble in
the fuel system.
C. Removal.
When it becomes necessary to remove the fuel
tank, proceed as follows:
1. Remove the arm cushions from the top of
each
battery box and remove the capscrews
used
in fastening each battery box to the
fuel tank.
2. Remove
the bolts attaching the tank to the
rear fenders.
3. Close the fuel shut-off valve at the bottom of
the tank and disconnect the fuel supply line
and the fuel return line from the fuel tank.
4. Place a suitable chain or rope around the
fuel tank
and remOve the tank from the trac-
lor. Protect all openings of
the fuel tank
and disconnected lines againsl the entrance
of foreign material.

4. FUEL FILTERS
A. Description of First Stage Fuel Filter.
This filter, mounted
at the left side of the engine,
contains a replaceable element. Dirt and sedi-
ment in the fuel is collected by this filter and pre-
vented from passing on to the fuel pump. A drain
cock in the bottom of the filter shell allows drainage
of the sediment collected.
t_----COvER SCREW
O,.·-----GASKET
~---C:OVER
,\-+---COVER GASKET
~-4
__ ---SPRING
<CIJ";_' ----- WASHER
e'"'"'----GASKET
i"---- ELEMENT
_--SHELL
~ ___ -DRAIN COCK
-fir.t Stage fuel filter -----'
B. Service of First Stage Fuel Filter.
Open the filter drain cock daily, before the en-
gine is started at the beginning of the day's opera-
tion in warm weather or shortly after the end of
the day's operation in freezing weather, and allow
the water or sediment to drain. Close the drain
cock when clean fuel runs out. Remove and dis-
card the old element and install a new one after
every 300 to 500 hours of operation (more often
if conditions warrant) or when the filter becomes
clogged. A clogged filter is usually indicated by
irregular engine performance.
To change the element, remove the filter cover,
drain the filter, lilt out the spring and element and
wash the inside of the filter shell. Place a new
element and the spring in position and re-instali
the cover, using the new cover gasket furnished
with the new element.
Start the engine and check
to
be sure that the filter does not leak.
C. Description of Second Stage Fuel Filter.
This filter, mounted on the right side of the engine,
contains a replaceable element. Any small par-
ticles of dirt, which may have passed through the
first stage filter are collected by this filter and
prevented from reaching the injectors. A drain
cock, in the bottom of the filter shell, allows for
drainage of the sediment collected.
f'"'"'----CAPSCREW
o ... ~ ___ _
-GASKET
_--HEAD
c~
~GASKETS
_--ELEMENT
§l
~93:-' ----SPRING
i---SHELL
~...-_--DRAIN COCK
L- __ fig. 5-Second Stage fuel filter---....l
14

D. Service of Second Stage Fuel Filter.
Open the filter drain cock daily, before the engine
is started at the beginning of the day's operation
in warm weather or shortly after the end of the
day's operation in freezing weather, and allow
the water or sediment to drain. Close the drain
cock when clean fuel runs out. Remove and dis-
card the old element and install a new on'O after
every 300 to 500 hours of operation (more often
if conditions warrant) or when the filter becomes
dogged. A dogged filter is usually indicated by
irregular engine performance.
To change the element, drain the filter and re-
move the shell from the filter head. Remove
and
discard the old element. Wash the shell thor-
oughly. Install a new element.
NOTE: The spring
is installed below the element in this filter and
above the element in the first stage filter. Re-
install the shell, using the new gasket furnished
with the new element.
Start the engine and check
to be sure
that the filter does not leak.
5. FUEL PUMP
A. Description.
The tractor may be equipped with either an
"Eaton" or a "Barnes" Fuel Pump, mounted to the
engine
as shown in Figure No.6.
The "Eaton" Fuel Pump is a rotor type pump having
a delivery capacity of approximately 35 gallons
per hour at 1000 R.P.M. The pump is bolted to an
adapter, and is driven by an adapter shaft through
a hollow sleeve which acts os a universal joint.
The
adapter shaft is driven by a helical gear on
the
balancer shaft of the engine.
The pump rotates
in a counter-clockwise direction,
viewed from the cover end.
The four lobe inner
rotor rotates the outer rotor eccentrically when the
pump
is in operation to open and close the pas-
sages in the pump housing. The four lobe inner
rotor
is attached to the pump shaft by a ball lock
and rotates the outer rotor which is free to turn
in the pump housing cover. As the rotors revolve
in the housing, fuel is displaced from the inlet
passage to the outlet passage.
Two pump shaft oil seals are used inside the body
at the inner end. The sealing edge of one seal
faces the pump cover and retains the fuel within
the pump, the other faces the opposite direction
and prevents engine lubricating oil from entering
the pump. The seals
are located approximately
1/16" apart. A drain hole, located between the
two seals, vents to the atmosphere. A neoprene
g'asket fitted into the machined recess in the cover
is compressed between the housing and the body
when the attaching bolts
are drawn tight. This
seal prevents fuel oil from leaking out as well as
preventing air leaking inta the pump between the
15
cover and the housing.
A spring loaded relief valve, located on the inlet
side of the pump (right side of pump viewed from
cover end)
is provided to by-pass fuel back to the
inlet side when the outlet pressure exceeds
37 to
47 P.S.1. This valve normally does not open since
its purpose is to relieve excessive pump pressure in
case of dogging in any of the fuel lines or f1Iters.
The "Barnes" Fuel Pump is a constant flow gear
type pump, having a delivery capacity of approx-
imately 35 gallons per hour at 40 pounds pressure
and 1000 R.P .M. The Barnes Pump is bolted to
an adapter and is driven in the same manner as
the Eaton Pump.
Two steel gears revolve inside
the pump housing to create a vacuum
in the intake
chamber, thus drawing fuel from the fuel tank.
The fuel is carried around the gears in the spaces
between the teeth,
and is forced out of the pump
under pressure.
The driving gear is mounted on a free-floating type
drive shaft
and is keyed fo the shaft by a shear pin.
The driven gear is supported in the bore of the
pump housing by
its supporting journals which are
an integral part of the driven gear.
Two pump shaft ail seals are used inside the stator
at the inner end. The sealing edge of one seal
faces the pump housing
and retains the fuel within
the pump, the other faces the mounting flange end
of the stator,
and prevents engine lubricating ail
from entering the pump. The seals
are located
approximately
1/16" apart. A drain hole, located
between the two seals, vents to the atmosphere.
A spring loaded relief valve, located on the inlet

side of the pump (right side of pump viewed from
cover end)
is provided to by-pass fuel back to the
inlet side when the outlet pressure exceeds
47 10
60 P.S.I. This valve normally does nol open since
its purpose is 10 relieve excessive pump pressure
in case clogging occurs in any of the fuel lines or
filters.
B. Service.
If the fuel pump is removed for reconditioning, the
pump drive assembly should also be removed for
inspection.
p..:J:JCf\l\t)lY
C. Removal of Fuel Pump and Pump Drive
Shaft Assembly.
1. Disconnect Ihe fuel lines from Ihe pump.
2. Remove the nuts attaching Ihe fuel pump
and drive ada pier 10 Ihe engine block.
3.
Pull the pump off the attaching studs and
remove Ihe square, lubular fuel pump cou-
pling.
4. Remove the flat
head capscrew attaching
Ihe drive
adapter 10 the engine block if cap-
screw is used for altaching. NOTE: A flat
head capscrew
is used to hold the adapter
assembly in place on the early model engines,
and a dowel is used on the later model en-
gines.
5. Tap the drive
adapter flange lightly to loosen
and withdraw it from the engine block.
D. Disassembly of "Eaton" Fuel Pump.
The relief valve assembly may be removed from
the pump body without disassembly of the other
parts of the pump, by removing the fuel pump plug
and jarring the valve parts from the body.
ROTOR
(OUTER)
\
PLUG
STEE\ BAllBUSHINGG\ j,
~ ~ 1. C) '/HI~~l (INNER)
SH~ <{' Q9 Ill- ~
SPRING;j{ \ GASK~ .,
./ ..... \ VALVE . "\
PLUG GASKET BODY ASSEMBLY SEAL (OUTER)
GASKET
ROTOR (INNER)
L--- _________ .!ig. 7 -"Eaton" Fuel Pump Details: ____________ .....J
16

When removing the relief valve assembly, note the
position of each
part so that the parts may be
reassembled
in their same relative position.
If the relief valve only is to be inspected, no further
disassembly is necessary. If the entire pump is to
be dismantled proceed
as follows:
1. Remove the cover to body altachi ng bolts and
install capscrews 1/4" x 20 x 3" long, so
that the heads of the capscrews extend out
3/4" from the pump cover.
2. Holding the pump assembly
in hand, tap on
the heads of the capscrews with a soft ham-
mer, separating Ihe body and cover. DO
NOT PRY BODY AND COVER APART.
3. Remove the ouler rolor, and move the shaft
out toward the cover end of the pump, slide
the inner rolor forward on Ihe shaft
and
remove Ihe locking ball, Ihen remove Ihe
inner rotor from the rotor shaft.
4. Remove the rotor shaft from the pump body
carefully, so as nat to damage the oil seals.
5. Drive the dowels from the pump body if
necessary by means of a small punch and
hammer.
6.
If it is necessary to remove the seals, a tool
of the proper design may be used to remOve
them so Ihey will nol be damaged.
E. Inspection of "Eaton" Fuel Pump Parts.
1. Wash alllhe parts in clean fuel oil or solvent
and inspect them carefully. The oil seals,
once removed from the pump, should be re-
placed.
If the sealing edges of the seals are
damaged in any way, so that they do not
form a perfect seal around the shaft, either
a fuel
oil leak or lubricating 011 leak will
result.
2. Inspect the rotors and the wearing surfaces
of the pump cover
and body for wear and
scaring. If the rotors show excessive wear
or
are scored they should be replaced. If
the wearing surfaces in the pump cover are
worn or scored, causing excessive looseness
of the rolors in Ihe cover and body, the pump
17
should be replaced.
3. Install the inner rotor on the pump shaft with
the locking boll
in place. If excessive wear
between these parts is found, new parts must
be installed.
4. Check the fit of Ihe pump shaft in the pump
body bushings.
If the shaft and bushings
show excessive wear they must
be replaced.
The specified diameter of the shaft is .4992"
and the specified inside diameter of the
bushings
as installed is .5015" making a
clearance of .0023" between the shaft
and
bushings.
5. Check the pump relief valve.
If the valve
does not form a light seal on its seat, lap the
valve using fine valve lapping compound.
A piece of wood
about Ihe size of a pencil
makes a
good holder for hand lapping.
CAUTION, Use only a small amount of com-
pound 50 that only the seat on the valve and
in the body will be affected. The ideal seat
is a ring about 1/64" to 1/32" wide in the
pump body. Thoroughly wa5h all Ihe lap-
ping compound and foreign material off the
valve and out of pump body.
6. Inspect the pump cover sealing gasket
and
the pump shaft seal gasket and replace if
necessary.
F. Assembly of "Eaton" Fuel Pump_
1. Instal! Ihe bushings for the pump shaft in the
pump body
if they were removed for replace-
ment, then, ream the inside diameter of the
bushings to .5015".
2. Install the pump shaft seal gasket in place
in the pump body, then instal! pump shaft
inner seal with the sealing
edge towards the
cover end of the pump. Make certain the
seal is instolled tight ogainst the seal gasket.
3. Install the pump shaft outer seol
with the
sealing
edge towards the mounting flange
end of the pump.
4.
lubricate the pump shaft end seals and in-
stall the shaft
in the pump body. Install the
shaft from the cover end pushing it through
the bushings and then through the seals being

exceptionally careful not to damage the
seals. Use an oil seal pilot tool on the drive
end of the shaft if tool is available. Before
inserting
the shaft completely into position
in the pump body, install the inner rotor and
locking ball on the shaft.
5. Install the outer rotor in place on the inner
rotor.
6. Install the pump cover sealing gasket in the
recess
of the pump cover, then place the pump
cover
in position on the dowels and pump
body. Install the cover attaching bolts
and
tighten securely.
7. Turn
the pump shaft and test it for bind.
The
shaft should turn smoothly, with a slight
drag, but should not bind or have tight spots.
8. Install
the relief valve parts, make certain that
the parts are installed properly in their re-
spective places on the inlet side of the pump
(right side when viewed from pump cover
end).
H'LJLJJING
9. Install the pump body plug and gasket in the
side opposite the relief valve.
10. Install the fuel pump on
the engine by direct
reversal of the removal procedure.
G. Disassembly of "Barnes" Fuel Pump.
The relief valve assembly may be removed from
the pump stator without disassembly of the other
parts of the pump, by removing the pressure relief
spring plug and jarring the valve parts from the
body.
When removing the relief valve assembly, note the
position of each part so that the parts may be re-
assembled
in their same relative position.
If the relief valve only is to be inspected, no further
disassembly
is necessary. If the pump is to be
dismantled proceed as follows:
1. Remove the screws attaching the pump hous-
ing to
the stator and install capscrews 1/4"
CAPS CREW
DRIVING
GEAR S
STATOR
FT
D
PLUG
SEAL
(INNER)
SEAL
(OUTER)
'--------------Fig. a-"Barnes" Fuel Pump Details ____________ ....J
18