8V92 Detroit Diesel

Air cleaner is unhooked, the turbo turns free. There is no shut down flap. Checked exhaust pipes and muffler for blockage. Could you tell me what the setting would be if I went back to the 9G85 injector? Thanks for the input.

td25c said:

My 92 manual shows using the 1.600 timing tool with the 9290 injector .

As for the black smoke check the emergency shutdown flap at the blower intake , clogged air filter , collapsed air intake duct ,& turbo failure ( with the engine off make sure the turbo spins free by hand ). Black smoke is a sign you aint gettin enough air .

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I'm betting after those injectors were bottomed out they dribbled pretty badly. I had 1 dribbler in a 3406 cat that smoked the whole yard up at idle.
good to see that you had the info to verify the injector setting. I sold my 92 manuals a few years back to somebody that had more use for them than I did. Still got the 71 books though. Them goofy Wabcos and Terexs are still out there.

ms0115 said:

Air cleaner is unhooked, the turbo turns free. There is no shut down flap. Checked exhaust pipes and muffler for blockage. Could you tell me what the setting would be if I went back to the 9G85 injector? Thanks for the input.

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I'll check in the morning . My manuals are at the shop & I'm planted on the couch this evening .

RZucker said:

I'm betting after those injectors were bottomed out they dribbled pretty badly. I had 1 dribbler in a 3406 cat that smoked the whole yard up at idle.

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Sure could be the problem .

RZucker said:

Them goofy Wabcos and Terexs are still out there.

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Aint that the truth RZucker !

And Grove truck cranes , HyHoe excavators , & GMC trucks with the two stroke noise makers .

Along with the goofy people that use them . Now there is where the real problem is ...........:drinkup

After setting to 1.484 ,I barred to motor over by hand until I met resistance. May have damaged the injector, but I did not come against it hard. Backed off the injector a little and the motor turned through. Thanks for the input.

Thanks for checking your manual. I already bought one 800 page manual online that got me absolutely no where. I did not want to buy a service manual until I got the serial numbers, which I got today (to make sure the manual will cover it). Thanks for the help.

ms0115 said:

Air cleaner is unhooked, the turbo turns free. There is no shut down flap. Checked exhaust pipes and muffler for blockage. Could you tell me what the setting would be if I went back to the 9G85 injector? Thanks for the input.

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My manual don't show the 8 V 92 TA using the 9 G 85 injector . However the 9290 seems to be the common injector in that series .

Let me take some time this evening & scan in the tune up spec charts that show all the combinations as I don't want to miss speak & steer ya wrong .

My manual is a 1981 vintage .

I have seen the key sheared on the crank gear.

I have seen the fuel return line blocked that makes them do funny things although doesn't sound like it in this case.

Heavey Metal said:

I have seen the key sheared on the crank gear.

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Is the crank gear keyed on a 92? Seem to recall all the 53-71 series engines had the gear that drives the cams at the rear of the crank were held on with I believe 6 3/8 fin bolts with one offset to be sure it is installed correctly. Plus I don't see how even if the cam was out of time with the crank it would effect the travel on an injector.

Don't know what the problem is but sounds like there is either a mistake in the way the injector is being adjusted, there is an error of some kind in the injectors themselves or the cam has too much lift on the injector lobe.

Not sure if there is a spec. in the manual on the lift of the cam lobes for the valves or the injector. I don't see any such spec's listed in my old V71 book.

td25c said:

My manual don't show the 8 V 92 TA using the 9 G 85 injector . However the 9290 seems to be the common injector in that series .

Let me take some time this evening & scan in the tune up spec charts that show all the combinations as I don't want to miss speak & steer ya wrong .

My manual is a 1981 vintage .

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Ok , opened up my newer 92 manual ( 1988) and sure enough around the mid 1980's we start to see the 9G series injectors .

Top scan is the blown up off the same page so we can see it better . Yellow lines are injector , horse power , & timing .

kshansen said:

Is the crank gear keyed on a 92? Seem to recall all the 53-71 series engines had the gear that drives the cams at the rear of the crank were held on with I believe 6 3/8 fin bolts with one offset to be sure it is installed correctly. Plus I don't see how even if the cam was out of time with the crank it would effect the travel on an injector.

Don't know what the problem is but sounds like there is either a mistake in the way the injector is being adjusted, there is an error of some kind in the injectors themselves or the cam has too much lift on the injector lobe.

Not sure if there is a spec. in the manual on the lift of the cam lobes for the valves or the injector. I don't see any such spec's listed in my old V71 book.

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As far as plunger travel it may be the plunger travel on the OP's injectors Bottoms at a higher point than a standard Injector. The cams may be the standard lift.

td25c said:

Ok , opened up my newer 92 manual ( 1988) and sure enough around the mid 1980's we start to see the 9G series injectors .

Top scan is the blown up off the same page so we can see it better . Yellow lines are injector , horse power , & timing .

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TD25, Thanks for the help and taking the time to look these numbers up. I am glad you found the 9290's were speced out to the 1.600 range. However the 9G series injectors show 1.456. And unless the 9G injector has more travel I will never be able to set it to that specs.

Outside the service manual

Ran in to a few oddities over the years where we went by the book and it still did not work correct .

This happened to me back in 2011 when the 8 V 71 went down on the WABCO scraper .

https://www.heavyequipmentforums.co...5-Wabco-c-pull&p=342531&viewfull=1#post342531


We got the engine back together & set the valves & N-60 injectors at 1.460" like the book sais ..... Engine started fine but sounded like it had a half ass miss & did not have any power .

Scratched my head for a bit ..... Then just started backing off the setting slightly then running the engine . Noticed it ran a little better each time and did this until we noticed diminishing returns . Much like twisting a distributer on a gas burner to find the sweet spot .

The 8 V 71 ran best at 1.525 & that's where we left it & went back to hogging dirt . Book calls for 1.460 . I have no explanation as to why ? :beatsme

Oh yeah , we made our own timing tools out of wire & depth mike . Just rest the wire on the machined surface of the injector ( not in the timing tool hole )

Some times you have to step outside the box

ms0115 said:

TD25, Thanks for the help and taking the time to look these numbers up. I am glad you found the 9290's were speced out to the 1.600 range. However the 9G series injectors show 1.456. And unless the 9G injector has more travel I will never be able to set it to that specs.

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Look at post # 35

td25c,
Yes I understand; The first thing I did when it would not turn through is start backing off of the adjustment in several steps until I ended up back at the original setting. That is when I pulled these (low hour) injectors out and pop tested them; I found 3 bad. I'll have the injectors back Friday or Monday and will give them another try. I cut my teeth back in SC working for a man who had over 300 pieces of equipment; TD 15's and 25's, Wabco's from 111 A's and up, even with a few double barrels. Even the water trucks were made out of cobbled together Wabco pans. Thanks for the help.

Sounds like you have been around the block as well running old iron ms0115 .

I'm satisfied your 8 V 92 is suffering from a simple issue . Guy has to bang his head a bit before finding the cure .

Hopefully a new set of rebuilt injectors will fix it . You may have to experiment like we did on the WABCO to find the " Sweet timing setting " .

Guess one question I would still have is did this engine run good after the original rebuild? I've seen times when something was assembled wrong and people just live with it not working right then years later you are asked to work on it and only after you beat your head against the wall on a problem to be told "Well it's been like this since Fred rebuilt it back in 2009!"

Hope replacing the injectors does clear up this problem. Where were the spec's for the 9290 being set at the 1.600 show up, did not see that in this thread?

The 1.600 showed up through one of td25's post from a shop manual. About 4 years ago I sold my diesel business of 20 years in SC. Moved to TN for semi retirement and started a new shop that hopefully my son will take over soooon. Regarding the drill rig, I came into this situation very late. This well drilling outfit has been a very good customer and has kept us very busy. After building several CAT deck motors, 7.3, 6.0, 6.4 and 3208's for them, they dropped this rig off that I have never seen. Here is the story I got; Ran it for 6 years, it had plenty of power. Started loosing about 400 rpm under full load and this was not acceptable for this application. The only people in this area at that time that would work on the dd was an actual dealership. They sold them on a rebuild, the problem continued. They ran it for about 6 months, carried it to a private shop. He sold them on bigger injectors and a new turbo; The problem continued. Then they spoke to the drill rig manufacture and they sold them on needing a new air end;And the problem continued. They parked it, bought a new rig and 2 years later they bring it to me to fix. Test ran and it seemed to have a restriction in air flow. Pulled the turbo and there were no problems, practically new. Pulled the blower, no problems there. The blower mounting gasket was bent over and pinched in one spot, may have been losing boost at that point. The inner cooler was partially stopped up apparently from a leaking oil seal at the turbo (gummed up). Repaired all these items. Running valves and injectors to see where they were at and here we are. They spent an excess of $50,000 before it got to my shop. Needless to say this is not a typical straight forward problem.