I ran across a shop manual for the Dagenham 4-220 and 6-330 truck engines. The 4 cylinder 220 is virtually the same as the Major diesel engines. If any one has a 6 cylinder 330 engine please contact me at fordsonmajor@netzero.com Any way, the manual had some good trouble shooting guides I thought the Major owners might appreciate. ENGINE KNOCK
To distinguish between a mechanical knock and a fuel knock, run the engine at maximum speed and pull the stop control. If the knock is no longer present, it is due to the fuel. If it is still audible it is due to mechanical reasons. When the fuel supply to the engine is cut off the mechanical knock will be reduced in volume but will still be present.
Running faults will be due mainly to trouble arising in one or more of the following sections. By checking through as outlined, the faulty component or section can be isolated. FUEL SYSTEM CHECK-OUT 1.) Bleed all air from the system. If this cannot be eliminated check back over the fuel line from the lift pump to the fuel tank.
2.) Push excess fuel button in and note that the control rod moves freely to excess fuel position.
3.) Loosen off injector line at injector ends and operate starter motor, observing for approximate equal delivery from each fuel line.
4.) With line still disconnected from injector, pull stop control and operate lift pump hand primer. Any flow of fuel indicates a faulty delivery valve or broken delivery valve spring.
5.) Reconnect lines to injectors and start engine if possible. As a rough check of injector condition, run engine just above idling speed and loosen injector lines one at a time. As each injector is cut out in this way, a definite drop-off in speed should be noticed if the injector is operating properly.
AIR SUPPLY
1.) Remove oil bath of main air cleaner, wash out and refill with the proper oil to the correct level. Be sure that the gauze of the main filter is free from obstructions, and install oil bath to air cleaner.
2.) Remove rubber hose between main air cleaner and intake manifold. Check for obstructions and operate governor control to see that the throttle plate travels as far as its stop, giving sufficient opening at the throttle.
3.) Check all valve clearances.
4.) Check for evenness of cylinder compression by turning the crankshaft with the starting handle “hand crank”.
GOVERNING (PNEUMATIC)
1.) If the air system has previously been checked and the maximum no-load speed is low, check the governor main spring.
2.) If erratic running at idling speed is experienced, readjust the damping valve on the governor housing.
3.) If erratic running is experienced under load conditions, check the fuel injection pump control rod for stickiness by pulling the stop control lever sideways to be sure that the control rod will move freely to the excess fuel position.
4.) If the engine no-load speed is too high, check for leaks in the system between the intake manifold and governor diaphragm.
5.) To check the governor diaphragm for leaks, disconnect the vacuum and balance pipe from the governor housing. Pull the stop control lever to the stop position. Seal the two holes in the governor housing and release the stop control lever. If movement of the control rod is observed, the diaphragm is leaking.
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