freight train

I am in the process of swapping a 1990 non I/C motor into a RC utilizing all 92 diesel harnesses. I want it to work. After talking with a very knowledable member (thank you Mark) he pretty much said I had three options. The option I think I will go with is running a jumper wire from the fuel shutoff solenoid to the VE. But he said I could also swap the non I/C VE with one from a 92-93 VE pump. Can that be done? That way I would be utilizing the sensor on the air intake plate I installed. Does anyone know if it would hurt anything by simply running a jumper wire from the fuel shut solenoid to the VE being it requires constant power to work? Any more helpful info is greatfully appreciated? Thank you

jimbo486

I'd run the jumper wire through a switch mounted somewhere in the cab. That way you don't have a continuous 12 volts running to the shutdown solenoid.

freight train

Thank you Jimbo

freight train

^ thank you Jimbo
The way I understood it as explained to me by Mark was it didnt matter about the continuous 12v as the wax material in the 90's KSB would melt as neccasary.

I would really love to use a factory 92 ve harness and sensor if possible. Does anyone know if the KSB from a 92-93 I/P fit a 89-90 I/P without any mods or problems to the harness and/or pump?

jimbo486

The i/c KSB will bolt on the non i/c pump without any issues. Remember, all of our VE pumps are the same except for the delivery valves and holders.

GIT-R-DONE

So they are all interchangeable ?

jimbo486

Yes, they are but they function in different ways. The non i/c KSB utilizes a wax motor and when it loses a 12 volt signal (only in a cold-start condition), the wax motor, somehow, heats up and expands which then allows fuel (under pressure) within the case to act against the timing advance piston. Thus, advancing static/base timing. Once the intake air temperature reaches the magic number, a 12 volt signal will be applied to the KSB and timing will retard back to static/base timing.

The i/c KSB utilizes what I would think could be a basic solenoid with a plunger. When it receives a 12 volt signal (only in a cold-start condition), it actuates the plunger within, fuel (under pressure) within the case is then able to act against the timing advance piston and advance the static/base timing. Somewhat the same as the non i/c description, when intake air temperature reaches them magic number, the 12 volt signal is no longer applied to the KSB and timing will retard back to static/base timing.

Electrically, to run an i/c KSB on a non i/c motor, the wiring would have to be finagled such that, 12 volts is supplied in a cold-start condition, rather than not as in normal operation of a non i/c KSB. Vice versa to run a non i/c KSB on an i/c motor.

However, if the motor and solenoid between the 2 KSB's are removable, and I believe they might be, I suppose one could simply swap one to the other.

Clear as mud? I didn't get much sleep last night and it's catching up with me .

Hopefully someone with further knowledge will chime in and correct any info of mine that may be incorrect.

Trebor

The KSB circuit on the i/c versions uses a precision resistor mounted in a heat sink located on the side of the intake manifold held in place with the intake manifold plate bolt. It is basically a stand alone circuit. The circuit is controlled by the temperature switch located in the intake. The switch opens after the intake temperature rises. The circuit starts at the injection pump run solenoid, goes to the switch, leaves the switch goes through the resistor and over to the KSB solenoid. This circuit, the temperature switch, and the resistor should always be retained when transplanting an i/c engine.

The non-i/c engine KSB circuit runs through a temperature sensing switch located in the intake manifold on the side of the cylinder head. The circuit is also a stand alone circuit. As the temperature rises the switch closes and puts power to the KSB. Eliminating or jumpering/bypassing this switch in combination with engine idling in low temperatures will cause blue smoke until the engine reaches operating temperature.

Both KSB's have 1/2 MPT pipe threads. They are not interchangeable because they function oppositely, normally open or normally closed, at room temperature. The trick is to retain the KSB circuit that originally came with the injection pump that is being used.

My information source is the Cummins Repair Manual which IMHO every Cummins owner should have possession of & this past weeks experience in converting a non-i/c engine to run in a i/c 1992 harness.