Injector Settings for a c-160 Cummins super charged

Hi my partner has a international with a c-160 Cummins super charged.
Just wondering if anyone can please tell me what the injector settings are as have had to pull it down to do the head gasket.
Have the intake and exhaust settings just needing the injector settings now

Any help would be great
Thanks In advance

.Porche, If it has a super charger , it is a c-180....................
Injector settings cold ........48 inch pounds
...........................hot ...........60 inch pounds
Never mind, the settings are the same for C/ 160...175....180.
If you have a metric tension wrench you will have to convert ............
..................Billy................

Hi Billy they were a great old engine, I fitted one in a old butter box single axle tipper when i was 19, 610 r0ad ranger was preetty quick acco back then 66 now so few years ago i wore it out then come across a 175 so out come the 175 in went the 175. Butterbox was getting too many white ants in her found a good 1810 b tilt cab to breed it into
[that took a bit of doing] wore out the 175 so rebuilt it and added a little more go [they come as 160 175 turbo 180 supercharged 195 tuboe c200 super charged] did engine up took tubo to shop cant get parts anymore so turo man says old ineffeciant fit later one increased boost by 10 psi then peter cain fuel system man says we will fit a tmd to the pump took top fuel psi from 46 to 64psi. when finished rung cummins brisbane to dyno they would do it to hard to get bits for they said so ken robets who owns torque power said we will do it. she had 175 hp at the drive from 2500 rpm to 1400 rpm . rod ubolts were hard to get back then torque power got them from singapore hard to get and pricey. i run it for years took the hot rodding no worries . you could be at the lights loaded be a empty japper beside you blow the doors off it was a great truck, them tmds make them lug i loved it best thing ever put on the motor

Hi Billy

thank you so much for your help much needed

cheers porschea

.
.Just make sure you do the set on the right stroke........
Otherwise the least that will happen will be a pile of bent pushrods............

,,,,,,,,,,,,,,,,,,,,Billy....................

Billy, it saddens me to have to admit it, but that is exactly the result I got when I did my very first 160. It was in an old 190 Inter local tug of Lindsays back in 1974. One of those expensive mistakes one never forgets.

A dumb question as I have no idea, which stroke is the correct stroke ?


My knowledge of most things is limited at best but when it comes to Cummins it is non-existent, so I figure if I dunno something theres a fare chance not everyone else knows either


Paul

Hi Billy

That has just happened 1 pushrod bent bummer:-(

Just wondering if you know of anyone or if anyone knows of someone wrecking a Cummins C180 or C160 as now need to find pushrods only need 1 but will be great if could get all of them

Thanks Porschea

Paul, I can tell you why, however Billy could explain it better if he wouldn’t mind.
From another pushrod bender. David.

.
Sorry mate .....its just a ring around job on your part................
As for your dilemma ......just call it an occupational hazard...........

Doing a set on a Cummins is just adjusting the valves and injectors ....terminology....

Think of the old 6 cylinder Holden.........a mark on the flywheel for tdc on 1 and 6 cylinders..
Get the mark (or ball ) in the hole .....which cylinder do you adjust the valve clearance on........one or six.
The valves will be rocking on the opposite cylinder to the one you adjust.........
Same with the Cummins..... only there is an injector to do at the same time as the valves......
There are marks on the accessory drive pulley 1/6 5/2 3/4...........
A seperate injector for each cylinder.............
Protocol says adjust the injector first ,,then the valves.........
The injector is operated exactly the same as the valves are operated.........
There are no valves of any sort in the injector , the only moving part is the plunger that is operated by
the cam, pushrod, and rocker arms...........
So as the donk rotates the injector plunger is pushed down uncovering the metering port.........
Depending on engine speed or throttle position the available pump pressure will squirt fuel through this
orifice into the injector tip (cup ) ..as the plunger travels down it forces the fuel out of the cup into the cylinder
where it ignites...........
As there are no valves in the injector,..the plunger bottoming in the cup is all that stops compression being
blown back into the injector body............
It is at this point that the appropriate timing mark is used to set (adjust ) the injector...........
That is ......the injector rocker adjusting screw is tightened to 48 inch pounds (cold engine ) to bottom
the plunger in the cup at the highest point on the cam lobe..........Then tighten the locknut...........
Adjust the inlet and exhaust valve clearance ....(..17 and 27 thou cold).....
Hot settings valves .......15 and 25........inj 60 inch pounds................
Turning the donk on , repeat for all cylinders............
SO.....if you should be adjusting No1 cylinder but instead adjust No6 cylinder (wrong stroke )...
Then you bottom the injector plunger in the injector cup while the cam follower is on the back of the cam lobe........
As the cam rotates and the lobe tries to lift the follower to operate the injector plunger ........what happens when things
have nowhere to move..........the cam follower may break........the pushrod will bend...........the rocker arm may break.........
the injector plunger may bend or the injector cup may split........all or some of the above................
Not to mention the valve settings will be all out to coc...........
Either way it may become an expensive exercise...............
Sorry that is a bit long winded i hope you get the gist of it all doing something and explaining it is
two different matters....................

.........................Billy.....................