A.erosion and cratering of the nozzle orifices
B.fuel leakage into the nozzle drain line
C.fuel leakage before and after injection
D.insufficient fuel delivery though that nozzle
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A.check cylinder lubrication
B.connect the pressure indicator pressure
C.test cylinder heads
D.connect the exhaust gas pyrometers
A.At zero load the intake manifold pressure is greater than the exhaust manifold pressure
B.At full load the intake manifold pressure and exhaust manifold pressure are equal
C.At full load the intake manifold pressure is less than the exhaust manifold pressure
D.At full load the intake manifold pressure is greater than the exhaust manifold pressure
A.increasing cooling water flow
B.increasing lube oil flow
C.dilution by fuel oil
D.adding SAE 70 oil
A.engine power losses
B.smoking due to unburned fuel
C.high exhaust temperature readings
D.all of the above
A.incorrect replacement of barrels and plungers of jerk pumps
B.overheating of the nozzle orifices
C.cracked pump housings
D.dirt in the fuel
A.tachometer
B.pyrometer
C.dynamometer
D.calorimeter
A.employing fuel oil as a cooling medium
B.preventing hard carbon deposit on nozzle tips
C.avoiding fuel oil temperature exceeding builder’s specification
D.ensuring good metallic contact between nozzles and cylinder heads
A.it is fitted with neoprene O-ring seals
B.the honing process makes it easier to maintain the desired oil film
C.there is likelihood of water leaking into the combustion space
D.it fits more loosely due to a decrease in heat transfer through the composite wall
A.high average exhaust manifold
B.greatly fluctuating inlet manifold pressure
C.constant exhaust manifold pressure
D.multiple exhaust pipes to the turbocharger
A.lower thermal expansion rates than wet liners
B.greater heat transfer rate than wet liners
C.greater wear resistance than wet liners
D.procedure to replace dry liners is simpler than for wet liners
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