Information injection-pump assembly
BOSCH
9 400 610 434
9400610434
ZEXEL
101401-9740
1014019740
NISSAN-DIESEL
1670019D02
1670019d02
Rating:
Service parts 101401-9740 INJECTION-PUMP ASSEMBLY:
1.
_
6.
COUPLING PLATE
7.
COUPLING PLATE
8.
_
9.
_
11.
Nozzle and Holder
16600-19D01
12.
Open Pre:MPa(Kqf/cm2)
19.6{200}
15.
NOZZLE SET
Cross reference number
BOSCH
9 400 610 434
9400610434
ZEXEL
101401-9740
1014019740
NISSAN-DIESEL
1670019D02
1670019d02
Zexel num
Bosch num
Firm num
Name
9 400 610 434
1670019D02 NISSAN-DIESEL
INJECTION-PUMP ASSEMBLY
FD46TI * K 14BD PE4AD PE
FD46TI * K 14BD PE4AD PE
Calibration Data:
Adjustment conditions
Test oil
1404 Test oil ISO4113 or {SAEJ967d}
1404 Test oil ISO4113 or {SAEJ967d}
Test oil temperature
degC
40
40
45
Nozzle and nozzle holder
105780-8140
Bosch type code
EF8511/9A
Nozzle
105780-0000
Bosch type code
DN12SD12T
Nozzle holder
105780-2080
Bosch type code
EF8511/9
Opening pressure
MPa
17.2
Opening pressure
kgf/cm2
175
Injection pipe
Outer diameter - inner diameter - length (mm) mm 6-2-600
Outer diameter - inner diameter - length (mm) mm 6-2-600
Overflow valve
134424-4120
Overflow valve opening pressure
kPa
255
221
289
Overflow valve opening pressure
kgf/cm2
2.6
2.25
2.95
Tester oil delivery pressure
kPa
157
157
157
Tester oil delivery pressure
kgf/cm2
1.6
1.6
1.6
Direction of rotation (viewed from drive side)
Right R
Right R
Injection timing adjustment
Direction of rotation (viewed from drive side)
Right R
Right R
Injection order
1-3-4-2
Pre-stroke
mm
3.2
3.15
3.25
Rack position
Point A R=A
Point A R=A
Beginning of injection position
Drive side NO.1
Drive side NO.1
Difference between angles 1
Cal 1-3 deg. 90 89.5 90.5
Cal 1-3 deg. 90 89.5 90.5
Difference between angles 2
Cal 1-4 deg. 180 179.5 180.5
Cal 1-4 deg. 180 179.5 180.5
Difference between angles 3
Cyl.1-2 deg. 270 269.5 270.5
Cyl.1-2 deg. 270 269.5 270.5
Injection quantity adjustment
Adjusting point
-
Rack position
14.4
Pump speed
r/min
1550
1550
1550
Average injection quantity
mm3/st.
103
101.4
104.6
Max. variation between cylinders
%
0
-3.5
3.5
Basic
*
Fixing the rack
*
Standard for adjustment of the maximum variation between cylinders
*
Injection quantity adjustment_02
Adjusting point
H
Rack position
9.7+-0.5
Pump speed
r/min
325
325
325
Average injection quantity
mm3/st.
12
10.2
13.8
Max. variation between cylinders
%
0
-10
10
Fixing the rack
*
Standard for adjustment of the maximum variation between cylinders
*
Injection quantity adjustment_03
Adjusting point
A
Rack position
R1(14.4)
Pump speed
r/min
1550
1550
1550
Average injection quantity
mm3/st.
103
102
104
Basic
*
Fixing the lever
*
Boost pressure
kPa
84
84
Boost pressure
mmHg
630
630
Injection quantity adjustment_04
Adjusting point
B
Rack position
R1-1.15
Pump speed
r/min
900
900
900
Average injection quantity
mm3/st.
82.5
78.5
86.5
Fixing the lever
*
Boost pressure
kPa
84
84
Boost pressure
mmHg
630
630
Injection quantity adjustment_05
Adjusting point
C
Rack position
R2-1.25
Pump speed
r/min
500
500
500
Average injection quantity
mm3/st.
52
48
56
Fixing the lever
*
Boost pressure
kPa
0
0
0
Boost pressure
mmHg
0
0
0
Boost compensator adjustment
Pump speed
r/min
500
500
500
Rack position
R2-1.25
Boost pressure
kPa
14.7
13.4
16
Boost pressure
mmHg
110
100
120
Boost compensator adjustment_02
Pump speed
r/min
500
500
500
Rack position
R2(R1-1.
35)
Boost pressure
kPa
70.6
70.6
70.6
Boost pressure
mmHg
530
530
530
Timer adjustment
Pump speed
r/min
985--
Advance angle
deg.
0
0
0
Remarks
Start
Start
Timer adjustment_02
Pump speed
r/min
935
Advance angle
deg.
0.5
Timer adjustment_03
Pump speed
r/min
1550
Advance angle
deg.
5
4.5
5.5
Timer adjustment_04
Pump speed
r/min
-
Advance angle
deg.
7
6.5
7.5
Remarks
Measure the actual speed, stop
Measure the actual speed, stop
Test data Ex:
Governor adjustment
N:Pump speed
R:Rack position (mm)
(1)Torque cam stamping: T1
(2)Tolerance for racks not indicated: +-0.05mm.
(3)Boost compensator stroke: BCL
----------
T1=M19 BCL=1.25+-0.1mm
----------
----------
T1=M19 BCL=1.25+-0.1mm
----------
Speed control lever angle
F:Full speed
I:Idle
(1)Use the hole at R = aa
(2)Stopper bolt set position 'H'
----------
aa=32mm
----------
a=71deg+-5deg b=40deg+-3deg
----------
aa=32mm
----------
a=71deg+-5deg b=40deg+-3deg
Stop lever angle
N:Pump normal
S:Stop the pump.
(1)Use the pin at R = aa
----------
aa=12mm
----------
a=29deg+-5deg b=10deg+-5deg
----------
aa=12mm
----------
a=29deg+-5deg b=10deg+-5deg
Timing setting
(1)Pump vertical direction
(2)Position of gear's standard threaded hole at No 1 cylinder's beginning of injection
(3)B.T.D.C.: aa
(4)-
----------
aa=8deg
----------
a=(50deg)
----------
aa=8deg
----------
a=(50deg)
Information:
To avoid possible engine damage or another immediate shutdown, the water temperature fault must be corrected before attempting to restart the engine.
Even though the starter motor circuit can now be engaged, there is no fuel flow to the engine. The fuel flow to the engine is stopped until the coolant temperature falls below the rating for the water temperature contactor switch (WTS). When the coolant temperature falls below the rating for the water temperature contactor switch (WTS), the contactor switch opens again. The fuel shutoff solenoid is de-energized when the switch reopens. This allows fuel flow to the engine. The engine can then be restarted.2301A Electric Governor Control
The 2301A Electric Governor Control activates all of the components that are in the electric protection system. The components are activated in the same manner when the nonelectric governor is used. One difference exists in the main circuit. The fuel shutoff solenoid (FSOS) (line 43) is not used.When the electric governor control is used, the engine must run in a normal condition in order for the electric circuit to operate in the manner that is described below.
Current flows from the terminals (TS-28) (line 43) and (TS-31) (line 44), which are located on the terminal strip in the junction box.
Current from terminals (TS-28) (line 43) and (TS-31) (line 44) flows through the preregulator (PR) (line 48) or the fuse (F4) to the electric governor control.
When the engine flywheel is rotating, the current also flows through the electric governor actuator (EGA) (line 52). When a fault in the system causes the current to energize the slave relay (SR1), the following events occur in the electric circuit in order to stop the engine.
The slave relay (SR1) opens across the contacts (SR1-30) and (SR1-87a) (line 45). The relay closes across the contacts (SR1-30) and (SR1-87) (line 43).
When the circuit opens across contacts (SR1-30) and (SR1-87a), the current is stopped to the electric governor control.
Current to the electric governor actuator (EGA) is also stopped.
The mechanical spring load in the electric governor actuator (EGA) will now move the fuel control rod in order to stop fuel flow to the engine.Note: With the exception of the differences that are described in this section of the manual, all of the fault circuits in the electric protection system are identical for the 2301A Electric Governor Control and for the nonelectric governor control.
Illustration 5 g00292456
Junction Box Wiring for ETS with OP, WT, and OS that does not require a switchgear for use on 3200 through 3400 Engines
Illustration 6 g00292457
JIC Schematic for ETS with OP, WT, and OS that does not require a switchgear for use on 3200 through 3400 Engines
Illustration 7 g00292458
IEC Schematic for ETS with OP, WT, and OS that does not require a switchgear for use on 3200 through 3400 Engines
Illustration 8 g00292474
6I-1862 Wiring Harness for ETS with OP, WT, and OS that does not require a switchgear for use on 3200 through 3400 Engines
Illustration 9 g00292459
Junction Box Wiring for ETS with OP, WT, and OS that does not require a switchgear for