101402-8160 ZEXEL 9 400 613 099 BOSCH INJECTION-PUMP ASSEMBLY 9400613099 1014028160 8973528650


 

Information injection-pump assembly

BOSCH 9 400 613 099 9400613099
ZEXEL 101402-8160 1014028160
ISUZU 8973528650 8973528650
101402-8160 INJECTION-PUMP ASSEMBLY
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Buy INJECTION-PUMP ASSEMBLY 101402-8160 zexel genuine, new aftermarket engine parts with delivery

Service parts 101402-8160 INJECTION-PUMP ASSEMBLY:

1. _
2. FUEL INJECTION PUMP 101041-9570
3. GOVERNOR 105400-9580
4. SUPPLY PUMP 105220-7270
5. AUTOM. ADVANCE MECHANIS
6. COUPLING PLATE
7. COUPLING PLATE 156643-3520
8. _
9. _
10. NOZZLE AND HOLDER ASSY 105118-6811
11. Nozzle and Holder 8-97238-978-0
12. Open Pre:MPa(Kqf/cm2) 1801{185}
13. NOZZLE-HOLDER 105048-3230
14. NOZZLE 105017-2880
15. NOZZLE SET

Include in #1:

101402-8160 as INJECTION-PUMP ASSEMBLY

Cross reference number

BOSCH 9 400 613 099 9400613099
ZEXEL 101402-8160 1014028160
ISUZU 8973528650 8973528650


Zexel num
Bosch num
Firm num
Name
101402-8160 
101402-8161 
9 400 613 099 
8973528650  ISUZU
INJECTION-PUMP ASSEMBLY
4JG1-T * K 14BC INJECTION PUMP ASSY PE4A,5A, PE

Calibration Data:

Adjustment conditions
Test oil
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
Overflow valve   131424-0820
Overflow valve opening pressure kPa   127 107 147
Overflow valve opening pressure kgf/cm2   1.3 1.1 1.5
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)
Left
  L
Injection timing adjustment
Direction of rotation (viewed from drive side)
Left
  L
Injection order   1-3-4-2
Pre-stroke mm   3.5 3.45 3.55
Beginning of injection position
Drive side
  NO.1
Difference between angles 1
Cal 1-3
deg.   90 89.5 90.5
Difference between angles 2
Cal 1-4
deg.   180 179.5 180.5
Difference between angles 3
Cyl.1-2
deg.   270 269.5 270.5
Injection quantity adjustment
Adjusting point   A
Rack position   10.1
Pump speed r/min   1250 1250 1250
Average injection quantity mm3/st.   79.5 78.5 80.5
Max. variation between cylinders %   0 -2.5 2.5
Basic   *
Fixing the lever   *
Injection quantity adjustment_02
Adjusting point   -
Rack position   6.5+-0.5
Pump speed r/min   500 500 500
Average injection quantity mm3/st.   11.5 9.5 13.5
Max. variation between cylinders %   0 -15 15
Fixing the rack   *
Remarks
Adjust only variation between cylinders; adjust governor according to governor specifications.
 

Test data Ex:

Governor adjustment

Test data 101402-8160
N:Pump speed R:Rack position (mm) (1)Target notch: K (2)Tolerance for racks not indicated: +-0.05mm. (3)Set idle sub-spring (4)Main spring setting (5)Rack difference between N = N1 and N = N2
----------
K=10 N1=1250r/min N2=900r/min
----------

Speed control lever angle

Test data 101402-8160
F:Full speed I:Idle S:Stop
----------

----------
a=8deg+-5deg b=24deg+-5deg c=31deg+-3deg

Stop lever angle

Test data 101402-8160
N:Pump normal S:Stop the pump. (1)No return spring
----------

----------
a=1.5deg+-5deg b=53deg+-5deg

Timing setting

Test data 101402-8160
(1)Pump vertical direction (2)Position of gear mark 'W' at No 1 cylinder's beginning of injection (3)B.T.D.C.: aa (4)-
----------
aa=6deg
----------
a=(210deg)




Information:

Fuel consumption complaints are related to engine owners expectations. They may often times be related to the engine itself, causes other than the engine, and in some cases the fuel consumption may be normal for the application. Only a good discussion with the owner/operator, as described in the Owner/Operator Input section, will give guidance as to a correct repair or to prevent unnecessary repairs.Owner/Operator Input
The following are some of the questions which should be asked before beginning any diagnosis or repair for an engine performance complaint. There Are No Hard And Fast Answers For These Questions. There are many factors that can cause poor fuel mileage or make users believe they are getting fuel-poor-mileage.There are also a variety of customer expectations which are acceptable. The answers to these questions will give you a better understanding and perspective on the complaint and may identify characteristics which will help pinpoint the cause of the complaint quickly.1. Are miles measured accurately?A most common problem in determining mpg is errors in recording the number of miles traveled.A. Is this vehicle hub or cab odometer accurate? The easiest way to check an odometer is to install a hub odometer known to be accurate and for the tire size on the truck. Run the truck over several hundred miles and compare the reading with the original odometer.Odometers may also be checked by comparing them to interstate mile posts or by running over a course of known length-a 50-mile run is required to get a good check.B. Are "book miles" or "driver-paid miles" correct? Another way in which miles for mpg calculations are obtained by a fleet is the use of "book miles" or "driver-paid miles." The use of this system can short mileage accumulation by 10 to 15%; thus, mpg is low by 10 to 15%.C. Is the vehicle used for pick-up and delivery operation? Another problem affecting mileage accumulation in many fleets is the use of linehaul equipment for pickup and delivery operations. In the "book mile" system, the truck rarely gets credit for any miles run in pick-up and delivery.2. Is fuel measurement accurate?There are a number of ways in which fuel measurement can be the source of mpg problems.A. Are fuel pumps calibrated? If fuel tickets come from company-owned fuel pumps, there can be errors because nonrevenue fuel pumps do not have calibration requirements in many states.B. Are road fuel tickets accurate? The only way to verify fuel additions when road fuel tickets are used is a laborious ticket-by-ticket audit ensuring that the correct amount of fuel has been entered for the vehicles in question and that there are no indications of incorrect entries.C. Are tank-full mileage checks correctly done? The big problem in "tank-full" checks is getting the tank filled to the same level before and after the user "checked the mileage." With two 100 gallon tanks, errors of 5 to 10 gallons are very common in topping off tanks because of the way truck tanks crossfeed with a relatively

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