101601-4200 ZEXEL INJECTION-PUMP ASSEMBLY Calibration Data 1016014200 5156006053

Information Cross number Calibration Data Calibration Data Ex

Information injection-pump assembly

ZEXEL 101601-4200 1016014200

ISUZU 5156006053 5156006053

Price: query

Buy now
Add to cart Go to cart

Rating:

Buy INJECTION-PUMP ASSEMBLY 101601-4200 zexel genuine, new aftermarket engine parts with delivery

Service parts 101601-4200 INJECTION-PUMP ASSEMBLY:

1. _

2. FUEL INJECTION PUMP 101060-0570

3. GOVERNOR 105931-0090

4. SUPPLY PUMP 105220-4560

5. AUTOM. ADVANCE MECHANIS 105612-1540

6. COUPLING PLATE 105661-3230

7. COUPLING PLATE

8. _

9. _

10. NOZZLE AND HOLDER ASSY 105100-4582

11. Nozzle and Holder 5-15300-089-1

12. Open Pre:MPa(Kqf/cm2) 18.1{185}

13. NOZZLE-HOLDER 105031-3952

14. NOZZLE

105015-4130

15. NOZZLE SET

Include in #1:

101601-4200 as INJECTION-PUMP ASSEMBLY

106672-9970 as _

Cross reference number

ZEXEL 101601-4200 1016014200

ISUZU 5156006053 5156006053

Zexel num

Bosch num

Firm num

Name

101601-4200

5156006053 ISUZU

INJECTION-PUMP ASSEMBLY
6BD1 * K

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 132424-0620

Overflow valve opening pressure kPa 157 123 191

Overflow valve opening pressure kgf/cm2 1.6 1.25 1.95

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

Injection timing adjustment

Direction of rotation (viewed from drive side)
Right R

Injection order 1-5-3-6- 2-4

Pre-stroke mm 3.6 3.55 3.65

Beginning of injection position
Drive side NO.1

Difference between angles 1
Cal 1-5 deg. 60 59.5 60.5

Difference between angles 2
Cal 1-3 deg. 120 119.5 120.5

Difference between angles 3
Cal 1-6 deg. 180 179.5 180.5

Difference between angles 4
Cyl.1-2 deg. 240 239.5 240.5

Difference between angles 5
Cal 1-4 deg. 300 299.5 300.5

Injection quantity adjustment

Adjusting point -

Rack position 11.1

Pump speed r/min 1000 1000 1000

Average injection quantity mm3/st. 66.8 65.3 68.3

Max. variation between cylinders % 0 -2.5 2.5

Basic *

Fixing the rack *

Standard for adjustment of the maximum variation between cylinders *

Injection quantity adjustment_02

Adjusting point H

Rack position 9.5+-0.5

Pump speed r/min 325 325 325

Average injection quantity mm3/st. 9.3 8 10.6

Max. variation between cylinders % 0 -14 14

Fixing the rack *

Standard for adjustment of the maximum variation between cylinders *

Injection quantity adjustment_03

Adjusting point A

Rack position R2(11.1+ -0.5)

Pump speed r/min 1000 1000 1000

Average injection quantity mm3/st. 66.8 65.8 67.8

Basic *

Fixing the lever *

Injection quantity adjustment_04

Adjusting point B

Rack position 11.2+-0. 5

Pump speed r/min 1600 1600 1600

Average injection quantity mm3/st. 74 72.4 75.6

Fixing the lever *

Injection quantity adjustment_05

Adjusting point C

Rack position 11.05+-0 .5

Pump speed r/min 1300 1300 1300

Average injection quantity mm3/st. 71 69.4 72.6

Fixing the lever *

Injection quantity adjustment_06

Adjusting point D

Rack position 10.85+-0 .5

Pump speed r/min 650 650 650

Average injection quantity mm3/st. 48 46.4 49.6

Fixing the lever *

Injection quantity adjustment_07

Adjusting point I

Rack position R3(13.6+ -0.5)

Pump speed r/min 150 150 150

Average injection quantity mm3/st. 85 85 90

Fixing the rack *

Timer adjustment

Pump speed r/min 1350+-50

Advance angle deg. 0 0 0

Remarks
Start

Timer adjustment_02

Pump speed r/min 1500

Advance angle deg. 2.1 1.6 2.6

Timer adjustment_03

Pump speed r/min 1600

Advance angle deg. 4 3.5 4.5

Remarks
Finish

Test data Ex:

Governor adjustment

N:Pump speed R:Rack position (mm) (1)Torque cam stamping: T1 (2)RACK LIMIT (3)Because the figures in brackets are the target values at torque cam adjustment, perform final adjustment in accordance with governor and injection quantity adjustment standards. (4)Perform governor spring adjustment by setting lever a. (5)After adjustment of the lever a setting, set the lever so that idle set point H can be obtained and confirm standard b. (6)After completing final adjustment, set the lever to obtain J. (7)Next, confirm rack position R1 or more is obtained when rotation is stopped. (8)In this condition, move the lever to the full position and confirm standard c. (excess fuel for starting operation limit). (9)After completing final adjustment, set speed at N1 using lever b. (10)In this condition, after operating the lever to the full position, confirm no excess fuel for starting (black smoke prevention limit). (11)For the excess fuel setting for starting rack position point I set the lever to obtain standard c in step (8) and then set the rack limit.
----------
T1=01 R1=12mm N1=225r/min
----------

Speed control lever angle

F:Full speed I:Idle (1)Stopper bolt set position 'b.'
----------

----------
a=40deg+-5deg b=39deg+-3deg

Information:

The problems in this section are problems that do come about and are normally called "low power." These problems are not necessarily more common than engine problems, but they are possible problems which you need to read and check before an engine is disassembled.Read all of the items but make sure the first three are checked completely before making any engine test. Possible Causes/CorrectionsTachometer Error
To check, connect a tachometer of known accuracy to the engine. Run the engine and make a comparison of the readings of the vehicle and test tachometers. If vehicle tachometer is bad, make repairs as necessary or install a new tachometer.Engine Operated at High Altitude
Less oxygen at higher altitudes causes the engine horsepower to go down. There is no effect on the horsepower of the engine for the first 2280 m (7500 ft) above sea level of operation.Brakes Do Not Completely Release
Check the brakes by feeling all the brake drums. If the brakes of a wheel do not completely release, the brake drum for that wheel will be hotter than the brake drums for the other wheels. With the truck lifted with a jack, the wheels must have free rotation when turned by hand.Extra Engine Driven Equipment
Air compressors, hydraulic pumps, alternator, and other engine driven equipment that has damage, or that was not installed correctly, or that is not in correct adjustment, can take more horsepower to drive than expected. If necessary, disconnect the equipment and test the engine.Speedometer Error
A bad speedometer does not give the correct speed or the correct indication of fuel consumption. An indication of low speed can cause the operator to feel that he has a power problem.Speeds Too High
The need for more horsepower is easy to see as the speed of the vehicle is increased. This is especially true if the front of the vehicle has a large surface area. Application personnel can give you the horsepower necessary for different vehicle designs at different speeds.Overload On Vehicle
Application personnel can give you the horsepower needs for different vehicles.High Moving Resistance
Soft ground conditions cause a need for more horsepower. To see if the problem is the engine, test the vehicle on a surface known to be good, or test on a chassis dynamometer.High Wind Resistance
The horsepower needs for a truck can be divided into two parts. Part of the horsepower is used to move the vehicle and part is used to get through the resistance of the wind. The horsepower necessary to get through the resistance of the wind will increase as the vehicle is used at higher speeds. Vehicles with large front area have a higher wind resistance and take more horsepower than those with a small front area. Some types of trucks, for example those used for the transportation of automobiles and or boats have high wind resistance even if the front area is small. Moving against the wind has the same effect on wind resistance as does higher vehicle speed.Power Loss in Drive Gears
It is possible for a