101601-5682 ZEXEL 9 400 611 429 BOSCH INJECTION-PUMP ASSEMBLY 9400611429 1016015682 220006451b


 

Information injection-pump assembly

BOSCH 9 400 611 429 9400611429
ZEXEL 101601-5682 1016015682
HINO 220006451B 220006451b
101601-5682 INJECTION-PUMP ASSEMBLY
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Buy INJECTION-PUMP ASSEMBLY 101601-5682 zexel genuine, new aftermarket engine parts with delivery

Service parts 101601-5682 INJECTION-PUMP ASSEMBLY:

1. _
2. FUEL INJECTION PUMP 101060-9931
3. GOVERNOR 105921-4041
4. SUPPLY PUMP 105220-5140
5. AUTOM. ADVANCE MECHANIS 105676-0671
6. COUPLING PLATE
7. COUPLING PLATE
8. _
9. _
10. NOZZLE AND HOLDER ASSY 105110-4292
11. Nozzle and Holder 23600-1593A
12. Open Pre:MPa(Kqf/cm2) 21.6{220}
13. NOZZLE-HOLDER 105041-5041
14. NOZZLE 105015-5640
15. NOZZLE SET

Include in #1:

101601-5682 as INJECTION-PUMP ASSEMBLY

Cross reference number

BOSCH 9 400 611 429 9400611429
ZEXEL 101601-5682 1016015682
HINO 220006451B 220006451b


Zexel num
Bosch num
Firm num
Name
101601-5682 
9 400 611 429 
220006451B  HINO
INJECTION-PUMP ASSEMBLY
W06E K 14BE INJECTION PUMP ASSY PE6A 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   131424-5720
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
Injection timing adjustment
Direction of rotation (viewed from drive side)
Right
  R
Injection order   1-4-2-6- 3-5
Pre-stroke mm   3.1 3.07 3.13
Beginning of injection position
Drive side
  NO.1
Difference between angles 1
Cal 1-4
deg.   60 59.75 60.25
Difference between angles 2
Cyl.1-2
deg.   120 119.75 120.25
Difference between angles 3
Cal 1-6
deg.   180 179.75 180.25
Difference between angles 4
Cal 1-3
deg.   240 239.75 240.25
Difference between angles 5
Cal 1-5
deg.   300 299.75 300.25
Injection quantity adjustment
Adjusting point   -
Rack position   9.5
Pump speed r/min   900 900 900
Average injection quantity mm3/st.   60.2 58.2 62.2
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   8+-0.5
Pump speed r/min   250 250 250
Average injection quantity mm3/st.   6.8 5.3 8.3
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(9.5)
Pump speed r/min   900 900 900
Average injection quantity mm3/st.   60.2 59.2 61.2
Basic   *
Fixing the lever   *
Injection quantity adjustment_04
Adjusting point   B
Rack position   R1+0.1
Pump speed r/min   1500 1500 1500
Average injection quantity mm3/st.   67.3 63.3 71.3
Fixing the lever   *
Injection quantity adjustment_05
Adjusting point   C
Rack position   R1-0.45
Pump speed r/min   600 600 600
Average injection quantity mm3/st.   37.9 33.9 41.9
Fixing the lever   *
Injection quantity adjustment_06
Adjusting point   D
Rack position   R1+0.15
Pump speed r/min   1200 1200 1200
Average injection quantity mm3/st.   67.8 63.8 71.8
Fixing the lever   *
Injection quantity adjustment_07
Adjusting point   E
Rack position   R1(9.5)
Pump speed r/min   400 400 400
Average injection quantity mm3/st.   32.9 28.9 36.9
Fixing the lever   *
Injection quantity adjustment_08
Adjusting point   I
Rack position   -
Pump speed r/min   100 100 100
Average injection quantity mm3/st.   99 99 109
Fixing the lever   *
Rack limit   *
Timer adjustment
Pump speed r/min   1000+50
Advance angle deg.   0 0 0
Remarks
Start
 
Timer adjustment_02
Pump speed r/min   1500
Advance angle deg.   3.5 3.2 3.8
Remarks
Finish
 

Test data Ex:

Governor adjustment

Test data 101601-5682
N:Pump speed R:Rack position (mm) (1)Torque cam stamping: T1 (2)Tolerance for racks not indicated: +-0.05mm. (3)RACK LIMIT
----------
T1=C10
----------

Speed control lever angle

Test data 101601-5682
F:Full speed I:Idle (1)Stopper bolt set position 'H'
----------

----------
a=32deg+-3deg b=34deg+-5deg

Stop lever angle

Test data 101601-5682
N:Pump normal S:Stop the pump. (1)Stopper bolt setting (2)(Apply red paint after setting.) (3)Engine normal
----------

----------
a=40deg+-5deg b=40deg+-5deg c=35deg+-2deg

0000001501 TAMPER PROOF

Test data 101601-5682
1. Method for setting tamperproof proofing (1)After governor adjustment (torque cam phase adjustment), move the load lever to increase the full rack position to Ra. (2)At pump speed N1, push in the screw (A) until the rack position is Rb. (3)Temporarily caulk using the tip of a screwdriver (4)Confirm that the rack at that time is at Rc. (5)Lock using setscrew (B). (Tightening torque = T) (6)Next, coat (C) with adhesive and then pressfit. (7)Then, readjust the full rack position using the load lever.
----------
N1=1500r/min Ra=(0.4)mm Rb=R2(10)mm Rc=R2(10)mm
----------
T=4.9~7N-m(0.5~0.7Kgf-m)

Timing setting

Test data 101601-5682
(1)Pump vertical direction (2)Position of gear's standard threaded hole at No 1 cylinder's beginning of injection (3)- (4)-
----------

----------
a=(70deg)




Information:

Engine Performance
Poor vessel performance is traditionally believed to be the result of a lack (or loss) of engine performance, when in fact the engine is only one of numerous factors that influence the overall performance of a vessel. Several factors determine the power demand on an engine. The engine has no control over the demand made upon it by the vessel design, such as hull, prop and driveline design. These same factors also affect the amount of power available to perform additional work such as to drive auxiliary pumps.If you feel you have a vessel performance problem, first consider the impact of vessel design and condition, loads, propeller and driveline condition, etc. on power demand. Deterioration of vessel systems (cooling, air intake and exhaust, fuel tanks, etc.) can only lessen the engine's chance to produce power and vessel speed. In the case of poor fuel economy, the engine is not likely to be the cause without the presence of excessive exhaust smoke and/or a significant loss of power.If you feel you have a valid engine performance problem, contact an authorized Caterpillar marine engine servicing dealer for assistance. If your engine is under warranty then the Caterpillar warranty will cover the cost of resolving a valid engine performance deficiency. However, if the engine is not found at fault, all costs incurred will be the responsibility of the owner. Adjustment of the fuel system outside Caterpillar specified limits will not improve fuel efficiency and could result in damage to the engine.Your Caterpillar dealer can determine engine condition and check the engine's external systems using a diagnostic procedure called the Marine Engine Performance Analysis Report (PAR). (See next topic).Caterpillar engines are designed and manufactured using state-of-the-art technology to provide maximum fuel efficiency and performance in all applications. To insure optimum performance for the life of your engine, follow the recommended operation and preventive maintenance procedures described in this publication.Marine Engine Performance Analysis Report (PAR)
Today's marine user is concerned with performance, cost of operation and satisfactory engine life. Traditionally, vessel performance has been directly related to the propulsion engine, when in fact the engine is only one of numerous factors influencing the propulsion system.To verify the condition of the propulsion system, Caterpillar has developed the Marine Engine Performance Analysis Report (PAR) program. Marine Engine PAR is an in-vessel test procedure, performed and evaluated by Caterpillar certified Marine Analysts under normal or bollard operating conditions, comparing the performance of all marine engine systems to original factory test cell specifications.When Marine Engine PAR testing is conducted at Sea Trial, it can assure you of a quality installation that confirms hull, rudders, propeller, marine transmission, ventilation and cooling systems are all properly matched for optimum performance and fuel efficiency.Caterpillar additionally recommends regularly scheduled (see Maintenance Schedule) Marine Engine PAR analyses to maintain optimum performance. Periodic PAR analyses can define propulsion system deterioration and aid in fine tuning the maintenance, repair and overhaul schedules, which will provide you the most economical and efficient cost of operation.

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