101601-5952 ZEXEL INJECTION-PUMP ASSEMBLY Calibration Data 1016015952 220007922a


 

Information injection-pump assembly

ZEXEL 101601-5952 1016015952
HINO 220007922A 220007922a
101601-5952 INJECTION-PUMP ASSEMBLY
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Service parts 101601-5952 INJECTION-PUMP ASSEMBLY:

1. _
2. FUEL INJECTION PUMP 101060-5220
3. GOVERNOR 105921-5992
4. SUPPLY PUMP 105210-5240
5. AUTOM. ADVANCE MECHANIS 105672-0120
6. COUPLING PLATE 105662-1160
7. COUPLING PLATE
8. _
9. _
10. NOZZLE AND HOLDER ASSY 105101-6280
11. Nozzle and Holder 23600-2133
12. Open Pre:MPa(Kqf/cm2) 19.6{200}
13. NOZZLE-HOLDER 105030-4300
14. NOZZLE 105015-8590
15. NOZZLE SET

Include in #1:

101601-5952 as INJECTION-PUMP ASSEMBLY

Include in #2:

Cross reference number

ZEXEL 101601-5952 1016015952
HINO 220007922A 220007922a


Zexel num
Bosch num
Firm num
Name
101601-5952 
101601-5953 
 
220007922A  HINO
INJECTION-PUMP ASSEMBLY
H07D-A A * 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   131424-8320
Overflow valve opening pressure kPa   108 88 128
Overflow valve opening pressure kgf/cm2   1.1 0.9 1.3
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   3.8 3.77 3.83
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   11.6
Pump speed r/min   850 850 850
Average injection quantity mm3/st.   76.1 74.5 77.7
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+-0.5
Pump speed r/min   300 300 300
Each cylinder's injection qty mm3/st.   15 14 16
Fixing the rack   *
Standard for adjustment of the maximum variation between cylinders   *
Injection quantity adjustment_03
Adjusting point   A
Rack position   R1(11.6)
Pump speed r/min   850 850 850
Average injection quantity mm3/st.   76.1 75.1 77.1
Basic   *
Fixing the lever   *
Injection quantity adjustment_04
Adjusting point   B
Rack position   R1+0.45
Pump speed r/min   1450 1450 1450
Average injection quantity mm3/st.   86.8 82.8 90.8
Fixing the lever   *
Injection quantity adjustment_05
Adjusting point   C
Rack position   R1-0.25
Pump speed r/min   580 580 580
Average injection quantity mm3/st.   62.8 58.8 66.8
Fixing the lever   *
Injection quantity adjustment_06
Adjusting point   D
Rack position   R1+0.45
Pump speed r/min   1150 1150 1150
Average injection quantity mm3/st.   85.4 81.4 89.4
Fixing the lever   *
Injection quantity adjustment_07
Adjusting point   I
Rack position   -
Pump speed r/min   100 100 100
Average injection quantity mm3/st.   140 140 150
Fixing the lever   *
Rack limit   *
Timer adjustment
Pump speed r/min   925--
Advance angle deg.   0 0 0
Load   1/4
Remarks
Start
 
Timer adjustment_02
Pump speed r/min   875
Advance angle deg.   0.3
Load   1/4
Timer adjustment_03
Pump speed r/min   (920--)
Advance angle deg.   1 0.7 1.3
Load   4/4
Remarks
Measure the actual speed.
 
Timer adjustment_04
Pump speed r/min   1175+50
Advance angle deg.   1 0.7 1.3
Load   3/4
Timer adjustment_05
Pump speed r/min   1400+50
Advance angle deg.   5.5 5.2 5.8
Load   4/4
Remarks
Finish
 

Test data Ex:

Governor adjustment

Test data 101601-5952
N:Pump speed R:Rack position (mm) (1)Torque cam stamping: T1 (2)Tolerance for racks not indicated: +-0.05mm. (3)RACK LIMIT
----------
T1=H15
----------

Speed control lever angle

Test data 101601-5952
F:Full speed I:Idle (1)Use the hole at R = aa (2)Stopper bolt set position 'H'
----------
aa=25.5mm
----------
a=12deg+-5deg b=(35deg)+-3deg

Stop lever angle

Test data 101601-5952
N:Pump normal S:Stop the pump. (1)Use the hole at R = aa
----------
aa=35mm
----------
a=14.5deg+-5deg b=40deg+-5deg

Timing setting

Test data 101601-5952
(1)Pump vertical direction (2)Coupling's key groove position at No 1 cylinder's beginning of injection (3)- (4)-
----------

----------
a=(50deg)




Information:

Engine Performance
Poor vehicle 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 vehicle. The previous section on fuel economy describes the factors that determine the power demand on an engine. The engine has no control over the demand made upon it by the vehicle or the operator.A vehicle that requires 225 hp (168 kW) to operate at 55 mph (88 km/h) will get worse fuel economy than a vehicle that requires only 175 hp (130 kW).These same factors also affect the amount of power available to perform additional work such as climb a grade or pass another vehicle. With a 310 hp (231 kW) engine, the first vehicle will have only 85 hp (63 kW) available to perform additional work compared to 135 hp (100 kW) on the second vehicle (mentioned above).If you feel you have a vehicle performance problem, first consider the impact of vehicle efficiency and operating characteristics (vehicle speed, design, etc.), on power demand before questioning engine performance. 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 dealer for assistance. If your engine is under warranty, then the Caterpillar warranty or extended service coverage 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 can result in damage to the engine.
Performance Analysis Report (PAR)
PAR complements a good preventive maintenance program and Caterpillar recommends a regularly scheduled PAR analysis to monitor the condition and maintenance requirements of your engine and to ensure your engine is operating at peak efficiency.Potential problems can be identified early, thus preventing unnecessary repair costs and unscheduled downtime. Consult your Caterpillar dealer for complete information and assistance in establishing a PAR program for your engine.PAR reflects the results of various tests normally conducted by your Caterpillar dealer for the purpose of: * confirming your engine is operating efficiently and within specification.* identifying potential problems.* determining components or systems that should be adjusted, replaced, etc.Approximately 80 to 85% of your truck engine's operation and maintenance cost is the cost of the fuel. Therefore, substantial cost reductions can be achieved by keeping your engine operating at peak efficiency. The fuel economy and performance of the engine is affected by the truck specifications, how it is operated and the condition of the engine. Each plays an important part in minimizing your overall owning and operating cost.Caterpillar has an exclusive Performance Analysis Report (PAR) Program that can help you keep the engine portion of this equation up to PAR. The PAR Program uses a chassis

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