Information injection-pump assembly
ZEXEL
101603-2101
1016032101
HINO
220008350B
220008350b
Rating:
Cross reference number
ZEXEL
101603-2101
1016032101
HINO
220008350B
220008350b
Zexel num
Bosch num
Firm num
Name
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
105780-8250
Bosch type code
1 688 901 101
Nozzle
105780-0120
Bosch type code
1 688 901 990
Nozzle holder
105780-2190
Opening pressure
MPa
20.7
Opening pressure
kgf/cm2
211
Injection pipe
Outer diameter - inner diameter - length (mm) mm 6-2-600
Outer diameter - inner diameter - length (mm) mm 6-2-600
Overflow valve
131425-0620
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
255
255
255
Tester oil delivery pressure
kgf/cm2
2.6
2.6
2.6
Direction of rotation (viewed from drive side)
Left L
Left L
Injection timing adjustment
Direction of rotation (viewed from drive side)
Left L
Left L
Injection order
1-4-2-6-
3-5
Pre-stroke
mm
3.8
3.77
3.83
Beginning of injection position
Governor side NO.1
Governor side NO.1
Difference between angles 1
Cal 1-4 deg. 60 59.75 60.25
Cal 1-4 deg. 60 59.75 60.25
Difference between angles 2
Cyl.1-2 deg. 120 119.75 120.25
Cyl.1-2 deg. 120 119.75 120.25
Difference between angles 3
Cal 1-6 deg. 180 179.75 180.25
Cal 1-6 deg. 180 179.75 180.25
Difference between angles 4
Cal 1-3 deg. 240 239.75 240.25
Cal 1-3 deg. 240 239.75 240.25
Difference between angles 5
Cal 1-5 deg. 300 299.75 300.25
Cal 1-5 deg. 300 299.75 300.25
Injection quantity adjustment
Adjusting point
-
Rack position
12.5
Pump speed
r/min
850
850
850
Average injection quantity
mm3/st.
105
103
107
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
Z
Rack position
9.5+-0.5
Pump speed
r/min
375
375
375
Each cylinder's injection qty
mm3/st.
13
12
14
Fixing the rack
*
Standard for adjustment of the maximum variation between cylinders
*
Injection quantity adjustment_03
Adjusting point
A
Rack position
R1(12.5)
Pump speed
r/min
850
850
850
Average injection quantity
mm3/st.
105
104
106
Basic
*
Fixing the lever
*
Injection quantity adjustment_04
Adjusting point
B
Rack position
R1+0.75
Pump speed
r/min
1450
1450
1450
Average injection quantity
mm3/st.
107
103
111
Fixing the lever
*
Injection quantity adjustment_05
Adjusting point
C
Rack position
(R1-0.85
)
Pump speed
r/min
580
580
580
Average injection quantity
mm3/st.
96.5
92.5
100.5
Fixing the lever
*
Injection quantity adjustment_06
Adjusting point
D
Rack position
R1+0.3
Pump speed
r/min
1160
1160
1160
Average injection quantity
mm3/st.
105.5
101.5
109.5
Fixing the lever
*
Injection quantity adjustment_07
Adjusting point
I
Rack position
-
Pump speed
r/min
100
100
100
Average injection quantity
mm3/st.
145
145
155
Fixing the lever
*
Rack limit
*
Timer adjustment
Pump speed
r/min
950--
Advance angle
deg.
0
0
0
Load
1/5
Remarks
Start
Start
Timer adjustment_02
Pump speed
r/min
900
Advance angle
deg.
0.3
Load
1/5
Timer adjustment_03
Pump speed
r/min
-
Advance angle
deg.
1.25
0.95
1.55
Load
5/5
Remarks
Measure the actual speed.
Measure the actual speed.
Timer adjustment_04
Pump speed
r/min
(1190++)
Advance angle
deg.
1.25
0.95
1.55
Load
2/5
Remarks
Measure the actual speed.
Measure the actual speed.
Timer adjustment_05
Pump speed
r/min
1255-50
Advance angle
deg.
1.25
0.95
1.55
Load
5/5
Timer adjustment_06
Pump speed
r/min
1420-50
Advance angle
deg.
5.5
5.2
5.8
Load
5/5
Remarks
Finish
Finish
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)RACK LIMIT
----------
T1=J66
----------
----------
T1=J66
----------
Speed control lever angle
F:Full speed
I:Idle
(1)Use the hole at R = aa
(2)Stopper bolt set position 'H'
----------
aa=46mm
----------
a=6deg+-5deg b=36deg+-3deg
----------
aa=46mm
----------
a=6deg+-5deg b=36deg+-3deg
Stop lever angle
N:Pump normal
S:Stop the pump.
(1)Use the hole at R = aa
----------
aa=38mm
----------
a=0deg+-5deg b=40deg+-5deg
----------
aa=38mm
----------
a=0deg+-5deg b=40deg+-5deg
Timing setting
(1)Pump vertical direction
(2)Coupling's key groove position at No 1 cylinder's beginning of injection
(3)-
(4)-
----------
----------
a=(20deg)
----------
----------
a=(20deg)
Information:
Lubrication For A Rebuilt Engine
It is very important for a rebuilt engine to have "adequate" (needed) lubrication during the first seconds of operation. A "dry start" (without needed lubrication) on a rebuilt engine can cause bearing damage.When an engine is rebuilt with new parts, oil is put on each part as it is installed This is generally enough lubrication for engine start-up. However, this lubrication may not be enough or may be lost if the rebuilt engine is place in storage for any length of time.When a factory assembled short block assembly is installed, the oil used at the factory has to give this needed lubrication. However, the factory oil application can flow off the parts in a short block during storage or shipment. As a result the parts in a rebuit engine will not have "adequate" lubrication start-up.To prevent the possibility of a "dry start" and bearing damage during the first seconds of running, use the 1P540; Flow Checking Tool Group, and Shop air pressure to pressure lubricate (fill the main oil passage with oil under pressure) all rebuilt engines.Procedure for Pressure Lubrication
1. Clean the tank of the 1P540 Flow Checking Tool Group thoroughly, and set the pressure regulator to 35 5 psi (240 35 kPa).
Air pressure should not be more than 50 psi (345 kPa) at any time.
2. Put approximately one gallon of engine oil in the tank.
PRESSURE LUBRICATION (Using the 1P540 Flow Checking Tool Group)3. Connect the tools to the engine as shown. The tap shown is connected to the main oil passage.4. Add air pressure to the tank, with the regulator set at 35 5 psi (240 35 kPa). Although the tank does have a hand pump, it is difficult to get enough air pressure to do the job with the hand pump. Therefore, use of shop air is recommended.5. Let the one gallon of engine oil flow into the oil passage under pressure.When filling the crankcase, put in one gallon of oil less than the recommendation in the Lubrication and Maintenance Guides, if engine has received this pressure lubrication application. Also if the engine is not going to be used for a long time, do the above procedure again before the first starting.If shop air is not available for charging the tank, the hand pump may be used to get the minimum required pressure.
Do not use the same 1P540 Flow Checking Tool Group for both "pressure lubrication application" and for checking fuel flow. Incorrect cleaning is probable if the tool is used for both fuel and lube oil. Even a minute amount of dirt in the fuel system can cause fuel nozzle failure.
Dynamometer Test Precaution
To avoid possible engine damage while testing on a dynamometer, the thermostats must be installed and the shunt line connected as shown.
SHUNT LINE CONNECTED TO ENGINEInitial Operation After Engine Reconditioning
The quality of oil control components used in Caterpillar engines is such that, following engine reconditioning (with Caterpillar Service Parts), only an initial operational check is
It is very important for a rebuilt engine to have "adequate" (needed) lubrication during the first seconds of operation. A "dry start" (without needed lubrication) on a rebuilt engine can cause bearing damage.When an engine is rebuilt with new parts, oil is put on each part as it is installed This is generally enough lubrication for engine start-up. However, this lubrication may not be enough or may be lost if the rebuilt engine is place in storage for any length of time.When a factory assembled short block assembly is installed, the oil used at the factory has to give this needed lubrication. However, the factory oil application can flow off the parts in a short block during storage or shipment. As a result the parts in a rebuit engine will not have "adequate" lubrication start-up.To prevent the possibility of a "dry start" and bearing damage during the first seconds of running, use the 1P540; Flow Checking Tool Group, and Shop air pressure to pressure lubricate (fill the main oil passage with oil under pressure) all rebuilt engines.Procedure for Pressure Lubrication
1. Clean the tank of the 1P540 Flow Checking Tool Group thoroughly, and set the pressure regulator to 35 5 psi (240 35 kPa).
Air pressure should not be more than 50 psi (345 kPa) at any time.
2. Put approximately one gallon of engine oil in the tank.
PRESSURE LUBRICATION (Using the 1P540 Flow Checking Tool Group)3. Connect the tools to the engine as shown. The tap shown is connected to the main oil passage.4. Add air pressure to the tank, with the regulator set at 35 5 psi (240 35 kPa). Although the tank does have a hand pump, it is difficult to get enough air pressure to do the job with the hand pump. Therefore, use of shop air is recommended.5. Let the one gallon of engine oil flow into the oil passage under pressure.When filling the crankcase, put in one gallon of oil less than the recommendation in the Lubrication and Maintenance Guides, if engine has received this pressure lubrication application. Also if the engine is not going to be used for a long time, do the above procedure again before the first starting.If shop air is not available for charging the tank, the hand pump may be used to get the minimum required pressure.
Do not use the same 1P540 Flow Checking Tool Group for both "pressure lubrication application" and for checking fuel flow. Incorrect cleaning is probable if the tool is used for both fuel and lube oil. Even a minute amount of dirt in the fuel system can cause fuel nozzle failure.
Dynamometer Test Precaution
To avoid possible engine damage while testing on a dynamometer, the thermostats must be installed and the shunt line connected as shown.
SHUNT LINE CONNECTED TO ENGINEInitial Operation After Engine Reconditioning
The quality of oil control components used in Caterpillar engines is such that, following engine reconditioning (with Caterpillar Service Parts), only an initial operational check is