101605-9650 ZEXEL 9 400 615 389 BOSCH INJECTION-PUMP ASSEMBLY 9400615389 1016059650 16790z5611

Information Cross number Calibration Data Calibration Data Ex

Information injection-pump assembly

BOSCH 9 400 615 389 9400615389

ZEXEL 101605-9650 1016059650

NISSAN-DIESEL 16790Z5611 16790z5611

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104746-1660 as _

Cross reference number

BOSCH 9 400 615 389 9400615389

ZEXEL 101605-9650 1016059650

NISSAN-DIESEL 16790Z5611 16790z5611

Zexel num

Bosch num

Firm num

Name

101605-9650

9 400 615 389

16790Z5611 NISSAN-DIESEL

INJECTION-PUMP ASSEMBLY
FE654 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 131424-1520

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 1-4-2-6- 3-5

Pre-stroke mm 3.3 3.25 3.35

Beginning of injection position
Drive side NO.1

Difference between angles 1
Cal 1-4 deg. 60 59.5 60.5

Difference between angles 2
Cyl.1-2 deg. 120 119.5 120.5

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

Difference between angles 4
Cal 1-3 deg. 240 239.5 240.5

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

Injection quantity adjustment

Adjusting point A

Rack position 9.2

Pump speed r/min 900 900 900

Average injection quantity mm3/st. 73.5 71.5 75.5

Max. variation between cylinders % 0 -3.5 3.5

Basic *

Fixing the lever *

Injection quantity adjustment_02

Adjusting point B

Rack position 6.6+-0.5

Pump speed r/min 325 325 325

Average injection quantity mm3/st. 10 8.2 11.8

Max. variation between cylinders % 0 -10 10

Fixing the rack *

Injection quantity adjustment_03

Adjusting point C

Rack position -

Pump speed r/min 100 100 100

Average injection quantity mm3/st. 85 85 95

Fixing the lever *

Rack limit *

Test data Ex:

Governor adjustment

N:Pump speed R:Rack position (mm) (1)Target notch: K (2)Tolerance for racks not indicated: +-0.05mm. (3)RACK LIMIT (4)Set idle sub-spring (5)Main spring setting
----------
K=12
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Speed control lever angle

F:Full speed I:Idle (1)Stopper bolt setting
----------

----------
a=(18deg)+-5deg b=(23deg)+-5deg

Stop lever angle

N:Pump normal S:Stop the pump.
----------

----------
a=26.5deg+-5deg b=53deg+-5deg

0000001501 GOV FULL LOAD ADJUSTMENT

Title1:Full load stopper adjustment Title2:Governor set speed LABEL1:Distinguishing LABEL2:Pump speed (r/min) LABEL3:Ave. injection quantity (mm3/st) LABEL4:Max. var. bet. cyl. LABEL5:Remarks LABEL6:Distinguishing LABEL7:Governor set speed (r/min) LABEL8:Maximum no-load speed (r/min) LABEL9:Remarks (1)Adjustment conditions are the same as those for measuring injection quantity. (2)At high idle rack position L
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L=6.1mm
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a1=B a2=- a3=- a4=- r1=900r/min r2=- r3=- r4=- Q1=73.5+-2mm3/st Q2=- Q3=- Q4=- c1=+-3.5% c2=- c3=- c4=- a5=23 a6=22 a7=21 a8=20 a9=19 a10=18 a11=17 a12=- a13=- a14=- a15=- r5=1150r/min r6=1100r/min r7=1050r/min r8=1000r/min r9=950r/min r10=900r/min r11=850r/min r12=- r13=- r14=- r15=- R5=1235+-28r/min R6=1180+-27r/min R7=1130+-26r/min R8=1075+-25r/min R9=1020+-23r/min R10=965+-22r/min R11=915+-22r/min R12=- R13=- R14=- R15=-

Timing setting

(1)Pump vertical direction (2)Position of coupling's threaded hole at No 1 cylinder's beginning of injection (3)- (4)-
----------

----------
a=(60deg)

Information:

Caterpillar Diesel Truck Engines can operate effectively in cold weather, however, engine operation in cold weather is dependent on the type of fuel used and how well the fuel moves through fuel related components. The purpose of this section is to explain some of the problems and steps that can be taken to minimize fuel problems during cold weather operation when the engine area is colder than 5°C (40°F).Fuel And The Effect From Cold Weather
The two types of diesel fuel available for your engine are typically grades No. 1 and No. 2. Although No. 2 diesel fuel is the most commonly used fuel, No. 1 diesel fuel is the fuel that is best suited for cold weather operation.During cold weather operation, it may be necessary for you to use No. 2 diesel fuel since quantities of No. 1 diesel fuel are limited and generally are only available during the winter months and in the colder climates.There are two major differences between No. 1 and No. 2 diesel fuel. No. 1 diesel fuel has a lower cloud point and a lower pour point.The cloud point is the temperature at which a cloud or haze of wax crystals will begin to form in the fuel and cause fuel filters to plug. The pour point is the temperature which diesel fuel will begin to thicken and be more resistant to flow through fuel pumps and lines.Be aware of these fuel values when purchasing your diesel fuel and anticipate the average outside (ambient) temperature for the area your engine will be operating. Engines fueled in one climate may not operate satisfactorily if moved to another because of problems that result from cold weather. The average No. 1 diesel fuel has a lower kJ (BTU) (heat content) rating per unit volume of fuel than the average No. 2 diesel fuel. When using No. 1 diesel fuel, you may notice a drop in power and fuel efficiency, but should not experience any other operating effects.Before troubleshooting for low power or poor performance in winter months, check the type of fuel being used.The use of starting aids, engine oil pan heaters, engine coolant heaters, fuel heaters and fuel line insulation also provide a means of minimizing starting and fuel problems in cold weather when No. 2 diesel fuel is used.Fuel Related Components In Cold Weather
Fuel Heaters
Fuel heaters prevent plugging of the fuel filters in cold weather due to waxing. Non-thermostatically controlled fuel heaters can heat the fuel in excess of 65°C (150°F). High fuel temperatures reduce engine performance and reliability.A fuel heater should be installed so that the fuel is heated before it enters the first (primary) fuel filter.Use a fuel heater that is mechanically simple, yet adequate for the application. The fuel heater should also prevent overheating of the fuel. Choose a fuel heater with as large a heating surface as practical. Small heaters can be too hot in their limited surface area.Disconnect or deactivate the fuel heater in warm weather. A loss of