101606-1200 ZEXEL INJECTION-PUMP ASSEMBLY Calibration Data 1016061200 me035351


 

Information injection-pump assembly

ZEXEL 101606-1200 1016061200
MITSUBISHI ME035351 me035351
101606-1200 INJECTION-PUMP ASSEMBLY
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Buy INJECTION-PUMP ASSEMBLY 101606-1200 zexel genuine, new aftermarket engine parts with delivery

Service parts 101606-1200 INJECTION-PUMP ASSEMBLY:

1. _
2. FUEL INJECTION PUMP 101060-9690
3. GOVERNOR 105931-4350
4. SUPPLY PUMP 105210-4700
5. AUTOM. ADVANCE MECHANIS 105643-0180
6. COUPLING PLATE
7. COUPLING PLATE
8. _
9. _
10. NOZZLE AND HOLDER ASSY 105100-6780
11. Nozzle and Holder
12. Open Pre:MPa(Kqf/cm2) 21.6(220)
13. NOZZLE-HOLDER 105031-3900
14. NOZZLE 105015-6440
15. NOZZLE SET

Include in #1:

101606-1200 as INJECTION-PUMP ASSEMBLY

Include in #2:

Cross reference number

ZEXEL 101606-1200 1016061200
MITSUBISHI ME035351 me035351


Zexel num
Bosch num
Firm num
Name
101606-1200 
101606-6340 
 
ME035351  MITSUBISHI
INJECTION-PUMP ASSEMBLY
6D16 * 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   131424-5520
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)
Left
  L
Injection timing adjustment
Direction of rotation (viewed from drive side)
Left
  L
Injection order   1-5-3-6- 2-4
Pre-stroke mm   3.3 3.25 3.35
Beginning of injection position
Governor 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   11.2
Pump speed r/min   700 700 700
Each cylinder's injection qty mm3/st.   51 49.5 52.5
Basic   *
Fixing the rack   *
Standard for adjustment of the maximum variation between cylinders   *
Injection quantity adjustment_02
Adjusting point   D
Rack position   8.7+-0.5
Pump speed r/min   500 500 500
Each cylinder's injection qty mm3/st.   7.6 6.5 8.7
Fixing the rack   *
Standard for adjustment of the maximum variation between cylinders   *
Injection quantity adjustment_03
Adjusting point   A
Rack position   R1(11.2)
Pump speed r/min   700 700 700
Average injection quantity mm3/st.   51 50 52
Basic   *
Fixing the lever   *
Injection quantity adjustment_04
Adjusting point   B
Rack position   R1+0.25
Pump speed r/min   1450 1450 1450
Average injection quantity mm3/st.   72.6 68.6 76.6
Fixing the lever   *
Injection quantity adjustment_05
Adjusting point   C
Rack position   R1(11.2)
Pump speed r/min   600 600 600
Average injection quantity mm3/st.   45 41 49
Fixing the lever   *
Injection quantity adjustment_06
Adjusting point   I
Rack position   14.3+-0. 5
Pump speed r/min   100 100 100
Average injection quantity mm3/st.   73 63 83
Fixing the lever   *
Rack limit   *
Injection quantity adjustment_07
Adjusting point   H
Rack position   9.5+-0.5
Pump speed r/min   275 275 275
Each cylinder's injection qty mm3/st.   8.7 7.4 10
Fixing the rack   *
Remarks
(check)
 
Timer adjustment
Pump speed r/min   900--
Advance angle deg.   0 0 0
Remarks
Start
 
Timer adjustment_02
Pump speed r/min   850
Advance angle deg.   0.5
Timer adjustment_03
Pump speed r/min   1200
Advance angle deg.   2.7 2.2 3.2
Timer adjustment_04
Pump speed r/min   1500
Advance angle deg.   5 4.5 5.5
Remarks
Finish
 

Test data Ex:

Governor adjustment

Test data 101606-1200
N:Pump speed R:Rack position (mm) (1)Torque cam stamping: T1 (2)RACK LIMIT
----------
T1=C39
----------

Speed control lever angle

Test data 101606-1200
F:Full speed I:Idle (1)Stopper bolt set position 'H'
----------

----------
a=18.5deg+-5deg b=41deg+-3deg

Stop lever angle

Test data 101606-1200
N:Pump normal S:Stop the pump. (1)Set the stopper bolt at speed = rated point and rack position = aa and confirm non-injection. (2)After setting the stopper bolt , confirm non-injection at pump speed bb. Rack position = cc (non-injection rack position). (3)Rack position = approximately dd (4)Free (at shipping)
----------
aa=6.7mm bb=275r/min cc=(8.3)mm dd=17.4mm
----------
a=38.5deg+-5deg b=(27deg) c=17deg+-5deg

0000001501 MICRO SWITCH

Adjustment of the micro-switch Adjust the bolt to obtain the following lever position when the micro-switch is ON. (1)Speed N1 (2)Rack position Ra
----------
N1=400+-5r/min Ra=9.2mm
----------

Timing setting

Test data 101606-1200
(1)Pump vertical direction (2)Position of timer's tooth at No 1 cylinder's beginning of injection (3)B.T.D.C.: aa (4)-
----------
aa=16deg
----------
a=(1deg)




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, loads, propeller and driveline condition, etc. on power demand.Deterioration of vessel systems (cooling, air inlet 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).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 operator is concerned with performance, cost of operation and satisfactory engine service 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, confirming that the 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 in order to maintain optimum performance.Periodic PARs can define propulsion system deterioration and aid in fine tuning the maintenance, repair and overhaul schedules, which will provide the most economical and efficient cost of operation.

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Group cross 101606-1200 ZEXEL

Mitsubishi 

101606-1200  

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