101681-9300 ZEXEL INJECTION-PUMP ASSEMBLY Calibration Data 1016819300 16713z5561

Information Cross number Calibration Data Calibration Data Ex

Information injection-pump assembly

ZEXEL 101681-9300 1016819300

NISSAN-DIESEL 16713Z5561 16713z5561

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Cross reference number

ZEXEL 101681-9300 1016819300

NISSAN-DIESEL 16713Z5561 16713z5561

Zexel num

Bosch num

Firm num

Name

101681-9300

16713Z5561 NISSAN-DIESEL

INJECTION-PUMP ASSEMBLY
FD6T * 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 132424-0620

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 2.4 2.35 2.45

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 10.8

Pump speed r/min 1000 1000 1000

Average injection quantity mm3/st. 74.2 72.6 75.8

Max. variation between cylinders % 0 -2 2

Basic *

Fixing the lever *

Boost pressure kPa 60 60

Boost pressure mmHg 450 450

Injection quantity adjustment_02

Adjusting point B

Rack position 7.5+-0.5

Pump speed r/min 300 300 300

Average injection quantity mm3/st. 13.9 12.1 15.7

Max. variation between cylinders % 0 -12 12

Fixing the rack *

Boost pressure kPa 0 0 0

Boost pressure mmHg 0 0 0

Boost compensator adjustment

Pump speed r/min 1000 1000 1000

Rack position 9.8

Boost pressure kPa 22.7 22.7 25.4

Boost pressure mmHg 170 170 190

Boost compensator adjustment_02

Pump speed r/min 1000 1000 1000

Rack position 10.8

Boost pressure kPa 49.3 49.3 49.3

Boost pressure mmHg 370 370 370

Timer adjustment

Pump speed r/min 700

Advance angle deg. 0.5

Timer adjustment_02

Pump speed r/min 900

Advance angle deg. 1

Timer adjustment_03

Pump speed r/min 1100

Advance angle deg. 1.1 0.6 1.6

Timer adjustment_04

Pump speed r/min 1300

Advance angle deg. 1.8 1.3 2.3

Timer adjustment_05

Pump speed r/min 1600

Advance angle deg. 3 2.5 3.5

Remarks
Finish

Test data Ex:

Governor adjustment

N:Pump speed R:Rack position (mm) (1)Adjust with speed control lever at full position (minimum-maximum speed specification) (2)Adjust with the load control lever in the full position (variable speed specification). (3)Beginning of damper spring operation: DL (4)Boost compensator stroke: BCL (N = N1) (5)Set the idle spring. (6)Main spring setting
----------
DL=6.5-0.2mm BCL=1+-0.1mm N1=1000r/min
----------

Speed control lever angle

F:Full speed I:Idle
----------

----------
a=20deg+-5deg b=9deg+-5deg

0000000901

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

----------
a=15deg+-5deg b=28.5deg+-3deg

Stop lever angle

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

----------
a=21deg+-5deg b=47deg+-5deg

Timing setting

(1)Pump vertical direction (2)Position of gear mark 'P' at No 1 cylinder's beginning of injection (3)- (4)-
----------

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

Information:

Introduction
Procedure to prevent injector Plunger Spring failure due to inadequate fuel system priming.
The low-pressure fuel system must be primed after injector replacement or other repair to the low-pressure fuel system circuit which may allow air to enter the system.
Inadequate priming can result in air being present in the low-pressure fuel system and inside the injectors.
Attempting to start the engine without adequate priming may result in an early hour failure of the injector plunger spring.
Follow the procedure below to prevent injector failure due to inadequate priming.
DO NOT START THE ENGINE WITHOUT PRIMING THE FUEL SYSTEM
Illustration 1 g03735591
Damaged plunger spring due to improper fuel system primingFuel System Priming Procedure:
Disconnect the injector harness at the valve cover.
Use the hand primer to fill the fuel system. Pump until the hand primer becomes too hard to depress by hand.
Crank the engine 3 times for 15 seconds each. Reapply the hand primer after each cranking cycle.
Once the hand primer remains hard to depress after the 15 second crank, reconnect the injector harness and start the engine.
Clear any related fault codes (ET) that were logged while cranking the engine with the injector harness disconnected.
Illustration 2 g03736011