Information injection-pump assembly
BOSCH
9 400 615 982
9400615982
ZEXEL
101691-3041
1016913041
KOMATSU
6209711110
6209711110

Rating:
Service parts 101691-3041 INJECTION-PUMP ASSEMBLY:
1.
_
7.
COUPLING PLATE
8.
_
9.
_
11.
Nozzle and Holder
6207-11-3102
12.
Open Pre:MPa(Kqf/cm2)
19.6{200}
15.
NOZZLE SET
Include in #1:
101691-3041
as INJECTION-PUMP ASSEMBLY
Cross reference number
BOSCH
9 400 615 982
9400615982
ZEXEL
101691-3041
1016913041
KOMATSU
6209711110
6209711110
Zexel num
Bosch num
Firm num
Name
101691-3041
9 400 615 982
6209711110 KOMATSU
INJECTION-PUMP ASSEMBLY
SAA6D95L K 14BE INJECTION PUMP ASSY PE6A PE
SAA6D95L K 14BE INJECTION PUMP ASSY PE6A PE
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
105780-8140
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
Outer diameter - inner diameter - length (mm) mm 6-2-600
Overflow valve
131424-3420
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)
Right R
Right R
Injection timing adjustment
Direction of rotation (viewed from drive side)
Right R
Right R
Injection order
1-5-3-6-
2-4
Pre-stroke
mm
3.6
3.55
3.65
Beginning of injection position
Drive side NO.1
Drive side NO.1
Difference between angles 1
Cal 1-5 deg. 60 59.5 60.5
Cal 1-5 deg. 60 59.5 60.5
Difference between angles 2
Cal 1-3 deg. 120 119.5 120.5
Cal 1-3 deg. 120 119.5 120.5
Difference between angles 3
Cal 1-6 deg. 180 179.5 180.5
Cal 1-6 deg. 180 179.5 180.5
Difference between angles 4
Cyl.1-2 deg. 240 239.5 240.5
Cyl.1-2 deg. 240 239.5 240.5
Difference between angles 5
Cal 1-4 deg. 300 299.5 300.5
Cal 1-4 deg. 300 299.5 300.5
Injection quantity adjustment
Adjusting point
-
Rack position
11.4
Pump speed
r/min
1500
1500
1500
Average injection quantity
mm3/st.
73.5
71.9
75.1
Max. variation between cylinders
%
0
-2.5
2.5
Basic
*
Fixing the rack
*
Standard for adjustment of the maximum variation between cylinders
*
Injection quantity adjustment_02
Adjusting point
-
Rack position
10+-0.5
Pump speed
r/min
375
375
375
Average injection quantity
mm3/st.
12.5
11.5
13.5
Max. variation between cylinders
%
0
-15
15
Fixing the rack
*
Standard for adjustment of the maximum variation between cylinders
*
Remarks
Adjust only variation between cylinders; adjust governor according to governor specifications.
Adjust only variation between cylinders; adjust governor according to governor specifications.
Injection quantity adjustment_03
Adjusting point
A
Rack position
R1(11.4)
Pump speed
r/min
1500
1500
1500
Average injection quantity
mm3/st.
73.5
72.5
74.5
Basic
*
Fixing the lever
*
Boost pressure
kPa
42.7
42.7
Boost pressure
mmHg
320
320
Injection quantity adjustment_04
Adjusting point
I
Rack position
-
Pump speed
r/min
100
100
100
Average injection quantity
mm3/st.
96
86
106
Fixing the lever
*
Boost pressure
kPa
0
0
0
Boost pressure
mmHg
0
0
0
Rack limit
*
Boost compensator adjustment
Pump speed
r/min
1500
1500
1500
Rack position
R1-0.55
Boost pressure
kPa
7.3
6
8.6
Boost pressure
mmHg
55
45
65
Boost compensator adjustment_02
Pump speed
r/min
1500
1500
1500
Rack position
R1(11.4)
Boost pressure
kPa
29.3
29.3
29.3
Boost pressure
mmHg
220
220
220
Timer adjustment
Pump speed
r/min
(N1+50)-
-
Advance angle
deg.
0
0
0
Remarks
Start
Start
Timer adjustment_02
Pump speed
r/min
N1
Advance angle
deg.
0.5
Remarks
Measure the actual speed.
Measure the actual speed.
Timer adjustment_03
Pump speed
r/min
-
Advance angle
deg.
5
4.5
5.5
Remarks
Measure the actual speed, stop
Measure the actual speed, stop
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
(4)Boost compensator stroke: BCL
----------
T1=M65 BCL=0.55+-0.1mm
----------
----------
T1=M65 BCL=0.55+-0.1mm
----------
Speed control lever angle

F:Full speed
I:Idle
(1)Use the hole at R = aa
(2)Stopper bolt set position 'H'
----------
aa=55mm
----------
a=37deg+-5deg b=38deg+-3deg
----------
aa=55mm
----------
a=37deg+-5deg b=38deg+-3deg
Stop lever angle

N:Pump normal
S:Stop the pump.
----------
----------
a=20deg+-5deg b=40deg+-5deg
----------
----------
a=20deg+-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=(30deg)
----------
----------
a=(30deg)
Information:
Fuel consumption complaints are related to engine owners expectations. They may often times be related to the engine itself, causes other than the engine, and in some cases the fuel consumption may be normal for the application. Only a good discussion with the owner/operator, as described in the Owner/Operator Input section, will give guidance as to a correct repair or to prevent unnecessary repairs.Owner/Operator Input
The following are some of the questions which should be asked before beginning any diagnosis or repair for an engine performance complaint. There Are No Hard And Fast Answers For These Questions. There are many factors that can cause poor fuel mileage or make users believe they are getting fuel-poor-mileage.There are also a variety of customer expectations which are acceptable. The answers to these questions will give you a better understanding and perspective on the complaint and may identify characteristics which will help pinpoint the cause of the complaint quickly.1. Are miles measured accurately?A most common problem in determining mpg is errors in recording the number of miles traveled.A. Is this vehicle hub or cab odometer accurate? The easiest way to check an odometer is to install a hub odometer known to be accurate and for the tire size on the truck. Run the truck over several hundred miles and compare the reading with the original odometer.Odometers may also be checked by comparing them to interstate mile posts or by running over a course of known length-a 50-mile run is required to get a good check.B. Are "book miles" or "driver-paid miles" correct? Another way in which miles for mpg calculations are obtained by a fleet is the use of "book miles" or "driver-paid miles." The use of this system can short mileage accumulation by 10 to 15%; thus, mpg is low by 10 to 15%.C. Is the vehicle used for pick-up and delivery operation? Another problem affecting mileage accumulation in many fleets is the use of linehaul equipment for pickup and delivery operations. In the "book mile" system, the truck rarely gets credit for any miles run in pick-up and delivery.2. Is fuel measurement accurate?There are a number of ways in which fuel measurement can be the source of mpg problems.A. Are fuel pumps calibrated? If fuel tickets come from company-owned fuel pumps, there can be errors because nonrevenue fuel pumps do not have calibration requirements in many states.B. Are road fuel tickets accurate? The only way to verify fuel additions when road fuel tickets are used is a laborious ticket-by-ticket audit ensuring that the correct amount of fuel has been entered for the vehicles in question and that there are no indications of incorrect entries.C. Are tank-full mileage checks correctly done? The big problem in "tank-full" checks is getting the tank filled to the same level before and after the user "checked the mileage." With two 100 gallon tanks, errors of 5 to 10 gallons are very common in topping off tanks because of the way truck tanks crossfeed with a relatively
The following are some of the questions which should be asked before beginning any diagnosis or repair for an engine performance complaint. There Are No Hard And Fast Answers For These Questions. There are many factors that can cause poor fuel mileage or make users believe they are getting fuel-poor-mileage.There are also a variety of customer expectations which are acceptable. The answers to these questions will give you a better understanding and perspective on the complaint and may identify characteristics which will help pinpoint the cause of the complaint quickly.1. Are miles measured accurately?A most common problem in determining mpg is errors in recording the number of miles traveled.A. Is this vehicle hub or cab odometer accurate? The easiest way to check an odometer is to install a hub odometer known to be accurate and for the tire size on the truck. Run the truck over several hundred miles and compare the reading with the original odometer.Odometers may also be checked by comparing them to interstate mile posts or by running over a course of known length-a 50-mile run is required to get a good check.B. Are "book miles" or "driver-paid miles" correct? Another way in which miles for mpg calculations are obtained by a fleet is the use of "book miles" or "driver-paid miles." The use of this system can short mileage accumulation by 10 to 15%; thus, mpg is low by 10 to 15%.C. Is the vehicle used for pick-up and delivery operation? Another problem affecting mileage accumulation in many fleets is the use of linehaul equipment for pickup and delivery operations. In the "book mile" system, the truck rarely gets credit for any miles run in pick-up and delivery.2. Is fuel measurement accurate?There are a number of ways in which fuel measurement can be the source of mpg problems.A. Are fuel pumps calibrated? If fuel tickets come from company-owned fuel pumps, there can be errors because nonrevenue fuel pumps do not have calibration requirements in many states.B. Are road fuel tickets accurate? The only way to verify fuel additions when road fuel tickets are used is a laborious ticket-by-ticket audit ensuring that the correct amount of fuel has been entered for the vehicles in question and that there are no indications of incorrect entries.C. Are tank-full mileage checks correctly done? The big problem in "tank-full" checks is getting the tank filled to the same level before and after the user "checked the mileage." With two 100 gallon tanks, errors of 5 to 10 gallons are very common in topping off tanks because of the way truck tanks crossfeed with a relatively
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Komatsu
Komatsu
Komatsu
101691-3041
9 400 615 982
6209711110
INJECTION-PUMP ASSEMBLY
SAA6D95L
SAA6D95L