101691-9933 ZEXEL INJECTION-PUMP ASSEMBLY Calibration Data 1016919933


 

Information injection-pump assembly

ZEXEL 101691-9933 1016919933
101691-9933 INJECTION-PUMP ASSEMBLY
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Service parts 101691-9933 INJECTION-PUMP ASSEMBLY:

1. _
2. FUEL INJECTION PUMP 101069-3650
3. GOVERNOR 105921-2383
4. SUPPLY PUMP 105220-5690
5. AUTOM. ADVANCE MECHANIS 105614-3311
6. COUPLING PLATE 105661-0631
7. COUPLING PLATE
8. _
9. _
10. NOZZLE AND HOLDER ASSY 105101-5620
11. Nozzle and Holder 16600-95015
12. Open Pre:MPa(Kqf/cm2) 19.6{200}
13. NOZZLE-HOLDER 105031-4620
14. NOZZLE 105015-7360
15. NOZZLE SET

Include in #1:

101691-9933 as INJECTION-PUMP ASSEMBLY

Cross reference number

ZEXEL 101691-9933 1016919933


Zexel num
Bosch num
Firm num
Name
101691-9933 
 
   
INJECTION-PUMP ASSEMBLY

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 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   3.7 3.65 3.75
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   -
Rack position   13.7
Pump speed r/min   1400 1400 1400
Average injection quantity mm3/st.   109 107.4 110.6
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   -
Rack position   9.8+-0.5
Pump speed r/min   275 275 275
Average injection quantity mm3/st.   9 7.2 10.8
Max. variation between cylinders %   0 -10 10
Fixing the rack   *
Standard for adjustment of the maximum variation between cylinders   *
Remarks
Adjust only variation between cylinders; adjust governor according to governor specifications.
 
Injection quantity adjustment_03
Adjusting point   A
Rack position   R1(13.7)
Pump speed r/min   1400 1400 1400
Average injection quantity mm3/st.   109 108 110
Basic   *
Fixing the lever   *
Boost pressure kPa   30.7 30.7
Boost pressure mmHg   230 230
Injection quantity adjustment_04
Adjusting point   B
Rack position   R1-0.1
Pump speed r/min   900 900 900
Average injection quantity mm3/st.   101.4 99.4 103.4
Fixing the lever   *
Boost pressure kPa   30.7 30.7
Boost pressure mmHg   230 230
Injection quantity adjustment_05
Adjusting point   C
Rack position   R2(12.6)
Pump speed r/min   400 400 400
Average injection quantity mm3/st.   61.6 59.6 63.6
Fixing the lever   *
Boost pressure kPa   0 0 0
Boost pressure mmHg   0 0 0
Injection quantity adjustment_06
Adjusting point   I
Rack position   -
Pump speed r/min   150 150 150
Average injection quantity mm3/st.   85 85 105
Fixing the lever   *
Rack limit   *
Boost compensator adjustment
Pump speed r/min   600 600 600
Rack position   R3(12)
Boost pressure kPa   4 2.7 5.3
Boost pressure mmHg   30 20 40
Boost compensator adjustment_02
Pump speed r/min   600 600 600
Rack position   R3+0.4
Boost pressure kPa   9.3 8 10.6
Boost pressure mmHg   70 60 80
Boost compensator adjustment_03
Pump speed r/min   600 600 600
Rack position   R1-0.6
Boost pressure kPa   17.3 17.3 17.3
Boost pressure mmHg   130 130 130
Timer adjustment
Pump speed r/min   920--
Advance angle deg.   0 0 0
Remarks
Start
 
Timer adjustment_02
Pump speed r/min   870
Advance angle deg.   0.5
Timer adjustment_03
Pump speed r/min   1400
Advance angle deg.   2 1.5 2.5
Remarks
Finish
 

Test data Ex:

Governor adjustment

Test data 101691-9933
N:Pump speed R:Rack position (mm) (1)Torque cam stamping: T1 (2)RACK LIMIT (3)Boost compensator stroke: BCL
----------
T1=B36 BCL=(1.1)+-0.1mm
----------

Speed control lever angle

Test data 101691-9933
F:Full speed I:Idle (1)Use the hole at R = aa (2)Stopper bolt set position 'H'
----------
aa=100mm
----------
a=26.5deg+-5deg b=42deg+-3deg

Stop lever angle

Test data 101691-9933
N:Pump normal S:Stop the pump. (1)Use the pin at R = aa
----------
aa=36mm
----------
a=20deg+-5deg b=40deg+-5deg

Timing setting

Test data 101691-9933
(1)Pump vertical direction (2)Coupling's key groove position at No 1 cylinder's beginning of injection (3)- (4)-
----------

----------
a=(40deg)




Information:

Engine Performance
Poor vehicle 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 vehicle. The previous section on fuel economy describes the factors that determine the power demand on an engine. The engine has no control over the demand made upon it by the vehicle or the operator.A vehicle that requires 225 hp (168 kW) to operate at 55 mph (88 km/h) will get worse fuel economy than a vehicle that requires only 175 hp (130 kW).These same factors also affect the amount of power available to perform additional work such as climb a grade or pass another vehicle. With a 310 hp (231 kW) engine, the first vehicle will have only 85 hp (63 kW) available to perform additional work compared to 135 hp (100 kW) on the second vehicle (mentioned above).If you feel you have a vehicle performance problem, first consider the impact of vehicle efficiency and operating characteristics (vehicle speed, design, etc.), on power demand before questioning engine performance. 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 dealer for assistance. If your engine is under warranty, then the Caterpillar warranty or extended service coverage willcover 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 can result in damage to the engine.
Performance Analysis Report (PAR)
PAR complements a good preventive maintenance program and Caterpillar recommends a regularly scheduled PAR analysis to monitor the condition and maintenance requirements of your engine and to ensure your engine is operating at peak efficiency.Potential problems can be identified early, thus preventing unnecessary repair costs and unscheduled downtime. Consult your Caterpillar dealer for complete information and assistance in establishing a PAR program for your engine.PAR reflects the results of various tests normally conducted by your Caterpillar dealer for the purpose of:* confirming your engine is operating efficiently and within specification.* identifying potential problems.* determining components or systems that should be adjusted, replaced, etc.Approximately 80 to 85% of your truck engine's operation and maintenance cost is the cost of the fuel. Therefore, substantial cost reductions can be achieved by keeping your engine operating at peak efficiency. The fuel economy and performance of the engine is affected by the truck specifications, how it is operated and the condition of the engine. Each plays an important part in minimizing your overall owning and operating cost.Caterpillar has an exclusive Performance Analysis Report (PAR) Program that can help you keep the engine portion of this equation up to PAR. The PAR Program uses a chassis dynamometer to

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