101692-2550 ZEXEL INJECTION-PUMP ASSEMBLY Calibration Data 1016922550 220201440a


 

Information injection-pump assembly

ZEXEL 101692-2550 1016922550
HINO 220201440A 220201440a
101692-2550 INJECTION-PUMP ASSEMBLY
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Buy INJECTION-PUMP ASSEMBLY 101692-2550 zexel genuine, new aftermarket engine parts with delivery

Service parts 101692-2550 INJECTION-PUMP ASSEMBLY:

1. _
2. FUEL INJECTION PUMP 101069-0850
3. GOVERNOR 105402-1400
4. SUPPLY PUMP 105210-4161
5. AUTOM. ADVANCE MECHANIS
6. COUPLING PLATE 105661-0220
7. COUPLING PLATE
8. _
9. _
10. NOZZLE AND HOLDER ASSY
11. Nozzle and Holder
12. Open Pre:MPa(Kqf/cm2)
13. NOZZLE-HOLDER
14. NOZZLE 105000-1310
15. NOZZLE SET

Include in #1:

101692-2550 as INJECTION-PUMP ASSEMBLY

Cross reference number

ZEXEL 101692-2550 1016922550
HINO 220201440A 220201440a


Zexel num
Bosch num
Firm num
Name
101692-2550 
101692-2551 
 
220201440A  HINO
INJECTION-PUMP ASSEMBLY
EB100 *

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
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   2.1 2.05 2.15
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   12.2
Pump speed r/min   400 400 400
Average injection quantity mm3/st.   99.1 97.1 101.1
Max. variation between cylinders %   0 -2 2
Basic   *
Fixing the lever   *
Injection quantity adjustment_02
Adjusting point   B
Rack position   10.9
Pump speed r/min   825 825 825
Average injection quantity mm3/st.   88 86 90
Max. variation between cylinders %   0 -4 4
Fixing the rack   *
Injection quantity adjustment_03
Adjusting point   C
Rack position   11.5+-0. 5
Pump speed r/min   700 700 700
Average injection quantity mm3/st.   94 92 96
Max. variation between cylinders %   0 -4 4
Fixing the lever   *
Injection quantity adjustment_04
Adjusting point   D
Rack position   7+-0.5
Pump speed r/min   275 275 275
Average injection quantity mm3/st.   16.6 14 19.2
Max. variation between cylinders %   0 -13 13
Fixing the rack   *

Test data Ex:

Governor adjustment

Test data 101692-2550
N:Pump speed R:Rack position (mm) (1)Target notch: K (2)The torque control spring does not operate. (3)Idle sub spring setting: L1.
----------
K=15 L1=7-0.5mm
----------

Speed control lever angle

Test data 101692-2550
F:Full speed I:Idle (1)Stopper bolt setting
----------

----------
a=8deg+-5deg b=25deg+-5deg

Stop lever angle

Test data 101692-2550
N:Pump normal S:Stop the pump.
----------

----------
a=19deg+-5deg b=53deg+-5deg




Information:

Until recently, engine maintenance and repair management involved changing the oil when it was convenient and repairing the engine when it was damaged. This seemed to be the accepted way of managing a maintenance operation.However, due to a variety of circumstances, freight hauling jobs became increasingly competitive. This competitiveness caused users to look for ways to prolong equipment life and lower operating costs so that they could be competitive when bidding jobs.To assist Caterpillar Truck Engine users in prolonging engine life and reducing operating costs, the Value Planned Repair approach to engine maintenance was developed.The Value Planned Repair approach can be tailored for any engine. This approach, when properly structured, outlines every maintenance and repair service required to support an engine from the day it enters service until the day it is retired.To ensure the repair is performed efficiently and expediently, the Value Planned Repair concept approaches a given repair in three basic steps: 1. Repair determination2. Evaluation of repair options3. Selection of the most appropriate optionThe Value Planned Repair approach addresses: * Services required to maintain an engine at optimum efficiency.* Scheduled maintenance, repairs and overhauls to minimize unscheduled downtime.* Preplanned repairs and overhauls that can be flatrated, putting you in charge of costs.* Repair or overhaul options designed to restore the engine to proper operating condition.* Repair or overhaul options designed to renew the engine if a failure has occurred.Part of the Value Planned Repair approach is the repair before failure concept. The objective of the repair before failure concept is to repair the engine before a failure takes place. The fact that a failure has not taken place makes the repair before failure concept more economical since a high degree of parts such as pistons, liners, valves, etc., and major castings such as cylinder blocks, cylinder heads, etc., can be reused.Also, an extensive internal cleaning of the engine, which is labor intensive, is eliminated because a debris-generating failure has not taken place.The best part of the repair before failure concept is that unscheduled downtime is minimized and in most cases eliminated.Because the repair or overhaul can be scheduled, it allows the user to adjust his operation accordingly.The overall benefit to a customer who repairs an engine before failure is that the customer and not the engine is in control of the repairs required.To stress the importance of the Value Planned Repair approach, please consider the following example that reflects the difference in the cost of a before failure repair versus the cost of an after failure repair.The cost to repair a turbocharger after it fails is approximately five times more than the cost of repairing a turbocharger before it fails.However, if parts from a damaged turbocharger enters the engine, then the cost to repair your engine could be as high as 10 times or more the cost of repairing a turbocharger before it fails.By subscribing to the Value Planned Repair approach, you can avoid spending money on costly repairs that should have been prevented.Caterpillar strongly

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Group cross 101692-2550 ZEXEL

Hino 

 
6061110210 
INJECTION-PUMP ASSEMBLY
DK10
 
220202190A 
INJECTION-PUMP ASSEMBLY
DK10
 
6061113610 
INJECTION-PUMP ASSEMBLY
DK10
 
220201220A 
INJECTION-PUMP ASSEMBLY
DK10T
 
6061113110 

9 400 610 102 
6061113111 
INJECTION-PUMP ASSEMBLY
DK10AT
101692-2550  

101692-2551 
 
220201440A 
INJECTION-PUMP ASSEMBLY
EB100
 
220201441A 
INJECTION-PUMP ASSEMBLY
EB100
 
6071110690 

 
220200004A 

DK10
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