Information injection-pump assembly
ZEXEL
104740-2410
1047402410
Rating:
Cross reference number
ZEXEL
104740-2410
1047402410
Zexel num
Bosch num
Firm num
Name
104740-2410
INJECTION-PUMP ASSEMBLY
Calibration Data:
Adjustment conditions
Test oil
1404 Test oil ISO4113orSAEJ967d
1404 Test oil ISO4113orSAEJ967d
Test oil temperature
degC
45
45
50
Nozzle
105780-0060
Bosch type code
NP-DN0SD1510
Nozzle holder
105780-2150
Opening pressure
MPa
13
13
13.3
Opening pressure
kgf/cm2
133
133
136
Injection pipe
157805-7320
Injection pipe
Inside diameter - outside diameter - length (mm) mm 2-6-450
Inside diameter - outside diameter - length (mm) mm 2-6-450
Joint assembly
157641-4720
Tube assembly
157641-4020
Transfer pump pressure
kPa
20
20
20
Transfer pump pressure
kgf/cm2
0.2
0.2
0.2
Direction of rotation (viewed from drive side)
Left L
Left L
Injection timing adjustment
Pump speed
r/min
1400
1400
1400
Average injection quantity
mm3/st.
31
30.6
31.4
Difference in delivery
mm3/st.
2
Basic
*
Oil temperature
degC
50
48
52
Injection timing adjustment_02
Pump speed
r/min
600
600
600
Average injection quantity
mm3/st.
29.3
27.3
31.3
Oil temperature
degC
50
48
52
Injection timing adjustment_03
Pump speed
r/min
1000
1000
1000
Average injection quantity
mm3/st.
28.8
26.8
30.8
Oil temperature
degC
50
48
52
Injection timing adjustment_04
Pump speed
r/min
1400
1400
1400
Average injection quantity
mm3/st.
31
30
32
Difference in delivery
mm3/st.
2.5
Basic
*
Oil temperature
degC
50
48
52
Injection timing adjustment_05
Pump speed
r/min
1800
1800
1800
Average injection quantity
mm3/st.
29.1
27.1
31.1
Oil temperature
degC
50
48
52
Injection timing adjustment_06
Pump speed
r/min
2400
2400
2400
Average injection quantity
mm3/st.
29.9
27.9
31.9
Oil temperature
degC
52
50
54
Injection quantity adjustment
Pump speed
r/min
2700
2700
2700
Average injection quantity
mm3/st.
14.8
12.8
16.8
Difference in delivery
mm3/st.
4.5
Basic
*
Oil temperature
degC
55
52
58
Injection quantity adjustment_02
Pump speed
r/min
2700
2700
2700
Average injection quantity
mm3/st.
14.8
11.3
18.3
Difference in delivery
mm3/st.
5
Basic
*
Oil temperature
degC
55
52
58
Injection quantity adjustment_03
Pump speed
r/min
2900
2900
2900
Average injection quantity
mm3/st.
6
Oil temperature
degC
55
52
58
Governor adjustment
Pump speed
r/min
350
350
350
Average injection quantity
mm3/st.
9.6
8.6
10.6
Difference in delivery
mm3/st.
2
Basic
*
Oil temperature
degC
48
46
50
Governor adjustment_02
Pump speed
r/min
350
350
350
Average injection quantity
mm3/st.
9.6
7.6
11.6
Difference in delivery
mm3/st.
2.5
Basic
*
Oil temperature
degC
48
46
50
Governor adjustment_03
Pump speed
r/min
600
600
600
Average injection quantity
mm3/st.
3
Oil temperature
degC
50
48
52
Boost compensator adjustment
Pump speed
r/min
700
700
700
Average injection quantity
mm3/st.
13.5
7
20
Oil temperature
degC
50
48
52
Lever angle (shim thickness)
mm
7.2
7.15
7.25
Remarks
From idle
From idle
Boost compensator adjustment_02
Pump speed
r/min
900
900
900
Average injection quantity
mm3/st.
9.6
2.6
16.6
Oil temperature
degC
50
48
52
Lever angle (shim thickness)
mm
7.2
7.15
7.25
Remarks
From idle
From idle
Timer adjustment
Pump speed
r/min
100
100
100
Average injection quantity
mm3/st.
6.5
-3.5
16.5
Basic
*
Oil temperature
degC
48
46
50
Timer adjustment_02
Pump speed
r/min
100
100
100
Average injection quantity
mm3/st.
65
55
75
Oil temperature
degC
48
46
50
Speed control lever angle
Pump speed
r/min
350
350
350
Average injection quantity
mm3/st.
0
0
0
Oil temperature
degC
48
46
50
Remarks
Magnet OFF at idling position
Magnet OFF at idling position
0000000901
Pump speed
r/min
1000
1000
1000
Overflow quantity
cm3/min
380
250
510
Oil temperature
degC
50
48
52
Stop lever angle
Pump speed
r/min
1000
1000
1000
Pressure
kPa
412
383
441
Pressure
kgf/cm2
4.2
3.9
4.5
Basic
*
Oil temperature
degC
50
48
52
Stop lever angle_02
Pump speed
r/min
1000
1000
1000
Pressure
kPa
412
373
451
Pressure
kgf/cm2
4.2
3.8
4.6
Basic
*
Oil temperature
degC
50
48
52
Stop lever angle_03
Pump speed
r/min
1400
1400
1400
Pressure
kPa
510
471
549
Pressure
kgf/cm2
5.2
4.8
5.6
Oil temperature
degC
50
48
52
Stop lever angle_04
Pump speed
r/min
2400
2400
2400
Pressure
kPa
735.5
696
775
Pressure
kgf/cm2
7.5
7.1
7.9
Oil temperature
degC
55
52
58
0000001101
Pump speed
r/min
1000
1000
1000
Timer stroke
mm
4.4
4.2
4.6
Basic
*
Oil temperature
degC
50
48
52
_02
Pump speed
r/min
1000
1000
1000
Timer stroke
mm
4.4
4.1
4.7
Basic
*
Oil temperature
degC
50
48
52
_03
Pump speed
r/min
1400
1400
1400
Timer stroke
mm
6.4
5.9
6.9
Oil temperature
degC
50
48
52
_04
Pump speed
r/min
2400
2400
2400
Timer stroke
mm
10.65
10.2
11.1
Oil temperature
degC
52
50
54
0000001201
Max. applied voltage
V
8
8
8
Test voltage
V
13
12
14
0000001401
Pump speed
r/min
1000
1000
1000
Average injection quantity
mm3/st.
13
12
14
Timer stroke TA
mm
3.7
3.7
3.7
Timer stroke variation dT
mm
0.7
0.5
0.9
Basic
*
Oil temperature
degC
50
48
52
_02
Pump speed
r/min
1000
1000
1000
Average injection quantity
mm3/st.
13
11.5
14.5
Timer stroke TA
mm
3.7
3.3
4.1
Basic
*
Oil temperature
degC
50
48
52
Timing setting
K dimension
mm
3.3
3.2
3.4
KF dimension
mm
6.78
6.68
6.88
MS dimension
mm
0.9
0.8
1
Control lever angle alpha
deg.
25
23
27
Control lever angle beta
deg.
44
39
49
Test data Ex:
0000001801 POTENTIOMETER ADJUSTMENT
Adjustment of the potentiometer
At pump speed N and with the control lever angle at a from the idle position (clearance L), convert the injection quantity obtained to a voltage value using the graph and adjust the potentiometer.
Vo:Output voltage
Q:Injection quantity
A:Performance standards
C:Position of the control lever
G:Idle
H:Full speed
E:J = formula V+-0.03 = 0.1346Q+2.634 ( 7.5 <= Q <= 11.5 (mm3/st)
V+-0.03 = 0.0977Q + 3.059 (11.5<= Q <= 19.5 mm3/st)
K = Vi: applied voltage
X:Injection quantity (mm3/st)
Y:Voltage (V)
M:Connecting diagram for the potentiometer
O:Output
P:Output when (1) and (2) connected.
----------
N=700(r/min) a=11(deg) L=7.2(mm) Vi=10(V)
----------
V1=-(V) V2=-(V)
----------
N=700(r/min) a=11(deg) L=7.2(mm) Vi=10(V)
----------
V1=-(V) V2=-(V)
0000001901 W-CSD ADJUSTMENT
Adjustment of the W-CSD
Set the intermediate lever [Refer to (O), (P)]
(1)Insert a block gauge L1+-0.05 mm between the idling set screw (H) and the control lever (G).
2. Insert a shim thickness L2+-0.05 (mm) between the intermediate lever D and the intermediate lever bracket E. Position screw F against the control lever G and tighten the nut.
W-CSD lever adjustment (refer to (O), (P))
(1)After completing (1) above, remove the block gauge L1 and the shim with the thickness L2.
(2)Insert a block gauge thickness L3 determined from the graph (Q) between the idling set screw (H) and the control lever (G).
(3)Adjust the screw (B) until the screw (F) contacts the control lever (G). Then fix locknut (A).
(4)The temperature of the wax at adjustment must not exceed a.
X:Temperature theta (deg C)
Y:Control lever L dimension (mm; control lever position)
Q:L-theta graph
theta (deg C) <= 10: L = 3.9
10 <= theta (deg C) <= 30 L = -0.09 theta + 4.8
30 <= theta (deg C) <= 54.3 L = -0.086 theta + 4.68
----------
L1=3.0(mm) L2=5.3(mm) L3=L1+-0.05(mm) a=30(degC)
----------
L1=3.0(mm) L2=5.3(mm)
----------
L1=3.0(mm) L2=5.3(mm) L3=L1+-0.05(mm) a=30(degC)
----------
L1=3.0(mm) L2=5.3(mm)
0000002001 DASHPOT ADJUSTMENT
Adjustment of the dash pot
1. Insert a block gauge L (thickness gauge) between the idle set screw (C) and the control lever (D).
2. In the above condition, adjust so that the dashpot adjusting screw (A) contacts the pushrod. Then, fix using the locknut (B) (Tightening torque T3).
3. Confirm that the control lever returns to the idling position without the adjusting screw or dashpot sticking or coming loose.
(E) 3 locations
----------
T3=4.9~6.9(N-m)(0.5~0.7(kgf-m)) L=6.0+-0.05(mm)
----------
T1=14.7~19.6(N-m)(1.5~2.0(kgf-m)) T2=5.9~8.8(N-m)(0.6~0.9(kgf-m)) SW1=22(mm) SW2=10(mm) L=6.0+-0.05(mm)
----------
T3=4.9~6.9(N-m)(0.5~0.7(kgf-m)) L=6.0+-0.05(mm)
----------
T1=14.7~19.6(N-m)(1.5~2.0(kgf-m)) T2=5.9~8.8(N-m)(0.6~0.9(kgf-m)) SW1=22(mm) SW2=10(mm) L=6.0+-0.05(mm)
Information:
Battery
Never disconnect any charging unit circuit or battery circuit cable from battery when the charging unit is operated. A spark can cause an explosion from the flammable vapor mixture of hydrogen and oxygen that is released from the electrolyte through the battery outlets. Injury to personnel can be the result.
Before any testing is done on the electrical system, the batteries should be checked for good connections and must be at least 75% (1.225 Sp Gr) fully charged.The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of the charge in the battery. Damage to the charging unit will result if the connections (either positive or negative) between the battery and charging unit are broken while the charging unit is in operation. This is because the battery load is lost and there is an increase in charging voltage. High voltage will damage, not only the charging unit, but also the regulator and other electrical components.Use the 4C4911 Battery Load Tester to load test a battery that does not hold a charge when in use. Refer to Operating Manual, Form No. SEHS9249 for more detailed instructions on use of the 4C4911 Battery Load Tester. See Special Instruction, Form No. SEHS7633 for the correct procedure and specifications to use when testing batteries.Charging System
The condition of charge in the battery at each regular inspection will show if the charging system operates correctly. An adjustment is necessary when the battery is constantly in a low condition of charge or a large amount of water is needed (more than one ounce of water per cell per week or per every 100 service hours).When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and components that are a permanent part of the system. Off-engine (bench) testing will give a test of the charging unit and voltage regulator operation. This testing will give an indication of needed repair. After repairs are made, again make a test to give proof that the units are repaired to their original condition of operation.To check for correct output of the alternator, see the Specifications module.For complete service information, refer to Service Manual Module, Form No. SENR3862, Delco Remy 27-SI Series Alternators. This module is part of REG00636 Service Manual.Before the start of on-engine testing, the charging system and battery must be checked as shown in the Steps that follow:1. Battery must be at least 75% (1.225 Sp.Gr.) fully charged and held tightly in place. The Battery holder must not put too much stress on the battery.2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables must be free of corrosion and have cable support clamps to prevent stress on battery connections (terminals).3. Leads, junctions, switches, and panel instruments that have direct relation to the charging circuit must give correct circuit control.4. Inspect the drive components for the charging unit to be sure they are
Never disconnect any charging unit circuit or battery circuit cable from battery when the charging unit is operated. A spark can cause an explosion from the flammable vapor mixture of hydrogen and oxygen that is released from the electrolyte through the battery outlets. Injury to personnel can be the result.
Before any testing is done on the electrical system, the batteries should be checked for good connections and must be at least 75% (1.225 Sp Gr) fully charged.The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of the charge in the battery. Damage to the charging unit will result if the connections (either positive or negative) between the battery and charging unit are broken while the charging unit is in operation. This is because the battery load is lost and there is an increase in charging voltage. High voltage will damage, not only the charging unit, but also the regulator and other electrical components.Use the 4C4911 Battery Load Tester to load test a battery that does not hold a charge when in use. Refer to Operating Manual, Form No. SEHS9249 for more detailed instructions on use of the 4C4911 Battery Load Tester. See Special Instruction, Form No. SEHS7633 for the correct procedure and specifications to use when testing batteries.Charging System
The condition of charge in the battery at each regular inspection will show if the charging system operates correctly. An adjustment is necessary when the battery is constantly in a low condition of charge or a large amount of water is needed (more than one ounce of water per cell per week or per every 100 service hours).When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and components that are a permanent part of the system. Off-engine (bench) testing will give a test of the charging unit and voltage regulator operation. This testing will give an indication of needed repair. After repairs are made, again make a test to give proof that the units are repaired to their original condition of operation.To check for correct output of the alternator, see the Specifications module.For complete service information, refer to Service Manual Module, Form No. SENR3862, Delco Remy 27-SI Series Alternators. This module is part of REG00636 Service Manual.Before the start of on-engine testing, the charging system and battery must be checked as shown in the Steps that follow:1. Battery must be at least 75% (1.225 Sp.Gr.) fully charged and held tightly in place. The Battery holder must not put too much stress on the battery.2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables must be free of corrosion and have cable support clamps to prevent stress on battery connections (terminals).3. Leads, junctions, switches, and panel instruments that have direct relation to the charging circuit must give correct circuit control.4. Inspect the drive components for the charging unit to be sure they are
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104740-2410
INJECTION-PUMP ASSEMBLY