104746-6591 ZEXEL INJECTION-PUMP ASSEMBLY Calibration Data 1047466591 8971918611


 

Information injection-pump assembly

ZEXEL 104746-6591 1047466591
ISUZU 8971918611 8971918611
104746-6591 INJECTION-PUMP ASSEMBLY
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Cross reference number

ZEXEL 104746-6591 1047466591
ISUZU 8971918611 8971918611


Zexel num
Bosch num
Firm num
Name
104746-6591 
104746-5082 
 
8971918611  ISUZU
INJECTION-PUMP ASSEMBLY
4JA1 * K

Calibration Data:

Adjustment conditions
Test oil
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
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
Injection timing adjustment
Pump speed r/min   1225 1225 1225
Average injection quantity mm3/st.   58.1 57.6 58.6
Difference in delivery mm3/st.   5
Basic   *
Oil temperature degC   50 48 52
Injection timing adjustment_02
Pump speed r/min   500 500 500
Average injection quantity mm3/st.   33.1 29.6 36.6
Oil temperature degC   48 46 50
Injection timing adjustment_03
Pump speed r/min   750 750 750
Average injection quantity mm3/st.   44.2 40.7 47.7
Oil temperature degC   50 48 52
Injection timing adjustment_04
Pump speed r/min   1225 1225 1225
Average injection quantity mm3/st.   58.1 57.1 59.1
Difference in delivery mm3/st.   5
Basic   *
Oil temperature degC   50 48 52
Injection timing adjustment_05
Pump speed r/min   1900 1900 1900
Average injection quantity mm3/st.   64.3 60.3 68.3
Oil temperature degC   50 48 52
Injection quantity adjustment
Pump speed r/min   2350 2350 2350
Average injection quantity mm3/st.   33.6 30.6 36.6
Difference in delivery mm3/st.   6.5
Basic   *
Oil temperature degC   52 50 54
Injection quantity adjustment_02
Pump speed r/min   2700 2700 2700
Average injection quantity mm3/st.   5
Oil temperature degC   55 52 58
Injection quantity adjustment_03
Pump speed r/min   2350 2350 2350
Average injection quantity mm3/st.   33.6 30.6 36.6
Difference in delivery mm3/st.   6.5
Basic   *
Oil temperature degC   52 50 54
Governor adjustment
Pump speed r/min   425 425 425
Average injection quantity mm3/st.   8 6 10
Difference in delivery mm3/st.   2
Basic   *
Oil temperature degC   48 46 50
Governor adjustment_02
Pump speed r/min   425 425 425
Average injection quantity mm3/st.   8 6 10
Difference in delivery mm3/st.   2
Basic   *
Oil temperature degC   48 46 50
Timer adjustment
Pump speed r/min   100 100 100
Average injection quantity mm3/st.   60 60 100
Basic   *
Oil temperature degC   48 46 50
Remarks
Full
 
Timer adjustment_02
Pump speed r/min   100 100 100
Average injection quantity mm3/st.   60 60 100
Oil temperature degC   48 46 50
Remarks
Full
 
Speed control lever angle
Pump speed r/min   375 375 375
Average injection quantity mm3/st.   0 0 0
Oil temperature degC   48 46 50
Remarks
Magnet OFF at idling position
 
0000000901
Pump speed r/min   1500 1500 1500
Overflow quantity cm3/min   630 500 760
Oil temperature degC   50 48 52
Stop lever angle
Pump speed r/min   1500 1500 1500
Pressure kPa   412 392 432
Pressure kgf/cm2   4.2 4 4.4
Basic   *
Oil temperature degC   50 48 52
Stop lever angle_02
Pump speed r/min   1500 1500 1500
Pressure kPa   412 392 432
Pressure kgf/cm2   4.2 4 4.4
Basic   *
Oil temperature degC   50 48 52
0000001101
Pump speed r/min   1500 1500 1500
Timer stroke mm   2.7 2.5 2.9
Basic   *
Oil temperature degC   50 48 52
_02
Pump speed r/min   1000 1000 1000
Timer stroke mm   0.5
Oil temperature degC   50 48 52
_03
Pump speed r/min   1500 1500 1500
Timer stroke mm   2.7 2.5 2.9
Basic   *
Oil temperature degC   50 48 52
_04
Pump speed r/min   1700 1700 1700
Timer stroke mm   3.9 3.5 4.3
Oil temperature degC   50 48 52
_05
Pump speed r/min   2050 2050 2050
Timer stroke mm   5.3 5 5.7
Oil temperature degC   52 50 54
0000001201
Max. applied voltage V   8 8 8
Test voltage V   13 12 14
Timing setting
K dimension mm   3.1 3 3.2
KF dimension mm   5.5 5.4 5.6
MS dimension mm   0.8 0.7 0.9
Pre-stroke mm   0.45 0.43 0.47
Control lever angle alpha deg.   18 14 22
Control lever angle beta deg.   35 30 40

Test data Ex:

0000001801 POTENTIOMETER ADJUSTMENT

Test data 104746-6591
A:Adjusting point B:Confirmation point C:Lever position Vi:Applied voltage V:Output voltage C1:Idle C2:Full speed
----------

----------
V1=1.2+-0.03V V2=(7.03+-0.86)V V3=10V V4=10V

0000001901 V-FICD ADJUSTMENT

Test data 104746-6591
Adjustment of the V-FICD 1. After installing the V-FICD, apply P1 (kPa) {P2 (mmHg)} to the actuator and confirm that it moves through its full stroke. 2. After release, confirm that the clearance between (A) and (B) is L (mm).
----------
L=1+1(mm) P1=-53.3(kPa) P2=-400(mmHg)
----------
L=1+1(mm)

0000002001 A/T PLATE ADJUSTMENT

Test data 104746-6591
A/T plate adjustment Adjust the A/T plate (A) so that (A)(C) - (A)(B) = L3 when the control lever is moved from the idle position (B) to the full speed position (C), then fix. (B) Idle position (C) Full
----------
L3=34+-1mm
----------
L1=41mm L2=173.2mm SW=SW8 T=3.4~4.9N-m(0.35~0.5kgf-m)




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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