104747-7080 ZEXEL INJECTION-PUMP ASSEMBLY Calibration Data 1047477080 6273711120

Information Cross number Calibration Data Calibration Data Ex

Information injection-pump assembly

ZEXEL 104747-7080 1047477080

KOMATSU 6273711120 6273711120

Price: query

Buy now
Add to cart Go to cart

Rating:

Buy INJECTION-PUMP ASSEMBLY 104747-7080 zexel genuine, new aftermarket engine parts with delivery

Cross reference number

ZEXEL 104747-7080 1047477080

KOMATSU 6273711120 6273711120

Zexel num

Bosch num

Firm num

Name

104747-7080

6273711120 KOMATSU

INJECTION-PUMP ASSEMBLY
P162/CUMM

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)
Right R

Injection timing adjustment

Pump speed r/min 900 900 900

Average injection quantity mm3/st. 67.2 66.7 67.7

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. 57.8 53.3 62.3

Oil temperature degC 48 46 50

Injection timing adjustment_03

Pump speed r/min 800 800 800

Average injection quantity mm3/st. 68.3 64.3 72.3

Oil temperature degC 50 48 52

Injection timing adjustment_04

Pump speed r/min 900 900 900

Average injection quantity mm3/st. 67.2 65.7 68.7

Difference in delivery mm3/st. 5.5

Basic *

Oil temperature degC 50 48 52

Injection timing adjustment_05

Pump speed r/min 1050 1050 1050

Average injection quantity mm3/st. 62.4 58.4 66.4

Oil temperature degC 50 48 52

Injection quantity adjustment

Pump speed r/min 1175 1175 1175

Average injection quantity mm3/st. 33.8 30.8 36.8

Difference in delivery mm3/st. 7

Basic *

Oil temperature degC 50 48 52

Injection quantity adjustment_02

Pump speed r/min 1375 1375 1375

Average injection quantity mm3/st. 3

Oil temperature degC 50 48 52

Injection quantity adjustment_03

Pump speed r/min 1175 1175 1175

Average injection quantity mm3/st. 33.8 29.3 38.3

Basic *

Oil temperature degC 50 48 52

Governor adjustment

Pump speed r/min 400 400 400

Average injection quantity mm3/st. 8.6 6.6 10.6

Difference in delivery mm3/st. 2

Basic *

Oil temperature degC 48 46 50

Governor adjustment_02

Pump speed r/min 400 400 400

Average injection quantity mm3/st. 8.6 6.1 11.1

Difference in delivery mm3/st. 2.5

Basic *

Oil temperature degC 48 46 50

Timer adjustment

Pump speed r/min 100 100 100

Average injection quantity mm3/st. 80 75 85

Basic *

Oil temperature degC 48 46 50

Remarks
IDLE

Timer adjustment_02

Pump speed r/min 100 100 100

Average injection quantity mm3/st. 80 75 85

Oil temperature degC 48 46 50

Remarks
IDLE

Speed control lever angle

Pump speed r/min 400 400 400

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 1050 1050 1050

Overflow quantity cm3/min 410 280 540

Oil temperature degC 50 48 52

Stop lever angle

Pump speed r/min 1050 1050 1050

Pressure kPa 510 490 530

Pressure kgf/cm2 5.2 5 5.4

Basic *

Oil temperature degC 50 48 52

Stop lever angle_02

Pump speed r/min 900 900 900

Pressure kPa 451 402 500

Pressure kgf/cm2 4.6 4.1 5.1

Oil temperature degC 50 48 52

Stop lever angle_03

Pump speed r/min 1000 1000 1000

Pressure kPa 490 441 539

Pressure kgf/cm2 5 4.5 5.5

Oil temperature degC 50 48 52

Stop lever angle_04

Pump speed r/min 1050 1050 1050

Pressure kPa 510 481 539

Pressure kgf/cm2 5.2 4.9 5.5

Basic *

Oil temperature degC 50 48 52

0000001101

Pump speed r/min 1050 1050 1050

Timer stroke mm 1.6 1.4 1.8

Basic *

Oil temperature degC 50 48 52

_02

Pump speed r/min 900 900 900

Timer stroke mm 0.4 0 0.9

Oil temperature degC 50 48 52

_03

Pump speed r/min 1050 1050 1050

Timer stroke mm 1.6 1.3 1.9

Basic *

Oil temperature degC 50 48 52

0000001201

Max. applied voltage V 8 8 8

Test voltage V 13 12 14

0000001401

Pump speed r/min 1050 1050 1050

Average injection quantity mm3/st. 50 49 51

Timer stroke TA mm 1 0.8 1.2

Timer stroke variation dT mm 0.6 0.6 0.6

Basic *

Oil temperature degC 50 48 52

_02

Pump speed r/min 1050 1050 1050

Average injection quantity mm3/st. 50 48.5 51.5

Timer stroke TA mm 1 0.7 1.3

Timer stroke variation dT mm 0.6 0.6 0.6

Basic *

Oil temperature degC 50 48 52

_03

Pump speed r/min 1050 1050 1050

Average injection quantity mm3/st. 40 38 42

Timer stroke TA mm 0.4 0 0.9

Timer stroke variation dT mm 1.2 1.2 1.2

Oil temperature degC 50 48 52

Timing setting

K dimension mm 3.3 3.2 3.4

KF dimension mm 5.8 5.7 5.9

MS dimension mm 2 1.9 2.1

Control lever angle alpha deg. 16 12 20

Control lever angle beta deg. 33 28 38

Test data Ex:

0000001801 W-CSD ADJUSTMENT

Adjustment of the W-CSD Adjustment of the timer advance angle 1. Determine the timer advance angle using the graph (graph TA). X:Temperature t (deg C) Y:Timer stroke TA (mm) (S) Cold advance (R) Cooling water temperature (deg C) (T) Timer piston stroke (mm) (B) Standard point
----------
TA=-0.053t+3.881 -3degC<=t<=20degC TA=-0.0517t+3.854 20degC<=t
----------
a=76.5++degC b=20degC c=-3degC d=0mm e=2.82+-0.4mm f=4.04+-0.6mm

0000001901 STARTING I/Q ADJUSTMENT

Starting Q decrease lever adjustment Adjust using the screw (A) so that the standards are satisfied, then fix using the nut (B). Screw (A) protrusion: L (B) Nut (SW10, T1 after completing adjustment) (C) Stop lever
----------
L=7.4~11.1mm T1=6~9N-m(0.6~0.9kgf-m)
----------
L=7.4~11.1mm

0000002001 TAMPER PROOF

Tamperproof installation procedure A:Cap B:Rubber vibration damper C:Nut D:Cap L1:Inspection dimension Fig. 1 Regulating valve seal 1) Insert the cap A horizontally (press fit). 2) After insertion (press-fitting), tighten the cap to torque T1, and confirm that it is not pulled out at load F1. Fig.2 Full load adjusting screw 1) Confirm the position of the rubber vibration damper (B) and then tighten nut (C) to the torque T2.
----------
L1=23~28mm F1=49N(5kgf) T1=4.9N-m(0.5kgf-m) T2=7~9N-m(0.7~0.9kgf-m)
----------
L1=23~28mm

Information:

Driver Techniques
The manner in which a vehicle is driven can have a dramatic effect on fuel consumption. Operators can maximize fuel economy and engine life by practicing the techniques of using minimum power and low engine rpm. The following tips can optimize fuel economy by making maximum use of the potential efficiency of the engine and vehicle.The 3176 can be programmed to ensure that the engine and vehicle are operated within specific limits for maximum fuel economy. (Refer to topic, Customer Specified Parameters, in this publication for information.)Caterpillar engines are designed to operate at lower engine rpm (speed) and have demonstrated excellent fuel savings and longer service life when operated in this manner.Starting Out
This truck engine does not require long warm-up times that waste fuel. Below 63°F (17°C), the 3176 system automatically idles at 1000 rpm. It takes just a few minutes in the summer and a bit longer in the winter to warm up the mechanical engine, and for the 3176 engine to reduce engine rpm to the programmed low idle rpm.A load can be applied to the engine after normal oil pressure is reached and the water temperature gauge begins to rise. To get the vehicle in motion, use a gear that will result in a smooth, easy start without increasing engine speed above low idle or slipping the clutch. Engage the clutch smoothly. Interrupted and jerky clutch engagement put stress on the drive train and wastes fuel.Keep engine rpm (speed) at a minimum. Use just enough rpm to pick up the next gear. This technique is called progressive shifting. It can improve fuel consumption and will not harm the engine.Progressive Shifting
Drive line efficiency is best in the low to mid rpm range (1100 to 1600 rpm) of the engine due to reduced frictional losses of the engine, transmission and rear axles. When accelerating under normal level road conditions, the engine should be operated in this most efficient rpm range by using only enough power to pick up the next higher gear. This technique of upshifting at the lowest possible rpm is called progressive shifting.Progressive shifting also reduces the time to accelerate to the desired vehicle speed. Top gear is reached sooner because engine rpm does not have to fall off as far to synchronize the gears of the transmission. The key to progressive shifting is to use minimum rpm, minimum power and upshift early while accelerating the truck.The 3176 can be programmed to limit engine acceleration above pre-programmed engine rpm settings. This feature encourages the operator to practice progressive shifting techniques.Refer to Driving Techniques for Maximum Fuel Economy, form LEDT5092 for more information.Cruising Speed
It's a simple fact that the faster a vehicle is driven, the more fuel it will consume. A few miles per hour (kilometers per hour) can make a significant difference in fuel economy.Increasing cruising speed from 55 to 65 mph (88 to 104 km/h) will increase fuel consumption of a typical class 8 truck approximately 1.0 mpg (0.4 km/L). A practice of