Information injection-pump assembly
ZEXEL
104780-9101
1047809101
NISSAN
167006T080
167006t080
Rating:
Cross reference number
ZEXEL
104780-9101
1047809101
NISSAN
167006T080
167006t080
Zexel num
Bosch num
Firm num
Name
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)
Right R
Right R
Injection timing adjustment
Pump speed
r/min
1100
1100
1100
Average injection quantity
mm3/st.
44
43.5
44.5
Difference in delivery
mm3/st.
4
Basic
*
Oil temperature
degC
50
48
52
Injection timing adjustment_02
Pump speed
r/min
500
500
500
Average injection quantity
mm3/st.
40.8
38.3
43.3
Oil temperature
degC
48
46
50
Injection timing adjustment_03
Pump speed
r/min
1100
1100
1100
Average injection quantity
mm3/st.
44
43
45
Difference in delivery
mm3/st.
4.5
Basic
*
Oil temperature
degC
50
48
52
Injection timing adjustment_04
Pump speed
r/min
2000
2000
2000
Average injection quantity
mm3/st.
45.1
42.1
48.1
Oil temperature
degC
50
48
52
Injection quantity adjustment
Pump speed
r/min
2550
2550
2550
Average injection quantity
mm3/st.
10.9
8.9
12.9
Basic
*
Oil temperature
degC
55
52
58
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.
35.6
35.6
35.6
Oil temperature
degC
52
50
54
Injection quantity adjustment_04
Pump speed
r/min
2550
2550
2550
Average injection quantity
mm3/st.
10.9
8.4
13.4
Basic
*
Oil temperature
degC
55
52
58
Governor adjustment
Pump speed
r/min
350
350
350
Average injection quantity
mm3/st.
7.7
5.7
9.7
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.
7.7
5.2
10.2
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.
60
45
80
Oil temperature
degC
48
46
50
Remarks
Full
Full
Timer adjustment_02
Pump speed
r/min
100
100
100
Average injection quantity
mm3/st.
60
45
80
Oil temperature
degC
48
46
50
Remarks
Full
Full
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
1100
1100
1100
Overflow quantity
cm3/min
390
260
520
Oil temperature
degC
50
48
52
Stop lever angle
Pump speed
r/min
1300
1300
1300
Pressure
kPa
471
442
500
Pressure
kgf/cm2
4.8
4.5
5.1
Basic
*
Oil temperature
degC
50
48
52
Stop lever angle_02
Pump speed
r/min
1300
1300
1300
Pressure
kPa
471
432
510
Pressure
kgf/cm2
4.8
4.4
5.2
Basic
*
Oil temperature
degC
50
48
52
Stop lever angle_03
Pump speed
r/min
2150
2150
2150
Pressure
kPa
647
608
686
Pressure
kgf/cm2
6.6
6.2
7
Oil temperature
degC
52
50
54
0000001101
Pump speed
r/min
1300
1300
1300
Timer stroke
mm
2.9
2.7
3.1
Basic
*
Oil temperature
degC
50
48
52
_02
Pump speed
r/min
1100
1100
1100
Timer stroke
mm
1.9
1.4
2.4
Oil temperature
degC
50
48
52
_03
Pump speed
r/min
1300
1300
1300
Timer stroke
mm
2.9
2.6
3.2
Basic
*
Oil temperature
degC
50
48
52
_04
Pump speed
r/min
2150
2150
2150
Timer stroke
mm
6.6
6
7
Oil temperature
degC
52
50
54
_05
Pump speed
r/min
2500
2500
2500
Timer stroke
mm
6.6
6.1
7
Oil temperature
degC
55
52
58
0000001201
Max. applied voltage
V
8
8
8
Test voltage
V
13
12
14
0000001401
Pump speed
r/min
1300
1300
1300
Average injection quantity
mm3/st.
30
29.5
30.5
Timer stroke TA
mm
2.5
2.5
2.5
Timer stroke variation dT
mm
0.4
0.2
0.6
Basic
*
Oil temperature
degC
50
48
52
_02
Pump speed
r/min
1300
1300
1300
Average injection quantity
mm3/st.
30
29
31
Timer stroke variation dT
mm
0.4
0.1
0.7
Basic
*
Oil temperature
degC
50
48
52
_03
Pump speed
r/min
1300
1300
1300
Average injection quantity
mm3/st.
18
15.5
20.5
Timer stroke variation dT
mm
1.2
0.8
1.6
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
0.9
0.8
1
Pre-stroke
mm
0.1
0.08
0.12
Control lever angle alpha
deg.
25
21
29
Control lever angle beta
deg.
36
31
41
Information:
Ultra Low Sulfur Diesel (ULSD) poses a greater static ignition hazard than earlier diesel formulations, with a higher sulfur content, which may result in a fire or explosion. Consult with your fuel or fuel system supplier for details on proper grounding and bonding practices.
Note: The removal of sulfur and other compounds in Ultra Low Sulfur Diesel (ULSD) fuel decreases the conductivity of ULSD and increases the ability of the fuel to store static charge. Refineries may have treated the fuel with a static dissipating additive. However, there are many factors that can reduce the effectiveness of the additive over time. Static charges can build up in ULSD fuel while the fuel is flowing through fuel delivery systems. Static electricity discharge when combustible vapors are present could result in a fire or explosion. Therefore, ensuring that the entire system used to refuel your machine (fuel supply tank, transfer pump, transfer hose, nozzle, and others) is properly grounded and bonded is important. Consult with your fuel or fuel system supplier to ensure that the delivery system is in compliance with fueling standards for proper grounding and bonding practices.The two basic types of distillate diesel fuel are No. 2 diesel fuel and No. 1 diesel fuel. No. 2 diesel fuel is the most commonly available summer grade diesel fuel. No. 1 diesel fuel is a winter grade diesel fuel. During the winter months fuel suppliers will typically blend No. 1 and No. 2 diesel fuel in various percentages to meet the historical low ambient temperature cold-flow needs for a given area or region. No. 2 diesel fuel is a heavier diesel fuel than No. 1 diesel fuel. In cold weather, heavier fuels can cause problems with fuel filters, fuel lines, fuel tanks, and fuel storage. Heavier diesel fuels such as No. 2 diesel fuel can be used in diesel engines that operate in cold temperatures with an appropriate amount of a well proven pour point depressant additive. For more information on fuels which include blends of No. 1 and No. 2 diesel fuel, consult your fuel supplier.When you use No. 2 diesel fuel or other heavier fuels, some of the fuel characteristics may interfere with successful cold-weather operation. Additional information about the characteristics of diesel fuel is available. This information contains a discussion on the modification to the characteristics of diesel fuel. There are several possible methods that can be used to compensate for the fuel qualities that may interfere with cold-weather operation. These methods include the use of starting aids, engine coolant heaters, fuel heaters, and de-icers. In addition, the manufacturer of the fuel can add cold flow improvers and/or blend No. 1 and No. 2 diesel in various percentages.Not all areas of the world classify diesel fuel using the No. 1 and No. 2 nomenclature described above. But, the basic principles of using additives and/or blending fuels of different densities to help compensate for the fuel qualities that may interfere with cold-weather operation are the same.Starting Aids
The use of