Information injection-pump assembly
ZEXEL
106661-0300
1066610300
Rating:
Cross reference number
ZEXEL
106661-0300
1066610300
Zexel num
Bosch num
Firm num
Name
Calibration Data:
Adjustment conditions
Test oil
1404 Test oil ISO4113 or {SAEJ967d}
1404 Test oil ISO4113 or {SAEJ967d}
Test oil temperature
degC
40
40
45
Nozzle
105015-2780
Bosch type code
DLLA166S374NP6
Nozzle holder
105031-4140
Opening pressure
MPa
19.6
Opening pressure
kgf/cm2
200
Injection pipe
Outer diameter - inner diameter - length (mm) mm 6-2-500
Outer diameter - inner diameter - length (mm) mm 6-2-500
Overflow valve
132424-0620
Overflow valve opening pressure
kPa
157
123
191
Overflow valve opening pressure
kgf/cm2
1.6
1.25
1.95
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
Right R
Injection timing adjustment
Direction of rotation (viewed from drive side)
Right R
Right R
Injection order
1-4-2-6-
3-5
Pre-stroke
mm
3.65
3.6
3.7
Beginning of injection position
Drive side NO.1
Drive side NO.1
Difference between angles 1
Cal 1-4 deg. 60 59.5 60.5
Cal 1-4 deg. 60 59.5 60.5
Difference between angles 2
Cyl.1-2 deg. 120 119.5 120.5
Cyl.1-2 deg. 120 119.5 120.5
Difference between angles 3
Cal 1-6 deg. 180 179.5 180.5
Cal 1-6 deg. 180 179.5 180.5
Difference between angles 4
Cal 1-3 deg. 240 239.5 240.5
Cal 1-3 deg. 240 239.5 240.5
Difference between angles 5
Cal 1-5 deg. 300 299.5 300.5
Cal 1-5 deg. 300 299.5 300.5
Injection quantity adjustment
Adjusting point
A
Rack position
9.6
Pump speed
r/min
1000
1000
1000
Average injection quantity
mm3/st.
116
113
119
Max. variation between cylinders
%
0
-4
4
Fixing the lever
*
Injection quantity adjustment_02
Adjusting point
B
Rack position
9.6
Pump speed
r/min
750
750
750
Average injection quantity
mm3/st.
115
112
118
Max. variation between cylinders
%
0
-4
4
Basic
*
Fixing the lever
*
Injection quantity adjustment_03
Adjusting point
C
Rack position
6.2+-0.5
Pump speed
r/min
250
250
250
Average injection quantity
mm3/st.
17
15.3
18.7
Max. variation between cylinders
%
0
-10
10
Fixing the rack
*
Timer adjustment
Pump speed
r/min
300+-50
Advance angle
deg.
0
0
0
Remarks
Start
Start
Timer adjustment_02
Pump speed
r/min
500
Advance angle
deg.
1.5
1
2
Timer adjustment_03
Pump speed
r/min
700
Advance angle
deg.
3
2.5
3.5
Timer adjustment_04
Pump speed
r/min
900
Advance angle
deg.
4.5
4
5
Timer adjustment_05
Pump speed
r/min
1100
Advance angle
deg.
6
5.5
6.5
Remarks
Finish
Finish
Test data Ex:
Governor adjustment
N:Pump speed
R:Rack position (mm)
(1)Target notch: K
(2)Solenoid operation confirmation: Set the speed control lever in the full speed position. At pump speed N1 when the solenoid is operated, confirm that the idle rack position is R1 or less.
(3)RACK LIMIT: RAL
----------
K=15 N1=100r/min R1=-1mm RAL=10.4+-0.1mm
----------
----------
K=15 N1=100r/min R1=-1mm RAL=10.4+-0.1mm
----------
Speed control lever angle
F:Full speed
I:Idle
S:Stop
----------
----------
a=17.5deg+-5deg b=32deg+-3deg c=27deg+-5deg
----------
----------
a=17.5deg+-5deg b=32deg+-3deg c=27deg+-5deg
Stop lever angle
N:Pump normal
S:Stop the pump.
----------
----------
a=(29deg) b=(47deg)
----------
----------
a=(29deg) b=(47deg)
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