Information injection-pump assembly
BOSCH
F 019 Z10 405
f019z10405
ZEXEL
106671-5160
1066715160
Rating:
Service parts 106671-5160 INJECTION-PUMP ASSEMBLY:
1.
_
7.
COUPLING PLATE
8.
_
9.
_
11.
Nozzle and Holder
1660096577
12.
Open Pre:MPa(Kqf/cm2)
22.6(230)
15.
NOZZLE SET
Include in #1:
106671-5160
as INJECTION-PUMP ASSEMBLY
Cross reference number
BOSCH
F 019 Z10 405
f019z10405
ZEXEL
106671-5160
1066715160
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 and nozzle holder
105780-8140
Bosch type code
EF8511/9A
Nozzle
105780-0000
Bosch type code
DN12SD12T
Nozzle holder
105780-2080
Bosch type code
EF8511/9
Opening pressure
MPa
17.2
Opening pressure
kgf/cm2
175
Injection pipe
Outer diameter - inner diameter - length (mm) mm 8-3-600
Outer diameter - inner diameter - length (mm) mm 8-3-600
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
11.9
Pump speed
r/min
600
600
600
Average injection quantity
mm3/st.
166.4
164.4
168.4
Max. variation between cylinders
%
0
-4
4
Basic
*
Fixing the lever
*
Boost pressure
kPa
30.7
30.7
Boost pressure
mmHg
230
230
Remarks
Rack limit using stop lever.
Rack limit using stop lever.
Injection quantity adjustment_02
Adjusting point
C
Rack position
7.2+-0.5
Pump speed
r/min
250
250
250
Average injection quantity
mm3/st.
16.7
15.7
17.7
Max. variation between cylinders
%
0
-10
10
Fixing the rack
*
Boost pressure
kPa
0
0
0
Boost pressure
mmHg
0
0
0
Injection quantity adjustment_03
Adjusting point
D
Rack position
9.8
Pump speed
r/min
300
300
300
Average injection quantity
mm3/st.
101.6
98.6
104.6
Fixing the lever
*
Boost pressure
kPa
0
0
0
Boost pressure
mmHg
0
0
0
Boost compensator adjustment
Pump speed
r/min
300
300
300
Rack position
9.8
Boost pressure
kPa
4
4
Boost pressure
mmHg
30
30
Boost compensator adjustment_02
Pump speed
r/min
300
300
300
Rack position
11.5
Boost pressure
kPa
16
14.7
17.3
Boost pressure
mmHg
120
110
130
Boost compensator adjustment_03
Pump speed
r/min
300
300
300
Rack position
11.9
Boost pressure
kPa
17.3
17.3
17.3
Boost pressure
mmHg
130
130
130
Timer adjustment
Pump speed
r/min
750--
Advance angle
deg.
0
0
0
Remarks
Start
Start
Timer adjustment_02
Pump speed
r/min
700
Advance angle
deg.
0.5
Timer adjustment_03
Pump speed
r/min
1050
Advance angle
deg.
1
0.5
1.5
Remarks
Finish
Finish
Test data Ex:
Governor adjustment
N:Pump speed
R:Rack position (mm)
(1)Lever ratio: RT
(2)Target shim dimension: TH
(3)Tolerance for racks not indicated: +-0.05mm.
(4)Rack limit using stop lever
(5)Damper spring setting
(6)Variable speed specification: idling adjustment
(7)Fix the lever at the full-load position at delivery.
(8)Main spring setting
(9)Perform governor adjustment at an ambient temperature of at least 15 deg C (boost compensator start spring is shape memory alloy).
----------
RT=1 TH=2.4mm
----------
----------
RT=1 TH=2.4mm
----------
Speed control lever angle
F:Full speed
I:Idle
(1)Pump speed = aa
(2)Set the stopper bolt (fixed at full-load position at delivery.)
----------
aa=290r/min
----------
a=21deg+-5deg b=12deg+-5deg
----------
aa=290r/min
----------
a=21deg+-5deg b=12deg+-5deg
0000000901
F:Full load
I:Idle
(1)Stopper bolt setting
(2)Use the hole at R = aa
----------
aa=42mm
----------
a=35deg+-3deg b=45deg+-5deg
----------
aa=42mm
----------
a=35deg+-3deg b=45deg+-5deg
Stop lever angle
N:Pump normal
S:Stop the pump.
(1)Rack position = aa
----------
aa=11.9mm
----------
a=35deg+-5deg b=35deg+-5deg
----------
aa=11.9mm
----------
a=35deg+-5deg b=35deg+-5deg
0000001501 ACS
(A) Set screw
1. Aneroid compensator unit adjustment
Screw in (A) to obtain L1.
2. Adjustment following governor installation
(1)Set the speed of the pump to N1 r/min and fix the control lever at the full set position.
(2)Screw in the aneroid compensator to obtain the performance shown in the graph above.
----------
N1=1050r/min L1=(0.1~0.5)mm
----------
R1=11.9mm R2=(9.8)mm P1=86.6+-2.7 kPa(650+-20mmHg) P2=57.9+-0.7 kPa(434+-5mmHg) Q1=(165.4)+-2cm3/1000st Q2=117.1+-2cm3/1000st
----------
N1=1050r/min L1=(0.1~0.5)mm
----------
R1=11.9mm R2=(9.8)mm P1=86.6+-2.7 kPa(650+-20mmHg) P2=57.9+-0.7 kPa(434+-5mmHg) Q1=(165.4)+-2cm3/1000st Q2=117.1+-2cm3/1000st
Timing setting
(1)Pump vertical direction
(2)Coupling's key groove position at No 1 cylinder's beginning of injection
(3)-
(4)-
----------
----------
a=(30deg)
----------
----------
a=(30deg)
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.
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 can 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 can damage, not only the charging unit, but also the regulator and other electrical components.Use the 6V4930 Battery Load Tester, the 8T0900 Clamp-On Ammeter and the 6V7070 Multimeter to load test a battery that does not hold a charge when in use. See Special Instruction, Form No. SEHS8268 for the correct procedure and specifications to use.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.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 free of grease and oil and have the ability to operate the charging unit.Alternator Regulator Adjustment (Delco-Remy)
When an alternator is charging the battery too much or not enough, the charging rate of the alternator should be checked. Make reference to the Specifications module to find all testing specifications for the alternators and regulators.
5N5692 Alternator
(1) Ground terminal. (2) Pulley nut.No adjustment can be made to change the rate of charge on the alternator regulators. If rate of
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.
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 can 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 can damage, not only the charging unit, but also the regulator and other electrical components.Use the 6V4930 Battery Load Tester, the 8T0900 Clamp-On Ammeter and the 6V7070 Multimeter to load test a battery that does not hold a charge when in use. See Special Instruction, Form No. SEHS8268 for the correct procedure and specifications to use.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.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 free of grease and oil and have the ability to operate the charging unit.Alternator Regulator Adjustment (Delco-Remy)
When an alternator is charging the battery too much or not enough, the charging rate of the alternator should be checked. Make reference to the Specifications module to find all testing specifications for the alternators and regulators.
5N5692 Alternator
(1) Ground terminal. (2) Pulley nut.No adjustment can be made to change the rate of charge on the alternator regulators. If rate of