106682-9151 ZEXEL 9 400 610 972 BOSCH INJECTION-PUMP ASSEMBLY 9400610972 1066829151 6166711521

Information Cross number Calibration Data Calibration Data Ex

Information injection-pump assembly

BOSCH 9 400 610 972 9400610972

ZEXEL 106682-9151 1066829151

KOMATSU 6166711521 6166711521

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Buy INJECTION-PUMP ASSEMBLY 106682-9151 zexel genuine, new aftermarket engine parts with delivery

Service parts 106682-9151 INJECTION-PUMP ASSEMBLY:

1. _

2. FUEL INJECTION PUMP 106068-2580

3. GOVERNOR 105447-1590

4. SUPPLY PUMP 105237-4510

5. AUTOM. ADVANCE MECHANIS

6. COUPLING PLATE

7. COUPLING PLATE

8. _

9. _

10. NOZZLE AND HOLDER ASSY 105111-4442

11. Nozzle and Holder 6162-13-3701

12. Open Pre:MPa(Kqf/cm2) 26.0{265}

13. NOZZLE-HOLDER 105041-7102

14. NOZZLE 105015-8600

15. NOZZLE SET

Include in #1:

106682-9151 as INJECTION-PUMP ASSEMBLY

Cross reference number

BOSCH 9 400 610 972 9400610972

ZEXEL 106682-9151 1066829151

KOMATSU 6166711521 6166711521

Zexel num

Bosch num

Firm num

Name

106682-9151

9 400 610 972

6166711521 KOMATSU

INJECTION-PUMP ASSEMBLY
SA12V170 K 14CA INJECTION PUMP ASSY PE6P,6PD PE

Calibration Data:

Adjustment conditions

Test oil
1404 Test oil ISO4113 or {SAEJ967d}

Test oil temperature degC 40 40 45

Nozzle and nozzle holder 105780-8130

Bosch type code EFEP215A

Nozzle 105780-0050

Bosch type code DN6TD119NP1T

Nozzle holder 105780-2090

Bosch type code EFEP215

Opening pressure MPa 17.2

Opening pressure kgf/cm2 175

Injection pipe
Outer diameter - inner diameter - length (mm) mm 8-4-1000

Overflow valve 131425-1620

Overflow valve opening pressure kPa 255 221 289

Overflow valve opening pressure kgf/cm2 2.6 2.25 2.95

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)
Left L

Injection timing adjustment

Direction of rotation (viewed from drive side)
Left L

Injection order 1-5-3-6- 2-4

Pre-stroke mm 2.8 2.75 2.85

Beginning of injection position
Drive side NO.1

Difference between angles 1
Cal 1-5 deg. 60 59.5 60.5

Difference between angles 2
Cal 1-3 deg. 120 119.5 120.5

Difference between angles 3
Cal 1-6 deg. 180 179.5 180.5

Difference between angles 4
Cyl.1-2 deg. 240 239.5 240.5

Difference between angles 5
Cal 1-4 deg. 300 299.5 300.5

Injection quantity adjustment

Adjusting point A

Rack position 16.5

Pump speed r/min 900 900 900

Average injection quantity mm3/st. 425 420 430

Max. variation between cylinders % 0 -3 3

Basic *

Fixing the lever *

Boost pressure kPa 53.3 53.3

Boost pressure mmHg 400 400

Remarks
Standard point A's rack position same as row R

Injection quantity adjustment_02

Adjusting point C

Rack position 7.1+-0.5

Pump speed r/min 330 330 330

Average injection quantity mm3/st. 31 26 36

Max. variation between cylinders % 0 -15 15

Fixing the rack *

Boost pressure kPa 0 0 0

Boost pressure mmHg 0 0 0

Boost compensator adjustment

Pump speed r/min 650 650 650

Rack position R1-3

Boost pressure kPa 13.3 10.6 16

Boost pressure mmHg 100 80 120

Boost compensator adjustment_02

Pump speed r/min 650 650 650

Rack position R1(18.3)

Boost pressure kPa 40 33.3 46.7

Boost pressure mmHg 300 250 350

Test data Ex:

Governor adjustment

N:Pump speed R:Rack position (mm) (1)Target notch: K (2)RACK LIMIT: RAL (set using 106684-4160) (3)Boost compensator stroke: BCL (4)Rack difference between N = N1 and N = N2 (5)Idle sub spring setting: L1.
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K=20 RAL=18.8+0.2mm BCL=3+-0.1mm N1=900r/min N2=650r/min L1=6.8-0.5mm
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Speed control lever angle

F:Full speed I:Idle S:Stop
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----------
a=19deg+-5deg b=31deg+-5deg c=33deg+-3deg

Stop lever angle

N:Pump normal S:Stop the pump. (1)Pump speed aa, rack position bb (2)(Seal at delivery.)
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aa=0r/min bb=1-0.5mm
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a=29deg+-5deg b=(73deg)

0000001501 LEVER

Speed lever adjustment 1. (1) For idling hold the speed lever (a) against the push rod (B). (2)At this time, confirm that the spring (C) is not bent by the operating torque of the speed lever. 2. (1) To stop, bend the spring (C) using the speed lever. (2)Set so that the rack position is L2. (3)Set and fix using lock nut (E) so that it contacts the guide screw (D). (4)Adjust rack position at this time using shim (F). 3. Confirm that the speed lever returns to the idling position when pulled in the stop direction and then released.
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L2=0.2~2mm
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Timing setting

(1)Pump vertical direction (2)Position of spline gear's aligning mark at No 1 cylinder's beginning of injection (key position) (3)B.T.D.C.: aa (4)-
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aa=34deg
----------
a=(130deg)

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 will 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 will damage, not only the charging unit, but also the regulator and other electrical components.Use the 4C4911 Battery Load Tester, the 8T900 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, starting motor 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.9L5938 Alternator; Pulley Nut Tightening
Tighten nut that holds the pulley to a torque of 100 7 N m (75 5 lb ft) with the tools shown.
Tools To Tighten Alternator Pulley Nut
(1) 8T9293 Torque Wrench. (2) 8S1588 Adapter (1/2 inch female to 3/8 inch male). (3) 2P8267 Socket Assembly. (4) 8H8517 Combination Wrench (1 1/8 inch). (5) 8T5314 Socket.Starting System
Use