106871-8981 ZEXEL INJECTION-PUMP ASSEMBLY Calibration Data 1068718981 220007721a


 

Information injection-pump assembly

ZEXEL 106871-8981 1068718981
HINO 220007721A 220007721a
106871-8981 INJECTION-PUMP ASSEMBLY
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Service parts 106871-8981 INJECTION-PUMP ASSEMBLY:

1. _
2. FUEL INJECTION PUMP 106080-5170
3. GOVERNOR 105489-3541
4. SUPPLY PUMP 105237-4340
5. AUTOM. ADVANCE MECHANIS 105683-0050
6. COUPLING PLATE 105662-1220
7. COUPLING PLATE
8. _
9. _
10. NOZZLE AND HOLDER ASSY 105101-7332
11. Nozzle and Holder 23600-2430B
12. Open Pre:MPa(Kqf/cm2) 14.7{150}/21.6{220}
13. NOZZLE-HOLDER 105031-7230
14. NOZZLE
15. NOZZLE SET 105019-0100

Include in #1:

106871-8981 as INJECTION-PUMP ASSEMBLY

Cross reference number

ZEXEL 106871-8981 1068718981
HINO 220007721A 220007721a


Zexel num
Bosch num
Firm num
Name
106871-8981 
106871-8982 
 
220007721A  HINO
INJECTION-PUMP ASSEMBLY
F17E-B A * K

Calibration Data:

Adjustment conditions
Test oil
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
Overflow valve   134424-0820
Overflow valve opening pressure kPa   127 107 147
Overflow valve opening pressure kgf/cm2   1.3 1.1 1.5
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
Injection timing adjustment
Direction of rotation (viewed from drive side)
Right
  R
Injection order   1-8-6-2- 7-5-4-3
Pre-stroke mm   4.8 4.74 4.8
Beginning of injection position
Drive side
  NO.1
Difference between angles 1
Cal 1-8
deg.   45 44.75 45.25
Difference between angles 2
Cal 1-6
deg.   90 89.75 90.25
Difference between angles 3
Cyl.1-2
deg.   135 134.75 135.25
Difference between angles 4
Cal 1-7
deg.   180 179.75 180.25
Difference between angles 5
Cal 1-5
deg.   225 224.75 225.25
Difference between angles 6
Cal 1-4
deg.   270 269.75 270.25
Difference between angles 7
Cal 1-3
deg.   315 314.75 315.25
Injection quantity adjustment
Adjusting point   A
Rack position   8.9
Pump speed r/min   700 700 700
Average injection quantity mm3/st.   139.3 137.3 141.3
Max. variation between cylinders %   0 -2 2
Basic   *
Fixing the lever   *
Injection quantity adjustment_02
Adjusting point   B
Rack position   8.95+-0. 5
Pump speed r/min   1100 1100 1100
Average injection quantity mm3/st.   133.1 129.1 137.1
Fixing the lever   *
Injection quantity adjustment_03
Adjusting point   F
Rack position   3.8+-0.5
Pump speed r/min   225 225 225
Average injection quantity mm3/st.   10.4 7.4 13.4
Max. variation between cylinders %   0 -15 15
Fixing the rack   *
Injection quantity adjustment_04
Adjusting point   G
Rack position   -
Pump speed r/min   100 100 100
Average injection quantity mm3/st.   139 139
Fixing the lever   *
Remarks
After startup boost setting
 
Timer adjustment
Pump speed r/min   750--
Advance angle deg.   0 0 0
Load   1/4
Remarks
Start
 
Timer adjustment_02
Pump speed r/min   700
Advance angle deg.   0.3
Load   1/4
Timer adjustment_03
Pump speed r/min   820--
Advance angle deg.   0.7 0.4 1
Load   4/4
Timer adjustment_04
Pump speed r/min   900+50
Advance angle deg.   0.7 0.4 1
Load   3/4
Timer adjustment_05
Pump speed r/min   1100-50
Advance angle deg.   5.25 4.95 5.55
Load   4/4
Remarks
Finish
 

Test data Ex:

Governor adjustment

Test data 106871-8981
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)Excess fuel setting for starting: SXL (5)Damper spring setting (6)Set idle at point K (N = N1, R = R1) and confirm that the injection quantity does not exceed Q1 at point J (N = N2).
----------
RT=0.8 TH=2.7mm SXL=10.25+-0.1mm N1=325r/min R1=3.8mm N2=1100r/min Q1=3mm3/st
----------

Speed control lever angle

Test data 106871-8981
F:Full speed
----------

----------
a=15.5deg+-5deg

0000000901

Test data 106871-8981
F:Full load I:Idle (1)Use the hole at R = aa (2)Stopper bolt setting
----------
aa=42mm
----------
a=39deg+-5deg b=43.5deg+-3deg

Stop lever angle

Test data 106871-8981
N:Pump normal S:Stop the pump. (1)Rack position = aa (at delivery), set before governor adjustment (2)Set the stopper bolt (apply red paint). (3)Use the pin at R = bb (4)Lever free
----------
aa=12+-0.1mm bb=37mm
----------
a=(9deg)+-5deg b=9deg+-5deg c=35deg+-5deg

Timing setting

Test data 106871-8981
(1)Pump vertical direction (2)Coupling's key groove position at No 1 cylinder's beginning of injection (3)- (4)-
----------

----------
a=(80deg)




Information:

Fuel consumption complaints are related to engine owners expectations. They may often times be related to the engine itself, causes other than the engine, and in some cases the fuel consumption may be normal for the application. Only a good discussion with the owner/operator, as described in the Owner/Operator Input section, will give guidance as to a correct repair or to prevent unnecessary repairs.Owner/Operator Input
The following are some of the questions which should be asked before beginning any diagnosis or repair for an engine performance complaint. There Are No Hard And Fast Answers For These Questions. There are many factors that can cause poor fuel mileage or make users believe they are getting fuel-poor-mileage.There are also a variety of customer expectations which are acceptable. The answers to these questions will give you a better understanding and perspective on the complaint and may identify characteristics which will help pinpoint the cause of the complaint quickly.1. Are miles measured accurately?A most common problem in determining mpg is errors in recording the number of miles traveled.A. Is this vehicle hub or cab odometer accurate? The easiest way to check an odometer is to install a hub odometer known to be accurate and for the tire size on the truck. Run the truck over several hundred miles and compare the reading with the original odometer.Odometers may also be checked by comparing them to interstate mile posts or by running over a course of known length-a 50-mile run is required to get a good check.B. Are "book miles" or "driver-paid miles" correct? Another way in which miles for mpg calculations are obtained by a fleet is the use of "book miles" or "driver-paid miles." The use of this system can short mileage accumulation by 10 to 15%; thus, mpg is low by 10 to 15%.C. Is the vehicle used for pick-up and delivery operation? Another problem affecting mileage accumulation in many fleets is the use of linehaul equipment for pickup and delivery operations. In the "book mile" system, the truck rarely gets credit for any miles run in pick-up and delivery.2. Is fuel measurement accurate?There are a number of ways in which fuel measurement can be the source of mpg problems.A. Are fuel pumps calibrated? If fuel tickets come from company-owned fuel pumps, there can be errors because nonrevenue fuel pumps do not have calibration requirements in many states.B. Are road fuel tickets accurate? The only way to verify fuel additions when road fuel tickets are used is a laborious ticket-by-ticket audit ensuring that the correct amount of fuel has been entered for the vehicles in question and that there are no indications of incorrect entries.C. Are tank-full mileage checks correctly done? The big problem in "tank-full" checks is getting the tank filled to the same level before and after the user "checked the mileage." With two 100 gallon tanks, errors of 5 to 10 gallons are very common in topping off tanks because of the way truck tanks crossfeed with a relatively

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