INLINE INJECTION PUMPS

Type A

The inline injection pump

type A has been applied for
the last decades for a great
number of diesel vehicles of
low capacity, medium y
medium - high.
Like other types of bombs
linear, is made up of the
injection pump where
all components work
supported en the housing
principal y the regulator o
governor in charge of
control the revolutions in your
different ranges.
The highest injection peak achieved with this type of pump is limited to 750 bar and can reach up to
12 cylinders. The first designs required independent lubrication but currently most lubricate with the
same engine oil.

4 cylinder
5 embolus
10 Valve
13 dock
14 Zipper
15 Serrated sector
16 Control sleeve
17 Superior Dish
18 Bottom Dish
The Guide of the Piston
 Type P
The diesel injection pump type P was also
developed to achieve higher injection peaks and thus
meet new demands. Similar to the MW bomb, this
the pump is of closed type and depending on the different
variations that this pump has can reach up to 1300
bar of pressure.
The P pump is available in versions that go up to the
12 cylinders.

Bosch PE 6P
1. Retainers
2. Filling mouth
3. Pressure valve spring
4. Flange bushing
5. Spacer washer
6. Adjustment washers (in the latest models)
Matches
7. Fixing screw for the cover
8. Connection port for air valve
9. Centrifugal regulator
10. Maximum stop screw
11. Accelerator arm
12. Body, the bomb
13. Return pipe opening for
oil
14. Manual barber
15. Opening for the oil conduit to
pressure
16. Tackled
17. Feed pump with prefilter
18. Raising roller
19. Camshaft of the pump
20. Lift axle
21. Spring Inf. Dish
22. Highlight of the guide

23. Piston spring

24. Spring sup. dish
25. Zipper bar
26. Regulating sleeve
27. Retaining ring
28. retaining ring
29. closing ring
30. Outlet cover
31. Pump element
32. Pressure valve seat
33. Pressure valve

Pressure valve port

Valve carrier
2. Flange washer
Flange sleeve
4. Pressure valve
 INSPECTION AND VERIFICATION OF THE TYPE P INJECTION PUMP

All the components of the injection pump must undergo a thorough check to determine the
defects that may exist, in order to replace those parts that are defective or worn out.
For verification operations, it is necessary to have a magnifying glass.
Elements (piston and cylinder of the pump)
a) The piston and the cylinder of the pump cannot be replaced in isolation, but must only be changed together.
together, as complete pump elements. When disassembling and reassembling, care should be taken not to change
between the pistons and the cylinders of the different elements (eventually, mark them).
b) Sooner or later, depending on the level of dirt in the fuel, signs of wear appear (scratches
longitudinal) in the head of the pump piston, which lead to a decrease in the sealing of the
elements. If the figures indicated in the test value sheets are not reached, the elements must be
replaced by new ones. If an element tends to jam, it can be tested with the Drop Test:
after rinsing with verification oil (test bench oil), it is removed vertically and upward
The cylinder guide piston of the pump is approximately ¼ of its length, under the influence of its own weight.
It must slide slowly until the heel of the plunger stops at the cylinder of the element.
c) It is necessary to check that the lapped support surfaces of the pump cylinder are not damaged.
Pressure valve cone and valve holder
a) The pressure valve cone and the valve holder cannot be replaced in isolation, but only
must be changed together as a complete pressure valve. The seating surface of the valve of
The pressure should not show any dents or be unevenly worn. Its revision is impossible. If the valve leaks
a new one must be mounted. If the discharge piston is worn out or the valve cone gets stuck in
the valve holder must also be fitted with a new valve. The support surface of the valve holder has been
lapped, and it must be in perfect condition.
Tucho
a) The guide surface of the bushings in the body of the pump must be checked for deterioration.
b) Light scratches and weak longitudinal lines can be polished with polishing cloth. If the wear is more
The strong one must change the tucho.
Camshaft
a) If the cams show signs of wear or the cone shows deterioration both on its surface and in the keyways
the camshaft must be changed.
b) It will be checked that it is properly aligned.
Roller bearing
a) If the inner tracks of the bearings or any roller show wear or pitting, no matter how small,
these should be replaced.
b) Using an appropriate extractor, remove the defective bearing, followed by, and employing
a suitable tool at each end, to assemble a new one, pressing it into a press
NOTE.- To carry out this operation, the bearings should not be struck.
Regulation rod
a) If any notch where the ball of the adjustment sleeves is housed shows signs of wear, it must be
the rod has been replaced.
Regulating bushings
a) If the ball or the area where the flag of the piston is located shows wear, they must be replaced.
Piston springs
a) The surface protection of the plunger's spring should not be damaged. Damaged areas may pose a risk that they
Corroded springs or those with damaged surfaces must be eliminated due to the risk of breakage.
b) Check that the length under load is similar in all the springs of the same pump.
Side cover
a) If the outer track of the bearing is worn, pitted or suffers damage, it will be replaced by the
extractor game.
b) Select the conical clamp of the tool that fits the diameter of the track, then insert the guide.
expander through the inside of the clamp.
c) Mount the conical clamp on the track and, screwing the spindle into the expanding guide, tighten it using a
screwdriver until the conical clamp has a diameter larger than that of the inside of the track
 d) Assemble the bell of that tool, corresponding to the outer diameter of the track.
e) Slide the lever on the screw until it hits the bell, ensuring that it leaves the track free.
From the bearing, screw that lever until the track is completely out of its housing.
f) Once the track is removed, a new one will be installed using an appropriate tool and inserting it under pressure.
through a press.
Pump body
a) it will be checked that the surface of the areas where the sealing rings are housed is polished and free of
scratches.
b) It will be checked that the bushings, when mounted on the body, do not have excessive play. Otherwise,
It will determine the part that needs to be replaced.
c) If the outer track of a bearing is worn or pitted, it will be replaced by the set of
extractors.
Gaskets and seals
a) All gaskets, seals, and seals must be destroyed, always installing new parts.

INSTALLATION OF TYPE P INJECTION PUMP

Before starting to assemble a fuel injection pump, all its parts must be washed with trichloroethylene, including the new ones.
The parts that will be subjected to sliding will be immersed in test oil.
Starting from the fact that the body of the pump is equipped with all the fixed parts, such as bolts, etc., and after being
carefully washed and air-dried at low pressure, it will be assembled as indicated below.
NOTE: All numbers indicated in parentheses refer to the figure.
1.- Mount the body of the pump on the rotating support.
a) Using a 19 mm wrench, screw into the fuel inlet and outlet fittings of the body of the
screws the asparagus that serve to fix it to the rotating support.
b) Mount the body of the pump to the mounting bracket, inserting the two studs into the holes of the
rail, and secure it with its corresponding nuts and washers, using a 17 mm wrench.
2.- Install the adjustment rod.
a) Position the pump body so that the side of the regulator faces upwards.
b) Mount the guide bushing of the adjustment rod (36) on the side of the regulator, which should be oriented in
the position indicated in the figure, so that the housing of the limit stop pin is left at the
view.
c) Assemble the adjustment rod and, placing the travel limiter pin, which should be housed in the
Guide bushing housing, install the guide fixing bushing (38), tightening it by hand.
d) By turning the pump body halfway, install the guide sleeve for the adjustment rod on this side.
which must be properly oriented, and the closure plug (39), in conjunction with the gasket (40), tightening it with the
hand.
NOTE.- in some cases it will be necessary to temporarily replace the closure plug with the device support for
measurement of the regulation rod travel, as in the current case.
e) Check that the adjustment rod moves easily and is correctly oriented, as indicated in
the figure.
Correct position of the guide bushing of the adjustment rod

f) Using the tube key for the fixture socket of the guide support, with a 27 mm wrench, for the
support of the measuring device and a torque wrench, tighten both alternately and progressively, the
fixing sleeve at 4 or 5 mKg, and the support of the device or the closure cap (as the case may be), at 4 or 6 mKg.
checking next the freedom of movement, as well as its orientation.
g) Set up the measurement device for the stroke of the regulating rod and set the comparator to '0' mm.
Check that the adjustment rod travel is 21 mm.
3.- Assemble the pumping set
a) Place the mounting device in a workbench vise, equipped with soft jaws, and mount the housing.
elements (16) about said tool.
b) Assemble the cylinder of the pumping element (19) into the element holder housing so that the notch it has
the cylinder at the top should be housed in the fixed part of the element holder case.
c) Mount the pressure valve (20), previously cleaning the contact seat with the cylinder, on a base of
oiled felt.
NOTE: The body and valve cannot be exchanged, as they form a single unit.
d) Assemble the copper gasket (21) and the spring (22) onto the pressure valve.
e) Mount the sealing ring (24) onto the pressure fitting (25) and, in order to prevent damage, impregnate it.
with vaseline, being careful not to twist it. This is very important for the sealing
perfect sea.
f) Placing the stop washer (23) over the spring, mount the discharge fitting onto the housing, using
the torx key and a torque wrench, tighten to a torque of 7 to 7.5 mKg.
g) Placing the set on the tool in an inverted position, assemble the washer (16/1) and the backflow screen.
(11), taking care that the holes in it are not aligned with the openings of the cylinder, to
which the screen has two off-center holes.
h) Using Seeger ring pliers, mount the elastic retaining ring (12) of the screen against
stream, making sure it does not touch the cylinder.
i) Mount the sealing ring (18, which is grayish in color and slightly harder than (17)) in your accommodation,
black in color and softer and that will be assembled next. In order not to damage these rings, they must be
mount impregnated with vaseline and should not be twisted.
NOTE.- As these sets are finished being assembled, they will be placed in their corresponding containers, in the same order.
what was established during the disassembly.
4.- Assemble the pump element set
NOTE: In the assembly of the different components of the pump, the order in which they were disassembled will be taken into account.
taking into account the half-turn that was made during the disassembly.
a) Placing the pump in a horizontal position, mount the sealing ring (14) in its corresponding housing.
impregnated with petroleum jelly and then the nylon ring (15). As can be seen, both remain ...
under the upper plane of the pump.
ATTENTION.- This is precisely why the warning is made that tightness at this point is achieved
por presión radial del aro de estanquidad (14), si existen pérdidas de combustible por esta parte es fácil comprender que no
They can be corrected by tightening the fastening nuts (29), otherwise the sealing ring will have to be replaced.
b) Place the adjustment supplements of the supply principle (15). Which, in principle, and as guidance, will be used.
the same ones I had when taking it apart.
c) Lightly coat the entire pumping element with petroleum jelly and assemble it in the pump so that the
The cylinder fixing notch should be oriented to the side opposite the adjustment rod.
The set must be inserted by hand, neither levers nor blows should be used, etc., as they can damage the ...
sealing rings.
NOTE: It is recommended to position the oval hole of the element holder casing in the central position (for adjustment of
caudal.
d) Install the fixing flange (26) along with its corresponding nuts and washers, using a 17 mm wrench.
a torque wrench, tighten alternately to a torque of 2.5 to 3 mKg.
5.- Tightness test.
a) Assemble the pistons in their corresponding cylinders and, using the tool pliers, check that they have
freedom of movement in the corresponding cylinder. Leave them mounted.
b) Place some retaining pins to prevent the plungers from coming out during the test.
 c) Disassemble the bomb from the rotating support and the measurement device for the adjustment rod travel,
dismantling one of the fixing screws to the support, connect an air pipe to the same fitting
compressed and submerge the pump in a container with test oil or petroleum.
2
d) Adjust the air supply to a pressure of 2.5 to 3 Kg/cm check that there is no loss, as this
The pump must be completely sealed. If there is the smallest leak, action will be taken accordingly, replacing it.
sealing rings, gaskets, etc.
NOTE.- If there is any leakage between the element housing and the body of the pump, it should not be attempted to correct it.
tightening the fastening nuts with a greater torque than indicated.
e) When the leak test is satisfactory, remove the pump from the oil container and dry it well with
dry compressed air, reassemble it on the rotating support, reassembling the measuring device of the
regulation rod travel.
f) Remove the retaining pins and, using the pliers - tool, remove the pistons, placing them back in the
corresponding containers.
ATENCIÓN.- Es muy importante que los émbolos conserven siempre su posición de montaje.
6.- Install the adjustment bushings.
a) Place the pump with the bottom facing up.
NOTE.
1st In the successive assembly operations, the order in which its components were placed will be taken into account.
containers during disassembly, taking into account the successive half turns that have been made to the pump.
2nd All parts that are subject to movement, except for the pistons, must be properly assembled with oil.
the engine.

b) Install the adjustment bushings, holding them with 'seeger' ring pliers, ensuring that their
the drag tail was housed in the corresponding slot of the adjustment rod.
c) Check the freedom of movement of the adjusting rod and that its travel remains 21 mm.
7.- Assemble the pistons.
a) Assemble the upper dish (9), which should fit smoothly into its housing; it should never be forced, as
it could damage the sliding surface of the pusher.
b) Assemble the spring plungers.
c) Introduce the piston rod into the housing present in the lower plate (7), and then wash with petroleum and
dry the surface of the plunger that has been touched with fingers using compressed air and soak it with oil
tests, insert it into its corresponding cylinder in such a way that the notch on the heel of the piston remains
oriented towards the opposite side of the regulating rod and ensuring that said heel remains as perpendicular as possible
possible to the regulation rod.
8.- Assemble the pushers.
a) Assemble the spring compression device.
b) Place the adjusting rod centered in its travel and insert the pusher into its housing.
corresponding.
c) Supporting the spring compressor tool's base on the pusher roller, apply slight pressure with the
lever of this tool until the heel of the plunger is seated in the adjustment socket, which must occur
with great smoothness. It will also be perfectly appreciated when the pusher is completely inserted.
accommodation.
VERY IMPORTANT: Do not apply more pressure than necessary on the tool lever to compress the
push rod springs, otherwise it could even lead to the breaking of one of its components.
NOTE.- This operation is performed more easily by gently rocking the regulation rod back and forth, so that it
movement does not match the pressure exerted by the tool lever on the pusher, otherwise it may
It happens that the heel gets lodged in the adjustment sleeve; when this occurs, do not insist, but instead disassemble again.
pusher, reposition the piston in its correct position and repeat the operation.
d) With the pusher fully inserted into its housing and maintaining pressure on the lever, insert into
through the hole of the plug (43 it holds - pushers from the side with the larger diameter, so that the
The bevel at the end should be oriented to the opposite side of the pusher.
e) Once all the push holders are in place, remove the spring compressing tool.
9.- Install the camshaft.
a) Assemble the camshaft in its housing together with the central half-bearing, so that the end that has the
the smaller diameter cone (17 mm) should be positioned on the side of the regulator.
b) Using a 5 mm 'ALLEM' key, secure the center half-bushing with the two fastening screws.
(48) and its elastic washers (49), tightening them with a pair of 0.7 to 0.9 mKg.
 c) Place the compensation spring of the adjustment rod and its washers; assemble the bolt of the fork
regulation and, using an 8 mm wrench, tighten the fixing nut.
d) Installing a new gasket, mount the body of the regulator, being careful to install the spacer (62) for
adjustment of the camshaft alignment, and initially, as a starting point, the same one can serve as that which is
removed during the disassembly.
e) Using a screwdriver and the eight screws and washers, secure the body of the regulator, tightening it.
alternately and progressively with a couple of tightness from 0.7 to 0.9 mKg.
f) Assemble the side cover without any joint adjustment shims for axial play and fix it using a pair of
screws placed diagonally, tightening them gradually until it is noticeable that the camshaft begins to
to grab oneself.
NOTE.- This operation must be performed simultaneously with light taps given at the ends of the camshaft (with a hammer.
of copper), in order for the bearing tracks to fit perfectly.
g) Check the centering of the camshaft using the measuring rule placed on the cone of the camshaft.
on the drive side, measuring with a caliper the distance between the inner part of the rule and the
body of the pump, precisely in the same plane as the side cover seating. This measurement should be 13.5 + 0.5
mm.
h) If the measurement indicated in section g) is not correct, it will be corrected by changing the adjustment supplement.
(62), of which the following thicknesses exist: 1.2 - 1.5 - 1.8 and 2 mm. To do this, the body of the
regulator as indicated in the disassembly, proceeding to change said supplement by repeating sections d),
e), f) and g).
i) When the camshaft alignment is correct, remove the side cover and place adjustment shims.
(53) of the axial clearance, and that in principle, those removed during the disassembly can serve to be put back
mounting said cover, fixing it with its four screws tightened with a torque of 0.7 to 0.9 mKg.
j) Mount the measuring device on the camshaft, on the drive side cone, to which it is
It will mount a centesimal comparator, so that its probe makes contact with the plane of the side cover and that
it should have a minimum load of 1 mm. Check the axial clearance of the camshaft, for which it will be pushed
the tool inward and, releasing it, the reading of the comparator will be recorded; then the tool will be pulled outward
by releasing it, the comparator reading will be recorded again, and the difference between the two readings must be
ranging from 0.02 to 0.06 mm, which is the axial clearance allowed for this type of roller bearings.
k) If the clearance indicated in section j) is not correct, the side cover will be removed as indicated in the chapter
disassembly (previously disassembling the measuring device) and through the change of the supplements of
adjustment (53), of which the following thicknesses exist: 0.10 - 0.12 - 0.14 - 0.16 - 0.18 - 0.30 and 0.50 mm.
will achieve the correct clearance by repeating sections i) and j) below.
l) When the axial clearance is correct, remove the side cover and place the sealing ring (52) over the
cap (without twisting it), permanently mount the cap, fastening it with its four screws and washers, using
a screwdriver, tighten them with a couple of 0.7 to 0.9 mKg.
10.- Let go of the tuchos
a) Using an appropriate tool, rotate the camshaft. When the cam is at TDC, and using a
12 mm wrench, turn the corresponding holder – tuchos half a turn until it becomes loose, at which point
It will be removed from its lodging. Perform this operation with each of the levers.
b) Once all the tappets are loose, turn the camshaft, checking by removing the tappets as the shaft
The levers should not get stuck.
c) Install the plugs (43) and tighten them with a 5 mm ALLEN key.
11.- Install the bottom cover.
a) antes de montar la tapa interior se debe realizar una inspección ocular del interior de la bomba, con objeto de
to ensure that there are no defects or foreign bodies that can cause breaks, wear, etc.
b) Place a new gasket (68) and mount the cover (69), securing it with the screws (69) and using a
screwdriver, tighten them.
12.- Install the wheel (only on the pumps E-PE 6P 100/820 LS 130 and E-PE 6P 100/820 LS 130.
a) Placing the key on the camshaft, mount the flywheel and secure it with the nut and the spring washer.
tighten the nut by hand.
b) Mount the drive plate onto the steering wheel, securing it with two screws tightened firmly. Applying the
clamping key to the plate jaws, hold the camshaft and, using a 27 mm socket wrench, and a
dynamometric, tighten the fastening nut to a torque of 13 to 15 mKg.

13.- Install advance variator (only on pumps E-PE 6P 100/821 LS 130 and E-PE 6P 100/821 LS 93)
NOTE.- The variator cannot be mounted on the injection pump until the operations that have been carried out are completed.
determinant in the calibration.
 a) Placing the key on the camshaft, install the variator, and place the spring and sealing washer.
in its correct position, that is, the concave part facing the pump, place the fixing nut and tighten it to
hand.
b) Mount the drive plate on the variator, securing it with two screws tightly tightened. Applying the
Locking key to the claws of the drive plate, secure the camshaft and, using a 19 mm socket wrench
And a torque wrench, tighten the fixing nut to a torque of 13 to 15 mKg.
c) In this type of variator, it is necessary, after performing the leak test, to fill it with 250 c.c. of oil.
SAE 90, then placing the closure plug and the filling plug.
14.- Disassemble from the rotating support.
a) using a 17 mm wrench, loosen and remove the two mounting nuts of the pump from the rotating support.
b) Using a 19 mm wrench, loosen and remove the two bolts, which will be mounted on the inlet fittings.
and fuel outlet.
c) Temporarily mount the cover (70), or if it is not available, the feeding pump will be mounted.
NOTE: The injection pump is finished regarding its assembly, so it is time to mount it on the bench.
of tests to carry out the adjustment of the supply principle and also of flow rates.
As these adjustments need to be made with the regulator disassembled, the regulator cover must be installed so that
the pump can be filled with oil.

Fig. Bosch RQV centrifugal regulator

1 Union piece 6 Axis 11 Throttle lever
2 Guide screw 7 Frame arm 12 Regulating arm
3 Closure ring 8 Stump 13 Cover
4 Adjustment pin 9 Curved plate 14 Union bar
5 Plug 10 Sliding piece 15 Stop lever
16 Guide highlight 21 Zipper 26 Angular lever
17 Connecting pin 22 Adjustment nut 27 Closing washer
18 Resort 23 Spring dish 28 Guide axis
19 Little sleeve 24 Regulator spring 29 Body
20 Axis for lever 25 Counterweight
FUEL SYSTEM COMPONENTS
INJECTOR - PUMP WITH ELECTRONIC CONTROL

Fuel pump mechanism

2. Fuel filter housing and water separator
3. 'U' tube of the ECU
4. Injection unit
5. Pressure or return regulating valve
6. Fuel return connector and tube
1. The fuel pump of the gear is activated by the crankshaft through a flywheel or intermediary.
the fuel pump capacity was adapted to provide the correct pressure and output for all
The unit injectors should be filled. The flow must be sufficient to equalize any temperature difference.
in the fuel passage in the head channel.
The fuel filter housing is the same type used in the D12D engine with the integrated electric pump.
for the purging of the fuel system and draining of water. The check valve is integrated into the pump and
prevents the fuel from returning when the engine is turned off. The residual return valve and air removal
is connected to the return line of the tank. The fuel depression sensor is located beneath the
electrical connection cover. To drain the fuel from the intake channel of the cylinder head, there is a plug of
drainage in the filter housing. There are two fuel filters, the regular fuel filter and the filter
water decanter (prefilter). The water separator contains the drain valve (10) and the level sensor of
water.
The water separator and air purger are controlled by a common switch on the back of the
engine compartment, when installed at the rear of the chassis.
3. The control unit is bolted to the motor with anti-vibration and moisture rubber blocks. It is cooled with the
fuel that passes through the 'U' tube bolted to the outside of the control unit. The fuel tube is
mounted on the suction side before the fuel pump.
4. The fuel system has six injection units, one for each cylinder. An injection unit is a
combination of injection pump and injector. It can operate at much higher pressures than the injectors
normals used along with a traditional inline injection pump. The opening pressure is 1500 bar. The
injector receives the fuel directly from the fuel passage of the channel in the cylinder head. The timing of the
injection and the amount of fuel that is injected is determined by the control unit (ECU), which
it transmits signals to the solenoid valves blocking the fuel in the injection units. The force of
 The pressure in the unit injector comes from the camshaft through the rocker arm. The type of injectors used is...
code 1 – Delph (Lucas).
Injection units are manufactured by tolerance classes. Each injector of the unit is marked with a code (1)
on top of the electrical connection in the solenoid. When changing one or more injectors in the unit, the new codes must be
programs for the cylinder in which the injector of the unit has been changed. This is done using the parameter that
program in VCADS. But with an action called injector adjustment. Only the codes of the changed injectors.
The electromagnetic control fuel valve is integrated into the injection unit. One advantage of this is that the
The unit injector is lighter and the injection response is faster thanks to a shorter path from the
fuel valve to the injector.
5. The pressure regulating valve is integrated with the hollow screw in the return line of the cylinder head. This valve
control the fuel system feed pressure. Its opening pressure is 400 - 550 KPa. The
High feed pressure ensures that the unit injectors are filled. The regulator valve has
also an integrated air outlet valve that ventilates the system automatically.
6. The excess fuel is diverted by the pipe when the regulating valve opens and takes the fuel from
return for the pump and mixes with the fuel from the suction side A pipe, from the valve of
safety B, from the suction side C, to the fuel pump D.

Basic fuel system diagram

Fuel pump
2. Combined tank unit (double)
3. Electric overflow and drainage pump
4. Water decanter filter
Water separator
6. ECU cooling 'U' tube
7. Pressure or return regulating valve
8. Fuel passage
Fuel filter
10. Injection Unit
11. Check valve
12. Safety valve of the pump
13. Fuel pump safety valve
14. Fuel return restrictor valve
15. Fuel drain plug of the cylinder head
Schematic description
The fuel pump (1) transports the fuel through the sieve (2) in the combined tank, passes through the pump
purging and drainage electric (3) and the check valve (11) and then, for the water decanter filter housing.
If the engine is equipped with prefilter (4) and water separator (5), the fuel will also pass through them.
The filtered fuel separated from the water exits through the central tube, passing through the 'U' cooling tube of the unit.
control (6) passes through the connector and reaches the pipe on the suction side of the pump. In the pipe, the fuel that
comes from the tank and mixes with the fuel that comes back from the fuel passage (8) of the cylinder head, if the valve
the pressure regulator is open (7), and continues towards the suction side of the fuel pump.
The pump drives the fuel to the fuel filter housing through the main filter (9) towards the passage
longitudinal of the cylinder head. This channel supplies each injection unit (10) with fuel through an annular channel in
the body of the injector. The regulator valve (7) regulates the pressure of the fuel supply provided by the
fuel pump. The check valve (11) opens when the electric pump is activated to perform the purging and
drainage of the system, but with the engine off, it remains closed.
Fuel pump valves:
In the fuel pump (1), there are two valves, the safety valve (13) allows fuel to flow back to
suction side when the pressure becomes too high, for example when the fuel filter is clogged.
The check valve (12) opens when the electric fuel pump (3) is used for purging and draining.

Injection system

The control unit is the central part of the injection system. It constantly receives information from the pedal of
accelerator and various engine sensors in such a way that it can control the amount of fuel and the timing
to inject the fuel into the cylinders. The control signals to the injectors of the unit are transmitted through the wires.
electric to the fuel solenoid valves in the injection units. The wires are connected to the sensors
from the control unit through DIN connectors. The control unit (ECU) stores information about any
breakdown and the deviations that occur in the system. Sporadic breakdowns are also stored in the unit.
control to be able to analyze them at another time.
The following sensors can be found in the engine:
1. Sensor for the crankcase pressure. Located on the valve cover on the left side.
2. Camshaft sensor. Located on the right side of the timing cover.
3. Intake air pressure and temperature sensor. Located at the top rear of the manifold.
entry.
4. Crankshaft position and engine speed sensor. Located at the top of the flywheel housing.
5. engine coolant temperature sensor. Located under the left side of the intake manifold
6. Oil level sensor. Located in the oil pan.
7. Sensor to indicate the presence of water in the fuel decanting filter. Located in the plastic container.
transparent under the decanter filter.
8. Fuel pressure sensor. Located under the fuel filter support cap.
9. Fan speed sensor. Located in the hydraulic motor.
10. temperature and oil pressure sensor. Located in the oil distributor housing.

11. Coolant level sensor. Located in the expansion tank.

12. Air temperature sensor and air filter indicator. Located in the tube between the air filter housing and the
turbocharger.

Filling/discharge phase injection unit

Pump piston
2. Fuel passage
3. Injector
The injection unit cycle can be divided into four phases:
The Filling Phase (feed pressure)
B Download (before starting injection)
C Injection (high pressure)
Pressure reduction (after injection)
During the filling phase, the pump piston is rising. The highest point of the cam is surpassed and the roller of the
the rocker arm is descending towards the basic circle of the camshaft. The fuel valve is open because it is the
solenoid valve that was de-energized. Then the fuel can be sent from the supply channel of the
rear for the fuel supply channel of the injection unit and then, through the open fuel valve,
into the cylinder chamber of the pump. The filling phase will continue until the pump piston has
reached its superior position.
The discharge phase (before starting the injection) begins when the camshaft reaches a position where the cam
begins to press the pump piston down through the rocker. The fuel returns through the valve
of fuel for the passage. The discharge phase continues while the fuel valve is open.
Injector injection phase of the unit

Piston of the pump 2. Pasaje de combustible 3. Inyector

The injection phase (high pressure) begins when the solenoid is energized by the control unit and the valve of the
The combustible is closed. The lever continues to press down the pump piston through the rocker. As the passage
through the fuel valve is closed, the pressure will begin to accumulate rapidly. The high pressure will open the
The injector and the injection will occur by atomizing the fuel into the cylinder.
The reduction phase begins when the control unit considers that the engine has received enough fuel and
cut the power to the solenoid. The valve opens and the fuel flows back to the fuel passage. The
pressure will drop rapidly and the injector will close to stop the injection.
In summary, the pump's piston will always deliver and return the same amount of fuel through the injector.
It is only when the fuel valve is closed that the pressure will build up enough for the occurrence to happen.
Injection. The duration and timing of the current pulse determine the amount injected and the timing of the
injection controlled by the engine ECU.

UIS System UPS System

 SENSORS
Revolution Position Sensor
The revolution sensor is an inductive sensor. It is positioned on the engine block.
The pulse wheel is mounted on the crankshaft between the flywheel and the gear. A phase shift in the pulse wheel serves
as a reference mark for the sensor.
Application of the signal
Through the signal, the engine revolution and the exact position of the crankshaft are taken.
This information is used through the electronic command for injection synchronization control.
Effects of lack of signal
The engine stops working.
Camshaft position sensor
The camshaft sensor is located in the head. A tooth on the drive shaft serves as a reference.
The sensor recognizes the position of the control axis.
Application of the signal
The signal is requested through the electronic control for the recognition of the position of the first cylinder of the engine.
Effects of lack of signal
The engine continues to run.
The electronic command uses the signal from the crankshaft position sensor to continue controlling the engine. But,
a new game is not possible.
Mass Air Sensor
The mass air sensor is located in the intake and determines the mass of air admitted.
The airflow in the intake tube generates signals in the sensor.
The electronic control recognizes those signals and calculates the amount of fuel to be injected.
Application of the signal
The signals are used through the electronic control for injection control.
Effects of lack of signal
With the lack of the air mass signal, the electronic control considers a fixed value.
Temperature Sensor
The cooling temperature sensor is located on the side of the block.
The sensor informs the electronic control unit of the cooling temperature.
Signal application
The cooling temperature is used through the electronic control unit for the correct calculation of the value of
fuel injection.
Effects of signal loss
With the lack of temperature signal, the electronic control unit considers a fixed value.
Brake Light Switch
The brake light switch and the brake pedal switch are mounted on a single piece.
The switches inform the electronic injection control when the brake pedal is being pressed.
Application of the signal
Both switches provide the brake pedal actuation signal to the electronic control unit.
injection. If there is any defect in those switches, the electronic injection control takes over the brake information.
activated for safety.
Effects of lack of signal
If a fault is detected in the switches, the electronic fuel injection control unit reduces the amount of
injected fuel.
The engine has reduced performance.
Clutch pedal switch.
The clutch pedal switch is located on the operating pedal and informs the electronic control of
injection when the clutch pedal is pressed.
Application of the signal
Through the signal, the command recognizes whether the clutch pedal is engaged or not. When the clutch is engaged,
The electronic injection command reduces the flow immediately.
This interruption process reduces jerks in the engine.
Effects of lack of signal
In case there is any signal failure from the clutch pedal switch, there may be jerks during shifts.
of marches.
Throttle pedal sensor
The sensor

TEST BENCH FOR DIESEL INJECTION PUMPS

Nomenclature

Flywheel
2. Main motor 20 HP (380 V.
50 Hz.
3. Upper rotating module.
4. Intermediate module.
5. Test tube rack.
6. Articulating arm of the sample box.
7. Intermediate module panel.
8. Upper module panel (commands)
9. Positive output from the
12 Volt power supply
10. Support table. Panel of
higher module (Reading)
11. Chassis
12. Pump motor
hydraulics 0.75 HP (380 V. 50
Hz
13. Delphi ELF Filter - 209
14. Hydraulic pump
15. Oil tank

COMMANDS
Main panel

Emergency button
2. Command screen
3. Module

Reading panel

1- Pressure gauge 0 – 2.5 Kg/cm2 (LDA limiter)

2- Manometer 0 – 16 Kg / 230 psi (pressure of
Transfer
3- Pressure gauge 0 - 40 Kg / 560 psi (High pressure)
4- Manometer – 76 CM Hg + 4 kg (Vacuum/pressure)
of food)
5- Air Pressure Regulator (LDA)
6- Hydraulic adjustment valve
7- Positive connector 12 VAC
8- Air Outlet (LDA)
9- Return of the oil
10- Oil transfer pressure inlet
11- Oil outlet
12- High-pressure oil outlet

Ergonomics
The equipment can be adjusted to the best operating position for the operator. Both the sample box and the main panel
they have joints.

Instructions for use

1. Place the support on the support table.
2. Place the coupling on the support and secure it with the two hooks.
3. Fit the coupling onto the plate and tighten all its bolts.
4. Encajar los accesorios comforme cada modelo de bomba a ser probada. Encajar y fijar la bomba en el acoplamiento y
connect the pipe at the injector ends.
5. After the tests, rotate the support of the specimens to remove the oil.
6. For other pump models, the supports and coupling are changed.
7. Remove the protector only for maintenance and always with the main switch disconnected.
avoid accidents.

Operation of the control screens:

Opening Screen
When the key is turned on, the Opening Screen of the SM 820 equipment will appear on the display for 20 seconds.
some information about the manufacturer SPEEDMAQ INDUSTRY AND TRADE OF MACHINES LTD.
After this time is completed, the display will automatically show the first Command Screen.
Command Screen 1

TURN ON OIL PUMP

TURN ON MOTOR

On this screen, we control the operation of the motors; when the button is pressed, it darkens, thereby turning on the
respective engine.
OIL PUMP Liga ► The activation of this button connects the motor that drives the oil pump and conditions the
Main Engine Activated
Observation. In the installation of the Bar, check the direction of the motor's rotation to ensure it matches the direction of rotation.
from the Oil Pump.
MOTOR League ► The activation of this Motor ignites the Main Engine that will drive the Injector Pump that will be
Proven.
In the lower right corner of the command screen, we have two arrows that, when touched, this returns to
the previous screen and the other advance to the next screen.
Command screen 2

Current temperature, this field cannot be altered by

the operator.
Displays the oil temperature in real time (in degrees)
Celsius) captured by the temperature sensor.
SET - This value is set by the operator and determines
the maximum temperature that the oil can reach (0-80º)
C). When the value of the current temperature is less than
the programmed temperature indicator blackening
showing in the upper right corner "warming",
when the temperature exceeds the programmed value it
turn off the resistance that heats the oil. The indicator
darkening showing in the upper right corner 'cooling'.
Observation. Only with the Oil Pump connected.
When the SET field is touched, a keyboard will appear to enter the values that will be programmed by the operator. The key
The ESC key aborts values that were entered incorrectly and the ENTER key confirms the values input by the operator.
When ESC is pressed, it will return to the first motor activation screen. To select the screen, then touch the
arrow that is pointing to the right.

Command screen 3

Direction of rotation
Select the rotation direction of the Motor that drives the Pump
Injector - clockwise or counterclockwise.
After selecting the direction to advance, touch the
arrow that is pointing to the right in the lower corner
right.

Command screen 4
 Rotation limit
Touching the upper right corner will bring up the keyboard for
enter the maximum value of the injector pump rotation.
Once this value has been programmed, it will prevent
that the engine reaches a larger rotation than the
desired.
When the rotation limit is not programmed in the field
RPM will not accept the scheduling. In the RPM field it will be
typed by the operator the amount of rotation in which
he will carry out the Injector Pump test. When the
the RPM field will display the keyboard to enter the value in No.
selected by the operator.
When pressing the + key, it increases the rotation of the Motor
When you press the key - it decreases the rotation of the Motor
Both on the screen + O - the rotation varies in multiple ways according to the value programmed in the RPM adjustment factor field.
When the STOP button is pressed, the running Motor stops immediately, when pressed again.
The engine is functioning again. The engine will only operate when the entered rotation is above 75 rpm.
to advance the test, tap the arrow that is pointing to the right in the bottom right corner.

Command Screen 5

STOP
On this screen, the operator will be able to select
Select previously scheduled rotations that aim to
facilitate the choice by touching the display that contains the
desired rotation.
The STOP key, when pressed, activates or stops the
functioning of the Engine.
Para avanzar la prueba, tocar la flecha que está en dirección a
the right in the lower right field.

Command Screen 6

Number of injections
On this screen, the operator will be able to select the number of
previously scheduled injections, which in turn may
to be selected with a touch on the key that contains the
desired quantity, the chosen value will be displayed in the field
number of injections.
If no value satisfies the operator's need, that
You can simply touch the number of injection field
where a keyboard will appear for him to type the
desired number of injections.
After entering the value, confirm with the ENTER key
To proceed with the test, touch the arrow pointing to the right in the bottom right corner.
Press the START button to begin counting the injections selected by the operator, in case you want to stop the
injection test, press the STOP button.
To start a new count, select START.
Command Screen 7

Selected source
On this screen, the operator will be able to select the level of
tension that will be available for external use.
To select the desired voltage, press the respective key.
to activate it
Observation 24 VDC - (optional) only works with
The motor powered by the injector pump is functioning.
On the NULL key, the voltage will remain at zero.
To proceed in the test, tap the arrow located on the right.
in the bottom right corner.

Command Screen 8

Synchronized
This screen is used to synchronize the pump.
To perform this test it is necessary to turn off the engine that
activate the injector pump.
Para ello, basta tocar la tecla PARAR o la tecla ENCENDER
MOTOR
Only after the engine is turned off, put the lever
synchronization in one of the holes of the steering wheel
activated and turn it to demonstrate the degree. The RESET key
there is the degree counter.

Command Screen 9
RPM adjustment factor
On this screen, the operator will be able to select the value of the
speed + or - After pressing this key, it will appear the
keyboard, type the value and to confirm the value press the key
ENTER.
The rotation varies in multiple ways according to the value entered.
Example: entered value 5 will increase or decrease the rotation
of 5 in e RPM
Emergency Button – This Button must be activated in
in case of an emergency.
When pressed, the Engines are immediate.
turned off.
To restart the system, the Button must be turned in the indicated direction.
 FUEL INJECTION PUMP TEST

After the inspection, the injection pumps must be operated on the test bench for pumps. The reason
the purpose of the test is to adjust the amount of fuel to given regimes and to achieve uniformity in the pump elements.
The difference in the fuel contribution from the different elements must be very small and the supply must
start exactly in the same position so that the engine provides the correct performance. The data
necessary for the adjustment are gathered in a regulations sheet that exists for each engine variant. According to the differences
among types of pumps, brands, etc. The standard sheets have various appearances. We show Examples of tables in the
subsequent pages.
Before the test, the pump and regulator must be filled with lubrication oil (about 0.5 - 1 lt.)

1 Type of pump
Compare the pump designation and ensure that the test standard sheet is used correctly. Provide
special attention to the letters 'Z', 'X' and 'W' at the end of the pump designation, as they signify a modification
of the flow adjustment.
2 Data
Injection order
Ensure that the injection order corresponds with the direction of rotation
indicated. The direction of rotation is always indicated from the side of
propulsion. The mark of the camshaft (left) is indicated for
the CAV pumps and corresponds to the location of the camshaft in
the bomb. The mark is located at the end of the camshaft. The
L means that the marked ends must be oriented towards
the left side, viewed from the inspection cover of the pump.
The direction of rotation is indicated from the propulsion side of the
bomb
The left-right coupling position is counted from the
side of the pump where the plate is
The order of the test indicates the order in which they must be carried out.
tests.
3 A. Synchronization
With elevation from the basic circle or starting position, it is desired
to say the point on the lift curve of the camshaft where the
the upper regulation edge of the piston closes the communication between
the pump cylinders and the fuel chamber, (principle of the
feeding). The position is determined as follows:
Check that the piston in cylinder 1 (propulsion side) is in the
lower dead point when the measuring device, without a joint, is
Screw in and set to zero.
Assemble the measuring device for control of the
race position according to the figure.
Set the checker to zero. Adjust the stroke of the
zipper according to the basic adjustment (see 'regulation'
test 1" or particularly indicated measure).
Connect the inlet duct of the test bench to the
fuel chamber of the pump. Let it pass
combustible at a pressure of about 20 bar until it
open the pressure valve. Open the air purge tap
in the tray holder of the test bench.
Rotate the camshaft of the pump until the
liquid flow transforms into drops at the faucet of
purge. Ensure that the racing position is achieved
correct. Adjust the test bank indicator to the
correct degrees for measurement.
Rotate the pump's camshaft again to the position of
pumping, then the indicator must stop at the same degree as
previously.
If the indicated pumping position is not obtained, it is necessary to
adjust it. In the P pumps, this is done by changing the
adjusting washers under the flange bushing (fig.) If
the pumping career is too advanced, it
increase the thickness of the washer, and it decreases if the stroke starts too late.
The tolerance between cylinder degrees± 0.5 means that the angular discrepancy at the start of the injection in the different
pump elements can be from ± 0.5º. The control is done with the help of the graduated disk of the test bench, by
the angular displacement of the start of injection in 6-cylinder pumps is 60 degrees and so on.
The discrepancy of 60 degrees is noted, and if necessary, the adjustment is made in the same way as in cylinder 1. The play
The top indicated on the rules sheet under the heading 'synchronization' is the name of the axial game that has the
piston of the pump at the top dead center. This measurement is indicated only in CAV injection pumps.
4 B Regulation

Control the testing equipment and the

conditions match the instructions.
Decouple the regulator. Make it work.
pump until it works evenly.
Control the limit position of the zipper.
Perform test number 1. Adjust the
flow/difference in flow. The flow of
injection between the different elements should not
differentiate more than what is indicated in the
column. Maximum difference in cm
3
The .

difference in flow rate in the PE pumps

correct by rotating the flange sleeve
field of long orifices.
Carry out the other tests. Control that the
difference in flow between the elements of
The bomb in each test is as equal as possible. If
the pump elements and the valves are
worn out the difference is very large.
Pressure relief valve spring tension.

Assemble the pressure valve game according to the figure.

 Read the caliper without pressing the valve spring.
Then compress the spring as necessary until the valve holder makes contact with the valve.
through the high-pressure joint. The difference between the two values constitutes the spring tension. If it is
It is necessary to adjust with washers. The thicker washer should always be mounted closer to the spring.
C. Adjustment of the maximum flow
(Note that the adjustment of regulator D 1-11 is done for setting the maximum amount).
5. D. Control and adjustment of the regulator
Ensure that the zipper bar slides easily when the throttle arm is moved.
from front to back and that the axial play of the accelerator arm axis is a maximum of 0.2 mm.
Assemble the degree adjustment device for the acceleration arm and the measuring instrument of the
zipper race.
Completely unscrew the stop screws of the throttle arm and remove one of the plugs from the box of the
regulator
Perform test D nr 1 - 11 with the prescribed regime and indicated angles for the acceleration arm.
If the rack and pinion travel is not obtained at the prescribed rates, the spring tension must be adjusted.
changing the adjustment nuts, unless it is sufficient
modify the position of the acceleration arm within the
allowed tolerances.
The two spring assemblies in the counterweights of the regulator must have the same
tension. The change must therefore be made uniformly. Ensure that the nut
Adjustment enters the lock position.
The spring games are loosened just enough for the edge of the
the nut and the end of the bolt are in plane with each other. The maximum fit of this
the regulator is about 2.5 mm.

Dimensions (1) and (2) are adjusted to achieve a favorable relationship between the
movement of the acceleration arm and the rack race. The measurement
(3) constitutes a control measurement that the regulator is correct
adjusted.
1. C. Adjustment of maximum flow
The test oil temperature must be 20º C unless otherwise indicated in the
testing standards.
A higher temperature provides a smaller amount of
injection
A lower temperature provides a greater amount of
injection.

Make the pump operate at the rate indicated in the regulations and the arm of
acceleration against the full regime limit.
Adjust screw 2 of the LDA to the prescribed maximum flow rate without applying pressure to the
membrane.
Apply compressed air to the membrane at 0.7 bar in this case.
Control the maximum high quantity. The adjustment is made with the screw of
top 3.
2. Smoke limiter break point test
Operate the pump at the prescribed rate and adjust the pressure of
indicated air for the membrane.
Check that the indicated values of air pressure and stroke of
zipper match. The adjustment is made with the threaded sleeve. If the
screw cap screwed upwards achieves a higher breaking point, if screwed downwards a
lowest breaking point.
3. Control of the starting quantity
Keep the throttle arm in the wide-open position and read the position of the rack.
Release the cold start. Operate the bench according to the test standards and compare the values.
indicated.
Pull back the accelerator arm. The cold start device must then return to its place.
of origin with a snap. Bring the throttle back to the full regime position and control
that the previously read position is obtained again.
 4. The Seals
After adjusting the injection pump, it must be sealed in the LDA, the stops of the regulator, regulator bolts.

DESIGNATION OF THE INLINE INJECTION PUMP TYPE

P E 6 P 100 A/ 320 R S 100

Model in relation to components in the pump

R = Rotation to the right

L = Left rotation

Assembly number. The 3 indicates the position of the camshaft in the pump, the position of the fuel pump and the
Ignition order. The 0 indicates that it has no injection adjustment.

Modification letter

Piston diameter at 0.1 mm

Designation of the type

Number of cylinders

Self-driving

Injection pump

APPOINTMENT OF THE REGULATOR

R Q V 200 1100 P A 99 divided by 2 R

Regulator mounted on the right

 Model number

Modification letter

Type of pump

High regime (pump regime)

Low regimen (pump regimen)

Multi-regime regulator

Rack regulator

Regulator

Test values VDT-WPP 001/4 MB 3.8 F

Injection pumps 1st …………………………….
and regulators 4 ISSUE
PES4 A8D D 4 10 RS 20497 EP/RSV 350 1275 A2 B 1004 D (1) Replace 1077
R RS 2519 DAIMLEX BENZ Company
RS 2094 Z EP/ROV 675 1400 A8B 550 (2)
Engine: OM 314
All test values are valid only for Bosch injection pump test benches and Bosch testing devices.
A. Adjustment values of the injection pump
Start of supply
For unproductive run 2cm 15 + 0.1 (…………….) mm (from pmi)
Number of Route of Flow Difference Route of Flow Initial spring force
revolutions regulation supplied regulation supplied assimilation valve
cm3/
r.p.m. mm cm3/100 races 100 races mm cm3/100 races mm
1 2 3 4 2 3 6
1000 9 4.5 - 5.0 0.3
6 2.0 - 2.8
15 10.5 - 11.8
200 9 2.5 - 3.5
………….. ………. …………………….

Adjust uniform supply according to the values framed

B. Adjustment values of the regulator
Nominal upper revolution number Nominal average number of revolutions Lower nominal number of revolutions Route of the man-
RPM deviation Route of Deviation Route of Deviation Route of regulator guide
lever regulation lever regulation lever regulation
of command RW* mm of command mm of command mm
Degrees mm rpm Degrees rpm rpm Degrees rpm rpm rpm mm
1 2 3 4 5 6 7 8 9 10 11
Ca 54 1275 10.0 _ _ _ About 22 350 7.5 1275 0
…… 1350 11.4 …….. 200 14 - 21 …… 0.2 – 0.4
1400 7.7 Without additional expenses 350 7.2 - 7.8 1000 0.6 - 0.8
1380 7.7 - 10.4 650 2.1 - 4.8 450
1500 3.0 - 5.3 With additional last 940 0-1
1700 0.3 - 1.0 …….. ……….
Tour RW* Regulation route
of assimilation limit a = mm
C. Adjustment values for the injection pump with attached regulator
Full load flow Limitation of Variation of flow Starting flow Assimilation route.
Slow down
Top regulation rod number of supplied i
Oil temperature revolutions maximum number of revolutions break-even point
speed
of rehearsal 40th intermediate
rpm cm3/1000 races rpm rpm cm3/1000 races rpm cm3/1000 races rpm mm RW
1 2 3 4 5 6 7 8 9
(1) 50 - 57.0 1315 - 1325 900 52.5 - 54.5 100 73 - 83
1275 (54.5 - 58.5) (51.0 - 50.0) …………………. ………. …………..
500 49.0 - 510
(47,5 – 52,5)

Verification values in parentheses Regulation journey mm less than in column 2

B. Adjustment values of the regulator

Nominal upper number of revolutions Nominal average number of revolutions Nominal lower number of revolutions Tour of the man-

RPM deviation Journey of Deviation Tour of Deviation Tour of regulator guide

lever regulation lever regulation lever regulation
of command RW* mm of command mm of command mm
Degrees mm rpm Degrees rpm rpm Degrees rpm rpm rpm mm
1 2 3 4 5 6 7 8 9 10 11
Ca 64 1400 16.0 _ _ _ About 30 675 6.0
…… 1450 9.7 …….. 1380 0
1490 4.0 The added Dern 250 19 - 21 …….. ……….
1470 5,0 – 8,2 675 5,7 – 6,3 650 0
1520 1.8 - 35 With additional last 750 3.5 - 4.6 500 0.7 - 1.3
1600 0.3 - 1 920 0-1

Tour RW* Regulatory route

of assimilation limit a = mm
C. Adjustment values of the injection pump with attached regulator
Full load flow Limitation of Variation of flow Starting flow Assimilation tour.
Slow down
Regulation top rod number of supplied i
Oil temperature revolutions maximum number of revolutions break-even point
speed
of the 40th essay intermediate
rpm cm3/1000 races rpm rpm cm3/1000 races rpm cm3/1000 races rpm mm RW
1 2 3 4 5 6 7 8 9
About 8 Mm RW 1440 - 1450 100 7,3 – 8,3 675 6.0
………………… …………………. ………. …………..

……. …………………..

Checking values in parentheses Regulation tour mm less than in column 2

Test values
Injection pumps 1st WPP0017/4 VOL 12.0 d
and regulators 1st Ed
PESPE 6P120 R53050 RQU 250-1100PA131/2R PA 460 R Replaces: 7.78
…….R Empresa:VOLVO
Motor: TD 120 B
All test values are valid only for Bosch injection pump test benches and Bosch test devices.
A. Injection pump adjustment values
Start of supply
For unproductive race ……………. (…………….) mm (starting from the PMI)
Number of Route of Flow Difference Tour of Flow Initial spring force
revolutions regulation supplied regulation supplied assimilation valve
cm3/
r.p.m. mm cm3/100 races 100 races mm cm3/100 runs mm
1 2 3 4 2 3 6
700 13.3 24.1- 24.4 6,4 (0,8) 2,5+ - 0,1**
+0.1
250 3.8 - 3.9 2.6 - 2.7 0.3 (0.7) (max. 2.,2 – 2.9)

700 ---- 4-5 0.6 (1.0)

Adjust uniform supply according to the values framed

B. Adjustment values of the regulator
Upper nominal revolution number Nominal average number of revolutions Nominal lower number of revolutions Route of the man-

RPM deviation Tour of Deviation Route of Deviation Tour of regulator guide

lever regulation lever regulation lever regulation
of command RW* mm of command mm of command mm
Degrees mm rpm Degrees rpm rpm Degrees Rpm rpm rpm mm
1 2 3 4 5 6 7 8 9 10 11
Approx. _ _ _ About 12
About 50 110 15.2 …….. 100 Min - 6.5 250 8.5 – 1.2
1350 0-1 250 3.8 - 3.9 800 4.6 - 5.8

Ca 48 12.5 1140 – 1150 280 4.0 - 2.0 1170 8.3

4.0 1250 - 1280 500 0-1

Route Regulation route

of assimilation limit a = mm
C. Adjustment values of the injection pump with attached regulator
Full load flow Limitation of Flow variation Starting flow Assimilation tour.
Slow down
Top adjustment rod number of supplied i
Oil temperature revolutions maximum number of revolutions investment point
speed
of trial 40th intermediate
rpm cm3/1000 races rpm rpm cm3/1000 races rpm cm3/1000 races rpm mm RW
1 2 3 4 5 6 7 8 9
LDA 1.0 bar 1140 – 1150* LDA 0 bar
700 24.0 – 244.0 700 154.0 - 158.0 100 400 – 440 ………. …………..

(238,0 – 24,0) (151.0 – 161.09) 250 ["22 - 27"]

Max. 3 (7)

Check values in parentheses *Regulation journey mm less than in column 2

Test values WW 001/4 SCA 11.0

Injection pumps 1st …………………………….
and regulators 4 ISSUE
PE6 P 110 A 720 RS 3065 RQV 250 – 11.00 PA 468 R Replace 10 77
.......R RQ 250/11.00 PA 470 R SCANIA Company
Motor: D 11
All test values are valid only for Bosch injection pump test benches and Bosch testing devices.
A. Injection pump adjustment values
Start of supply 3,30 – 3,40
For unproductive race ... (3.25 - 3.45) mm (from the PMI)
Number of Route of Flow Difference Route of Flow Initial spring force
revolutions Regulation supplied regulation supplied (assimilation valve)
cm3/
r.p.m. Mm cm3/100 races 100 races mm cm3/100 races mm
1 2 3 4 2 3 6
1100 12.3 13.8 - 13.9 0.4(0.8) 2.5 ± 0.1
40.1 (like max.
225 50,8 – 6,0 0.9 – 1.3 0.2(0.4) 2.2 - 2.9
600 0 - 4.5 0.6(1.0)

Adjust uniform supply according to the values framed

B. Adjustment values of the regulator
Nominal upper number of revolutions Nominal average number of revolutions Lower nominal revolutions number Route of the man-

RPM deviation Route of Deviation Route of Deviation Route of regulator guide

lever regulation lever regulation lever regulation
of command RW* mm of command mm of command mm
Degrees mm rpm Degrees rpm rpm Degrees rpm rpm Rpm mm
1 2 3 4 5 6 7 8 9 10 11
Approx. 1100 15.2 - 17.2 _ _ _ Approx. 100 Min. 7.5 200 0.3 - 1.3
68 1400 0–1 10 225 6,8 – 6,0 700 4.8 - 5.2
Approx. 11.3 1140 – 1150 345 - 405=2,0
61 4.0 1250 – 1280 500 0-1 11.20 8.2

Route RW* Regulation route

of assimilation limit a = mm
C. Adjustment values for the injection pump with attached regulator
Full load flow Limitation of Flow variation Starting flow Assimilation route.
Slow down
Regulation top rod number of supplied i
Oil temperature revolutions maximum number of revolutions investment point
speed
of essay 40th intermediate
rpm cm3/1000 races rpm rpm cm3/1000 races rpm cm3/1000 races rpm mm RW
1 2 3 4 5 6 7 8 9
1100 137.0 - 139.0 11,40 – 11,50 600 137,5 – 140,5 100 200 - 250
(134.0 - 142.0) (134.5 - 143.5 200 9 – 13 ………. …………..
route From
1250 6.1mm regulation
imbalance As Max. 4 (7)

Check values in parentheses Regulation travel mm less than in column 2

B. Adjustment values of the regulator 675 – 1400 A8 B 550 (2)

Nominal upper number of revolutions Average nominal revolutions number Number of nominal lower revolutions Route of the man-

RPM deviation Route of Deviation Tour of Deviation Tour of regulator guide

lever regulation lever regulation lever regulation
of command RW* mm of command mm of command mm
Degrees mm rpm Degrees rpm rpm Degrees rpm rpm rpm mm
 1 2 3 4 5 6 7 8 9 10 11
1400 10.0 _ _ _ 675 6.0
CA 64 1450 9.7 Without addition Tedem About 30 1380 0
1490 4.0 250 19 - 21 …….. ……….
1470 5.0 – 8.2 675 5.7 - 6.3 650 0
1520 1,8 – 3,5 With additional healed 750 3.5 - 4.0 500 0.7 - 1.3
1620 0.3 - 1 920 0-1

Tour RW* Regulation route

of assimilation limit a = mm
C. Adjustment values of the injection pump with attached regulator
Full load flow Limitation of Flow variation Start-up flow Assimilation route.
Slow down
Top regulation rod number of supplied i
Oil temperature revolutions maximum number of revolutions break-even point
speed
of essay 40th intermediate
rpm cm3/1000 races rpm rpm cm3/1000 races rpm cm3/1000 races rpm mm RW
1 2 3 4 5 6 7 8 9
Around 8 Mm RW 1440 - 1450 100 7.3 - 8.3 675 6.0
………………… …………………. ………. …………..

……. …………………..

Verification values in parentheses Regulation journey mm less than in column 2

Test values
Injection pumps 1st WPP001/ 4 MB 2.0g

and regulators 1st Edition

PESPES 4 M50 C 320 85 103 RSF 375 / 2300 M 3Replace with ……………………………
.......R Company …MERCEDES BENZ
Engine: OM 615
All test values are valid only for Bosch injection pump test benches and Bosch testing devices.

A. Injection pump adjustment values

Start of supply
For unproductive run ............ (...........) mm (from the pmi)
Number of Route of Cordial Difference Route of Flow Initial spring force
revolutions regulation supplied regulation supplied assimilation valve
cm3/
r.p.m. mm cm3/100 races 100 races mm cm3/100 races mm
1 2 3 4 2 3 6
2.7 3.25 - 3.35 0.25(0.3)
100 6.9 6,55 – 0,75 0.10(0.159)
375 ….. ………………..
……….. ……………….

………….. ………. …………………….

Adjust uniform supply according to the values framed

B. Adjustment values of the regulator

Upper nominal number of revolutions Average nominal number of revolutions Nominal lower number of revolutions Route of the man

RPM deviation Tour of Deviation Route of Deviation Route of regulator guide

lever regulation lever regulation lever regulation
of command RW* mm of command mm of command mm
Degrees mm rpm Degrees rpm rpm Degrees rpm rpm rpm mm
1 2 3 4 5 6 7 8 9 10 11
Approx. 11 - 115 250 - 300 50 2.01-2.0 2200 ………… 100 20.3
B+4 6.9 -7.1 375 8.6 -9.0 2550 …….. 1600 12.4 - 12.6 …… ……………
………… 395 0 - 0.1 2950 1000 12,7 – 2,8 …….. ……….
2.5 720 – 820 …….. …………………..
………. …………….. …….. …………………
………. ……… …….. ……….

Route RW* Regulation route

of assimilation limit a = mm

C. Injection pump adjustment values with attached regulator

Full load flow Limitation of Flow variation Starting flow Assimilation route.
Slow down
Regulating top rod number of supplied i
Oil temperature revolutions maximum number of revolutions point of investment
speed
of essay 40th intermediate
rpm cm3/1000 races rpm rpm cm3/1000 races rpm cm3/1000 races rpm mm RW
1 2 3 4 5 6 7 8 9
2 1600 33.0 - 35.5 100 Min.55,0
2260 34.0 - 36.0 2550 1000 32.0 – 36.0 …………..
(33.0 – 37.0) RW = 86 - 9.0 32.5 – 33.5 375 6.5 - 7.5 1,0
31.5 – 34.5 6.0 - 8.9 (1,5)
2550 21.0 - 25.0 2.5 sienes
20.0 - 26.0
Verification values in parentheses Regulation run mm less than in column 2

EQUIPMENT FOR
TURBOCHARGERS
Turbo Balancer

TM 108 MT - TM 145 MT
Given the high technology they have
the turbo injected vehicles, in the
current affairs require high-precision machinery and tooling for the repair of turbochargers. For this reason
We have Cartridge Balancer and Rotor Balancer.

DIESEL ELECTRONIC INJECTION EQUIPMENT

SDC 700
Scanner for electronic diagnosis of
UIS / UPS injection systems.
Identify the ECU number.
Read defect codes.
Check the compression of each cylinder
during the engine operation.
Read all the system sensors.
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 Equipment and tools for injection systems
diesel
Equipment for testing and calibration of pumps
injection with electronic regulation EDC.
Tools for disassembling / Assembling bombs
Bosch and Zexel injectors and regulators.
Equipment and tools for Zexel injection pumps
electronic.
Workshop equipment.
CD s- Rom ESI - Electronic Service Information.

Garrett TA51 turbocharger

Turbocharger disassembly
Perform a careful external cleaning of the turbocharger using anti-corrosive and anti-oxidative liquids.
Disassemble the compressor body (1) after marking its position in relation to the central body.
Diesel Laboratory: T.S. Cesar Calani Soto

2. Fix the group in a vise. Then, using the centesimal comparator (1), check the axial play, which should be
vary between 0.90 and 0.025 mm.

3. Using the centesimal comparator (1), measure the radial play, which should be between 0.17 and 0.12 mm. Mark the position of
turbine body in relation to the central body, removing the clamp (2) and disassembling the central body.

4. Before starting the disassembly, check if the compressor rotors (2) and the turbine (1) are broken, bent or
damaged. If positive, replace the central body (3) with the rotors, bushings, etc.
If the rotors are in good condition and excessive axial and radial play is detected, proceed with disassembly as
subsequently indicated.

36
Diesel Laboratory: T.S. Cesar Calani Soto

5. Secure the ends of the rotor shaft assembly in the vise, removing the self-locking nut (1) with the wrench.
mouth (2) and disassemble the compressor rotor.

6. Remove the central body (2) from the rotor shaft of the turbine (1).

7. Remove the screws (1) and disassemble the rear panel (2).

8. Remove the screws (1) and take out the bearing (3) along with the hub (2).

37
Diesel Laboratory: T.S. Cesar Calani Soto

9. Using a pair of round-tip pliers, remove the retaining ring (1), taking off the sleeve (2) from the body.
Repeat the same operation on the opposite side to remove the other sleeve.

Figure
Turbocharger components
Screw
2. Plate
3. Compressor body
4. Sealing ring
Nut
6. Fixing clamp
7. Turbine body
8. Nut
9. Compressor rotor

38
Diesel Laboratory: T.S. Cesar Calani Soto

10. Turbine rotor axes

11. Elastic sealing ring
12. Protective cover
13. Screw
14. Back cover
Sealing segment
16. Ring spacer
17. Seal ring
18. Screw
19. Support bearing
20. Support collar
21. Sleeve
[Link] elastic ring
23. Central body
Figure 195

Turbocharger inspections
Carefully clean all the component parts of the turbocharger with diesel fuel and a stiff bristle brush, dry
with compressed air. Check that all parts show no signs of damage, corrosion, or breaks.
Control, using a (1) magnetic base comparator, the eccentricity of the rotor shaft.
of the turbine (2). The eccentricity measured 5 mm from the end of the shaft should not be greater than 0.008 mm.

The turbine shaft should not show signs of seizing or grooves, and it must roll centered. Otherwise, replace it.
In particular, to ensure that:
The compressor rotor blades are not broken, damaged, or warped.
Do not try to straighten them. If necessary, replace the piece.
The turbine rotor blades should not be broken, damaged, or bent. Do not attempt to straighten them. If necessary,
replace the part.

The bushings should not show signs of grooving or grooves in the parts indicated by the arrows.

39
Diesel Laboratory: T.S. Cesar Calani Soto

The compressor bodies must not show signs of grooves or wear in the seats, in the rotating parts indicated.
through the arrows.

The turbine bodies must not show signs of grooves or wear in the seats, in the rotating parts indicated.
through the arrows.

The sealing rings, both of the turbine shaft and of the elastic brake support, are not damaged.
Otherwise, replace them.
The support bushings or support for the elastic brake must be free of grooves or signs of sticking. Otherwise,
replace them.

Turbocharger installation
Note: Before carrying out the assembly operations, lubricate with engine oil and clean all internal components.
turbocharger.
Mount the internal elastic ring (22) on the central body using round-nose pliers.
2. Mount the sleeve (21) on the side of the turbine and the safety ring (22).
3. Repeat the operation, mounting the sleeve (21) on the compressor side.
4. Assemble the support collar (2) and the bearing of the support (3) on the central body, tightening the screws (1) to the torque of
specified press.

40
Diesel Laboratory: T.S. Cesar Calani Soto

5. Mount a new sealing ring on the rear plate (2). Then, mount the rear plate onto the central body and secure it.
with screws (1) to the specified tightening torque.

6. Mount the sealing ring (17, figure 195) on the spacer (16, figure 195). Then, mount the spacer (1) on the plate.
rear (2).

7. Mount the elastic ring (3) on the turbine's (4) rotation axis and secure it in the vise.
In the central body (1), place the protective cover (2). Then, mount the assembly on the shaft (4), paying attention and not
damaging segment (3).

41
Diesel Laboratory: T.S. Cesar Calani Soto

8. Assemble the compressor rotor (2) and tighten the nut (1) to a torque of 3.6 to 4.7 Nm to ensure contact.
between the compressor rotor and the spacer.
Subsequently, perform the angular tightening of 120º.

For the operations to follow, see figure 195:

9. Install the clamp (6) on the central body (23). Install the turbine body (7) and orient it in the correct position.
Position the clamp (6) and tighten the nut (5) to the specified torque.
10. Mount the sealing segment (4) on the rear plate (14). Mount and orient in the correct position, the body of
compressor (3). Place the plates (2) and tighten the screws (1) with the indicated torque.
11. Once the assembly is finished, check if the turbine and compressor rotation assembly rotates without interference.

42
Diesel Laboratory: T.S. Cesar Calani Soto

Zexel Number Bosch Number Type of engine Manufacturer name

104640 - 4490 NP – VE4/10F 2150 RNP 925 SD 23 NISSAN
104640 – 3790 VE/10F 2100 RNP 049 4D56 MITSUBISHI
104640 – 8070 VE/10F 2100 RNP 688 4D56 MITSUBISHI
104640 – 8542 NP – VE4/10F 2100 RNP 967 4D56 MITSUBISHI
101068 – 3600 NP – PES 6A 85C 321 RS 2000 NP 344 NISSAN (condor)
104640 – 2413 NP – VE4/10F 2500 LNP 1014 CD 17 NISSAN
104640 – 9961 NP – VE4/10F 2150 RNP 713 TD 23 NISSAN
104640 - 9302 NP – VE4/10F 2150 RNP 506 TD 27 NISSAN

LABORATORY GUIDE MAZ 254 # 01

FEEDING SYSTEM

1.- OBJECTIVE.-
Diagnose, repair the fuel system using instruments for its proper functioning.
taking into account Occupational Health and Safety regulations.
2.- THEORETICAL FOUNDATION.-
3.- RULES FOR WORK.-
Work with extreme cleanliness at the workplace taking into account SySO standards.
Wash all the parts supplied greased with clean diesel before proceeding to their inspection.
Check the valve seat of the feed pump. If the sealing surface is damaged, it may...
tends to repair with polishing putty. Check the sealing surface of the valves and if there is any that
if it is damaged replace it. Check the shaft or stem and its respective sealing ring (O ring) and the tension of the
piston spring.
Check the other parts and replace those that are worn or damaged.
The V/E type rotary injection pumps will only be disassembled when they are in the Laboratory.
the respective test bank for the purposes of repair.
4.- MATERIALS AND EQUIPMENT.
5.- FUEL PUMP TEST.-
5. Install the feed pump in its corresponding place on the injection pump or in the special element
that exists on the test bench. The test pump will also be mounted on the bench.
6. Function test. Place a tube on the suction side of the vacuum pump PFig. 1.
diameter 8 x 10, 2 m long that aspirates from a container with gas oil.
The fuel level in that container must be 1 m below the pump. At the outlet of the pump.
An 8 x 10 tube, 1 m long, equipped with a manometer and a filter will always be installed at the outlet.
Place a regulation valve R, followed by a three-way valve Vy of a discharge pipe.
Rotate the bank at 600 rpm, leaving the tap open and verify that diesel fuel is discharged by the filter.
this ensures the operation.
7. Priming test. First disconnect the suction pipe and then the discharge pipe and operate the pump.
until it no longer contains fuel. Rotate the bench at 60 rpm, then stop it and reconnect the
suction tube. Move the bench at a speed of 60 v/min. After 60 strokes (1 minute) the
the pump must start to discharge fuel. If this does not occur, it means that the suction is insufficient. The
The defect is generally due to the imperfect sealing of the valve or piston.
8. Discharge pressure test. Connect the pump discharge to the manometer piping, open the faucet R (fig 1),
and rotate the bank at 600 rpm. Open the valve to release the air from the filter and let the fuel out until
that this appears without air bubbles; then close the air discharge valve and the regulation tap.
The pressure indicated by the manometer must remain almost constant at the value indicated by the manufacturer.
9. Flow test, the bank is put back into operation by bringing it to the speed indicated by the
manufacturer of the pump, and the tap is opened, removing the air through the corresponding screw of the filter, as
As indicated above, the tap is then adjusted so that the pressure gauge shows the required pressure.
By conveniently operating the three-way valve V (fig 1), fuel is discharged for 15
seconds, in the graduated burette B, which should have a capacity of about one liter.
The amount of fuel pumped must not be less than the values indicated by the manufacturer.
FEED PRESSURE.- The fuel supply to the injection pump must be made to a
pressure high enough not to cause disturbances in the engine operation, one of which may be the
difficulty in starting. The feed pressure is measured after the gas oil filters (see existing flow direction

43
Diesel Laboratory: T.S. Cesar Calani Soto

on the filter cover). Before measuring, the engine should briefly run at an increased speed, then switch to idle to
take the pressure reading. Observe the value indicated by the manometer for one minute with the engine idling.
The engines with a check valve mounted on the fuel filter should not have a supply pressure lower than
60 kPa (0.6 Bar) and in engines with a check valve mounted on the injection pump, the pressure must not be
less than 100 kPa (1.0 Bar.)
Check or return valve The check valve functions to maintain constant pressure in the system.
feeding and continuously purging the air that may eventually enter the fuel system.
The feed pressure must be 60 – 100 kPa (0.6 – 1.0 Bar) in engines with the check valve mounted on the
Diesel filter. In engines with a check valve mounted on the injection pump, the feed pressure must be
98 - 147 kPa (1.0 - 1.5 Bar)
When the maximum pressure is exceeded, the valve opens and the excess Diesel passes through the return pipe to the tank.
combustible. The air bubbles that eventually pass through the system exit through the return tube together with the
excess of gas oil.
Low fuel pressure may be due to a faulty check valve or clogged fuel filters.
The check valve should not be adjusted and should be replaced if it is faulty.
LEAK TEST.- Remove the feed pump from the injection pump, seal with a plug.
thread on the fuel outlet hole; in some pumps, the side plug of the injection pump can be used.
Remove the bomb and its spring, place a pin (fig 2) in the two side holes to prevent the stem from coming out.
pressure.
Connect the suction of the feed pump, using a tube and a joint, to injector tester A, and then
slowly operating the lever of that device to subject the pump to a pressure of 20 Bar (1) for at least 20
seconds. During that operation, the indications of the manometer must be carefully recorded, especially in the region
of the low pressures.
The closure or tightness is considered sufficient when after 20 seconds of applying the pressure it has been generated.
slowly a drop of fuel at the tip of the stem as indicated in figure 2
WARNING: It is very dangerous to remove the bolt before relieving the pressure.
Disconnect the feed pump from the test pump and install it onto the injection pump.
Change of the pressure rod of the feed pump. - When it is checked that the piston rod is leaking.
más de lo admitido, como se ha indicado, deberá sustituírselo por otro nuevo de mayor diámetro. En algunos casos esta
operation is not enough because the defective closure is due to the ovalization of the stem guide: it is therefore necessary
make a change or review the casing.

Fig. 1 Diagram of the circuit for the depression priming tests

download and flow rate of the feeding bba.

Fig. 2 Diagram of the layout for the test of

hermeticity.

44
Diesel Laboratory: T.S. Cesar Calani Soto

(1) Or the pressure indicated by the manufacturer

6. CONCLUSIONS

7. BIBLIOGRAPHY

Designation of Feed Pump

FP/ K E 22 A D 202/ 2

Index of pieces
missing (code)

Recognition number

Modification letter

Type of injection pump (A for bba A; B for bba P)

Piston diameter in mm.

Eccentric drive

Mechanical drive piston pump

Feed pump

Bomb Diameter Race Flow

FP/K.......A 22 mm 8 mm.
3 cm3/ seg
FP/K …….B 22 mm. 10 mm.
3.8 cm3/ seg
FP/KD 22 mm 12 mm.
4,8 – 7,6 cm / seg
3

45