Cycle feed adjustment for Bosch ve

Repair procedure of Bosch VE EDC (VP36/37)

This article describes the methodology of testing and restoration of the combined control mechanism of the fuel quantity (MCCT, centralization) (for example, VAG 1.9 TDI, 90 and 110 hp).

  • You can not tune VAGcom-om cars on non-VAG engines, you will have to measure voltages manually. In principle the instructions are suitable for any vp with inductive or slider G149.

To perform this work it is highly recommended to use the VAGcom type engine tester. Written by dieselschrauber.Symptoms, malfunctions and other indications

  • Detonation engine noise during acceleration, especially at rpm 1800-2500, with excessive black smoke.
  • Weak, delayed response to the gas pedal.
  • Sometimes hovering rpm when releasing the accelerator pedal and coasting.
  • Difficulties with cold engine start, the engine does not hold revolutions well after start.
  • Error ECU about reaching the limits of regulation of actuator N146, for example, number 01268.
  • ECU error message about faulty sensor G149, for example, number 00765.
  • Other symptoms of over-enriched or depleted combustion.

First of all, it is worth making sure that the above symptoms are really caused by a faulty MCCT. It is also worth considering that such symptoms can be caused by incorrect static and/or adapted dynamic injection torque. It would be wise to perform the following tests:

  • Remove the speed sensor wiring from the gearbox. Disappearance of symptoms (except, perhaps, difficult cold start) and a sharp improvement in dynamics indicate the need to repair the MCU. After putting on the plug, it is necessary to erase possible errors from the brains.
  • Verify that the detonation combustion is not caused by the defect in the timing advance regulator N108. For this purpose it is worth to use VAGcom to research the values 1-2 (group 1, value 2 = fuel quantity in mg/X), 1-3 (voltage on G149) and the entire group 4 (value 2=program injection timing, 3=real injection timing, 4=tact signal to N108) about stepwise injections, freezes and other inertia of the values. Reaching and saturation of the “ceiling” values indicate either incorrect static injection torque, or a defective N108.
  • Make sure the needle sensor is working properly.
  • Measure the amount of fuel 1-2 on the cold and hot engine at idle. It is important to note that a high value in this group really means lean burn and vice versa, a low value = rich mixture. Values less than 2.3 mg/X and greater than 6 mg/X at idle combined with the above symptoms indicate, at a minimum, sub-optimal ICC adjustment.
  • Make sure that the static momentum of injection is normal and does not “move” in the dynamics due to, for example, a clogged fuel filter, air in the fuel system, etc.
  • make sure that no dirty hands have played with ECU adaptation channels and changed the calculated quantity of fuel electronically (for example, the value should be in Channel 1)

When using low-quality fuel, biodiesel, vegetable oil as fuel, bad soluble dirt collects in the engine-ECU mechanism, hindering operation of inductive sensor G149. Another, no less important source of contamination. metal chips from rubbing elements of the pump. For example, this is what a functioning ICCT might look like:

And this is how the IUKT looks like after a year of using biodiesel and other alternative types of diesel fuel:

The position of the ICCT on the fuel injection pump should first be recorded as accurately as possible by marking several vertical lines on the housing of the fuel injection pump and the ICCT with a sharp object on at least two adjacent sides of the pump. This step is very important for the subsequent assembly and must be performed in the most responsible manner. Improperly installed FCM can subsequently cause uncontrolled engine speed increase up to the collapse, cutting off idling or worsening the dynamic characteristics of the car.

The second, no less responsible step is to measure the voltage values of the G149 sensor (VAGcom value 1-3) with the ignition on, but the engine is not running. For example, on an AEL motor, this value could be at 0.740V when the motor is idle. Then you should make sure that the engine is warmed up, or warm the engine up to working temperature (drive a couple of kilometers) and measure the value of fuel quantity at idle in the field 1-2, switching off all the powerful electrical consumers and air conditioner. For example, for an AEL motor, this value may be 4.5-5.0 mg/x. Since this value oscillates slightly, you can make a short log and calculate the average value. These values should be recorded/remembered because of their importance when reassembling the pump.

Since removing the ICCT will inevitably cause a small amount of fuel to leak out, suitable precautions should be taken, such as putting plenty of rags, wipes, etc. under the ICCT. On some cars it will be reasonable to remove the protective sump of the motor from the bottom.

Loosen the 4 bolts holding the IAC to the HPF. One of the bolts has a triangular head, start unscrewing from there ;o). If you don’t have suitable tool at hand you can make self-made one, for example from 7 mm union head, by milling out three slots. As an alternative, you can mill a slot on the head of the bolt for a heavy-duty screwdriver. In extreme case. drilling out the head.

Remove any obstructing hoses, unplug electrical connectors and carefully remove the clutch servo, taking care not to damage the gasket. In the end, the removed mechanism should look like this

We unscrew the bolt and Torx head on the sensor axis and carefully using an Allen key on the sensor twist it to the stop, working with a lever, unscrew the sensor from the axis. Unscrew the two nuts of the plastic cover and remove it. Under the casing you can see the electrical contacts that are connected by a point-to-point method. To disconnect these contacts, it is sufficient to work with a little force with small scissors or other suitable tool, inserting the tip of the scissors between the plate and the wire. The result should look like the following

After that, unscrew the remaining torxes and remove the entire board:

Under the board you can clearly see the metal shavings between the electromagnet and the actuator lever. Remove the springs:

Further disassemble the em/mechanism up to the last bolt. Caution: the length of the bolts may vary minimally so note their position! The results are as follows.

Under the right spring in the photo you can see magnetized inlet for diesel fuel. Once again to reconcile all the parts:

Reassemble in the reverse order. The electric contacts must be well tinned and carefully soldered with a medium-power soldering iron (not less than 60 watts). Remove the remnants of flux.

Attention: do not tighten the torx on the sensor axis yet, because its position is still to be adjusted. In assembled condition, but with the cover removed, connect the mechanism to the car’s onboard power system. Turn on the (only!) ignition. Measure the value from 1 to 3 and compare it to the value measured before the connectors were disassembled. If it is not necessary we turn sensor until it reaches desired value. Slightly screw on the torx. Put on a lid and measure value 1-3 once again. The value is likely to be slightly different since the cover has some inductive influence on the G149. Remove the cover again and adjust bearing numbers 1-3 to account for the effect of the cover. After that, close the torx on the transducer shaft and replace the cap.

The drive pin is clearly visible in photo 3, and the broken pin in the photo below:

In case of uncertainty in the correct assembly of the clutch assembly on the fuel assembly, it is better to remove it and, observing it through the gap as long as possible, repeat the attempt. Next set the position of the ICCT on the scribes on the fuel injection pump body.


With VAGcom (ignition on), it is possible to additionally check the ICCT installation on the fuel injection system. To do this, again compare values 1-3 before removing the ICC, after cleaning the ICC, and with a clean ICC installed. Ideally the value should be exactly the same in all three cases, which gives some assurance that the assembly is correct. In other words, the ring in the fuel injection pump must not exert any force on the wiring pin of the tensioner tube mechanism and thus change the value of the voltage in the field 1-3. Let’s look at two examples.

(1) Voltage before removal 0.74 V, after cleaning 0.74 V, after installation 2.15 V. Do not start the engine in any way! Reinstall the tensioner joints!

(2) Voltage before removal 0.74 V, after cleaning 0.74 V, after installation 0.76 V. It is very likely the installation is correct, but to clear your conscience it is better to repeat the installation of the ICCT.

Pull the handbrake, engage 4th-5th gear, press the clutch and try to start the engine. Wait until the HPF flushes out the air and the engine starts working. In the case of uncontrolled increase in RPM immediately release the clutch to stop the engine and check the correctness of the installation of the clutch mounting on the fuel pump assembly (only the match marks, without removing the clutch). Do the same if the engine does not hold rpm for a long time even after starting. If everything is operating normally and the engine is getting good gas, check on the working engine with CT for leakage.

Strongly “sawing” idling and high idling RPM indicates an increased amount of fuel. In this case it is necessary to move the MCCT to the side of the PGRM pulley!

Severe idling and low idling RPM or inability to start the engine at all indicate a reduced amount of fuel. If this is the case, move the ICCT to the side of the fuel pipes.

You have to move it to within a few tenths of a millimeter, so a light rubber mallet may be helpful in this operation.

After a “coarse tuning” proceed to fine tuning.

Measure with VAGcom the amount of fuel at idle 1-2 and compare it to the value before the repair. If the deviation exceeds 0.5 mg/x up or down from the initial value, it is worthwhile to perform a fine-tuning using the method described above.

  • VAGcom shows an increased value of 1-2, in fact, the fuel quantity is reduced, t.е. It is necessary to move the ICCT towards the fuel pipes.
  • VAGcom shows a reduced value of 1-2, in fact the amount of fuel is increased, i.e.е. The tensioner tube should be moved to the side of the throttle camshaft.

If the value 1-2 before the repair was lower than 2,3 mg/Х and higher than 6 mg/Х, you should not try to set the exact value 1-2 before the repair, but be guided more by the dynamic and noisy quality of the engine during idling and in motion.

Checking and adjusting the value and uniformity of fuel supply

HPF are separated by the way of fuel injection. It can be produced by the accumulator injection system or by the plunger. The basic element of the pump is such a part as the plunger pair, which visually represents a piston with a cylinder. The fuel flows inside the cylinder. It is then pushed outward through the intake valve by the plunger. Several structurally different pumps are used in different machinery:

  • distributor. The unit is designed with one or a pair of plungers that force the fuel through the cylinders;
  • in-line. These pumps are designed with only one plunger;
  • main. This pump pumps fuel into the accumulator.

Any technique, even imported and the most reliable is capable of failing. As a rule, the earlier a breakdown is detected, the more inexpensive it can be solved. If the repair procedure is not carried out immediately, the defective pump element can affect the working mechanisms of the entire power unit, and this failure will lead to a complete overhaul. Each manufacturer specifies a certain service life in the certificate, and if the operating rules and the terms of technical inspection are observed, overhaul may not be necessary. If to ignore terms of exploitation and necessity of periodic check and exploit the automobile even in case of appearance of defect, it will not serve the term recommended by the manufacturer and overhaul will be required.

Jamming, galling and jamming of plunger pairs of high pressure fuel pumps of marine diesel engines

One of the most common types of damage to both valve-type and spool-type fuel injection pumps is cavitation-erosion destruction of plunger-pair parts, which can lead to scoring, seizure (tacking) and jamming of plunger pairs.

Rubbing is characterized by a cluster of small ribs, observed visually and felt on the friction surface, oriented in the direction of sliding. Scuffing, as mentioned above, can be eliminated by lapping of precision pairs.

Scuffing is a more complicated concept, it appears as a consequence of molecular-mechanical interaction of surfaces. Its characteristic features are scuffing (galling), as well as the transfer of metal particles from one of the mating surfaces to the other. Scoring is characterised by damage to the friction surface in the form of wide and deep grooves in the sliding direction. The temperature increase intensifies the seizure and wear phenomena. Under these conditions, the wear is called thermal wear. Scoring is one of the causes of jamming of plunger pairs.

When the plug “sticks”, it only occasionally hangs in the sleeve; when it seizes, the spring force is insufficient to return the plug to the down position. In this case the normal rhythm of the fuel supply is disturbed, the tachometer arrow begins to fluctuate. By touching the injector lines one after another, you can determine in which of them you can feel an irregular pulsation. Next, check the temperature of the exhaust gases by cylinder, and finally, if possible, look at the actuator springs: during sticking, the spring will “shake”; when the plunger jams, it will be compressed.

The technological cause of such a malfunction, as shown by studies, is the instability of the structure of the metal, arising in the process of heat treatment. As a result, in the course of time the geometric dimensions change (growth) or the pair warps, and the pump element, even the new one, may become unsuitable for operation, as the plunger in it is jammed. This can happen when the temperature reaches about 230 ° C, because there is a transformation of austenite into martensite, which has a larger volume, and the diameter of the plunger may increase by 0.006-0.010 mm.

The constructive reason is the long length of the sealing surface of the plug and the lack of grooves on its body that accumulate lubricant (fuel). In this sense valve fuel injection pumps with smooth plungers have more probability of hang-up than spool-type plungers, which always have a notch at the head of the plunger. However, radially unbalanced spool pairs (one edge on the plunger and one working window in the sleeve) have a higher probability of jamming, because during the active feeding period a strong impact of the plunger against the sleeve occurs, when harder particles of mechanical impurities, getting into the fuel injection pump with fuel, cut into the body of the pair.

Generalized experience of TA operation allows to conclude that the main reason of plunger hang-up is the complex of physical conditions, which defines cleanliness and lubricating properties of fuel. Here, first of all, the quality of fuel preparation is important: heating, settling, separation, filtration in coarse and fine filters. Very important is the installation cleanliness and cleanliness of the tanks, especially the flow tanks, because when pumping the sludge products float up. The less fuel in the flow tank, the more sludge products get into the filters, and if they malfunction

In the fuel injection pump and injectors. Such a situation is especially unpleasant before maneuvers with the following ship stop: hang-up of plungers or working valves of fuel injection pumps can be massive.

There is one more very essential reason of plug jamming and seizing in modern forced marine diesel engines. erosive wear of surfaces flowing around the bypass flow before

or after an active ram stroke. Erosion is a consequence of cavitation and water hammer occurring during bypass.

Bosch VE injector pump tuning Landrover 200tdi extra power tweak Pump adjustment fuel boost control

In Fig. 4.11 shows the occurrence of these conditions in the valve fuel pump regulated by the beginning of feed (NP) and in the spool fuel pump regulated by the end of feed (KP).

At bypassing through the lowering valve 1 the fuel at first flows in continuous flow (fig. 4.11, a, on the left side). Immediately before the valve seating (there, on the right) there is a break in the flow, as the valve 1 cuts off the mass of fuel moving by inertia. Under the valve seat appears an annular space K, the pressure in which drops sharply, causing the appearance of steam and air bubbles, dissolved in the fuel. Such vapor-air caverns are further destroyed by pressure waves arising from flow shock in the channels of the guide 2 of the valve and HPF housing. Closure of the caverns is accompanied by point impact of enormous force (-1000 MPa), which causes the destruction of the metal surface. erosion. The valve head and valve seat are the most destructive in this case.

In the spool-type HPF, when fuel flows through the opening window (Fig. 4.11,6) the flow at the beginning of bypass has a very large energy reserve, since pkpi = r^x= rvpr. Therefore, the occurrence of cavitation conditions is caused here by ejection action of the mass of the flow, the axis of which after the opening of the window 4 by plunger 3, turning, takes the position of Slf S2, S3.

As a result, caverns are formed in the blind corner of the K-, the subsequent closing of which, leads to the destruction of the plunger on the section of its working surface. In turn, impact of the flow against the HPF housing 5 and its rotation with arrow N, leads to severe erosion of the housing and in some cases the surface 4 of the sleeve window 6.

Erosion wear products of fuel injection pump elements in the form of metal particles are spread by the fuel flows along the whole system. from the working cavity of the fuel injection pump to the nozzle, causing jamming of plungers and pins, loose valve seats and clogging of nozzle nozzle orifices.

Plunger galling and plug jamming can be caused by insufficient heating of heavy fuel or water emulsion, as well as by mismatch of selected or manufactured clearances between the plunger and plug sleeve, insufficiently clean fuel, and water ingress. Water and fuel contaminants in most cases do not cause plunger sticking if they enter the plunger clearance during operation. Plunger pair jamming usually occurs after parking, during which contaminants and water get into the gap, causing corrosion.

The diameter of the plug sleeve at the moment of heavy fuel feeding, due to its increased pressure, increases from 4 to 30 µm, depending on the injection pressure and diameter D of the plug, and at the moment of fuel cut-off.The diameter of the sleeve is reduced and particles are trapped. The approximate clearances At between plunger and sleeve can be selected according to Fig. 4.12.

Mounting deformations, especially at uneven compression, also lead to an increase in the gap in the precision pair, and the total gap becomes 3-4 times greater than the original technological. A certain reduction of growth of the working gap in the plunger pair and, consequently, increase of its resource can be achieved by maximum possible thickening of the bushing, application of more rigid in the radial direction of the pressure valve body and directional change of flow and value of assembly deformations.

Thus, the above example directly confirms the existence of a variable gap along the length of the guiding surface and the time during the fuel injection period in the precision pairs. Therefore, abrasive particles smaller than or equal to the specified clearance are free (especially during the injection period) to penetrate the precision clearance and when the clearance is subsequently reduced, after the injection is completed, are sure to get pinched and abrasively wear out the rubbing surfaces. The areas subject to the most abrasive wear are those with negative mounting strains where even the smallest particles can be trapped.

The most common faults

The following malfunctions occur most frequently in the HPF:

  • mechanical pump. This fault is natural and occurs over time. Wear can occur more often when the vehicle has been used with increased loads. The breakdown is manifested by increased engine noise when starting, irregular operation, the inability to start the engine when hot, and a decrease in power;
  • Failure due to the use of low-quality fuel. Because fuel is the lubricant for the pump, its purity is the basis for long-term performance. Fuel must not be contaminated by tiny mechanical particles, water or gasoline, as they are the cause of unit malfunction;
  • manifestation of malfunction of the TNVD can affect the electronics of the car. Devices begin to work incorrectly or spontaneously shut down.

Repair of fuel injection pump is often done by preliminary disassembly of the unit with replacement of worn parts. For disassembly and subsequent assembly will require a minimum amount of tools, which are available in the garage of any motorist. If you do not have the necessary knowledge of the device, it is better to entrust the repair to specialists of the car service.

What is a supercharger and its variety

The high pressure fuel pump is responsible for delivering the right amount of diesel fuel to the combustion chamber at the right time. The peculiarity of the diesel engine is the necessity to pump high pressure, which is required for autoignition of the fuel, which is also one of the important tasks of the fuel injection pump.

Plunger pair is a basic component of fuel injection pump that consists of a liner and a piston moving inside it. Depending on its design there are three main varieties of high pressure fuel pumps for diesel engines: inline, distributing and trunk pumps. The last variant is used especially often today, as it is used in Common Rail fuel systems. Despite serious differences in design, capacity and dimensions, there are general rules that should be followed during adjustment, maintenance and repair of high-pressure fuel pumps for diesel engines.

Repair of high pressure fuel pump Bosch VP44, part number 059 130 106D

The fuel injection pump number 059 130 106D was installed on the cars: Volkswagen Passat B5.5 / Volkswagen Passat B5.5 (3B3) 2001. 2005 Volkswagen Passat Variant B5.5 / Volkswagen Passat Variant B5.5 (3B6) 2001. 2005 Volkswagen Passat B5 / Volkswagen Passat B5 (3B2) 1997. 2001 Volkswagen Passat Variant B5 / Volkswagen Passat Variant B5 (3B5) 1997. 2001 Audi A4 B5 (8D2) 1995. 2001 Audi A4 Avant B5 (8D5) 1996. 2002 Audi A6 C5 / Audi A6 (4B2) 1997. 2005 Audi A6 Avant / Audi A6 Avant (4B5) 1998. 2005 Audi A8 (D2) / Audi A8 (4D2) 1994. 2002 info is good for repairing other cars as well.

Hi, I’ve decided to write a repair report of Bosch VP44, registration number 059 130 106D, Audi A8 D2 2.I have no experience with other 5tdi V6’s but this pump has been installed in many places, Audi A4, A6, VW, BMW, Opel, on trucks It often breaks down. So I think the information can’t hurt. Never had any experience with the fuel injection pump. so I asked a lot of experts on different forums. Thanks to everyone who helped with advice The owner of the Opel Vectra’s report played a big role. Mitrofan (thanks). The disassembly process is shown there. I want to tell you about my own experience and my own “rake”, so that no one would jump on it unnecessarily.

So, you have after pumping with a pear or anything from the injector tubes when cranking the starter does not press. you have a mechanical problem: the most probable scenario. Damaged diaphragm (or rubber rings), second option. defect in the booster pump. All this you will see later on photo. Who gets it right? Here you can see the fuel injection pump from all angles, including the side of the dashboard.ч. its most intimate places

For starters, while the pump is on the car. put the timing gear and fuel injection valve in the “base” position, so that the hole under the stopper coincided with the hole on the pulley (with a flashlight shine), to rotate the timing gear is possible or a crankshaft or camshaft (but by force no more than 75 Nm). smoothly, with pauses or gearbox, by unscrewing the muzzle, rotating the wheel. Then loosen the nut at 27mm of the gear wheel, put a clear mark on the shaft and the gear wheel. We may need it for reassembly. The tooth itself. the wheel sits firmly on the “cone”. The wheel has a firm grip on the “taper” and fits firmly into the “taper” of the housing:

Decide whether or not to compress it. We’ll take it later (in order not to make extra work). Then we unscrew the pump from the car. We close the nipples with something and wash it with “körcher”, then we blow it with carb cleaner and blow it with compressed air, so it will be less dirty after disassembly:

Unscrew the “brains” and 2 el. the valve (see Mitrofan for details), for that we need Torx 10,25,30 (T20 is also possible later). Before unscrewing, tap the Torx with a small hammer, if it doesn’t go. You’d better keep knocking, because when you tear off the edges. you’ll have to drill and hammer in an “M” bit.

When you pull the central valve (screwdriver as a lever), you need to ensure that it comes out without skewing, if it tilts. Push it back in and try again with support from underneath.

Then bring the gear wheel (which still sits firmly on the cone) to the mark in which the stopper (or, as for kolhoz, a drill 6mm), unscrew the T50 bolt, remove the washer under it and screwed to a stop, thereby blocking the movement of the shaft, stopper is removed:

The rear part will be in this position:

Next, to extract the distributor head by Mitrofan unscrewing-unscrewing with screwdrivers, but I, in order not to spoil al. The housing was just poked in with a screwdriver and knocked down with a hammer:

Remove the distributor head and see the very defect that caused the loss of pressure. Damage to the outer plastic part of the diaphragm:

If you see a picture like this (or just a crack). there is no need for further disassembly. Replace the membrane and rubber rings and assemble back. Bosch diaphragm repair kit 1 467 045 032. But there are important nuances, read here

Since I inexperiencedly did not notice at first. took it apart:

Next, to remove the bearing according to Mitrofan. pull with a thick wire, I just put newspaper on the floor and hit the body. By inertia the bearing and 2 washers are out:

Then you need to unscrew the plug, wrap the top with paper or rag and pull out with pliers:

With pins or something handy turn the cam washer and the piston to the position at which the cam. the washer will extend upwards (in the photo you need to turn it a little clockwise and it will rise):

After removing the cam. washers. pull out the piston. Here’s how it looks like from all sides (if bad comes out. it can be rocked with the chisels for the 2 holes, which are in the top left of the photo, but do not stick it deep into the holes):

Now squeeze the gear wheel from the shaft (with the shaft “compressed” Torx50 mentioned above, otherwise when you remove the shaft will shoot out like a bullet. you can damage both the shaft and the housing). You need a GOOD puller, the force is HUGE, under the legs of the puller put a good piece of cloth, so as not to leave a “dent”.

After pressing loosen T50 and take out the shaft.

and washer (under it). Remains in the housing priming pump. Now with a T20 unscrew the bolts (you need a long and thin T20, preferably):

It is desirable to “shake” it out by hitting the case against newspaper. then it will fall out “assembled”. If you try to push from behind with your fingers. I’m sure it will fall out “piecemeal”, that’s bad:

As they say it is undesirable to mix up the blades, otherwise they can be jammed at revs. pictures of it:

It is in good condition, the only thing is a small defect. Pitting, but it’s not criminal:

The priming pump came from a spare donor pump, it fell out “in pieces”, flush o. carb:

Then empty housing washed with “kerher” (not close to the channels), then och. carb through channels and compressed air dried. Clean:

Sump pump (donor) set in place:

Lay the washer and insert the shaft (in the photo the washer is hanging from the shaft):

Align it by our mark-scratches with the shaft, then rotate until the hole for the stopper is aligned and block it with T50:

Slightly stuffing the tooth. wheel on the shaft, lightly threading the nut at 27mm. Put the catalogs and the dampener tooth on the table. wheels to position the HPF convenient for further assembly. At the same time, the shaft is locked in the “basic” position:

The piston rod was taken from a donor pump, scratches a little sanded with sandpaper P800, 1500, 2000. It is desirable to grind the bushing in the fuel injection pump housing with P2000 (but this is before the washing).

As you can see on the left. Piston ring interferes with assembly. Just wrap plastic wrap around the piston, squeeze it with your fingers and put it in:

Put the piston so that the cam washer is “tucked in” (yellow arrow). The second coupling point on the coul. washers. black arrow:

And here is the cam washer itself, these are the 2 pins you need to “enter” into the holes:

Put washers (which fell out with the bearing at the beginning of the report) lower. with the lettering down, the top one. lettering up:

Bearing slowly hammer in place circularly with a puncher (cover the end with masking tape or something softening)

Then we need to put the rollers with their holders in place. Left 2pc. from the donor one, there are 2 pins on the right. From the main pump, slightly different in appearance, but sort of interchangeable in dimensions:

Winding 2pc. in the groove (to the end, in the photo still partially peeked out):

Now you need to insert the distributor head. it’s donor, with the “correct” old all-metal diaphragm without plastic on the edge, which is hard to break (that’s why Bosch replaced it with a semi-plastic one, so it would break and trade Mr.). Rinsed out. carb, not yet dry:

Next I put it in. and found that the hand turned the shaft only a quarter of the way and wedges, had to pull out and torture the brain. It turned out that Bosch is a catch here, too. In two pumps with the same number. different length rollers, these rollers (there are 2 pcs. in the hole):

Got the “short” pulleys. everything rolls along smoothly. So pay attention to this when reassembling. Use cam washer and rollers from the same pump or compare carefully.

Spread. head gently in place by consecutive tightening of the bolts:

And 2 el. valves back in their lairs. All rubber parts of fuel injection pump when assembling grease the lock T50 do not forget to remove and return the washer Shaft can be filed with the head and screwed slightly nut 27mm.

We put under the hood, connect everything, bolt everything to the car, hang the belt. Seric to help: one and two. We are only interested in what’s about the fuel injection belt.

When the belt is tightened. finally tighten 27mm nut, I did 90Nm.

Started (albeit not immediately and with some fuss), works:

Then when the cable arrives (from China). I will adjust parameters (Cycle Feed Rate and Injection Angle) on the computer (VAG-Com). Well, while driving, accelerates OK

P.S. I unscrewed them from a donor pump long time ago inexperienced. completely unnecessary, useless operation, but at that time I did not know and unscrewed everything I saw. And now it is dissolving. the head is “in business” and you can’t tighten them back on the “pressed” copper washers. will leak.

I had to take two pieces of thick iron, put copper between them. washer and on the anvil of the vice make it straight by light hammer strokes. Then I sanded the washers with an emery board (rough to P800) to remove the “trace” from the fittings. After the smooth and beautiful washers in turn hang them on a piece of thick steel wire with a bent end, warm them with the fire until red and briefly several times immersed in cold water. If you dip it once and hold it It deforms a lot, and when a series of several as short dips. remains straight (or almost straight). After annealing:

Tightened the nipple with 65Nm, better to clamp the head in a vise, holding on to the cast iron, for a little scared to pull, leaning on the 4 bolts screwed into the al. housing. With their task annealed washers. cope with it, do not leak.

Thanks again for all your help I would like to supplement the report with various nuances (tightening torque, information about the transistor, etc.).д.). gradually I think we will add and if necessary, correct the report.

I wish less breakages of HPF, and if it happens. I wish you a successful, possibly free repair with your own hands without unnecessary operations

Actually those rollers that were in the way for assembly. it belongs to the plunger pair and to change from one pair to another? They are not good to unroll and swap places within one pair. Regarding the membranes. Somehow all were iron. To disassemble with that tool, which indicated Bosch I did not work Well and finally, here is the number of the repair kit rubber shaft seal and copper washers: 1 467 045 046. I won’t say piston advance system piston, because they are different for different pumps. diaphragm number: 1 467 045 032

I’ll also add to those adjustments that had to be made after assembling.

Injection angle adjustment. Link to report I probably wasn’t the first to remove the pulley on my pump because it was running at the very edge of the reg. bolts, and now when I removed and put it in the repair, apparently a little more shifted (in spite of the mark-scratch) and I was able to start it only when I shifted the timing belt on the tooth, t.е. Marked the marker on the belt and pulley and after the transfer the marker was as in the picture in red:

Then I corrected final position and angle with 3 regs. with the bolts. In the future, it would be better to rearrange the pulley of the fuel oil pump so that it is set as by-will, hitting in the middle of the bolts and not rearrange the belt on the tooth Before adjustment, the angle came out 8.4BTDC, look here:

To change the angle value from 8.4 BTDC to 2.0 ATDC. had to shift on the inside near the bolts to

3mm with a little counterclockwise. Starts about the same as it did, with minimal delay but not immediately.

When catching small values (let’s say from 2.4 we need to make 2.0). Put a scratch mark on the outside radius and offset the pulley by a very small amount:

Before the angle of adjustment had the problem that sometimes stalls and barely gets up the speed (instantaneous consumption on the dash small shows 10-12 liters and does not increase), then I rejmu to 4 thousand., switch. and it’s tearing up with a good pickup (and flow of 45l) “error 00550: start of injection. adjustment range.”. AFTER the angle adjustment. these problems are gone

Specially bought a handy T10 knob for the sensor. To unscrew the cap. Т25:

Unscrewed the 8 “brain” bolts and there it is, the sensor:

And plunged the wrench into the diesel swim I unscrewed, shifted the sensor to the “driver” side (=decrease the cycle value), fortunately, the diesel “magnifies” the image and we can see how much has shifted. Before the adjustment it was 6mpg on hot. Input:

And in group 1 we look at the cycle feed value in mg. Ended up with about 3.8mpg on hot (85gr.).

All, traction is very good, starts, drives.

If you can’t find any information on your vehicle. Look it up on cars built on your car’s platform. In all likelihood the repair and maintenance information will be suitable for your car.

Adjusting the HPF on the Engine

The HPF is synchronized with the engine using the setting marks for the beginning of injection (closing the channel). These marks are on the engine and the HPF.

Usually the engine compression stroke is used as the basis (reference points for injection torque adjustments, although other possibilities may be used for a particular engine model). Because of this, it is important that the manufacturer’s instructions are considered. In most cases the setting mark for closing the channel is on the engine flywheel, on the V-belt pulley or on the vibration damper. There are several possibilities for adjusting the fuel injection valve and setting the correct injection start (closing of the channel).

  • the fuel injection pump is shipped from the factory with its camshaft locked in position. After the HPF is mounted on the engine and bolted down with the crankshaft in the proper position, the HPF camshaft is released. This well-proven method is inexpensive and becoming more and more popular.
  • HPF is equipped with the channel closing indicator on the regulator, which should be aligned with the setting marks when the HPF is installed on the engine.
  • There is a marking on the device (clutch) of the injection timing advance which must be aligned with the marking on the fuel injection pump housing. This method is not as accurate as the two previously described.
  • Once the fuel injector is mounted on the engine, the high pressure flow method is used on one of the pump outlets to determine the point (torque) of channel closure (t.е. when the plunger shuts off the fuel outlet.). This “wet” method also actively replaces method 1 and 2 previously described.

Bubbles in the fuel can impair or even make it impossible to operate the HPV. For this reason, units that are installed for the first time or are temporarily shut down should be free of air.

If the fuel priming pump is equipped with a hand pump, it is used to fill the line, fuel filter and fuel injection pump with fuel. The vent screws (1) on the filter cover and on the fuel pump must remain open until the exiting fuel is bubble free. Air venting should be performed every time the fuel filter is replaced or any work is performed on the system.

In real applications the fuel injection system is vented automatically through the by-pass valve (2) on the fuel filter (permanent venting). Restrictor can be used instead of valve if pump does not have a by-pass valve.

It is best to connect the fuel injection pump and regulator to the engine lubrication system, t.к. this form of lubrication leaves the fuel injection pump maintenance free. Filtered engine oil is supplied to the fuel injection pump and regulator through the discharge line and inlet channel through the roller tappet port or by means of a special oil supply valve. In the case of an HPF with a base or frame, lubricating oil is returned to the engine through a return line (b).

In the case of a flanged mounting, lubricating oil return can be through the camshaft bearing (a) or through special ducts. before initial engagement, the fuel injection pump and regulator must be filled with the same oil as the engine. In the case of an HPF with no direct connection to the engine oil system, oil is injected through the cap after removing the vent cap or filter. The pump oil level is checked by removing the oil level screw on the regulator at the intervals specified by the engine manufacturer for changing the oil in the pump. Excess oil (increased amount due to oil leakage from the lubrication system) should be drained, and if there is not enough oil, top up with fresh oil. When the fuel injection pump is removed or when the engine is undergoing major repairs, the lubricating oil must be changed. To check the oil level, the fuel injection pump and regulators with separate oil supply have their own dipstick.

Vehicle Arrangement

Adjustment of HPVD should be performed on special benches by highly qualified specialists. When adjusting the pump, use the bench nozzles or nozzles with which the pump has been installed on the engine, marking the number of each nozzle according to the cylinder. Before checking and adjusting the high-pressure pump, all injectors (if using injectors from an engine) must be carefully checked and adjusted on a special stand in accordance with the specifications for the type and model of injectors. After pump adjustment, each injector should be installed on a cylinder corresponding to the pump section that was adjusted together with this injector.

General efficiency of pump plunger pairs can be estimated by means of stand injectors, adjusted for pressure of injection start, exceeding nominal pressure by 1.8 2 times. If the pump delivers in this case, it means that the plunger pairs are in normal condition.

Cycle Feed Adjustment

The basic adjustment of a fuel pump is to adjust quantity and uniformity of cyclic delivery at rated capacity. To do this, set injector rail (or dosing unit with single-plunger pump) to nominal flow position with special screw. At nominal rpm measure cyclic flow of all sections, controlling the level of fuel in measuring tubes for each pump section.

To control cyclic flow rate value for pump sections glass graduated test tubes are used. They are mounted on the testing stand and connected to the section outlet connection or (in modern benches) according to the display, where cyclic flow rate is visually displayed for the tested HPF section. Cycle power rating should be in accordance with pump specifications and adjusted for a specific engine model.

The deviation by sections (irregularity of supply) is allowed not more than 3 5%. Otherwise at pumps of 33 (KAMAZ) and 60 (ZIL) series loosen mounting of the sectional body and rotate it by displacing on one or two teeth the locking washer of the body. Some pumps (4UTNM, YaZDA, ChTZ) have special clamps for fixing the sections, which are used to loosen and correct cyclic delivery by turning the section body if necessary.

Regulation of advance angle of beginning of delivery

This angle is checked and adjusted on the stand. In-line pumps, on the first section, and on V-shaped pumps of series 33. on the eighth section, a glass tube, connected through a rubber pipe to the high pressure fuel line is installed (see sketch. figure). The rack is set in the position of nominal feed and by manually rotating the pump shaft (by the injection advance coupling), fill the torque tube with fuel. Reversing the shaft, and then slowly rotating it forward, determine the moment when the fuel surface (meniscus) in the torque tube shakes. Stop rotation. The bench scale will show the angle to the cam symmetry axis of the plunger actuator. This angle should correspond to the specifications for this particular pump. So, for the eighth pump section of series 33 (KAMAZ) this angle should be 42 43˚, and for the first pump section 4UTNM. 56˚.

After checking the first (or the eighth) section, set the torque gauge on the remaining sections according to the order of the engine cylinders. Deviation of the injection advance by sections should not exceed 20′.

In order to adjust the advance angle of the beginning of the feed in the pumps of the 33 series (KAMAZ) the tappet heel is replaced, which is produced in 18 repair sizes. In pumps type UTNM, TN, YZDA the plunger tappet screw is moved for this purpose. After adjusting the section, this screw should be locked with a locknut.

Additional devices of distributive fuel injection pump VE

Distributive fuel injection pump VE can also be equipped with various additional devices, for example, fuel supply correctors or gas pedal of cold start which allow individual adaptation of the fuel injection pump to the peculiarities of the given diesel engine.

The fuel pump drive shaft 1 is located inside the fuel injection pump housing, the shaft has a low pressure fuel pump rotor 17 and a regulator shaft drive pinion with weights 4. Behind the shaft 1 there is a fixed ring with rollers and a rod for the automatic fuel injection advance mechanism 14 in the pump housing. The drive shaft is driven by the diesel crankshaft, pinion or belt drive. In four-stroke engines the pump shaft speed is half of the crankshaft speed, and the distributive fuel injection pump operation is carried out in such a way that progressive movement of the plunger is synchronized with the movement of pistons in the diesel engine cylinders, and rotary movement provides fuel distribution in the cylinders. Progressive motion is ensured by a cam disc and rotary motion by fuel pump shaft.

Automatic speed regulator includes centrifugal weights 4, which through regulator clutch and lever system act on dosing clutch 12, thus changing the value of fuel supply depending on the speed and load conditions of the diesel engine. The housing of the fuel pump is closed from above with a cover in which the control lever shaft, connected to the accelerator pedal, is installed.

The automatic fuel injection advance control system is a hydraulic device, the operation of which is determined by fuel pressure in the inner cavity of the fuel injection pump, created by a low pressure fuel pump with a regulating bypass valve 2.

Simplified diagram electronic regulation

of single plunger fuel pump VE type of Bosch diesel engine is shown in Fig. 4.

Figure 4. Schematic diagram of electronic control system of single plunger HPF:

1. injection start sensor; 2. TDC and crankshaft speed sensor; 3. air flow meter; 4. coolant temperature sensor; 5. fuel pedal position sensor; 6. control unit; 7. gas pedal of engine start and warm-up 8. Exhaust gas recirculation valve control servo unit; 9. Injection advance angle control servo unit; 10. Dispense clutch servo unit; 11. Dispenser stroke sensor; 12. Fuel temperature sensor; 13. HPF

The main regulating element of the system is the electromagnetic actuator 10, which moves the dosing clutch of the fuel injection pump.

Control of fuel supply processes is performed by control unit 6. The control unit receives information from various sensors: the start of injection 1, installed in one of the fuel injection nozzles, the upper dead point and crankshaft speed 2; air flow meter 3; coolant temperature 4; fuel pedal position 5, etc. According to the control unit memory and the information received from the sensors, the control unit generates output signals to the actuators controlling the cyclic advance and the advance angle of fuel injection. This is how the cycle rate is controlled from idling to full throttle and also during cold start.

The potentiometer of the actuator sends a feedback signal to the electronic control unit, determining the exact position of the metering clutch. The advance angle of fuel injection is adjusted in the same way.

The electronic control unit generates signals ensuring flow of regulating characteristics, idling speed stabilization, exhaust gas recirculation, the degree of which is determined by signals from the mass air flow sensor. In this case the control unit compares the real signals from the sensors with the values in the programmed characteristic fields, resulting in an output signal to the servomechanism of the actuators, which provides the desired position of the metering clutch with high control accuracy.

In the system laid the program self-diagnosis and processing of emergency modes, which allows to ensure the movement of the vehicle in most cases of failure, except for failure of the microprocessor.

In most cases for single plunger distribution type pumps as an actuator regulating the cyclic feed is used electromagnet 6 (figure 5) with a rotary core, the end of which is connected through the eccentric to the metering coupling 5. When current flows in the solenoid coil core rotates at an angle from 0 to 60°, respectively moving the metering clutch 5, which is used to change the cycle rate.

Figure 5. Single-plunger pump with electronic control

1. fuel injection pump; 2. solenoid valve of automatic advance-injection advance control; 3. nozzle; 4. automatic advance-injection advance control cylinder; 5. batcher; 6. electromagnetic device of fuel supply change; 7. electronic control unit; 8. temperature, boost pressure, fuel supply position sensors; 9. control pedal; 10. fuel return; 11. fuel supply to the nozzle

The injection advance mechanism is controlled by the quick acting electromagnetic valve 2, which controls the fuel pressure acting on the automatic injector piston. The valve operates in pulse mode “open-close”, modulating the pressure depending on the speed of the engine shaft. When the valve is open, the pressure decreases and the advance angle is reduced. When the valve is closed the pressure increases moving the automatic regulator piston to increase the advance angle. When the valve is closed, the pressure increases, moving the automatic transmitting unit piston towards increasing the advance angle. One of the injectors is equipped with an inductive needle lift sensor to detect the moment when injection starts.

Proportional electromagnetic, torque, linear or stepper motors are used as actuators acting on the fuel feeder controlling elements of fuel injection pumps, which serve as a direct drive of a fuel dosing device of a distributor type.

As an example Fig. 6 shows the actuating mechanism controlling the fuel supply which uses electromagnet 2 with rotating core, the end of which is connected through eccentric to dosing clutch 3. When current flows in the coil of electromagnet core rotates by an angle from 0 to 60°, respectively moving the dosing clutch. Its displacement is monitored by sensor 1.

Fig. 6. Electromagnetic actuating mechanism of fuel-dispensing pump

1. doser stroke sensor; 2. actuating device (electromagnet); 3. dosing clutch; 4. valve of change of angle of start of injection with electromagnetic drive

No one needs to explain that advance fuel injection timing is very important for diesel engines. Naturally, for each engine speed some specific value of the advance angle will be optimal, for example, for idle speed 800 rpm. 3°, 1000 rpm. 4°, 1500 rpm. 5°, etc.д. To achieve such dependence, which is not linear by the way, there is a special mechanism in the fuel injection valve housing. However, it is just a piston (sometimes in the literature it is called a timer), which moves inside the fuel injection pump by fuel pressure and through a special lever to a certain angle turns a special washer with a wave profile. The piston will be pushed further. the wave of the washer will run a little earlier on the plunger, it will start to move and earlier starts to deliver fuel to the nozzle. In other words, the injection advance angle depends on the fuel pressure inside the fuel injection valve body and the degree of wear on the wave profile of the washer. There is usually no problem with fuel pressure. Well, unless the fuel filter gets clogged, the reduction valve plug gets jammed or the feed pump blades get stuck (inside fuel injection pump).

All these problems are quite rare and easy to calculate. It is possible to estimate a condition of the fuel filter easily and unambiguously, if to switch the engine to external power supply, i.e. to place a plastic bottle with diesel fuel under engine hood and disconnect pipes of fuel injection pump and “return” from their standard locations and drop it in this bottle. After that start the engine and check its operation. It is even possible to drive a few kilometers. If nothing has changed in the engine behavior, then the fuel filter and everything further to the fuel tank is serviceable. By the way, if you add 30-50% of any engine oil in a bottle with fuel, the HPF will be forced to supply a thicker fuel (mixture of diesel and oil). And if there is some wear in the fuel injection pump (e.g. plunger pairs), it’s as if the wear will reduce and the engine will run better. For example, it is very difficult to start the engine when it is hot. The reason is often the insufficient volume of the fuel feed because of the main plunger pair wear. If with a thick fuel this defect (difficult starting) almost disappears, you can confidently take off the fuel injection pump and change the worn pair. Although in this case it is usually necessary to change everything in the fuel injection pump, and it is easier to throw it away, than to repair and then adjust it. However, this has already been written above.

The condition of the reducing valve (may be in a wedged state) and feed pump can be assessed using the manual fuel pump. If the operation of the engine changes after you start pumping with the hand pump running, t.е. If you start to lift the pressure in the housing manually it means that either the valve or the pump is defective. Reducing valve is easy to unscrew without taking off fuel injection pump and check. Only on most of the diesel engines you need to remove the angle of the bracket with a thin chisel, after which the head of the reducing valve becomes accessible for a special wrench. By the way, the pressure reducing valve can also be unscrewed with a long chisel, without using a wrench.

All seals there are made on rubber rings (toriqs) and strong tightening is not required. If this valve is intact, its plunger is not jammed in the open position, then you should suspect a malfunction of the feed pump. Provided that at pumping up the fuel the work of the engine becomes smoother. Really, if there is air bubbles coming out of the overflow line (return) while the engine is running, then first of all it is necessary to remove the air inflow. Because if there is air inflow, it is difficult to create the required pressure in the HPF, even with a fully functional fuel pump. But the problems with air bleed is a separate topic. Here we just notice that the air inflow, even with external supply, t.е. when the fuel canister is above the fuel pump is possible through the fuel pump packing and through not tightness of the central plug on the cast iron part of the fuel pump. This plug is used for precise adjustment of the fuel injector by the fuel feed angle (unscrew it, install the micrometer head and measure the plunger stroke, this procedure is described in almost all repair manuals for fuel injectors). With a fully functional HPF, even if it was previously bled, after 10 minutes of engine operation in the line of the overflow of air bubbles no.

So, the injection advance angle depends on the engine RPM. For economy of fuel, high power and environmental reasons it would be better if the advance angle could be varied in consideration of other engine operating conditions, such as engine load, boost pressure, temperature etc. But all these conditions can be taken into consideration only in the case of an electronically controlled HPF. In conventional mechanical systems, only the fuel pressure in the fuel injection pump housing and, on the more modern units, the engine coolant temperature are taken into account. The piston in the lower part of the fuel injection pump moves depending on the fuel pressure and through a special steel “finger” slightly turns the profile washer (the same washer is forcibly turned by the lead from the heating device mechanism). As a result the wave projection of the washer will run over the plunger earlier and the latter will start its movement earlier. This whole system was mapped and built in the factory and it all worked fine. Until the plunger starts to wear down heavily. It became intensive because in fuel injection pump began to receive unlubricated fuel (our “dry” winter fuel, just like kerosene, almost does not contain heavy fractions that provide lubrication of all rubbing parts), fuel with air and just dirty fuel (with abrasive). However, plain old age does its job too. As a result, the tab on the washer starts to run over the plunger a little later and the latter in turn starts a little later its movement. In other words, later injection starts. The beginning of this phenomenon looks like this. The engine runs at idle and, due to different wear of the nozzles, shakes a little. Add revolutions to it. At about 1000 rpm the engine stops rattling and feels like it’s freezing. it runs smoothly. smoothly. Increase rpm even more. And suddenly in the range of 1500. 2000 rpm there is a flutter. These shudders (jolts) can occur with either a smooth, but vigorous, or slow revs. During shaking, the exhaust pipe emits blue smoke. When the engine is fully warmed up, the shaking no longer occurs around 1500 to 2000 rpm. It is at the beginning of the defect development. Then the jolt does not disappear even after the engine warms up. Exactly the same shaking occurs if you raise the injection pressure at injectors. In this case, if the fuel injection valve is worn, you will also get a late injection. We get rid of this phenomenon by turning the case of the fuel injection pump on an earlier injection. Sometimes it is necessary to turn the fuel injection pump almost up to the stop. But before you do that, listen to the engine. When a diesel engine has too early injection, it starts to run harsher (they also say it has knocking valves). And if you are sure that in 50-100 revolutions before the beginning of shaking this harsh component in the acoustic background of the diesel engine has disappeared, it means that it is necessary to turn HPF. Note that in worn diesel engines the piston-cylinder gap is very big, so they start to run rough, even with an absolutely correct advance angle of injection. Using a stroboscope to set the lead in our case is not really justified. Let’s not speak about that strobe lights more confidently catch the knock of already very worn injectors with their microphone. If the injector is in decent condition, and the fuel tube is fixed properly, the stroboscope lamp usually fails. You can set with the stroboscope the injection advance at idling. It is this timing that is given in the technical documentation. But the wear in the fuel injection pump is uneven. And very often setting the timing by the mark with a stroboscope at idling speed, we do not get rid of the jolting at RPM, caused by a late fuel supply. That’s why we recommend to set the advance by ear. With the wear that the diesels we operate have, this is a more acceptable way. Because only in this way you can compensate the late injection, caused by low fuel pressure in the fuel injection pump housing due to wear of the feed pump. It’s almost the same as adjusting the ignition advance on gasoline engines. You can set the ignition timing only at idle (and the repair manuals do not suggest otherwise), but because of a defect, for example in the centrifugal regulator, the car will not run. Obviously, it has to be repaired or replaced. But it’s possible, by turning the tramler, to set an acceptable ignition advance angle by ear. The only difference is that the criterion for correct ignition timing advance without instrumentation is detonation noise and engine output, and for diesel engines. the shaking, smoke and engine knocking.

cycle, feed, adjustment, bosch

As mentioned above, most of the problems with the fuel injection pump are caused by all kinds of leaks and leaks. For example, the plunger is worn out, there is a leak, so it doesn’t create pressure. And if you change the fuel to a thicker one? Then the increased clearances in the mating parts are like less. And the fuel injection pump works like there’s no wear at all. It’s very easy to make the fuel thick. Add, as said above, any engine oil in it. Of course, you don’t want to drive like that. it’s too expensive fuel (and it’s troublesome to make thick fuel all the time). But to check the condition of HPF (as well as for the successful sale of a much used car at the bazaar), this method is useful. In the cold season, due to natural laziness, in order to make fuel thick, we simply cool HPF. For example, a car with diesel engine comes with a complaint that it does not start well if it stands for five minutes, but the engine is still hot. We start this car (really, sometimes we have to crank it for about 30 seconds), warm it up for about 10 minutes and turn it off. After that, we open the hood of the car and use snow to cool the fuel injection unit. For the same 5 minutes. If after this operation the engine starts better than the first time, it is already possible to talk about severe fuel injection pump wear. Of course, both these tricks (with thick fuel and with cooling the fuel injection pump) are not described in the factory engine repair manuals and, therefore, they cannot be considered very scientific. Those manuals measure the volume of fuel supply at startup (there is such parameter in the technical data. the volume of supply at 200 rpm) and it is not difficult to check this parameter at home either. To do this, you need to unscrew all glow plugs and remove the tube from one injector. Then put on this tube the body of a disposable syringe and twist the engine with the starter. Naturally, counting “squirts”. 200 “squirts”, of course, is a lot. 50 is enough, and then compare the result with the technical data. Thus, it is possible to consider that the injection volume at 200 rpm for all Japanese diesel engines, if they have the same volume, will be the same. If your engine displacement is slightly different, it’s not hard to make a proportion with the diesel displacement data you have. All this we also do, when a hot engine starts badly, although it follows from experience, you can check everything easier. Using snow and engine oil. In other words, if the operation of the fuel injection system with thick fuel becomes more acceptable, it is necessary to check the injection volume. It is better, of course, to do it all at the stand (there you can check all modes of fuel injection pump), but in the start mode (t.е. at 200 rpm) check can be done in the garage.

So, if the diesel engine has a shaking at 1500-2000 rpm, accompanied by blue exhaust, you need to repair the fuel system. And in particular, do the fuel injection earlier. For this purpose in the simplest case it is necessary to turn HPF on earlier injection.

Kornienko Sergey© Legion-Autodata Diagnosti g. Vladivostok

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