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We also supply over 40 overseas countries as well as the United Kingdom.Extensive expertise, decades of experience: conventional diesel injection systems No other name is so closely associated with the development and high performance of diesel systems as Bosch. Every single component reflects the full extent of the company's diesel expertise. 48 Inch Corner Jacuzzi TubDistributor injection pumps Small, high-speed diesel engines require an injection system with high performance, rapid injection sequences, low weight and a small installation volume. Used Furniture Stores Indianapolis IndianaDistributor injection pumps meet these requirements. General Tire Dealers In Omaha NeThey consist of a small, compact assembly containing the supply pump, high-pressure pump, and regulation device.

Due to its compact design, the distributor injection pump is suitable for a variety of applications in cars, light commercial vehicles, stationary engines, and construction and agricultural machines (off-highway). Axial-piston distributor injection pumps for engines with indirect injection (IDI) generate pressures of up to 350 bar at the nozzle. For engines with direct injection (DI), both axial and radial-piston distributor injection pumps are used with peak pressures of approx. 1950 bar. Axial-piston distributor injection pumps (VE..) are used for engines with a power output of approx. 30 kW per cylinder, and radial-piston distributor injection pumps (VR..) with engines up to 45 kW. Distributor injection pumps are lubricated with fuel and are maintenance free. Distributor injection pump versions: A distinction is made between these pumps according to the type of quantity control used, their high pressure generation and regulation, as shown in the diagram: Nozzle-and-holder assemblies The nozzle-and-holder assembly is required for injection of fuel into the diesel engine's combustion chamber.

It has a major influence on mixture formation and combustion and therefore contributes to optimization of engine power as well as exhaust gas and noise development. Bosch offers various types of nozzle-and-holder assembly that are suitable for all conventional systems and engine types – from single-cylinder engines to car and truck engines. Nozzles Nozzles are used to atomize the fuel with precision and to distribute it in the combustion chamber so that optimal combustion can occur. At the same time, the nozzle reliably seals off the fuel system from the combustion chamber. The range of Bosch nozzles is diverse and covers all conventional applications. It is based on the extensive expertise of Bosch as a vital partner for international vehicle manufacturers. Technical features The clearance of moving parts stands at 0.002 mm. The fuel is injected into the combustion chamber with a pressure of up to 2,000 bar. The injected fuel quantity varies between 1 mm³ and 350 mm³ (this quantity is forced through a 0.25 mm² opening at 2,000 km/h).

Fuel injection is much faster than the blink of an eye. Here you see the starting point, a pump, seals kit with the control lever seal and driveshaft seal.A good lubrication of parts that push, contact, or slide is essential during the reassembly.Try to avoid disturbing the adjuster screws on the outside of the pump, otherwise you will need to take it to an injection specialist who has high-pressure gauges and precision flow measurement equipment to properly calibrate the pump. These adjustments are customized for your vehicle and engine and normally never need to be changed if doing a maintenance rebuild or replacing seals. Here it is about an hour later. I did not take pictures of the disassembly, go in reverse from what follows if you have doubts for disassembly. Important settings to record: Full load adjusting screw • See here. Speed control lever graduations • See here. Governor shaft adjustment screw • See here.This exploded parts picture is misleading since it shows too much disassembly.

If your pump has a calibration screw on the back secured by a crimped ring, do NOT remove it. Removal of the distributor head should be done with the pump held with the fuel outlet stubs upward, with the fuel lines removed. The head should be pulled slowly and straight upwards to prevent parts from falling out of the pump.There is a long, tight-fitting shaft, the distributor plunger, which is the piston of the high pressure pump. This plunger needs to be removed carefully. Some springs will fall out of place but it is not important.When removing this plunger shaft its position relative to the drive shaft should be marked since it can be reassambled in two positions, depending on the cam-plate. There is a pin in the cam plate (skip to step #53) that forces the plunger to be properly aligned on the cam-plate, but the cam-plate can be assembled either of two ways. One way is 180 degrees off and will result in the pump injecting at the top of the exhaust stroke, not on the compression stroke.

This camplate with its alignment dogs is shown in step #52 along with further warnings.You will re-install this plunger starting in step #57 where several photos are shown. Now slide the actuator back out to install the timing piston.This is the final position of the actuator. The piston is subject to two forces during normal running. On the spring side, fuel pump inlet pressure pushes it and the chamber side, the fuel pressure inside the pump housing pushes it the other way. The balance of these two pressures set the timing advance. When the inside ousing pressure is high, the timing is at maximum advance.The open end of the piston will clear the fuel pump inlet gallery.They are shown here in their cage outside the pump.Note the orientation of the washers, which are shaped to the inside curvature of the outer flange. Put the cam disk in, completing the roller cage. The cam plate should fit to the alignment you marked when disassembling. This marking is critical lest you install the camplate 180° off, in which case your engine will not run, or may barely run and die after burning accumulated cylinder fuel.

Timing is adjusted by the slight rotation of the roller cage relative to the camplate. Moving now to the distributor plunger, the piston of the high pressure pump.The spill port (circled) regulates the volume of injected fuel. When the port is open, pressure drops and injecting stops. The control collar (below), driven by the governor, adjusts the timing of the spill port.When injecting, the plunger is pushed by the cam. Depending on the position of the governor, the spill port is opened by the plunger stroke. That is the control mechanism of the fuel injection. To do this, remove the distributor head (which you did not bolt down) and position the lever assembly so it looks like this.Notice on the plunger shaft the spill port (green), the distributing slit (red), and four intake slits (green) extending into the high pressure chamber. The plunger is galleried to facilitate all this. Use a hex key to screw in the shaft to the same position it was before disassembly. Use two wrenches at the same to tighten the time jam nut so the shaft is locked.