Adjusting tnvd Bosch ve with his hands

Replacing the fuel injector on a V6 2.5 TDI

But, of course, the most important role in powering the engine 1.5 TDI. high pressure fuel pump. It is clear from the name of the pump that it has a high enough capacity to pump high pressure into the ramp. But very often in the work of the injector it happens that this seemingly failsafe engine power element loses its performance. as a result of which the engine begins to have floating revolutions and serious problems with traction.

In addition, quite often the gasoline pump burns in vain, so you can not do without replacing it in this case. And the last reason why motorists change the pump is the need to increase the performance of the engine 1.5. When installing additional tuning (turbocharger, change the parameters of the camshaft, increased throttle) requires greater performance of the fuel injection pump. Consequently, a new, more powerful pump must be installed.

adjusting, tnvd, bosch

What is the HPF for?

The main difference between the gasoline-powered unit is the ignition of the combustible mixture inside the cylinders. In a gasoline engine, the mixture is ignited by the spark plugs. In a diesel, the mixture is self-ignited by compression. The fuel injector is necessary for the timely supply of fuel into the cylinders, at the moment of compression.

HPF pumps are distinguished by design as follows: in-line, trunk, and distributor type. Inline pumps have a separate pair of rams for forcing oil into each cylinder. The distributor provides all cylinders with one or two pairs of rams. Injectors are used to inject diesel fuel into the fuel accumulator.

Remember, HPF and injectors are the main elements of the diesel ignition system. They are present in most diesel engines and come in electronic type.

Bosch and Lucas injection injectors injection angle setting

UNPT installation for engines with Bosch-VE fuel injection pump

For work you will need a device for installation of a clock type indicator on the fuel injection pump. A drawing of the adapter housing is shown in Fig. 16. Holes in the head of HPF for installation on the indicator were made with different threads in different years (M8x1 and M10x1). The shorter bodies (options 1 and 3) are designed to work with the HPF in confined spaces and can only be used with the high pressure tubes removed. Longer housings are used when there is enough space and the tubes can be kept in place. The M5 threaded hole in the body of the adapter is for the setscrew.

Note: Tighten the M5 locking screw lightly by hand to prevent it from sticking when moving the indicator stem.

The original tip in a watch type indicator is replaced by an extension tube Option 1 is used with short adapters, option 2 with long adapters.

Figure 16 shows the simplest kind of adapter, which is not very convenient in daily use. advanced adaptor options are shown in Figure 8. 18 и 19.

Procedure for making adjustments:

set the crankshaft in the TDC position, aligning the marks on the flywheel and the fuel pump pulley; thoroughly clean piston head area from dirt; unscrew the plug bolt at the end of the plug head of the fuel pump (located in the center between the connectors of high pressure tubes). Check that the copper sealing ring is gone together with the plug; instead of plug, screw in an adapter, insert a clock indicator with an extension leg and lightly fix it with the M5 stopper, creating a preload of 3 mm on the indicator.

slowly turn the crankshaft counterclockwise, observing the indicator hand. When the indicator hand stops moving, stop turning the crankshaft. In this position reset to zero on the large scale of the indicator, slowly turn the crankshaft clockwise until the mark on the flywheel aligns with the reel or the setting pin is in the hole on the flywheel. In this position the indicator should show the value given in tab. 1.

Table 1 Plunger stroke to TDC for different engine types

If indicator shows otherwise, without touching the crankshaft, loosen three bolts 3 on crankshaft pulley and use wrench 2 to turn crankshaft until the indicator shows the correct stroke. Tighten bolts 3 to 25 Nm; for X17DTL, remove flywheel locking pin; turn crankshaft counterclockwise until indicator hand stops moving and check if indicator zero is off; turn the crankshaft over until the mark on the flywheel aligns with the turnbuckle or the locking pin is in the hole in the flywheel; check the dial indicator to see if the reading is as specified Some pumps have non-compound pulleys on the drive shaft. In these cases the UNDOT is adjusted by turning the housing of the fuel injection pump. To do this, disconnect the union nuts of high pressure pipes from the injectors and close the nozzle connections with protective caps; loosen the union nuts of high pressure pipes on the fuel injection pump connections; to loosen two most inconvenient bolts on the mounting flange of HPF and a bolt on the bracket that supports HPF from below near the plunger head; after loosening the third bolt on the mounting flange of HPF by turning the pump to achieve the desired indicator reading and tighten the bolt; to tighten the remaining bolts

See also  Stihl 250 Doesn't Start Cold

UNPT setting for engines with LUCAS HPF

You will need a test rod for operation. and also a depth gauge (a rod gauge) or a clock type indicator on a stand, or a special swivel device with the indicator

Order of work:

set the crankshaft to the position of 90 degrees up to TDC of the first cylinder; carefully wash the upper part of fuel injection pump; screw the plug “A” from the boss on the fuel injection pump cover.

insert the test rod in the opened hole;

measure with a depth gauge the distance from the supporting surface of the boss to the upper end of the control rod and record the value.

If the readings differ from the given ones:

turn crankshaft “around” by 1 and 3 / 4 turns; insert control rod and measure the amount of its protrusion; turn crankshaft to TDC position, aligning the mark on the flywheel with a turnbuckle or until a set pin in the flywheel hole; measure the difference between the readings of measuring instrument, which must match those shown on a plastic plate; remove the control rod; install all removed parts.

Pros and cons

The uncomplicated structure of the internal combustion engine allows us to speak about this power train as about a motor with high maintainability and practically complete absence of “sore spots”. It’s a light, frisky, fuel-efficient turbo diesel with a long service life.

It is impossible to “kill” the induction electronics and the plunger of the induction pump of the Ninth engine. To eliminate the periodic overinflation it is enough to replace the EGR valve. The self-forcing of the engine or a complete overhaul do not cause problems and can significantly save the operating budget.

Hydraulic compensators AFN

Attenuation gauges automatically regulate the valve timing. The only expensive part is the needle sensor injector. Automatic belt tensioner often fails.

Small tuning and tuning of mechanical HPF type VE

This post applies to owners of cars with a turbo diesel engine equipped with a mechanical fuel injection unit type Bosch VE. It may be a Bosch, Zexel, Denso pump.

If you install larger size tires it is important to increase the engine power, in order to compensate for the losses due to increased mass of the wheels. It is possible to do it with using original components of HPF.

On the mech turbo diesel engine, there is an interesting design that corrects the fuel flow when boosting. A few years ago I was already tuning it for higher pressure, now I’ve come to a little tuning.

For the correct setting you need a 5mm hex wrench, meh. Pressure gauge, hose, tee and any small pump. Hex socket with ball tip is a must, otherwise it will be difficult to unscrew the outermost bolt under the intake manifold. Highly recommend a Sata wrench, t.к. With a hexagonal socket I had a hard time removing this bolt.

Taking off the top cover of the corrector. The mark on the diaphragm can not be put, after this setting is unlikely to want to change everything back.Taking out the compensator rod, it clearly shows the old risk of work.

Now for the tuning.compensator rods from 1хdt and 1хdft motors are slightly different. The 1хdft has a deeper groove in the center of the rod and thus a higher flow needed to properly adjust the setting. Japanese have on sale compensator rods with even more “wicked” notch to adjust for higher boost pressure. The stem is rated at 1.2 kg. I am not going to blow more before installing the liquid cooler, so I put the stem from 1xdft.

It is possible to fine tune the compensator rod to a larger correction. For example, like this:

After removing it I am grinding the bottom edge, so it will be possible to install the rod without removing the sensor of pedal position. With this beveled edge the rod sits in its place without any problems.

See also  How to correctly put a hacksaw for metal

Next. Check the mark on the diaphragm for the maximum notch on the rod. I paint the notch itself with a white marker.

Put the piston rod in its place and turn it with the mark toward the foot.

Put the cap back on and connect the pump and gauge to the compensator cap. pump a kilo, this is how much pressure is set on the exhaust valve of the turbine.

I need to repeat the pumping and dumping a few times to make the foot leave a distinct mark on the paint of the rod.

Disassembling. You can see the risk on the rod. Ideally, it should reach the waistline of the carburetor rod.

A little risky. I turn the pinion of the spring tension for a couple of clicks, put the rod and check again, until the risk is on the maximum notch.

Putting everything back where it should be.Now you can drive out and feel the difference before and after.It is better to adjust the screw on the compensator cap on the move, turning the tension washer gradually, not more than 1/8 of a turn. With the lid off, it is advisable to mark the maximum height of the washer on the axle with a puncher.

Most common faults

The following are the most common faults in the HPF:

ТНВД BOSCH VE регуліровка винта подачі топліва

mechanical pump. This fault is a natural phenomenon that develops 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 it is hot and a decrease in power;

Failure due to use of low-quality fuel. Since fuel is the lubricant for the pump, keeping it clean is the basis for long-term performance. The fuel must not have impurities in the form of small mechanical particles, water or gasoline, as they are the cause of the device failure;

The manifestation of the TNVD malfunction may affect the car electronics. The units do not run properly or shut off on their own.

Repair of HPF is often carried out by first disassembling the unit and replacing worn parts. For disassembly and subsequent assembly will require a minimum number of tools, which are available in any motorist garage. If you don’t have the necessary knowledge about the device of the axle, it’s better to entrust the repair to specialists of auto service.

KAMAZ ENGINE Repair and Diagnostics

Repair of Bosch Euro 3 KAMAZ HPVD with electronic control

KAMAZ HPVD repair Bosch 2021 invitation

Bosch VE fuel injection pump. REPAIR TECHNOLOGY AND TECHNICAL CONSTRUCTION AND PRINCIPLE OF OPERATION. PART 5

part 3 tnv repair ve 1.6D with turbo corrector assembly and tuning

We found the reason why kamaz doesn’t start with Bosch common rail

  • KAMAZ engine repair secrets
  • KAMAZ quick-release lever
  • KAMAZ dump trucks from preservation
  • KAMAZ Can the Head Knock
  • KAMAZ
  • KAMAZ clutch drive pulley
  • How to change a KAMAZ kingpin
  • KAMAZ 43118 front axle weight
  • KAMAZ based vacuum water pumping machine
  • Nozzle remover for KAMAZ
  • KAMAZ scale models video
  • KAMAZ truck crane parameters
  • KAMAZ frame extension
  • KAMAZ 43118 3017 46 bus
  • Stand for KAMAZ ENGINE REPAIR

Home ” New ” Bosch HPVD KAMAZ Euro 3 with electronic control unit kamaz136.ru

Adjusting the HPF on the engine

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

Usually engine compression stroke is used as a basis (reference point for injection torque adjustments, although other options may be used for a specific engine model). In this regard, it is important that the manufacturer’s instructions are taken into account. In most cases the alignment mark for closing the channel is on the engine flywheel, on the V-belt pulley or on the vibration damper. There are several opportunities to adjust HPF and set the correct injection start value (channel closure).

  • The fuel injection pump is shipped from the factory with its camshaft locked in position. After placing the HPF on the engine and bolting it in place with the crankshaft in the proper position, the HPF camshaft is released. This well-proven method is inexpensive and is becoming more and more popular.
  • The HPF is provided with a channel closing indicator on the end of the governor that must be aligned with the alignment marks when the HPF is mounted on the engine.
  • There is a closing mark on the injection timing device (clutch), which must be aligned with the mark on the fuel injection pump housing. This method is not as precise as the previous two methods.
  • After the HPF is mounted on the engine, the high-pressure overflow method is used on one of the pump outlets to determine the point (torque) at which the channel closes (t.е. When the plunger overlaps the fuel outlet channel). This “wet” method is also actively replacing method 1 and 2 described earlier.
See also  How to Disassemble a Bosch 2 Puncher 24

Air bubbles in the fuel may impair or even make impossible the functioning of the fuel injection system. In this regard, devices that are installed for the first time or are temporarily disconnected must be free of air.

If the fuel priming pump is equipped with a hand pump, it is used to fill the line, the fuel filter and the fuel injection pump with fuel. The screws for venting (1) on the filter head and on the fuel pump must remain open until the exiting fuel is free of bubbles. Air must be removed whenever the fuel filter is changed or work is performed on the system.

In real operation, air is automatically evacuated from the injection system through the overflow valve (2) on the fuel filter (permanent venting). A restrictor may be used instead of a valve if the pump does not have a by-pass valve.

It is best to connect the HPF and regulator to the engine lubrication system, t.к. This form of lubrication leaves the HPF 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 bore or by means of a special oil supply valve. In the case of an HPF with a base or frame, the lubricating oil is returned to the engine through a return line (b).

in the case of a flanged mounting, oil return may be via the camshaft bearing (a) or via 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 without a direct connection to the engine oil system, oil is forced in through the cap after removing the cap to remove air or filter. The oil level in the pump 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 leakage of oil from the lubrication system) must be drained and if there is not enough oil, add fresh oil. When the HPF is removed or when the engine is heavily repaired, the lubricating oil must be changed. For checking the oil level, the fuel injection pump and regulators with separate oil supply have their own dipstick.

The schematic diagram of a diesel engine fuel system with single-plunger injection pump

Schematic diagram of diesel fuel feed system with single plunger distributive fuel pump (SSMP) with end cam drive of the plunger is shown on the picture:

Fuel from the tank 11 is pumped through low pressure fuel line to fine fuel filter 10, then it is sucked by low pressure fuel pump and then directs to inner cavity of fuel injection pump housing 4, where pressure is created at about 0,2 0,7 MPa. Fuel then enters the high pressure pump section and with the help of the plunger. distributor in accordance with the order of the cylinders is delivered through the high pressure fuel lines 6 to the nozzle 8, resulting in fuel injection into the combustion chamber of the diesel engine. Excess fuel from the fuel pump housing, injector and fuel filter (on some designs) is drained via fuel line 7 back to the fuel tank. Fuel circulating in the system cools and lubricates the HPF. The fine fuel filter is critical for proper and trouble-free operation of the injection pump and nozzle. Since the plunger, sleeve, discharge valve and elements of the nozzle are precision parts, the fuel filter must detain the smallest abrasive particles the size of 3 5 microns. An important function of the filter is also to trap and settle the water in the fuel Moisture in the pump interior can lead to failure of the latter due to corrosion.

The fuel pump supplies to the diesel cylinders a strictly dosed amount of fuel under high pressure at a certain moment depending on load and speed mode, so the characteristics of engines significantly depend on the work of the fuel pump.