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bosch pes injection pump manual

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Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab See the seller's listing for full details. Contact the seller - opens in a new window or tab and request a postage method to your location. Please enter a valid postcode. Please enter a number less than or equal to 2. Sellers may be required to accept returns for items that are not as described. Learn more about your rights as a buyer. - opens in a new window or tab You're covered by the eBay Money Back Guarantee if you receive an item that is not as described in the listing. All Rights Reserved. User Agreement, Privacy, Cookies and AdChoice Norton Secured - powered by Verisign. View cart for details. Learn more - opens in a new window or tab This amount is subject to change until you make payment. For additional information, see the Global Shipping Program terms and conditions - opens in a new window or tab This amount is subject to change until you make payment. For additional information, see the Global Shipping Program terms and conditions - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab See the seller’s Contact the seller - opens in a new window or tab and request a shipping method to your location. Please enter a valid postal code. Please enter a number less than or equal to 2. All Rights Reserved. Please read the Section Index(in pictures above and typed below) for both parts of this manual.

Diesel Engine Service Section Index: 1) General 2) Manifolds, Cylinder Head and Valves 3) Connecting Rods, Pistons, Rings and Sleeves 4) Lubrication Oil Pump and Engine Balancer 5) Crankshaft, Main Bearings and Flywheels 6) Timing Gear Train, Front Cover and Camshaft 7) Water Pump and Thermostat 8) Injection Pump 9) Turbocharger 10) Storage Batteries. This manual is divided into major sections covering various components of the machines listed above. Payment must be made within 7 days of end of auction. We will save you money. Networked with over 750 dealers. If we don’t have it, we can find it. Please try again.Register a free business account Exclusive access to cleaning, safety, and health supplies. Create a free business account to purchase Please try your search again later.You can edit your question or post anyway.You will want the correct manual depending upon your needs. The following guidelines are important depending on what you want a manual to do for you.Amazon calculates a product’s star ratings using a machine learned model instead of a raw data average. The machine learned model takes into account factors including: the age of a review, helpfulness votes by customers and whether the reviews are from verified purchases. Something went wrong.Learn more - opens in a new window or tab This amount is subject to change until you make payment. For additional information, see the Global Shipping Program terms and conditions - opens in a new window or tab Delivery times may vary, especially during peak periods. Learn more - opens in a new window or tab Learn more - opens in a new window or tab Learn more - opens in a new window or tab Learn more - opens in a new window or tab Learn more - opens in a new window or tab Contact the seller - opens in a new window or tab and request a postage method to your location. Please enter a valid postcode. Please enter a number less than or equal to 2.

If you don't follow our item condition policy for returns, you may not receive a full refund. Refunds by law: In Australia, consumers have a legal right to obtain a refund from a business if the goods purchased are faulty, not fit for purpose or don't match the seller's description. More information at returns. All Rights Reserved. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with Bosch Diesel Rsv 325 Pump Manual. To get started finding Bosch Diesel Rsv 325 Pump Manual, you are right to find our website which has a comprehensive collection of manuals listed. Our library is the biggest of these that have literally hundreds of thousands of different products represented. I get my most wanted eBook Many thanks If there is a survey it only takes 5 minutes, try any survey which works for you. It has also produced engines for General Motors, Renault, Saab, Honda, Toyota and Mazda.Also marinised briefly by Beta Marine Limited.The engine block and associated components for the USA market Isuzu G-series engines were locally produced under license by a GM engine casting and assembly plant in Flint, Michigan.There is also an SOHC version of this called the G161S, which was used in the Florian and the Bellett. A new version of this engine, with the same dimensions, was called the G161Z and was installed in the Florian, Isuzu Gemini, Holden Gemini, and Chevrolet Chevette.It has an 8.0: 1 compression ratio. It was fitted to certain models of the Isuzu Elf 250 (TLG42).This engine was used in the 1992-1993 Geo Storm GSi, in the 1992 Isuzu Stylus RS, and in the Asuna Sunfire.It was a development of the earlier G180 engine. It has also been built by Hindustan Motors in India since the 1990s, replacing the G180Z there.This was also used in the Isuzu Aska, where it produced 110 PS (81 kW) (JIS). The export version claimed 100 PS (74 kW).It is a four-cylinder version of the 6BB1.

It was sold in the Isuzu ELF and NPR trucks from 1982 to 1987.OEM diesel in Australian specifications Land Rover Perentie 6X6 models from 1989 to 1992. Different versions feature power ratings ranging from 90 to 100 kW (120 to 140 PS; 120 to 130 hp). Peak torque ranges from 314 to 330 N?m (232 to 243 lb?ft) at 1800 rpm. Also used in jeepneys built in Batangas.It is a high revving high output diesel on its VE-Rotary Zexel injection pump. It replaced the 4BC2 in Isuzu NPR's from 1987- non turbo, while the other version uses Diesel Kiki A-type injection pump but not the same as high revving like the Rotary version. Power ratings in VE-Rotary versions (NKR300) are 74 kW (101 PS) at 3800 rpm 242 N?m (178 lb?ft) at 2000 rpmThe 4BG1T is a turbocharged version of the 4BG1 and is available in marine ratings to 200 PS (147 kW).It has also been fitted to light-duty versions of the Isuzu Elf and the Isuzu Journey-S minibus. For later industrial and marine applications, this engine has been called 4AA1. There is also a gasoline-powered iteration of this engine, called the G 201 FA.For later industrial and marine applications, this engine has been called 4AB1. This family of Isuzu engines were fitted in early diesel jeepneys and CJ2A, CJ3A jeeps made by Francisco Motors and Sarao Motors in the Philippines.It was fitted to the Isuzu Elf. In 1961 it was replaced by the more modern DL201 engine.It was fitted to the Isuzu Bellel.It was fitted to the Bellel and Bellel Express as well as the Elf and Elfin trucks.This engine formed the basis for the common rail, direct injection 4EE2 engine now produced by OpelIn Thai specs, the naturally aspirated eight-valve version claimed 90 hp in 1992.The GM South Africa-built Isuzu KB250 (D-Max) pickup has 79 PS (58 kW) at 3800 rpm and 170 N?m (130 lb?ft) at 1800 rpm. For the Indonesian market it is rated at 80 PS (59 kW) at 3500 rpm and 191 N?m (141 lb?

ft) at 1800 rpm and is installed in the Isuzu Bison, a relabelled Mitsubishi Delica (L300), the old Isuzu Pickup, the Isuzu Panther, and Isuzu Traga (Indonesian variant of Isuzu Traviz). For the Philippines it is rated at 85 PS (63 kW) at 3900 rpm and 185 N?m (136 lb?ft) at 2000 rpm and is used in the Euro2-rated Isuzu Crosswind, the local version of the Panther; and in India at 73.4 PS (54.0 kW) at 3900 rpm and 171 N?m (126 lb?ft) at 1800 rpm for the BS-3 (Euro3 equivalent) Chevrolet Tavera (another version of the Panther).Horse power is 90ps industrial version. It has a dry weight of 230 kg (510 lb). It was used in the Isuzu Bighorn (Trooper), Mu (Rodeo), Wizard (LWB Rodeo), Rodeo Pickup and Holden Jackaroo sold in most world markets aside from North America until the early 1990s. This motor was also installed in Isuzu Elf 150 and other light trucks.It was intercooled in some applications. Numerous versions of the Isuzu 4JB1 remain in production in China, both by Isuzu's Chinese joint ventures and innumerable other manufacturers like YANGZI. Upgrades to common-rail direct injection to bring emissions up to National 4 standards and even 16V DOHC valve-trains are also in production.It was used in the Isuzu D-Max Low variant or base model in Philippine market.The original version is still used in the South African version of the new D-Max, the Isuzu KB, and with the compression ratio reduced to 16.0:1 in the Thai-market D-Max X-series.Certified to the Euro5b emission standard with a 17.0:1 compression ratio.The fuel system operates by plunger and nozzle and is of the high pressure solid injection type (Zexel in-line Bosch A-type). The starter motor is a 12 V unit. The firing order 1-3-4-2.Notable differences include a reduced compression ratio of 18.1:1On some models it features an electronically controlled injection pump.It applies to the Philippine-spec Isuzu QKR.

since 2004 has undergone an upgrade to the ECU and yielded 163 hp this has emerged in some countriesThe new engine's displacement is 1898cc, 601cc less than the 4JK1-TCX. In addition, the RZ4E-TC generates 150hp at 3600rpm and 258lb.-ft. of torque between 1800rpm to 2600rpm, giving it 16hp and 22lb.-ft. more than 4JK1-TCX. Isuzu has claimed that RZ4E-TC will have 19 better fuel efficiency compared to its predecessor. Bore is 80.0 mm and stroke is 94.4 mm. Peak torque is 323 Nm, peak power is 120 PS (88 kW) at 1,500 rpm. Bore is 115 mm, stroke is 108 mm. Peak torque is 353 Nm, peak power is 170 PS (125 kW) at 3200 rpm. Bore is 115 mm, stroke is 110 mm. Application used for NPR300 CNG series. First seen in 1968, in the TY-series truck.Found in the Euro IV specification Opel Vectra.Isuzu Motors. Archived from the original on 2014-01-08. Retrieved 2014-01-08. Retrieved 2013-02-18. CS1 maint: archived copy as title ( link ) By using this site, you agree to the Terms of Use and Privacy Policy. Injection pump calibration data 1 3 assy no 101401 9133 confidential engine model tm date 21 aug 2002 company mazda no tm0113800c timing device ep scdm 105671 0241 governor ep rld e 105921 5852 injection pump pes4a 101040 9871 1 test conditions pump rotation clockwise viewed from drive side nozzle nozzle holder assy. Bosch p pump calibration technical service video assembling the bosch ve turbo injector pump part 1 long video duration 10333 britannica restorations ltd 35249 views. The bosch ve pump is primarily found on compact and automotive diesel engines the code designation on the side of the pump is read example np ve x x f xxxx a r np xx np these two letters stand for the manufacturer in this case diesel kiki ve distributor type injexction pump. Bosch fuel injection pumps multi cylinder pumps pe over 300 varieties in inline catering to the requirements of 2 to 12 cylinder engines catering to engines with 25 hp to 540 hp power output 20 kw to 400 kw. Something went wrong.

Cancel Thanks, we'll look into this. All Rights Reserved. The Rubber trim was exact fit.Series New Genuine Bosch Parts. These seals can be installed without having to re-calibrate the pump and regulator, it contains Seals for the Pump Housing Only, there is a separate Seal Kit for the Regulator Section - see LINK An informational sheet is included to easily identify the individual seals and where to install them. Be the first to write a review Authentic Classics, LLC. All These terms are used for identification All Rights Reserved. Regarding exhaust-\ngas emissions, the diesel engine is just\nas good as a gasoline engine with\ncatalytic converter. In some cases, it is\neven better. It was \nalso possible during the past few years\nto considerably lower the particulate\nemissions which are typical for the\ndiesel engine. \nThe popularity of the high-speed diesel\nengine in the passenger car though,\nwould have been impossible without \nthe diesel fuel-injection systems from\nBosch. The very high level of precision\ninherent in the distributor pump means\nthat it is possible to precisely meter\nextremely small injection quantities to\nthe engine. And thanks to the special\ngovernor installed with the VE-pump in\npassenger-car applications, the engine\nresponds immediately to even the finest\nchange in accelerator-pedal setting. The\ncylinder charge heats up even further\nand the cylinder pressure increases\nagain. For this rea-\nson, DI engines are used in all commer-\ncial-vehicles and trucks. On the other\nhand, due to their lower noise level,\nprechamber engines are fitted in passen-\nger cars where comfort plays a more im-\nportant role than it does in the commer-\ncial-vehicle sector. In addition, the\nprechamber diesel engine features con-\nsiderably lower toxic emissions (HC and\nNOX), and is less costly to produce than\nthe DI engine. The fact though that the\nprechamber engine uses slightly more\nfuel than the DI engine (10.

15) is\nleading to the DI engine coming more\nand more to the forefront. Compared to\nthe gasoline engine, both diesel versions\nare more economical especially in the\npart-load range. \n \n Diesel engines are particularly suitable\nfor use with exhaust-gas turbochargers\nor mechanical superchargers. Using an\nexhaust-gas turbocharger with the diesel\nengine increases not only the power\nyield, and with it the efficiency, but also\nreduces the combustion noise and the\ntoxic content of the exhaust gas. \n \n Diesel-engine exhaust\nemissions\n A variety of different combustion deposits\nare formed when diesel fuel is burnt.\nThese reaction products are dependent\nupon engine design, engine power out-\nput, and working load.\nThe complete combustion of the fuel\nleads to major reductions in the forma-\ntion of toxic substances. Complete com-\nbustion is supported by the careful\nmatching of the air-fuel mixture, abso-\nlute precision in the injection process,\nand optimum air-fuel mixture turbulence.\nIn the first place, water (H2O) and carbon\ndioxide (CO2) are generated. This is\nof particular importance in commercial\napplications.As the name implies, this com-\nprises the pump barrel and the corre-\nsponding plunger. The pump camshaft\nintegrated in the pump and driven by the\nengine, forces the pump plunger in \nthe delivery direction. The plunger is re-\nturned by its spring. \nThe plunger-and-barrel assemblies are\narranged in-line, and plunger lift cannot\nbe varied. By way of an actuator shaft,\nthis can vary the plunger lift to port closing,\n \n and with it the start of delivery and the start\nof injection. Compared \nto the standard PE in-line injection pump\ntherefore, the control-sleeve version fea-\ntures an additional degree of freedom.\n \n Distributor fuel-injection\npumps\n Distributor pumps have a mechanical\n(flyweight) governor, or an electronic\ncontrol with integrated timing device.

Pressure generation, and distribu-\ntion to the individual engine cylinders, is\nthe job of a central piston which runs on\na cam plate. For one revolution of the\ndriveshaft, the piston performs as many\nstrokes as there are engine cylinders.\nThe rotating-reciprocating movement is\nimparted to the plunger by the cams on\nthe underside of the cam plate which ride\non the rollers of the roller ring. \nOn the conventional VE axial-piston dis-\ntributor pump with mechanical (flyweight)\ngovernor, or electronically controlled\nactuator, a control collar defines the\neffective stroke and with it the injected\nfuel quantity. On the conventional solenoid-\nvalve-controlled axial-piston distributor\npump, instead of a control collar an \nelectronically controlled high-pressure\nsolenoid valve controls the injected fuel\nquantity. A radial-piston pump with cam ring\nand two to four radial pistons is responsible\n \n Diesel fuel-\ninjection\n \n systems:\nAn overview\n \n 6 \n\n \n for generation of the high pressure and for\nfuel delivery. The injected fuel quantity is\nmetered by a high-pressure solenoid\nvalve. They have no camshaft of\ntheir own, although they correspond to\nthe PE in-line injection pumps regarding\ntheir method of operation. In the case of\nlarge engines, the mechanical-hydraulic\ngovernor or electronic controller is at-\ntached directly to the engine block. The\nfuel-quantity adjustment as defined by\nthe governor (or controller) is transferred\nby a rack integrated in the engine. \nThe actuating cams for the individual PF\nsingle-plunger pumps are located on the\nengine camshaft. This means that injec-\ntion timing cannot be implemented by\nrotating the camshaft. It is a modular high-pressure in-\njection system. Similar to the UIS, the\nUPS system features one UPS single-\nplunger injection pump for each engine\ncylinder.

The use\nof a high-speed electronically triggered\nsolenoid valve enables the character-\nistic of the individual injection process,\nthe so-called rate-of-discharge curve, to\nbe precisely defined. \n \n Accumulator injection\nsystem\nCommon-Rail system (CR)\n Pressure generation and the actual injec-\ntion process have been decoupled from\neach other in the Common Rail accumu-\nlator injection system. The injection pres-\nsure is generated independent of engine\nspeed and injected fuel quantity, and is\nstored, ready for each injection process,\nin the rail (fuel accumulator). A rotat-\ning-reciprocating movement is imparted\nto the distributor plunger by way of the\ncam plate which is driven by the input\nshaft and rides on the rollers of the \nroller ring. The plunger moves inside \nthe distributor head which is bolted to the\npump housing. If the distributor pump is also\nequipped with a mechanical fuel shutoff\ndevice this is mounted in the governor\ncover.\nThe governor assembly comprising the\nflyweights and the control sleeve is \ndriven by the drive shaft (gear with \nrubber damper) via a gear pair. The \ngovernor linkage mechanism which\nconsists of the control, starting, and\ntensioning levers, can pivot in the\nhousing.\nThe governor shifts the position of the\ncontrol collar on the pump plunger. The governor cover\nforms the top of the distributor pump, and\n \n also contains the full-load adjusting\nscrew, the overflow restriction or the\noverflow valve, and the engine-speed\nadjusting screw. For 4-stroke engines, the\npump is driven at exactly half the engine\ncrankshaft speed, in other words \nat camshaft speed. Distributor pumps\nare available for clockwise and for \ncounter-clockwise rotation, whereby the\ninjection sequence differs depending\nupon the direction of rotation. \nThe fuel outlets though are always \nsupplied with fuel in their geometric \nsequence, and are identified with the \nletters A, B, C etc.

It delivers a\nvirtually constant flow of fuel per\nrevolution to the interior of the injection\npump. A pressure-control valve is fitted\nto ensure that a defined injection-pump\ninterior pressure is maintained as a\nfunction of supply-pump speed. Using\nthis valve, it is possible to set a defined\npressure for a given speed. Some of the\nfuel flows through the pressure-\nregulating valve and returns to the\nsuction side. Some fuel also flows\nthrough the overflow restriction and \nback to the fuel tank in order to pro-\nvide cooling and self-venting for the\ninjection pump (Fig. 2). An overflow valve\ncan be fitted instead of the overflow\nrestriction.\n \n Fuel-line configuration\n For the injection pump to function ef-\nficiently it is necessary that its high-\npressure stage is continually provided\nwith pressurized fuel which is free of \nvapor bubbles. Normally, in the case of\npassenger cars and light commercial \nvehicles, the difference in height between\nthe fuel tank and the fuel-injection \nequipment is negligible. Furthermore, the\nfuel lines are not too long and they have\nadequate internal diameters. As a result,\nthe vane-type supply pump in the\n \n injection pump is powerful enough to draw\nthe fuel out of the fuel tank and to build up\nsufficient pressure in the interior of the in-\njection pump.\nIn those cases in which the difference \nin height between fuel tank and injection\npump is excessive and (or) the fuel line\nbetween tank and pump is too long, a\npre-supply pump must be installed. This\novercomes the resistances in the fuel \nline and the fuel filter. Gravity-feed \ntanks are mainly used on stationary\nengines.\n \n Fuel tank\n The fuel tank must be of noncorroding\nmaterial, and must remain free of leaks \nat double the operating pressure and in\nany case at 0.3 bar. Suitable openings or\nsafety valves must be provided, or \nsimilar measures taken, in order to\npermit excess pressure to escape of \nits own accord.

Fuel must not leak past\nthe filler cap or through pressure-\ncompensation devices. The fuel tank and the\nengine must be so far apart from each\nother that in case of an accident there is\nno danger of fire. In addition, special\nregulations concerning the height of the\nfuel tank and its protective shielding\napply to vehicles with open cabins, as\nwell as to tractors and buses\n \n Fuel lines\n As an alternative to steel pipes, flame-\ninhibiting, steel-braid-armored flexible\nfuel lines can be used for the low-\npressure stage. This means that a fuel filter \nspecifically aligned to the requirements\nof the fuel-injection system is absolutely\nimperative if trouble-free operation and \na long service life are to be achieved.\nFuel can contain water in bound form\n(emulsion) or unbound form (e.g.,\ncondensation due to temperature\nchanges). If this water gets into the\ninjection pump, corrosion damage can be\nthe result. Distributor pumps must\ntherefore be equipped with a fuel filter\nincorporating a water accumulator from\nwhich the water must be drained off at\nregular intervals. At the same time, some of the\nfuel flows through a second passage to\nthe pressure-control valve.\n \n Pressure-control valve\n The pressure-control valve (Fig. 5) is\nconnected through a passage to the \nupper (outlet) kidney-shaped recess, and\nis mounted in the immediate vicinity of\nthe fuel-supply pump. It permits a variable \namount of fuel to return to the fuel tank\nthrough a narrow passage. The\npressurized fuel then travels to the\ninjection nozzles through the delivery\nvalves and the fuel-injection tubing.\n \n Distributor-plunger drive\n The rotary movement of the drive shaft \nis transferred to the distributor plunger\nvia a coupling unit (Fig. 7), whereby the\ndogs on cam plate and drive shaft\nengage with the recesses in the yoke,\nwhich is located between the end of the\ndrive shaft and the cam plate.

The distributor plunger \nis forced upwards to its TDC position \nby the cams on the cam plate, and the\ntwo symmetrically arranged plunger-\nreturn springs force it back down again to\nits BDC position. \nThe plunger-return springs abut at one\nend against the distributor head and at\nthe other their force is directed to the\nplunger through a link element. These\nsprings also prevent the cam plate\njumping off the rollers during harsh\nacceleration. The lengths of the return\nsprings are carefully matched to each\nother so that the plunger is not displaced\nfrom its centered position (Fig. 8).\n \n Cam plates and cam contours\n The cam plate and its cam contour in-\nfluence the fuel-injection pressure and \nthe injection duration, whereby cam\nstroke and plunger-lift velocity are the\ndecisive criteria. Considering the different\ncombustion-chamber configurations and\ncombustion systems used in the various\nengine types, it becomes imperative that\nthe fuel-injection factors are individually\ntailored to each other. For this reason, a\nspecial cam-plate surface is generated for\neach engine type and machined into the\ncam-plate face. This defined cam plate is\nthen assembled in the corresponding\ndistributor pump. Small\nleakage losses are nevertheless un-\navoidable, as well as being desirable for\nplunger lubrication. For this reason, the\ndistributor head is only to be replaced \nas a complete assembly, and never the\nplunger, control collar, or distributor\nflange alone.\n \n Fuel metering\n The fuel delivery from a fuel-injection\npump is a dynamic process comprising\nseveral stroke phases (Fig. 9). The\npressure required for the actual fuel \ninjection is generated by the high-pres-\nsure pump. It has the \njob of relieving the pressure in the line \nby removing a defined volume of fuel \nupon completion of the delivery phase.\nThis ensures precise closing of the in-\njection nozzle at the end of the injection\nprocess.

At the same time, stable\npressure conditions between injection\npulses are created in the high-pressure\nlines, regardless of the quantity of fuel\nbeing injected at a particular time.\n \n The delivery valve is a plunger-type\nvalve. During delivery, \nthe pressure generated in the high-\npressure chamber above the plunger\ncauses the delivery valve to open. This\nthough generates pressure waves \nwhich are reflected at the delivery \nvalve. These cause the delivery valve \nto open again, or cause vacuum phases\nin the high-pressure line. These pro-\ncesses result in post-injection of fuel with\nattendant increases in exhaust emis-\nsions or cavitation and wear in the injec-\ntion line or at the nozzle. To prevent such\nharmful reflections, the delivery valve is\nprovided with a restriction bore which is\nonly effective in the direction of return\nflow. The high-pres-\nsure lines connect the injection pump \nto the injection nozzles and are routed \nso that they have no sharp bends. Apart from this, upon driving off\nthe engine must not tend to stall. The\nengine must respond to accelerator-\npedal changes by accelerating or decel-\nerating smoothly and without hesitation.\nOn the flat, or on a constant gradient,\nwith the accelerator pedal held in a given\nposition, the vehicle speed should also \nremain constant. When the pedal is \nreleased the engine must brake the\nvehicle. It is a sensitive control\ndevice which determines the position \nof the control collar, thereby defining \nthe delivery stroke and with it the injected\nfuel quantity. Depending upon type, the gov-\nernor is also responsible for keeping\ncertain engine speeds constant, such \nas idle speed, or the minimum and\nmaximum engine speeds of a stipulated\nengine-speed range, or of the complete\nspeed range, between idle and maxi-\nmum speed. Within \ncertain limits, these governors can also\nmaintain the engine speeds between \nidle and maximum constant.

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bosch pes injection pump manual