07.

1-003 Explanation of injection pump type plate

For example PES 5 M 55 C 320 RS 158/1

P Pump
E Self-driven
S Front flange attachment
5 Number of cylinders
M Pump size
55 Element diameter in 1/10 mm
C Character of revision
320 Assembly number
R Direction of rotation
SI 58/1 Special version

RSF- governor
R Governor
S Coil spring
F Drive control

Arrangement of components

1 Injection pump
1b Type plate
2 Governor
3 Fuel pump
4 Vacuum unit idle speed increase
5 ADA unit
6 Stop unit
65 Vacuum control valve
Y22 Electromagnetic actuator ELR

07.1.10 I - 003/1
 07.1-010 Function - injection system

A. Lubrication of injection pump

The injection pump is connected to the engine

oil circuit by way of an oil hole (arrow).

The oil returns to the crankcase by way of the

circular groove (x) between bearing and housing.

The 0-ring (10) on the flange (la) seals.

The hole (y) serves to reduce the load exerted

by the oil on the radial sealing ring.

07.1 10 I - 010/1
 B. Fuel circuit

a) Fuel circuit diagram

1 Injection pump 73a Choke orifice in fuel filter upper part 0.8 mm
3 Fuel pump diameter
15 Overflow valve with choke dia. 1.5 mm 86 Fuel thermostat open, position up to +8 '"C, fuel
30 Injection nozzles IS preheated
43 Fuel prefilter 86a Fuel thermostat closed, as of +25 ®C, fuel is no
50 Leak-ofi fuel hose longer preheated
54 Injection line cylinder 1 87 Supply line * cold fuel
63 Fuel tank 87a Return line - preheated fuel
73 Fuel filter upper part 148 Heater supply pipe with fuel heat exchanger

07.1 10 I • 010 2
b) Low-pressure side

1 Injection pump 79 Banjo fitting

3 Fuel pump 80 Return line
15 Overflow valve with choke dia. 1.5 mm 81 Hose return
27 Hollow screw 82 Supply fuel filter
42 Fuel filter 83 Supply injection pump
43 Fuel prefilter 84 Hose clamp
50 Leak-off fuel hose 86 Fuel thermostat
51 Hose clamp 87 Supply line fuel heat exchanger
52 Screw plug 87a Return line fuel heat exchanger
73 Fuel fitter upper part 88 Supply fuel thermostat
74 Hollow screw fuel filter 89 Suction line fuel pump
76 0-ring 131 Fuel holder
77 Seal fuel filter 148 Heater supply pipe with fuel heat exchanger
78 Sealing ring

07,1 10 I • 010 3
 c) High-pressure side

1 Injection pump 64 Holder, cylinder 4, nozzle side

30 Injection nozzle complete 64a Holder, cylinder 4, pump side
52 Screw plug 64b Screw
53 Nozzle plate 66 Holder, lines
54 Injection line 1 68 Plastic clip
55 Injection line 2 68a Plastic clip
56 Injection tine 3 69 Rubber backing
57 Injection line 4 70 Plastic holder for 3 lines
58 Injection line 5 71 Plastic holder for 2 lines
59 Injection line 6

Note
Injection line cylinders 2 - 6 not shown in the figure.
Injection line cylinders 5 - 6 holders as of cylinder 4.

07 1.10 I ■ 010/4
 C. Fuel prefilter (43)

Installed in the suction line ahead of the fuel

pump (3). The filter housing is made of
transparent plastic material.
The mesh size is 0.6 mm (600 pm).

D. Fuel filter (42)

Installed in the delivery line between fuel pump

and injection pump.
The paper filter element is integrated in a metal
housing. The paper element has a mean pore
size of 0.006-0.01 mm (6-10 pm).

42 Filter
73 Fuel filter upper part
74 Screw
76 0-ring
77 Sealing ring (aluminum)

Note
Owing to the greater delivery capacity of the fuel
pump and the chokes in the filter upper part and
on the injection pump the fuel system is bled
automatically during starting.

07 1.10 I ■ 010 5
E. Fuel preheating (148)

A heat exchanger (148) tor preheating the fuel is

installed in the supply line of the heating system.

Heat exchanger

C Supply
D Return
E Heater supply
148 Heat exchanger

Function

Full preheating up to +8 °C fuel temperature;

the required fuel is drawn via the heat exchanger
by the fuel pump.

From +8 °C to +25 °C mixed operation: the

required fuel flows partially via the heat
exchanger.

Above +25 ""C the heat exchanger is

by-passed by the thermostat action; the fuel
pump draws the fuel directly.

The fuel preheating allows trouble-free operation

with winter diesel fuel usually up to approx. -25
outside temperature.

Fuel thermostat

A Supply from fuel tank

B Suction line to fuel oump
C Supply to heat exchanger
D Return from heat exchanger

07 1 10 I - 010 6
 Function diagram fuel preheating
1 Injection pump 54 Injection line cylinder 1
3 Fuel pump 63 Fuel tank
15 Overflow valve with choke 1.5 mm dia. 73 Fuel filter upper part
30 Nozzle holder combination 73a Choke orifice m fuel filter upper part
42 Fuel filter 86 Fuel thermostat up to +8 °C
42a Choke orifice in fuel filter upper part 0.8 mm 86a Fuel thermostat above +25 '"C
diameter 87 Supply tine (cold fuel)
43 Fuel prefilter 87a Return line (preheated fuel)
50 Fuel bleed hose 148 Fuel heat exchanger

07 1,10 I - 010 7
F. Fuel pump

The increased delivery capacity of the fuel punnp

ensures that the fuel system is bled
automatically. The manual priming pump is no
longer required.

Rate of delivery > 150 cm^ 30 s, with starter

speed > 150/min, in fuel return.

E Suction side
D Delivery side

A choke in the overflow valve on the injection

pump is required for bleeding the injection pump.

Overflow valve with choke dia. 1.5 mm (arrow).

The overflow valve prevents unfiltered fuel from

reaching the injection pump via the return line if
the supply is clogged (e.g. filter).

07,1.10 ! • 010 8
G. Start of delivery adjusting device

An adjusting device (arrow) is provided on the

injection pump flange in order to allow
adjustment of start of delivery with the engine
running.

H. Relief chokes in delivery valve holder

In order to reduce the hydrocarbon content in

the exhaust gas, relief chokes (7b) are installed
in the delivery valve holders (7) of the injection
pump. The delivery valve holders with relief
choke are identified externally by one or two
circular grooves (arrows). The relief choke (7b)
is a plate valve (7c) with a choke orifice opening
in the direction of the injector. The choke orifice
for all engines is 0.45 mm diameter.
The valve seat (7d) is riveted into the delivery
valve holder. 1074-8947/1

07.1 10 I - 010/9
 7 Deliven/ valve holder connection
7a Spring
7b Relief choke
7c Plate valve
7d Valve seat
7e Delivery valve holder
7f Seal
7g Delivery valve

I. Injection timing device

The timing device is mounted on the injection

pump shaft and secured with a left-hand
threaded center bolt.

Timing device advance curve

n = 1 /mm injection pump

PW'" = Advance angle injection pump

07 1 10 I - 010/10
J. RSF governor, construction and mode of operation

The governor is an idle speed maximum speed

governor whose control spring (2m) is
dimensioned and adjusted such that, with the
exception of torque control (see "Speed
regulation during starting and full-load
operation"), it does not regulate in the part load
range.

In the part load and full-load ranges the control

rod (2t) of the injection pump is only actuated by
the accelerator pedal which is connected with
the adjusting lever (2g) of the governor by way
of the control linkage.

The vacuum unit (4) serves to preload the idle

speed spring (2n) and adjust the idle speed.

07.1.10 I ■ 010 1 1
 2 4a 4
6

2 Governor
2a Guide lever
2b Stop screw for idle speed volume
2c Reverse-transfer lever
2d Fulcrum lever
2e Spring capsule (torque control)
2f Full-load adjusting screw
2g Control lever
2h Sliding sleeve
2i Flyweights (pump governor assembly)
2] Idle speed auxiliary spring shut-off
2k Adjusting screw for idle speed auxiliary spring (tickler)
21 Tension lever
2m Governor spring
2n Idle speed spring
2o Idle speed auxiliary spring (tickler)
2p Control lever
2r Stop lever
2s Emergency stop lever
2t Control rod
4 Vacuum unit idle speed increase
4a Idle speed adjusting nut
6 Vacuum unit (stop)

a) Idle speed regulation

The adjusting lever (2g) contacts the idle speed

stop screw (2b). With increasing speed the
sliding sleeve (2h) passes through the idle speed
stage. The guide lever (2a) pivots around the
fulcrum "A" in this way acting against the idle
speed spring (2n).

a Start
b Stop
c Idle speed stage

07,1.10 I - 010 12
 At a certain engine speed (approx. 600/nnin) the
guide lever (2a) contacts the adjusting nut of the
idle speed auxiliary spring (2o). The movement
of the sliding sleeve (2h) is transferred to the
injection pump control rod in the same direction
via the reverse-transfer lever (2c) and the control
lever (2d). After passing through the idle speed
stage the sliding sleeve (2h) contacts the spring
capsule (2e).

If the engine speed continues to rise (e.g. while

coasting), the spring capsule (2e) and then the
governor spring (2m) are overcome at a certain
speed. The control rod is then moved into "stop
position" (deceleration shut-off).

b) Speed regulation with electromagnetic actuator

The stroke rod (163) contacts the guide lever

(2a). The electromagnetic actuator (Y22) is
supplied with a timed DC voltage in the
frequency range of approx. 50 Hz from the
control unit (electronic idle speed control).

If the engine speed drops (e.g. when engaging

the driving position or power steering at the end
limit), the electromagnetic actuator is given a
higher voltage. As a result the stroke rod (163)
will push against the guide lever (2a) and the
control rod (2t) moves in the direction "a" more
volume.

161 Sealing ring

162 Electrical connection
163 Stroke rod
164 Magnetic coil
165 Magnetic core

As soon as the engine speed rises, the voltage

IS reduced and the control rod (2t) moves in the
direction "b" less volume.

07.1.10 I - 010/13
 c) Start position

If, with the engine stationary, the control lever

(2g) contacts the full-load stop (c). the reverse-
transfer lever (2c) pivots around the fulcrum "B",
taking with it the fulcrum lever (2d) in the
direction of start.

With the control lever (2g "full throttle") in full¬

load position the idle speed auxiliary spring (2o,
tickler) is pushed off the guide lever by the idle
speed auxiliary spring shut-off (2j). This allows
faster speed regulation from the starting position
of the governor.

a Start
b Stop

d) Maximum speed regulation/torque control

After passing through the idle speed stage (c)

(see figure regulation at idle speed) the sliding
sleeve (2h) contacts the spring capsule (2e). In
this way the control rod of the injection pump is
brought into full-load position via the reverse-
transfer lever (2c) and the fulcrum lever (2d).

When a certain speed has been reached, the

spring capsule (2e) is pushed on by a specified
distance (d) (torque control).

If the speed of the engine rises again, the force

of the flyweights is sufficient to overcome the
control spring (2m) (maximum speed regulation).

The start of the speed regulation is dependent

on the preload of the governor spring (2m).

07 1.10 I 010 14
e) Shut off

The vacuum unit (6) is connected to vacuum

from the vacuum pump via the glow starter
switch of the vehicle. As a result, the diaphragm
of the vacuum unit is pulled against the
compression spring.

The vacuum unit (6) is connected with a stop

lever (2r). This lever pivots around the fulcrum
"D" pulling the control rod of the injection pump
into the "stop position". The bypass spring of
the fulcrum lever is overcome in this process.
Via the emergency stop lever (2s) the control
rod can likewise be pulled into "stop position" on
the outside of the governor.

a Start
b Stop

07.1 10 I - 010/15
 K. Atmospheric pressure-dependent full-load stop (ADA)

The atmospheric pressure-dependent full-load

stop serves to correct the low air density at
higher altitudes.

Mode of operation with a reduction of pressure

with increasing altitude. With diminishing
pressure the aneroid boxes (103b) expand,
pushing the ADA correction linkage (103c) in
direction (c). The ADA guide pin (5b) continues
to push the ADA correction linkage (103c) in the
direction of (c), pivoting the ADA template (5c) in
the direction of (d).
With the ADA template the toggle lever (5c) and
the reverse-transfer lever (5d) pivot in the
directions of (e) and (d). The reverse-transfer
lever now pulls the control rod (2t) in stop
direction (b) via the fulcrum lever (2d).
In this way the pressure drop causes a reduction
of the full-load volume.

A pressure rise results in the process taking

place in reverse order.

The atmospheric pressure-dependent full-load

stop consists of aneroid boxes vertically installed
in a housing, and which have been adjusted to a
certain barometric level by means of an adjusting
screw and counteracting spring-loaded threaded
pin. Within the operating range of the aneroid
boxes an expansion takes place with decreasing
air pressure. The spring- loaded threaded pin on
the lower side of the aneroid boxes and the
connected levers transmit the changes in altitude
to the control rod of the injection pump.

07 1.10 1 010/16
 If the aneroid boxes expand, the control rod is
103d
pulled in the direction of "stop" and the delivery
volume IS reduced; if the altitude decreases, the 103b
control rod is moved into the direction of
103
"additional volume", resulting in an increase of
the delivery volume.

103c

5c Template
103 Pressure box
103a Connection for atmospheric connection line (for 5c
registering atmospheric pressure)
103b Aneroid boxes
103c Correction linkage
103d Adjusting screw (adjusted by manufacturer)

L. Governor impulse method (RIV)

In order to be able to register the relationship of

the injection pump relative to the engine two
signals are required:

• TDC impulse from the crankshaft

• Governor impulse from the injection pump

Both impulses are supplied by pulse generators.

In order to obtain a measuring signal the sensor
pins must be moved past the pulse generators
with a minimum speed (idle speed). A measuring
instrument measures the time interval of the two
impulses, converting the result into an angular
value which is then indicated.
Checking, adjusting start of delivery
(see 07.1-1ir 112 116 117).

07.1.10 I 010/17
001 Digital tester
015 Test cable
016 Socket
017 RIV generator (governor
impulse)
021 TDC pulse generator
059 Sensor pm
2 Governor
2i Flyweight with sensor pin

07,1 10 I - 010 18
 M. Electronic idle speed control (ELR)

In addition to the mechanical governor an

electronic idle speed governor is installed in
engine 602 with air conditioner and automatic
transmission.

The speed sensor (L 3) registers the engine

speed (144 impulses revolution) passing it on to
the control unit (N8 or N8 1) in form of an AC
voltage.

The control unit processes the speed signal and

compares set value with actual value. The idle
speed is kept constant by the electromagnetic
actuator {Y22) independent of the load on the
engine.

Initiated by the temperature sensor (B 11/1), with

coolant temperatures < 60 °C the idle speed
set value is increased according to a
predetermined characteristic.

07.1 10 I 010 19
 Block diagram idle speed control

System diagnosis (as of approx. June 1988)*

With the self-testing program integrated in the Impulse Component/Control circuit
control unit it is possible to test the ELR system. display

1 All functions "in order"

A signal can be called up by way of the test
coupling (X92) giving specific information on 2 Speed signal "fault"
faults of a component. 3 Coolant temperature "fault"
However, only permanent faults can be
indicated. Faults of a temporary nature cannot be 6 Control circuit ELR "fault"
registered and indicated by the control unit.

The number of signals shows which component

IS faulty, or whether components in the control
circuit are defective.

07 1 10 1 010 20
 Arrangement of components

Electrical components

B11/1 Coolant tetnperature sensor N8 or Control unit ELR

K1 1 Overvoltage protection relay N8/1
L3 Speed sensor X92 Test coupling
L3x Connector speed sensor starter ring gear Y22 ELR electromagnetic actuator

07.1 10 I - 010 21
 N. Injection Nozzles

b) Hole-type pintle nozzle

Bosch designation DN 0 SD 240/

This nozzle is distinguished from the pintle
nozzle by transverse and longitudinal bores (46
and 47) in the throttling pintle.

31 Nozzle needle
32 Nozzle body
46 Transverse bore
47 Longitudinal bore

Q. Nozzle holder

Bosch designation
KCA 30 S 44 (without edge-type filter)
(vertical injection)
KCA 30 S 46 (with edge-type filter)
(vertical injection)
KCA 27 S 55
(inclined injection)

07.1.10 I ' 010 22

The compression spring (36) in the holding body
(37) presses on the nozzle needle (31) via thrust
pin (34). The preload of the compression spring
(36) and the shim (40) determine the opening
pressure of the injection nozzle. The injection
pressure can be adjusted by means of different
shim thickness dimensions. Fuel flows to the
nozzle seat via the respective supply bore (a) in
the holding body (37), intermediate washer (33)
and injection nozzle. During the injection process
the injection pressure lifts the nozzle needle and
the fuel flows through the circular groove on the
throttling pintle into the prechamber.

After the injection pressure has dropped, the

compression spring (36) forces the nozzle
needle (31) back onto its seat: the injection
process is completed.

07.1 10 I - 010/23
5® inclined injection
Engine 602 model years 1987 and 1988

The nozzle holder combination is screwed into

the upper prechamber with an inclination of 5°
with reference to the prechamber longitudinal
axis. The inclined injection results in an even
more intensive mixing of air with fuel.

70 Cylinder head
71 Cylinder head gasket
109 Sealing sleeve
110 Prechamber
112 Threaded ring
113 Sealing plate
114 Nozzle holder

5®/180 ^inclined injection

Production breakpoint: Standard version January 1989
Model Engine Engine end no. Engine end no.
Manual transmission Automatic transmission

201.126 602.911 - 014820

07.1.10 I • 010 24
Engine 602 and Code 830 as of model year
1989
The nozzle holder combination inclined by 5° is
twisted by 180° and installed into the upper
prechamber.

This has the following advantages;

• Improved cold starting
• Improved mixing of air and fuel due to
shortened glow plug (23 mm previously
27 mm) in connection with recess and
spherical indentation in the ball pin.
• Particle reduction and improvement in the
emission of hydrocarbons and carbon
monoxide.

R9 Glow plug
109 Sealing sleeve
110 Prechamber
112 Threaded nng
113 Nozzle plate
114 Nozzle holder combination

07 1 10 I 010/25
31 Nozzle needle
32 Nozzle body
33 Intermediate washer
34 Thrust pin
35 Nozzle mounting nut
36 Compression spring
37 Holding body
38 Fuel bleed connection
40 Shim
45 Supply bore
a Fuel supoly
b Leak-off fuel (return)

Nozzle holder for inclined injection

O. Injection lines

The injection lines are so designed that the

rnjection pump can be pivoted with the engine
running.

Note _
Due to vibration the plastic clips 68 and 68a
must be mounted as closely as possible to the
radius of the injection lines (arrows). The plastic
clips (71) must be fully engaged. ~

07 1 10 I - 010 26
P. Vacuum shut-off with vehicle key (glow starter switch)

The vacuum for the key shut-off has been

supplie(j by the check valve (140) of the main
vacuum line since July 1987.

Production breakpoint: July 1987

Model Engine Vehicle identification end no.

A F

201.126 602,911 384857 383987

07,1 10 I - 010/27
 P07-0511-53

Vacuum line routing

1 Injection pump A Partition panel
6 Vacuum unit (stop) c Remaining users
61c Valve glow starter switch e To brake booster
67 Vacuum pump
140 Check valve, mam vacuum line

Key shut-off version prior to July 1987

A
I

Function diagram
1 Injection pump A Partition panel
6 Vacuum unit (stop) c Remaining users
61b Choke 0.5 mm orifice diameter e To brake booster
61c Valve glow starter switch bl blue
6id Cam glow starter switch (valve open) br brown
67 Vacuum pump

07 1 10 I - 010.'28